47114 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

ENVIRONMENTAL PROTECTION

AGENCY

40 CFR Parts 9 and 86

[FRL–5881–3]

Direct Final Rule Amending the Test

Procedures for Heavy-Duty Engines,

and Light-Duty Vehicles and Trucks

and the Amending of Emission

Standard Provisions for Gaseous

Fueled Vehicles and Engines

AGENCY: Environmental Protection

Agency (EPA).

ACTION: Direct final rule.

SUMMARY: This action promulgates

amendments to several sections of the

heavy-duty engine test procedure

regulations in 40 CFR part 86. These

changes are needed in order to

accommodate the use of new testing

equipment, to provide greater flexibility

in the type of testing equipment used

and to ensure uniform calibration and

use of the testing equipment. The

amendments will ensure the continued

validity of testing results and ensure

that heavy-duty engines are being

exercised appropriately over the test

procedures. This action also makes

limited changes to the light-duty vehicle

and truck test procedure regulations and

the gaseous fuel emission standards in

40 CFR part 86. Because changes are

limited to technical issues, all of which

have been coordinated with industry,

EPA expects no adverse comments.

DATES: This rule will be effective

January 5, 1998 unless notice is received

by October 6, 1997 that adverse or

critical comments will be submitted on

a specific element of this rule. If such

comments are received, then EPA will

publish a subsequent document in the

Federal Register withdrawing any

regulation for which adverse or critical

comments were made.

The incorporation by reference of

certain publications listed in the

regulations is approved by the Director

of the Federal Register as of January 5,

1998.

ADDRESSES: Interested parties may

submit written comments in response to

this notice (in duplicate, if possible) to

Public Docket A–96–07 at Air Docket

Section, U.S. Environmental Protection

Agency, First Floor, Waterside Mall,

Room M–1500, 401 M Street SW,

Washington DC 20460. A copy of the

comments should also be sent to the

contact person listed below.

FOR FURTHER INFORMATION CONTACT: Mr.

Jaime Paga ́n, U.S. Environmental

Protection Agency, Engine Programs

and Compliance Division, 2565

Plymouth Rd., Ann Arbor, MI 48105.

Telephone: (313) 668–4574, fax: (313)

741–7816.

SUPPLEMENTARY INFORMATION:

Table of Contents

I. Introduction

II. List of Changes to Test Procedures

III. Environmental and Economic Impacts

IV. Public Participation

V. Statutory Authority

VI. Administrative Designation and

Regulatory Analysis

VII. Compliance with Regulatory Flexibility

Act

VIII. Unfunded Mandates

IX. Paperwork Reduction Act

X. Submission to Congress and the General

Accounting Office

XI. Copies of Rulemaking Documents

I. Introduction

EPA’s Smoke Exhaust and Gaseous

and Particulate Exhaust Test Procedures

for certification and Selective

Enforcement Audit (SEA) provide a

consistent method for testing and

obtaining emissions data from heavyduty engines. This action promulgates

amendments to the test procedures in

order to accommodate the use of new

testing equipment and clarify certain

issues that have been identified since

these procedures were first published.

Over the last few years, EPA and the

Engine Manufacturers Association

(EMA) have worked together to identify

the issues that needed revision or

clarification. During these interactions,

suggestions were made involving

specific changes to the test procedures.

In general, the technical amendments

included in this action fall into two

categories. First, many of the

amendments are simply clarifications

that will help remove any potential

ambiguities or inconsistencies. Second,

another group of amendments take into

account testing equipment and/or

engine technology that was not as

widely used when the rule was first

written.

The changes to the Smoke Exhaust

Test Procedure include clarifications

regarding the operation of the

dynamometer, accommodation of

additional test equipment and more

details on meter light sources to be

used. The test procedures for SEA

contain a new requirement that asks

manufacturers to decide, before the

initial cold cycle, whether they will

measure background particulate matter

(PM) or not. Promulgated amendments

to the Gaseous and Particulate Test

Procedures cover the calibration

requirements of gas analyzers, the use of

accessory loads, conditions for use of

charge air cooling devices and the

permitted point deletions from

regression analysis.

Lastly, three minor changes to the

Gaseous Fueled Vehicle Rule,

established in a September 21, 1994

notice (59 FR 48472), are made. The

regulatory text of that rule contained

several minor errors and areas where the

applicability of various standards to

gaseous-fueled vehicles was not clear in

the regulations, although all of the

applicability issues were discussed in

the preamble. The following section

presents a more detailed overview of the

specific amendments that EPA is

promulgating in this action.

II. List of Changes to Test Procedures

1. Changes and clarifications

regarding dynamometer control

throughout the operation cycle for

smoke emission tests (§ 86.884–7(a) and

§ 86.884–13(b)(6)). These changes

respond to the need to better define the

acceleration mode in the smoke test

cycle. The amendments to the

regulatory language make the speed and

acceleration requirements more specific.

In addition, it is clarified that during the

last 10 seconds of the lugging mode the

average engine speed and the average

observed power shall be maintained

within their specified values.

Furthermore, the regulations are revised

to state that within five seconds of the

completion of the lugging mode, the

dynamometer and engine controls shall

be returned to idle position. These

specifications are needed to ensure

uniformity in how the procedures are

followed.

2. Allow the use of newer in-line

smokemeters and accommodate

multistack engines to the smoke exhaust

test procedure (§ 86.884–8(c) and

§ 86.884–14). In-line smokemeters,

which were not available when the

original rule was written, are now taken

into account in the test procedure. The

purpose of this addition is to provide

engine manufacturers the flexibility of

using this type of equipment. The use of

in-line smokemeters is acceptable since

it does not affect test results. Also,

specifications for the distance between

the smokemeter and the exhaust

manifold, turbocharger outlet,

aftertreatment device or crossover

junction (whichever is farthest

downstream), are now included in the

regulations. Such distance

specifications are needed to ensure a

uniform procedure and repeatable test

results.

3. Clarify the specifications for the

type of light sources to be used during

smoke testing (§ 86.884–9 (b)(2) and (c)).

These clarifications specify the color

temperature range and spectral peak for
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47115

smokemeter light sources. It is also

specified that light detectors shall be a

photocell or a photodiode. In addition,

it is now specified that the distance

from the optical centerline of the

smokemeter to the exhaust pipe outlet is

1±0.25 inches. The new language adds

specificity by providing specific ranges

for these parameters and adds flexibility

by allowing the use of more current

smokemeter technology.

4. Semantic clarification for the

smoke test: Curb Idle rpm versus Idle

rpm (§ 86.884–7(a)(4) and § 86.884–

10(a)(8)). The word ‘‘Curb’’ was

eliminated from the term ‘‘Curb Idle

rpm’’ in the smoke test procedure.

When running a smoke test on an

engine with Curb Idle Transmission

Torque (CITT), it is very difficult to

maintain the desired idle speed without

having to adjust the controls. The

change in the regulatory language

simply allows to operate the engine at

free idle speed and does not affect test

results.

5. New calculations are provided to

support the use of in-line smokemeters

(§ 86.884–14(a)). EPA provides an

equation to determine the standard halfsecond percent opacity, if the opacity is

being measured using a smokemeter

with a different optical path length than

the one specified in § 86.884–8. This

calculation will help support the use of

current in-line smokemeters.

6. Selective Enforcement Auditing

Test Procedures: Require that

manufacturers decide, before the start of

the cold cycle, whether they will

measure background particulate matter

(PM). The test shall be voided if the

manufacturer fails to measure

background PM after initially saying it

would (§ 86.1008–90(a), § 86.1008–96(a),

§ 86.1008–2001(a) and § 86.1111–87(a)).

The CFR (§ 86.1310(b)(1)(iv)(C)) states

that the primary dilution air may be

sampled to determine background PM

levels. Since this measurement is not

required, a valid test may be run

without sampling for background

particulate. Background particulate can

make a significant contribution to the

total particulate collected on the sample

filter, especially at emission levels of

0.10 g/bhp-hr and below. As a result,

most manufacturers choose to measure

background particulate.

During Selective Enforcement Audit

(SEA) testing, manufacturers will

occasionally have problems measuring

background particulate. Improper

handling of the background filters is the

usual cause of these problems.

Manufacturers typically want to weigh

the sample filters before deciding

whether or not to void the test. If the

engine passes based on the sample filter

weights, the manufacturer will not void

the test since including background

emissions will only lower an already

passing particulate value. However, if

the engine fails based solely on the

sample filter weights, the manufacturer

will want to void the test since the

engine may pass if background

correction is included.

Although it is certain that an engine

that passes without background

correction will pass with background

correction, it is uncertain if an

unmeasured background correction will

lower the particulate level of a failing

engine enough to pass. An engine with

failing sample filter weights may pass

when retested solely as the result of testto-test variability, lowering its emission

level.

Therefore EPA will now require that

manufacturers decide, before the start of

the cold cycle, whether they will

measure background PM. The test shall

be voided if the manufacturer fails to

measure background PM after initially

saying it would.

7. Clarify the procedure for sampling

background particulate (§ 86.1310–

90(b)(1)(iv)(C)). The new language adds

specificity to the exhaust gas sampling

method by stipulating that the primary

dilution air shall be sampled at the inlet

to the primary dilution tunnel, if

unfiltered, or downstream of any

primary dilution air conditioning

devices that are used.

8. Clarify the hydrocarbon (HC) probe

location and line temperature

requirements and introduce a new

approach for demonstrating the

temperature profile of heated lines

(§ 86.1310–90(b)(3)). This clarification

will provide more uniformity to the test

procedures by requiring specific probe

locations and line temperature

requirements. The revisions to the

regulations require that the temperature

requirements of the hydrocarbon (HC)

sample line shall be met over its entire

length and not just at the measurement

points. Since the gas temperature can

not instantly be brought up to the

required temperature, the length of the

sample probe is defined as the length at

which the gas temperature must meet

specifications.

9. Require that all particulate matter

(PM) filters (sample, reference and

background) are to be handled in pairs

during all weighing (§ 86.1310–90(b)(7),

§ 86.1312–88(a) (3) & (4), and

§ 86.1337). This measure will help

reduce error and ensure the uniform use

of all filter samples. More accurate

measurements can be obtained by

weighing the filters in pairs.

10. Recommend that PM filter loading

be maximized consistent with other

temperature requirements and the

requirement to avoid moisture

condensation (§ 86.1310–90(b)(7)(iv)).

The new language will ensure that PM

measurements are accurate by having a

filter loading that is consistent with

temperature and moisture requirements.

Furthermore, EPA recommends that the

filter pair loading be proportional to the

engine’s emission level. For example, a

filter pair loading of 1 mg is typically

proportional to a 0.1 g/bhp-hr PM

emission level. This change eliminates

the previous 5.3 milligram filter loading

requirement which is too difficult to

achieve with today’s low PM emitting

engines.

11. Apply the same proportional

sampling requirement to the Critical

Flow Venturi (CFV–CVS) and the

Positive Displacement Pump-Constant

Volume Sampler (PDP–CVS) systems

(§ 86.1310–90(b)(6), § 86.1337–90(a)(10),

§ 86.1337–96(a)(10)). This new language

consolidates the requirement for

demonstrating, during diesel particulate

testing, sample flow proportionality for

both the single-dilution and doubledilution methods. Prior to the change,

PDP–CVS systems were only required to

demonstrate that flow through the

particulate transfer tube was constant,

plus or minus five percent. The CFV–

CVS was required to demonstrate that

the ratio of main tunnel flow to

particulate sample flow did not change

by more than plus or minus five

percent. The requirements for the two

CVS systems are the same assuming that

flow through the PDP–CVS does not

vary. Since this assumption is not

always true, the proportionality

requirements for the PDP–CVS and the

CFV–CVS are not equivalent. To correct

this, laboratories with a PDP–CVS

sampling system are required to meet

the same requirements as the CFV–CVS

system, which is to demonstrate that the

ratio of main tunnel flow to particulate

sample flow did not change by more

than plus or minus five percent.

12. Clarify the ambient condition

requirements for the filter weighing

room (§ 86.1312–88(a) (1) & (2)). This

new language helps resolve some

inconsistencies between the light-and

heavy-duty test procedures. The new

humidity requirement states that the

room shall be maintained at a dew point

temperature of 282.5K ±3K (9.4°C ±3°C)

and a relative humidity of 45% ±8%.

The ambient temperature requirement

in the room is revised to 295K ±3K

(22°C ±3°C) during all filter

conditioning and weighing.

13. Allow a change in weight on the

reference filters, between weighings, by

an absolute number rather than a

percentage of the nominal filter loading
47116 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

(§ 86.1312–88(a)(4)). Sample and

background filter pairs that are in the

process of stabilization shall be

discarded if the average weight of the

reference filter pair changes by more

than 40 micrograms. This change

simplifies the old requirement where a

±5 percent change from the nominal

filter loading was allowed. EPA

considers that it is better practice to

have a filter weight variation

requirement that does not vary with the

nominal filter loading since a specific

loading is not required, but is only

recommended.

14. Change in the conditioning room

timing requirement (§ 86.1312–88(a)(5)).

If any of the environmental conditions

in the conditioning room, as specified in

the test procedures, are not met, then it

is required that the filters remain in the

conditioning room for at least one hour

after correct conditions are met prior to

weighing. This amendment eliminates a

previously unnecessary timing

requirement and adds a new option for

manufacturers that gives them greater

flexibility in following the test

procedures.

15. Specify a new ASTM procedure

for measuring aromatic composition in

diesel fuel (§ 86.1313–91, § 86.1313–94,

§ 86.1313–98). The amendment allows,

for heavy-duty diesel engines of model

years 1987 thru 1997, the use of ASTM

procedure D5186–91 for measuring

aromatic composition. For model years

1998 and later, ASTM D5186–91 will be

the required procedure for measuring

aromatic composition.

16. For diesel fuel testing only, change

the requirement of calibrating the CO

analyzer to bi-monthly or immediately

after maintenance (§ 86.1316–90). This

amendment loosens the monthly

calibration requirement due to the

typically low levels of CO, relative to

the standard, produced by heavy-duty

diesel engines.

17. Change a requirement to generate

new calibration curves each month

(§ 86.1316–90, § 86.1316–94). This

amendment adds flexibility to the test

procedure by allowing the manufacturer

not to generate a new calibration curve

for an analyzer if they have

demonstrated that it has not

significantly varied from its last

calibration. This change does not affect

the accuracy of the analyzers, but

simplifies the calibration process.

18. Clarify the method for issuing

speed and torque command setpoints

throughout the test cycle (§ 86.1327–

90(b), § 86.1327–94(b), § 86.1327–96(b)).

The frequency for issuing the command

setpoints for engine torque and speed

were not specified in the original rule.

It is now clarified that the torque and

speed command setpoints shall be

issued at 5 Hz or greater.

19. Clarify the exhaust system and

insulation requirements for diesel

engines equipped with catalysts

(§ 86.1327–90(f), § 86.1327–94(f),

§ 86.1327–96(f)). These amendments

respond to the need to account for

exhaust aftertreatment technology,

which is seeing a wider use in current

heavy-duty engines. The language being

added to the regulations specifies that

the exhaust pipe diameter shall be the

same as that found in-use. In addition,

it is specified that for gasoline and

diesel engines, the catalyst container

may be removed during all test

sequences prior to the practice cycle,

and replaced with an equivalent

container having an inactive catalyst

support. The reason for allowing such

option to manufacturers is that the

catalyst may be consumed by the high

exhaust temperatures experienced

during testing. Finally, it is also

specified that the distance from the

exhaust manifold flange or turbocharger

outlet to any exhaust aftertreatment

device shall be the same as the vehicle

configuration or within the distance

specifications that the engine

manufacturers provide for the

installation of such devices.

20. Clarify that loading from

accessories is considered parasitic in

nature and that their work shall not be

included in the emission calculations

(§ 86.1327–98, § 86.1341–98(b)(3)). The

accessory loading is considered

parasitic because it is not providing any

‘‘useful work’’. ‘‘Useful work’’ is the

work that the application (that uses the

engine in question) does when

commanded by an operator. The

amendment clarifies that accessories

such as oil coolers, alternators, air

compressors, etc., if used, shall be

applied to all engine testing operations.

Their work, however, shall not be

included in the integrated work used in

emission calculations. This clarification

adds consistency between emission test

results from different engines, which do

not necessarily operate with the same

accessories.

21. Require the following of SAE

Recommended Practice J1937 for

simulating the use of a charge air

cooling device while running the FTP in

a dynamometer test cell (§ 86.1330–

84(b)(5), § 86.1330–90(b)(5)). The

following of this procedure will help

ensure the uniform use of such devices,

which were not of common use when

the original rule was written.

22. Define new intake and exhaust

restriction setting requirements for

diesel fueled heavy-duty engines

(§ 86.1330–84(f) and § 86.1330–90(f)).

This new language replaces earlier

language that required the

manufacturers to demonstrate some

average restrictions that their engines

would typically experience in-use. The

old requirements were very difficult to

meet. The new requirement for the air

inlet specifies a restriction setting which

is midway between a clean filter and the

maximum restriction specified by the

manufacturer. In addition, the new

requirement for exhaust restriction is 80

percent of the manufacturer’s

recommended maximum specified

exhaust restriction. Furthermore, EPA

still holds the manufacturer accountable

for the entire range of restrictions that

the engine might experience in-use.

23. Correct the temperature

requirement of the CVS dilution air

(§ 86.1330–84(b), § 86.1330–90(b)). The

language added makes the dilution air

temperature requirement consistent

with § 86.1310–90, which is 68°F (20°C)

for Otto cycle engines and between 68°F

and 86°F (20°C and 30°C) for diesel

cycle engines.

24. Change the required torque

command set-points in the FTP that

utilize the provisions related to Curb

Idle Torque (CITT) (§ 86.1333–90). The

manufacturer is allowed to modify all

torque command set-points to CITT

when the speed command set-point is

equal to or less than zero percent and

the ‘‘initial’’ torque command set-point

is less than CITT. This language corrects

a problem where, in certain cases, a low

torque command resulted in a real

torque command less than CITT, which

is an operating condition that these

engines do not typically encounter inuse.

25. Clarify the idle torque

requirements for cycle validation

(§ 86.1333–90). The existing language

for idle torque requirements is clarified

to make it more understandable.

26. Apply a single set of requirements

to both forced and natural cool downs

which precede the cold start exhaust

emissions test (§ 86.1334–84 and

§ 86.1335–90). This change defines a

cold engine as one with oil and water

temperatures between 68 and 86°F. This

is a change from the existing natural

cool down requirements which call for

only oil temperature to be stabilized

between 68 and 86 °F. The temperature

requirements for forced cool down are

now the same as for natural cool down,

thus providing one definition for a cold

engine regardless of the cool down

procedure.

27. Correct an oversight regarding the

first FTP idle definition (§ 86.1337–90

and § 86.1337–96). This amendment

adds language to § 86.1337–90 and

§ 86.1337–96 that was inadvertently lost
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47117

from § 86.1337–88. It also corrects a

paragraph reference in the same sections

and eliminates specifications for

particulate testing without the use of

flow compensation because these

specifications are no longer needed

since the same particulate sampling

requirements now apply for systems

with and without flow compensation.

28. Clarify the procedure for

calibrating gaseous emission analyzers

(§ 86.1321–90, § 86.1321–94, § 86.1322–

84, § 86.1323–84, § 86.1324–84 and

§ 86.1325–94, § 86.1338–84). The data

points requirements for calibrating

analyzers below 15 percent of full scale

are specified in order to ensure an

accurate curve. The previous calibration

procedure was defined by the type of

gas divider used for the calibration. Not

all gas dividers were covered by the

previous procedure and no procedure

was provided for a laboratory which

uses gas bottles. Changes to the

procedure now allow the generation of

calibration data with six points that are

approximately equally spaced. Finally,

analyzer response over 100% of full

scale may be used if it can be shown

that readings in this range are accurate.

These changes give more flexibility

without affecting the accuracy of the

calibrations.

29. Require that particulate sample

filters be placed in unsealed petri dishes

during conditioning after the emissions

test (§ 86.1339–90). This language will

help ensure that particulate filters will

be handled consistently in all

laboratories and makes it consistent

with the pre-conditioning requirements.

The unsealed petri dish requirement is

needed in order to have a uniform

method for handling PM filters that also

eliminates the possibility of filter

contamination.

30. Eliminate the 80 hour maximum

for pre-conditioning PM filters

(§ 86.1339–90). This change simplifies

the filter pre-conditioning procedure by

eliminating the 80 hour maximum time

requirement. It was found that only the

minimum 1 hour requirement was of

meaningful value for filter preconditioning.

31. Clarify the permitted point

deletions from regression analysis for

validation statistics (§ 86.1341–90,

§ 86.1341–98 and Appendix I,

paragraph (f)(2)). A table that describes

the permitted point deletions from

regression analysis is simplified by

removing some language and adding

three sentences. The changes will make

the table easier to understand and do

not affect test results.

32. Correct an oversight regarding the

calculation of cycle work (§ 1341–90).

This clarification adds language to

§ 86.1341–90 that was inadvertently not

included from § 86.1341–84.

33. Clarify that no useful work is

generated from spurious non-zero/CITT

torques that occur during idle

(§ 86.1341–98(b) (3) & (4)). For manual

transmissions, all spurious non-zero

torques at reference idle portions of the

cycle shall be set equal to zero and

included in the horsepower-hour

calculation used for emission

determinations. For automatic

transmissions, all spurious non-CITT

torques at reference idle portions of the

cycle shall be included in the

horsepower-hour calculation used in the

emission determination.

34. Clarify the calculations for

converting emission measurements from

as-measured dry concentrations to wet

concentrations (§ 86.1342–90,

§ 86.1342–94). An equation used to

convert as-measured dry concentrations

to wet concentrations is amended in

order to correct an error in its

derivation.

35. Correct an error that occurred

from § 86.1342–84 to § 86.1342–90 when

some guidelines for converting dry

measurements to wet concentrations

became subordinate to a section

describing the calculation of brakespecific fuel consumption (§ 86.1342–

90, § 86.1342–94).

36. Clarify what calculations should

be used for determining the emission of

particulate matter depending on what

type of CVS sampling system is used

(§ 86.1343–88). The original language

did not distinguish between critical

flow venturi (CFV) CVS and positive

displacement pump (PDP) CVS, which

require different calculations for

determining the mass of particulate

matter. The new language now provides

distinct calculations for both systems for

emission calculation purposes.

37. Add provisions for testing heavyduty engines and light-duty vehicles

that require the manufacturer to verify

that the venturi is achieving sonic flow

when using a CFV–CVS sampling

system (§ 86.119–90, § 86.1319–84 and

§ 86.1319–90). Having sonic flow during

emission tests, when using a CFV–CVS

sampling system, is of critical

importance in order to achieve accurate

and reliable emission results.

Manufacturers have two options for

verifying sonic flow. The first option

involves calculating CFV pressure ratio,

which must be less than or equal to the

calibration pressure ratio limit derived

from the CFV calibration data. Other

sonic flow verification methods may be

allowed with prior approval from the

Administrator.

38. Revise Incorporation by Reference

(§ 86.1). Section 86.1 contains a listing

of all items in part 86 which are

incorporated by reference, along with

the section numbers where they are

incorporated. The SAE Recommended

Practice J1937 and the standard test

method ASTM 5186–91 are added to

such list. In addition, several minor

corrections to section 86.1 are made. In

the Gaseous Fuels Rule the changes to

section 86.1 to incorporate the standards

ASTM D2163–91 and ASTM D1945–91

were in some cases incorrect and did

not properly list the part 86 sections in

which these standards were

incorporated.

39. Correct Certification

Specifications for Diesel Fuel for LightDuty Vehicles and Trucks (§ 86.113–94).

In the Gaseous Fuels Rule (59 FR 48472)

the section specifying certification fuel

parameters for light-duty vehicles and

trucks (§ 86.113–94) was modified to

include natural gas and liquefied

petroleum gas specifications. In

addition to new gaseous fuels

specifications, this section was

restructured to make future additions of

other fuels easier. Although these were

the only intended changes, some

changes were inadvertently made to the

specifications for diesel fuel as well.

Thus, in this notice such section is

being revised to correct for these

inadvertent changes to the diesel fuel

specifications. Corrections involve the

cetane number and cetane index in

paragraph (b)(2), and the cetane index,

90 percent distillation point and gravity

in paragraph (b)(3). These changes will

bring the diesel fuel certification

specifications back to their original

state, prior to the publication of the

Gaseous Fuels Rule.

40. Clarify Gaseous Fuel Standards

Applicability (§ 86.094–8, § 86.094–9,

§ 86.094–11, § 86.096–8 and § 86.096–

11). In the Gaseous Fuels Rule there

were several instances where the

regulatory text did not mirror the

preamble discussion concerning the

applicability of various standards to

gaseous-fueled vehicles, especially as

they relate to the options on the

applicability of the standards prior to

the 1997 model year. EPA is revising the

regulatory text to clarify the provisions

of the Gaseous Fuels Rule regulations.

The clarifications are summarized

briefly in the following sentences. In

sections 86.094–8, 86.094–9, 86.096–8

and 86.096–11, the language concerning

the crankcase emissions prohibition is

being clarified to show that it is optional

for the 1994 through 1996 model years

and also optional for 1997 model year

turbocharged gaseous fueled heavy-duty

engines. In sections 86.094–9 and

86.096–11 the language concerning

exhaust emission standards is being
47118 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

clarified to show that those standards

are optional for gaseous-fueled vehicles

through the 1996 model year. In section

86.094–9 the language concerning idle

carbon monoxide (CO) emission

standards is being clarified to show that

those standards are applicable to

gaseous-fueled engines, but optional

through the 1996 model year. Finally,

the section 86.094–11 language

concerning smoke standards is being

clarified to show that those standards

are applicable to gaseous-fueled

vehicles, but optional through the 1996

model year.

41. Clarify Exhaust Emission

Calculations § 86.144–94). In section

86.144–94, the density of nonmethane

hydrocarbons in natural gas and

liquefied petroleum gas is used for

emission calculations. The description

of this term incorrectly specifies that it

be defined simply as the density of

hydrocarbon components in the fuel.

This definition does not exclude

methane, as it should. The definition is

being corrected here to refer to the

density of only the nonmethane

components.

42. Clarify Changes to the Flame

Ionization Detector (FID) optimization

(§ 86.1321–90 and § 86.1321–94). More

language is incorporated to resolve some

previous inconsistencies with the

procedure. For instance, the FID

response now can be optimized with

respect to fuel flow or to fuel pressure.

Furthermore, it is also clarified that the

optimum fuel, air, and sample pressures

or flow rates shall be recorded after their

determination.

III. Environmental and Economic

Impacts

EPA believes that these technical

amendments will not have any

significant economic or environmental

impacts. The changes have the objective

to clarify inconsistencies that might

have been present in the original rule or

to allow the use of new testing

equipment that gives more flexibility,

but does not affect test results.

IV. Public Participation

EPA believes that the provisions of

this action are noncontroversial since all

the changes to the test procedures have

been previously discussed and resolved

with the Engine Manufacturers

Association (EMA) and its members.

Nonetheless, if public comments are to

be submitted, the Agency requests that

wherever applicable, full supporting

data and detailed analysis should be

submitted to allow EPA to make

maximum use of the comments.

Commentators should provide specific

suggestions for any changes to any

aspect of the regulations that they

believe need to be modified or

improved. If EPA receives adverse or

critical comments regarding any specific

element of this rule, EPA will withdraw

those regulations for which adverse or

critical comments were received. All

comments should be directed to EPA

Air Docket, Docket No. A–96–07. The

official comment period will last for 30

days following publication of this

notice.

Commentators desiring to submit

proprietary information for

consideration should clearly distinguish

such information from other comments

to the greatest extent possible, and

clearly label it ‘‘Confidential Business

Information’’. Submissions containing

such proprietary information should be

sent directly to the contact person listed

above, and not to the public docket, to

ensure that proprietary information is

not inadvertently placed in the docket.

Information covered by such a claim

of confidentiality will be disclosed by

EPA only to the extent allowed and by

the procedures set forth in 40 CFR part

2. If no claim of confidentiality

accompanies the submission when it is

received by EPA, it may be made

available to the public without further

notice to the commentator.

V. Statutory Authority

The statutory authority for this action

is granted by Sections 202, 206, 207, 208

and 301(a) of the Clean Air Act.

VI. Administrative Designation and

Regulatory Analysis

Under Executive Order 12866 (58 FR

51735 (October 4, 1993)), the Agency

must determine whether this regulatory

action is ‘‘significant and therefore

subject to Office of Management and

Budget (OMB) review and the

requirements of the Executive Order.

The Order defines ‘‘significant’’

regulatory action as one that is likely to

result in a rule that may:

(1) Have an annual effect on the

economy of $100 million or more or

adversely affect in a material way the

economy, a sector of the economy,

productivity, competition, jobs, the

environment, public health or safety, or

State, local or tribal governments or

communities;

(2) Create a serious inconsistency or

otherwise interfere with an action taken

or planned by another agency;

(3) Materially alter the budgetary

impact of entitlements, grants, user fees,

or loan programs or the rights and

obligations of recipients thereof; or

(4) Raise novel legal or policy issues

arising out of legal mandates, the

President’s priorities, or the principles

set forth in the Executive Order.

Pursuant to the terms of Executive

Order 12866, EPA believes that this

action is not a ‘‘significant’’ regulatory

action within the meaning of the

Executive Order.

VII. Compliance With Regulatory

Flexibility Act

EPA has determined that it is not

necessary to prepare a regulatory

flexibility analysis in connection with

this final rule. In support of its proposed

rule entitled Control of Emissions of Air

Pollution from Highway Heavy-Duty

Engines (61 FR 33421, June 27, 1996),

EPA characterized the heavy-duty

engine manufacturing industry in

Chapter 3 of its Regulatory Impact

Analysis (RIA). Based on that

characterization, EPA has determined

that these technical amendments will

not have a significant impact on a

substantial number of small entities.

VIII. Unfunded Mandates

Under section 202 of the Unfunded

Mandates Reform Act of 1995

(‘‘Unfunded Mandates Act’’), signed

into law on March 22, 1995, EPA must

prepare a written statement to

accompany any rule where the

estimated costs to State, local, or tribal

governments, or to the private sector

will be $100 million or more in any one

year. Under section 205, EPA must

select the most cost-effective and least

burdensome alternative that achieves

the objective of the rule and that is

consistent with statutory requirements.

Section 203 requires EPA to establish a

plan for informing and advising any

small governments that may be

significantly and uniquely impacted by

the rule. EPA estimates that the costs to

State, local, or tribal governments, or the

private sector, from this rule will be less

than $100 million.

IX. Paperwork Reduction Act

The technical amendments

promulgated by this action do not create

or change the information collection

burden under the provisions of the

Paperwork Reduction Act, 44 U.S.C.

3501 et. seq. The Office of Management

and Budget (OMB) has previously

approved the information collection

requirements already contained in all

the Part 86 sections amended by this

action and has assigned OMB control

numbers 2060–0104 and 2060–0064.

X. Submission to Congress and the

General Accounting Office

Under 5 U.S.C. 801(a)(1)(A) as added

by the Small Business Regulatory

Enforcement Fairness Act of 1996, EPA
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47119

submitted a report containing this rule

and other required information to the

U.S. Senate, the U.S. House of

Representatives and the Comptroller

General of the General Accounting

Office prior to publication of this rule in

today’s Federal Register. This rule is

not a ‘‘major rule’’ as defined by 5

U.S.C. 804(2).

XI. Copies of Rulemaking Documents

The preamble and regulatory language

are available in the public docket as

described under ADDRESSES above and

is also available electronically on the

Technology Transfer Network (TTN),

which is an electronic bulletin board

system (BBS) operated by EPA’s Office

of Air Quality Planning and Standards

and via the Internet. The service is free

of charge, except for the cost of the

phone call.

A. Technology Transfer Network (TTN)

Users are able to access and download

TTN files on their first call using a

personal computer and modem per the

following information.

TTN BBS: 919–541–5742 (1200–14400

bps, no parity, 8 data bits, 1 stop bit)

Voice Helpline: 919–541–5384

Also accessible via Internet: TELNET

ttnbbs.rtpnc.epa.gov

Off-line: Mondays from 8:00 AM to

12:00 Noon ET

A user who has not called TTN

previously will first be required to

answer some basic informational

questions for registration purposes.

After completing the registration

process, proceed through the following

menu choices from the Top Menu to

access information on this rulemaking.

<T> GATEWAY TO TTN

TECHNICAL AREAS (Bulletin Boards)

<M> OMS—Mobile Sources

Information

<K> Rulemaking & Reporting

<5> Heavy-duty/Diesel

<1> File area #1 . . . Heavy-duty

Truck and Bus Standards

At this point, the system will list all

available files in the chosen category in

reverse chronological order with brief

descriptions. To download a file, select

a transfer protocol that is supported by

the terminal software on your own

computer, then set your own software to

receive the file using that same protocol.

If unfamiliar with handling

compressed (i.e. ZIP’ed) files, go to the

TTN top menu, System Utilities

(Command: 1) for information and the

necessary program to download in order

to unZIP the files of interest after

downloading to your computer. After

getting the files you want onto your

computer, you can quit the TTN BBS

with the <G>oodbye command.

Please note that due to differences

between the software used to develop

the document and the software into

which the document may be

downloaded, changes in format, page

length, etc. may occur.

B. Internet

Rulemaking documents may be found

on the Internet as follows:

World Wide Web: http://www.epa.gov/

omswww

FTP: ftp://ftp.epa.gov Then CD to the

/pub/gopher/OMS/ directory

Gopher: gopher://gopher.epa.gov:70/11/

Offices/Air/OMS

Alternatively, go to the main EPA

gopher, and follow the menus:

gopher.epa.gov

EPA Offices and Regions

Office of Air and Radiation

Office of Mobile Sources

List of Subjects

40 CFR Part 9

Reporting and recordkeeping

requirements.

40 CFR Part 86

Environmental protection,

Administrative practice and procedures,

Air pollution control, Confidential

business information, Gasoline,

Incorporation by reference, Labeling,

Motor vehicles, Motor vehicle pollution,

Reporting and recordkeeping

requirements.

Dated: August 18, 1997.

Carol M Browner,

Administrator.

For the reasons set forth in the

preamble, parts 9 and 86 of title 40 of

chapter I of the Code of Federal

Regulations are amended as follows:

PART 9—[AMENDED]

1. The authority citation for part 9

continues to read as follows:

Authority: 7 U.S.C. 135 et seq., 136–136y;

15 U.S.C. 2001, 2003, 2005, 2006, 2601–2671;

21 U.S.C. 331j, 346a, 348; 31 U.S.C. 9701; 33

U.S.C. 1251 et seq., 1311, 1313d, 1314, 1321,

1326, 1330, 1344, 1345 (d) and (e), 1361; E.O.

11735, 38 FR 21243, 3 CFR 1971–1975 Comp.

p. 973; 42 U.S.C. 241, 242b, 243, 246, 300f,

300g, 300g-1, 300g-2, 300g-3, 300g-4, 300g-5,

300g-6, 300j-1, 300j-2, 300j-3, 300j-4, 300j-9,

1857 et seq., 6901–6992k, 7401–7671q, 7542,

9601–9657, 11023, 11048.

1a. Section 9.1 is amended in the

table by adding in numerical order new

entries under the center heading

‘‘Control of Air Pollution from New and

In-Use Motor Vehicles and New and InUse Motor Vehicle Engines:

Certification and Test Procedures,’’ to

read as follows:

§ 9.1 OMB approvals under the Paperwork

Reduction Act.

* * * * *

40 CFR citation OMB control no.

* * * * *

Control of Air Pollution From New and

In-Use Motor Vehicles and New and InUse Motor Vehicle Engines:

Certification and Test Procedures

* * * * *

86.1313–98 ............................... 2060–0104

* * * * *

86.1327–98 ............................... 2060–0104

* * * * *

86.1341–98 ............................... 2060–0104

* * * * *

PART 86—CONTROL OF AIR

POLLUTION FROM NEW AND IN-USE

MOTOR VEHICLES AND NEW AND INUSE MOTOR VEHICLE ENGINES:

CERTIFICATION AND TEST

PROCEDURES

1b. The authority citation for part 86

is revised to read as follows:

Authority: 42 U.S.C. 7401–7671q.

2. In § 86.1 the tables in paragraphs

(b)(1) and (b)(2) are amended by adding

an entry for ASTM D5186–91 after

ASTM E29–90, and by revising the

entries for ASTM D2163–91 and ASTM

D1945–91 to read as follows:

§ 86.1 Reference materials.

* * * * *

(b) * * *

(1) * * *

Document number

and name

40 CFR part 86 reference

* * * * *

ASTM D5186–91,

Standard Test

Method for Determination of Aromatic Content of

Diesel Fuels by

Supercritical Fluid

Chromatography.

86.1313–91,

86.1313–94,

86.1313–98.

ASTM D2163–91,

Standard Test

Method for Analysis

of Liquefied Petroleum (LP) Gases

and Propane Concentrates by Gas

Chromatography.

86.113–94; 86.1213–

94; 86.1313–94.
47120 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

Document number

and name

40 CFR part 86 reference

ASTM D1945–91,

Standard Test

Method for Analysis

of Natural Gas By

Gas Chromatography.

86.113–94; 86.513–

94; 86.1213–94;

86.1313–94.

(2) * * *

Document No. and

name

40 CFR part 86 reference

* * * * *

SAE Recommended

Practice J1937, November 1989, Engine Testing with

Low Temperature

Charge Air Cooler

Systems in a Dynamometer Test Cell.

86.1330–84;

86.1330–90.

* * * * *

3. Section 86.094–8 of subpart A is

amended by revising paragraph (c) to

read as follows:

§ 86.094–8 Emission standards for 1994

and later model year light-duty vehicles.

* * * * *

(c) No crankcase emissions shall be

discharged into the ambient atmosphere

from any 1994 and later model year

Otto-cycle, or methanol-or gaseousfueled diesel light-duty vehicle. This

requirement is optional for 1994

through 1996 model year gaseous-fueled

light-duty vehicles.

* * * * *

4. Section 86.094–9 of subpart A is

amended by revising paragraphs (a)(1)(i)

introductory text, (a)(1)(ii) introductory

text, (a)(1)(iii) and (c), to read as follows:

§ 86.094–9 Emission standards for 1994

and later model year light-duty trucks.

(a) * * *

(1) * * *

(i) Light light-duty trucks. Exhaust

emission from 1994 and later model

year light light-duty trucks shall meet

all standards in Tables A94–8, A94–9,

A94–11 and A94–12 in the rows

designated with the applicable fuel type

and loaded vehicle weight, according to

the implementation schedule in Tables

A94–7 and A94–10 as follows (optional

for 1994 through 1996 model year

gaseous-fueled light light-duty trucks):

* * * * *

(ii) Heavy light-duty trucks. Exhaust

emissions from 1994 and later model

year heavy light-duty trucks shall meet

all standards in Tables A94–14 and

A94–15 in the rows designated with the

applicable fuel type and loaded vehicle

weight or adjusted loaded vehicle

weight, as applicable, according to the

implementation schedule in Table A94–

13, as follows (optional for 1994 through

1996 model year gaseous-fueled heavy

light-duty trucks):

* * * * *

(iii) Exhaust emissions of carbon

monoxide from 1994 and later model

year light-duty trucks shall not exceed

0.50 percent of exhaust gas flow at curb

idle at a useful life of 11 years or

120,000 miles, whichever first occurs

(for Otto-cycle, and methanol-and

gaseous-fueled diesel light-duty trucks

only—optional for 1994 through 1996

model year gaseous-fueled light-duty

trucks).

* * * * *

(c) No crankcase emissions shall be

discharged into the ambient atmosphere

from any 1994 and later model year

light-duty truck. This requirement is

optional for 1994 through 1996 model

year gaseous-fueled light-duty trucks.

* * * * *

5. Section 86.094–11 of subpart A is

amended by revising paragraph (b)(1)

introductory text to read as follows:

§ 86.094–11 Emission standards for 1994

and later model year diesel heavy-duty

engines and vehicles.

* * * * *

(b)(1) The opacity of smoke from new

1994 and later model year diesel heavyduty engines shall not exceed (optional

for 1994 through 1996 model year

gaseous-fueled diesel heavy-duty

engines):

* * * * *

6. Section 86.096–8 of subpart A is

amended by revising paragraph (c) to

read as follows:

§ 86.096–8 Emission standards for 1996

and later model year light-duty vehicles.

* * * * *

(c) No crankcase emissions shall be

discharged into the ambient atmosphere

from any 1996 and later model year

Otto-cycle, or methanol-or gaseousfueled diesel light-duty vehicle. This

requirement is optional for 1996 model

year gaseous-fueled light-duty vehicles.

* * * * *

7. Section 86.096–11 of subpart A is

amended by revising paragraphs (a)

introductory text and (c) to read as

follows:

§ 86.096–11 Emission standards for 1996

and later model year diesel heavy-duty

engines and vehicles.

(a) Exhaust emissions from new 1996

and later model year diesel heavy-duty

engines shall not exceed the following

(optional for 1996 model year gaseousfueled diesel heavy-duty engines):

* * * * *

(c) No crankcase emissions shall be

discharged into the ambient atmosphere

from any new 1996 or later model year

methanol-or gaseous-fueled diesel, or

any naturally aspirated diesel heavyduty engine. For petroleum-fueled

engines only, this provision does not

apply to engines using turbochargers,

pumps, blowers, or superchargers for air

induction. This provision is optional for

all 1996 model year gaseous-fueled

diesel heavy-duty engines, and for 1997

model year gaseous-fueled diesel heavyduty engines using turbochargers,

pumps, blowers or superchargers for air

induction.

* * * * *

8. Section 86.113–94 of subpart B is

amended by revising the tables after

paragraphs (b)(2) and (b)(3) to read as

follows:

§ 86.113–94 Fuel specifications.

* * * * *

(b) * * *

(2) * * *

Item

ASTM test

method

No.

Type 2–D

Cetane Number .................................................................................................................................... D613 40–48

Cetane Index ........................................................................................................................................ D976 40–48

Distillation range:

IBP .................................................................................................................................................... °F D86 340–400

(°C) (171.1–204.4)

10 pct. point ...................................................................................................................................... °F D86 400–460

(°C) (204.4–237.8)

50 pct. point ...................................................................................................................................... °F D86 470–540

(°C) (243.3–282.2)
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47121

Item

ASTM test

method

No.

Type 2–D

90 pct. point ...................................................................................................................................... °F D86 560–630

(°C) (293.3–332.2)

EP ..................................................................................................................................................... °F D86 610–690

(°C) (321.1–365.6)

Gravity .................................................................................................................................................. °API D287 32–37

Total sulfur ............................................................................................................................................ pct. D2622 0.03–0.05

Hydrocarbon composition:

Aromatics, min. ................................................................................................................................. pct. D1319 27

Paraffins, Naphthenes, Olefins ......................................................................................................... D1319 (1)

Flashpoint, min. .................................................................................................................................... °F D93 130

(°C) (54.4)

Viscosity, centistokes ........................................................................................................................... D445 2.0–3.2

1 Remainder.

(3) * * *

Item

ASTM test

method

No.

Type 2–D

Cetane Number .................................................................................................................................... D613 38–58

Cetane Index ........................................................................................................................................ D976 min. 40

Distillation range:

90 pct. point ...................................................................................................................................... °F D86 540–630

(°C) (282.2–343.3)

Gravity .................................................................................................................................................. °API D287 30–39

Total sulfur ............................................................................................................................................ pct. D2622 0.03–0.05

Flashpoint, min. .................................................................................................................................... °F D93 130

(°C) (54.4)

Viscosity ................................................................................................................................................ centistokes D445 1.5–4.5

* * * * *

9. Section 86.119–90 of subpart B is

amended by revising paragraph (b)(3)

and adding paragraph (b)(8) to read as

follows:

§ 86.119–90 CVS calibration.

* * * * *

(b) * * *

(3) Measurements necessary for flow

calibration are as follows:

CALIBRATION DATA MEASUREMENTS

Parameter Symbol Units Tolerances

Barometric pressure (corrected) .............................................................. Pb Inches Hg (kPa) ±.01 in Hg (±.034 kPa).

Air temperature, flowmeter ....................................................................... ETI °F (°C) ±.25°F (±.14°C).

Pressure depression upstream of LFE .................................................... EPI Inches H2O (kPa) ±.05 in H2O (±.012 kPa).

Pressure drop across LFE matrix ............................................................ EDP Inches H2O (kPa) ±.005 in H2O (±.001 kPa).

Air flow ...................................................................................................... Qs Ft3/min. (m3/min,) ±.5 pct.

CFV inlet depression ................................................................................ PPI Inches fluid (kPa) ±.13 in fluid (±.055 kPa).

CFV outlet pressure ................................................................................. PPO Inches Hg (kPa) ±0.05 in. Hg (±0.17 kPa)

Temperature at venturi inlet ..................................................................... Tv °F (°C) ±0.5°F (±0.28°C).

Specific gravity of manometer fluid (1.75 oil) .......................................... Sp. Gr

* * * * *

(8) Calculation of a parameter for

monitoring sonic flow in the CFV

during exhaust emissions tests:

(i) Option 1. (A) CFV pressure ratio.

Based upon the calibration data selected

to meet the criteria for paragraphs

(d)(7)(iv) and (v), in which Kv is

constant, select the data values

associated with the calibration point

with the lowest absolute venturi inlet

pressure. With this set of calibration

data, calculated the following CFV

pressure ratio limit, Prratio-lim:

Prratio Pin

-lim

out-cal

-cal

P =

Where:

Pin-cal=Venturi inlet pressure (PPI in

absolute pressure units), and

Pout-cal=Venturi outlet pressure (PPO in

absolute pressure units), measured

at the exit of the venturi diffuser

outlet.

(B) The venturi pressure ratio (Prratio-i)

during all emissions tests must be less

than, or equal to, the calibration

pressure ratio limit (Prratio-lim) derived

from the CFV calibration data, such that:

P

P

out

in

-i

-i

= Pr Pr ratio-i ratio-lim ≤

Where:

Pin-i and Pout-i are the venturi inlet and

outlet pressures, in absolute
47122 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

pressure units, at each i-th interval

during the emissions test.

(ii) Option 2. Other methods: With

prior Administrator approval, any other

method may be used that assure that the

venturi operates at sonic conditions

during emissions tests, provided the

method is based upon sound

engineering principles.

* * * * *

10. Section 86.144–94 of subpart B is

amended by revising paragraph

(c)(8)(ii)(B) to read as follows:

§ 86.144–94 Calculations; exhaust

emissions.

* * * * *

(c) * * *

(8) * * *

(ii) * * *

(B) For natural gas and liquefied

petroleum gas fuel;

DensityNMHC=1.1771(12.011+H/

C(1.008))g/ft3-carbon atom

(0.04157(12.011+H/C(1.008))kg/m3-

carbon atom), where H/C is the

hydrogen to carbon ratio of the nonmethane hydrocarbon components of

the test fuel, at 68°F (20°C) and 760 mm

Hg (101.3 kPa) pressure.

* * * * *

11. Section 86.884–7 of subpart I is

amended by revising paragraphs

(a)(2)(i), (a)(3) and (a)(4) to read as

follows:

§ 86.884–7 Dynamometer operation cycle

for smoke emission tests.

(a) * * *

(1) * * *

(2) Acceleration mode. (i) The engine

speed shall be increased to 200 ±50 rpm

above the measured free idle speed

measured at the point where the throttle

begins to move from part-throttle to the

full throttle position. The speed

anywhere during this mode should not

exceed this checkpoint speed by more

than 50 rpm. The duration of this first

acceleration shall be three seconds or

less measured from the point where the

speed first begins to increase above idle

to the point where the throttle reaches

full open position.

* * * * *

(3) Lugging mode. (i) Immediately

upon the completion of the preceding

acceleration mode, the dynamometer

controls shall be adjusted to permit the

engine to develop maximum

horsepower at rated speed. This

transition period shall be 50 to 60

seconds in duration. During the last 10

seconds of this period, the average

engine speed shall be maintained within

50 rpm of the rated speed, and the

average observed power (corrected, if

necessary, to rating conditions) shall be

no less than 95 percent of the maximum

horsepower developed during the

preconditioning prior to the smoke

cycle.

(ii) With the throttle remaining in the

fully open position, the dynamometer

controls shall be adjusted gradually so

that the engine speed is reduced to the

intermediate speed. This lugging

operation shall be performed smoothly

over a period of 35±5 seconds. The rate

of slowing of the engine shall be linear,

within 100 rpm, as specified in

§ 86.884–13(c).

(4) Engine unloading. Within five

seconds of completing the preceding

lugging mode, the dynamometer and

engine controls shall be returned to the

idle position described in paragraph

(a)(1) of this section. The engine must be

at free idle condition within one minute

after completion of the lugging mode.

* * * * *

12. Section 86.884–8 of subpart I is

amended by revising paragraph (c) to

read as follows:

§ 86.884–8 Dynamometer and engine

equipment.

* * * * *

(c) An exhaust system with an

appropriate type of smokemeter placed

10 to 32 feet from the exhaust

manifold(s), turbocharger outlet(s),

exhaust aftertreatment device(s), or

crossover junction (on Vee engines),

whichever is farthest downstream. The

smoke exhaust system can share the

same hardware required in part 86,

subpart N, § 86.1327–84(f)(2), insofar as

that hardware also meets the following

smoke test requirements. The smoke

exhaust system shall present an exhaust

backpressure within +0.2 inch Hg of the

upper limit at maximum rated

horsepower, as established by the

engine manufacturer in his sales and

service literature for vehicle application.

The following options may also be used:

(1) For engines with multiple exhaust

outlets, join the exhaust outlets together

into a single exhaust system and install

the smokemeter 10 to 32 feet

downstream from the junction of the

individual exhaust outlets, or exhaust

aftertreatment device(s), whichever is

farthest downstream.

(2) For engines with multiple exhaust

outlets, install a smokemeter in each of

the exhaust pipes 10 to 32 feet

downstream from each exhaust

manifold, turbocharger outlet, or

exhaust aftertreatment device,

whichever is farthest downstream.

(3) For engines with multiple exhaust

outlets, install a smokemeter on the

exhaust pipe which produces the

highest smoke levels 10 to 32 feet

downstream from the exhaust manifold,

turbocharger outlet, or exhaust

aftertreatment device, whichever is

farthest downstream. It may be required

to make smoke measurements from

other exhaust outlets if deemed

appropriate by the Administrator.

(4) When utilizing an end-of-line

smokemeter, the terminal two feet of the

exhaust pipe used for smoke

measurement shall be of a circular cross

section and be free of elbows and bends.

The end of the pipe shall be cut off

squarely. The terminal two feet of the

exhaust pipe shall have a nominal

inside diameter in accordance with the

engine being tested, as specified below:

Maximum Rated

Horsepower

Standard Exhaust Pipe Diameter, inches (meters)

Less than 101 .. 2 (0.051)

101 to 200 ........ 3 (0.076)

201 to 300 ........ 4 (0.102)

301 to 500 ........ 5 (0.127)

501 or more ..... 5 (0.127)1 or 6 (0.152)2

1Applicable for on-highway engines.

2Applicable for nonroad engines.

(5) When utilizing an in-line

smokemeter, there shall be no change in

the exhaust pipe diameter within 3

exhaust pipe diameters before or after

the centerline of the smokemeter optics.

Within 6 exhaust pipe diameters

upstream of the centerline of the

smokemeter optics, no change in

exhaust pipe diameter may exceed a 12

degree half-angle.

* * * * *

13. Section 86.884–9 of subpart I is

amended by revising paragraphs

(b)(2)(i), (b)(2)(ii), (b)(2)(iii), (b)(2)(iv),

and (c)(1) to read as follows:

§ 86.884–9 Smoke measurement system.

* * * * *

(b) * * *

(2) * * *

(i) It is positioned so that a built-in

light beam traverses the exhaust smoke

plume at right angles to the axis of the

exhaust stream.

(ii) The smokemeter light source shall

be an incandescent lamp with a color

temperature range of 2800K to 3250K, or

a light source with a spectral peak

between 550 to 570 nanometers.

(iii) The light output is collimated to

a beam with a maximum diameter of

1.125 inches and an included angle of

divergence within a 6° included angle.

(iv) The light detector shall be a

photocell or photodiode. If the light

source is an incandescent lamp, the

detector shall have a spectral response

similar to the photopic curve of the

human eye (a maximum response in the

range of 550 to 570 nanometers, to less

than 4 percent of that maximum
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47123

response below 430 nanometers and

above 680 nanometers).

* * * * *

(c) Assembling equipment. (1) The

optical unit of the smokemeter shall be

mounted radially to the exhaust pipe so

that the measurement will be made at

right angles to the axis of the exhaust

plume. For an end-of-line smokemeter

the distance from the optical centerline

to the exhaust pipe outlet shall be 1

±0.25 inch. The full flow of the exhaust

stream shall be centered between the

source and the detector apertures (or

windows and lenses) and on the axis of

the light beam.

* * * * *

14. Section 86.884–10 of subpart I is

amended by revising paragraph (a)(8) to

read as follows:

§ 86.884–10 Information.

* * * * *

(a) * * *

(8) Idle rpm.

* * * * *

15. Section 86.884–13 of subpart I is

amended by revising paragraphs

(b)(6)(ii) and (b)(6)(iii) to read as

follows:

§ 86.884–13 Data analysis.

* * * * *

(b) * * *

(6) * * *

(ii) Average speed during the last 10

seconds shall be within ±50 rpm of

rated speed.

(iii) Average observed power during

the last 10 seconds shall be at least 95

percent of the horsepower developed

during the preconditioning mode.

* * * * *

16. Section 86.884–14 of subpart I is

revised to read as follows:

§ 86.884–14 Calculations.

(a) If the measured half-second

opacity values were obtained with a

smokemeter with an optical path length

different than shown in the table in

§ 86.884–8(c), then convert the

measured half-second values or the

original instantaneous values to the

appropriate equivalent optical path

length values specified in the table.

Convert the opacity values according to

the following equations:

Ns=100×(1¥(1¥Nm/100)Ls

/Lm)

Lm and Ls must use consistent units in

the above equation

Where:

Nm=Measured half-second value for

conversion, percent opacity

Lm=Measuring smokemeter optical path

length, meters

Ls=Standard optical path length

corresponding with engine power, n

Ns=Standard half-second value, percent

opacity

(b) Average the 45 readings in

§ 86.884–13(d)(3) or the equivalent

converted values from paragraph (a) of

this section if appropriate, and

designate the value as ‘‘A’’. This is the

value for the engine acceleration mode.

(c) Average the 15 readings in

§ 86.884–13(d)(4) or the equivalent

converted values from paragraph (a) of

this section if appropriate, and

designate the value as ‘‘B’’. This is the

value for the engine lugging mode.

(d) Average the 9 readings in

§ 86.884–13(d)(5) or the equivalent

converted values from paragraph (a) of

this section if appropriate, and

designate the value as ‘‘C’’. This is the

value for the peaks in either mode.

(e)(1) If multiple smokemeters were

used, the half-second values for each

mode from each smokemeter shall be

combined and the calculated average

based upon the total number of

combined values.

(2) For example, if two smokemeters

were used for acceleration mode data,

45 half-second values in each data set

from both smokemeters would be

combined to form a data set of 90

values, which would then be averaged.

17. Section 86.1008–90 of subpart K is

amended by adding paragraph (a)(1)(iii)

to read as follows:

§ 86.1008–90 Test procedures.

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

(iii) During the testing of heavy-duty

diesel engines, the manufacturer shall

decide for each engine, prior to the start

of the initial cold cycle, whether the

measurement of background particulate

is required for the cold and hot cycles

to be valid. The manufacturer may

choose to have different requirements

for the cold and hot cycles. If a

manufacturer chooses to require the

measurement of background particulate,

failure to measure background

particulate shall void the test cycle

regardless of the test results. If a test

cycle is void, the manufacturer shall

retest using the same validity

requirements of the initial test.

* * * * *

18. Section 86.1008–96 of subpart K is

amended by revising paragraph (a)(1) to

read as follows:

§ 86.1008–96 Test procedures

* * * * *

(a)(1)(i) For heavy-duty engines, the

prescribed test procedure is the Federal

Test Procedure, as described in subparts

N, I, and P of this part.

(ii) During the testing of heavy-duty

diesel engines, the manufacturer shall

decide for each engine, prior to the start

of the initial cold cycle, whether the

measurement of background particulate

is required for the cold and hot cycles

to be valid. The manufacturer may

choose to have different requirements

for the cold and hot cycles. If a

manufacturer chooses to require the

measurement of background particulate,

failure to measure background

particulate shall void the test cycle

regardless of the test results. If a test

cycle is void, the manufacturer shall

retest using the same validity

requirements of the initial test.

* * * * *

19. Section 86.1008–2001 of subpart K

is amended by adding paragraph

(a)(1)(iii) to read as follows:

§ 86.1008–2001 Test procedures.

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

(iii) During the testing of heavy-duty

diesel engines, the manufacturer shall

decide for each engine, prior to the start

of the initial cold cycle, whether the

measurement of background particulate

is required for the cold and hot cycles

to be valid. The manufacturer may

choose to have different requirements

for the cold and hot cycles. If a

manufacturer chooses to require the

measurement of background particulate,

failure to measure background

particulate shall void the test cycle

regardless of the test results. If a test

cycle is void, the manufacturer shall

retest using the same validity

requirements of the initial test.

* * * * *

20. Section 86.1111–87 is amended by

redesignating paragraph (a)(4) as

paragraph (a)(5) and adding a new

paragraph (a)(4) to read as follows:

§ 86.1111–87 Test procedures for PCA

testing.

* * * * *

(a) * * *

(4) During the testing of heavy-duty

diesel engines, the manufacturer shall

decide for each engine, prior to the start

of the initial cold cycle, whether the

measurement of background particulate

is required for the cold and hot cycles

to be valid. The manufacturer may

choose to have different requirements

for the cold and hot cycles. If a

manufacturer chooses to require the

measurement of background particulate,

failure to measure background

particulate shall void the test cycle

regardless of the test results. If a test

cycle is void, the manufacturer shall

retest using the same validity

requirements of the initial test.

* * * * *

21. Section 86.1310–90 of subpart N

is amended by revising paragraphs

(b)(1)(iv)(C), (b)(3)(v), (b)(3)(vi), (b)(6)
47124 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

introductory text, and (b)(7)(iv) to read

as follows:

§ 86.1310–90 Exhaust gas sampling and

analytical system; diesel engines.

* * * * *

(b) * * *

(1) * * *

(iv) * * *

(C) Primary dilution air may be

sampled to determine background

particulate levels, which can then be

subtracted from the values measured in

the diluted exhaust stream. The primary

dilution air shall be sampled at the inlet

to the primary dilution tunnel, if

unfiltered, or downstream of any

primary dilution air conditioning

devices, if used.

* * * * *

(3) * * *

(v) The continuous HC sampling

system shall consist of a probe (which

must raise the sample to the specified

temperature) and, where used, a sample

transfer system (which must maintain

the specified temperature). The

continuous hydrocarbon sampling

system (exclusive of the probe) shall:

(A) Maintain a wall temperature of

464K ± 11K (191°C ± 11°C) as measured

at every separately controlled heated

component (i.e., filters, heated line

sections), using permanent

thermocouples located at each of the

separate components.

(B) Have a wall temperature of 464K

± 11K (191°C ± 11°C) over its entire

length. The temperature of the system

shall be demonstrated by profiling the

thermal characteristics of the system at

initial installation and after any major

maintenance performed on the system.

The temperature profile of the HC

sampling system shall be demonstrated

by inserting thermocouple wires

(typically Teflon coated for ease of

insertion) into the sampling system

assembled in-situ where possible, using

good engineering judgement. The wire

should be inserted up to the HFID inlet.

Stabilize the sampling system heaters at

normal operating temperatures.

Withdraw the wires in increments of 5

cm to 10 cm (2 inches to 4 inches)

including all fittings. Record the

stabilized temperature at each position.

The system temperature will be

monitored during testing at the

locations and temperature described in

§ 86.1310–90(b)(v)(A). Comment: It is

understood that profiling of the sample

line can be done under flowing

conditions also as required with the

probe.

(C) Maintain a gas temperature of

464K ±11K (191°C ±11°C) immediately

before the heated filter and HFID. These

gas temperatures will be determined by

a temperature sensor located

immediately upstream of each

component.

(vi) The continuous hydrocarbon

sampling probe shall:

(A) Be defined as the first 25.4 cm (10

in) to 76.2 cm (30 in) of the continuous

hydrocarbon sampling system.

(B) Have a 0.483 cm (0.19 in)

minimum inside diameter.

(C) Be installed in the primary

dilution tunnel at a point where the

dilution air and exhaust are well mixed

(i.e., approximately 10 tunnel diameters

downstream of the point where the

exhaust enters the dilution tunnel).

(D) Be sufficiently distant (radially)

from other probes and the tunnel wall

so as to be free from the influence of any

wakes or eddies.

(E) Increase the gas stream

temperature to 464K ±11K (191°C

±11°C) by the exit of the probe. The

ability of the probe to accomplish this

shall be demonstrated at typical sample

flow rates using the insertion

thermocouple technique at initial

installation and after any major

maintenance. Compliance with the

temperature specification shall be

demonstrated by monitoring during

each test the temperature of either the

gas stream or the wall of the sample

probe at its terminus.

* * * * *

(6) Particulate sampling system. The

particulate collection system must be

configured in either of two ways. The

single-dilution method collects a

proportional sample from the primary

tunnel, and then passes this sample

through the collection filter. The

double-dilution method collects a

proportional sample from the primary

tunnel, and then transfers this sample to

a secondary dilution tunnel where the

sample is further diluted; the doublediluted sample is then passed through

the collection filter. Proportionality (i.e.,

mass flow ratio) between the primary

tunnel flow rate and the sample flow

rate must be maintained within ±5

percent. The requirements for these two

systems are:

* * * * *

(7) * * *

(iv) It is recommended that the filter

loading should be maximized consistent

with other temperature requirements

and the requirement to avoid moisture

condensation. A filter pair loading of 1

mg is typically proportional to a 0.1 g/

bhp-hr emission level. All particulate

filters, reference filters, and background

filters shall be handled in pairs during

all weighing operations for emissions

testing.

* * * * *

22. Section 86.1312–88 of subpart N

is amended by revising paragraph (a) to

read as follows:

§ 86.1312–88 Weighing chamber and

microgram balance specifications.

(a) Ambient conditions. (1)

Temperature. The ambient temperature

of the chamber (or room) in which the

particulate filters are conditioned and

weighed shall be maintained at 295 K ±

3 K (22 °C ± 3 °C) during all filter

conditioning and weighing.

(2) Humidity. The humidity of the

chamber (or room) in which the

particulate filters are conditioned and

weighed shall be maintained at a dew

point temperature of 282.5 K ± 3 K (9.4

°C ± 3 °C) and a relative humidity of

45% ±8%. Either the dew point

temperature or the relative humidity or

both may be averaged over the

preceding 10 minute period on a

moving average basis.

(3) The chamber (or room)

environment shall be free of any

ambient contaminates (such as dust)

that would settle on the particulate

filters during their stabilization. It is

required that at least two unused

reference filter pairs remain in the

weighing room at all times in covered

(to reduce dust contamination) but

unsealed (to permit humidity exchange)

petri dishes. These reference filter pairs

shall be placed in the same general area

as the sample filters. These reference

filter pairs shall be weighed within 4

hours of, but preferably at the same time

as, the sample filter pair weighings.

(4) If the average weight of the

reference filter pairs changes between

sample filter weighings by more than 40

micrograms, then all sample filters and

background filters in the process of

stabilization shall be discarded and the

emissions tests repeated.

(5) If the room (or chamber)

environmental conditions are not met,

then the filters shall remain in the

conditioning room for at least one hour

after correct conditions are met prior to

weighing.

(6) The reference filter pairs shall be

changed at least once a month, but

never between clean and used

weighings of a given sample filter pairs.

More than one set of reference filter pair

may be used. The reference filters shall

be the same size and material as the

sample filters.

* * * * *

23. Section 86.1313–91 of subpart N

is amended by revising paragraph (b)(2)

including Table N91–2 to read as

follows:

§ 86.1313–91 Fuel specifications.

* * * * *
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47125

(b) * * *

(2) Petroleum fuel for diesel engines

meeting the specifications in Table

N91–2, or substantially equivalent

specifications approved by the

Administrator, shall be used in exhaust

emissions testing. The grade of

petroleum fuel used shall be

commercially designated as ‘‘Type 2–D’’

grade diesel fuel except that fuel

commercially designated as ‘‘Type 1–D’’

grade diesel fuel may be substituted

provided that the manufacturer has

submitted evidence to the Administrator

demonstrating to the Administrator’s

satisfaction that this fuel will be the

predominant in-use fuel. Such evidence

could include such things as copies of

signed contracts from customers

indicating the intent to purchase and

use ‘‘Type 1–D’’ grade diesel fuel as the

primary fuel for use in the engines or

other evidence acceptable to the

Administrator.

TABLE N91–2

Item ASTM Type 1–D Type 2–D

Cetane Number ................................................................................................................. D613 48–54 42–50

Cetane Index ..................................................................................................................... D86 40–54 40–48

Distillation range:

IBP °F ......................................................................................................................... D86 330–390 340–400

(°C) ............................................................................................................................. (165.6–198.9) (171.1–204.4)

10 percent point, °F ................................................................................................... D86 370–430 400–460

(°C) ............................................................................................................................. (187.8–221.1) (204.4–237.8)

50 percent point, °F ................................................................................................... D86 410–480 470–540

(°C) ............................................................................................................................. (210–248.9) (243.3–282.2)

90 percent point, °F ................................................................................................... D86 460–520 560–630

(°C) ............................................................................................................................. (237.8–271.1) (293.3–332.2)

EP, °F ......................................................................................................................... D86 500–560 610–690

(°C) ............................................................................................................................. (260.0–293.3) (321.1–365.6)

Gravity, °API ...................................................................................................................... D287 40–44 32–37

Total Sulfur, percent .......................................................................................................... D2622 0.08–0.12 0.08–0.12

Hydrocarbon composition:

Aromatics, pct ............................................................................................................ D1319 or D5186 1 8 1 27

Paraffins, Naphthenes, Olefins .................................................................................. D1319 ( 2 ) ( 2 )

Flashpoint, °F .................................................................................................................... D93 120 130

(°C) ............................................................................................................................. (48.9) (54.4)

(minimum) .................................................................................................................. ............................ ............................

Viscosity, Centistokes ....................................................................................................... D445 1.6–2.0 2.0–3.2

1 Minimum.

2 Remainder.

* * * * *

24. Section 86.1313–94 of subpart N

is amended by revising paragraph (b)(2)

including Table N94–2 to read as

follows:

§ 86.1313–94 Fuel specifications.

* * * * *

(b) * * *

(2) Petroleum fuel for diesel engines

meeting the specifications in Table

N94–2, or substantially equivalent

specifications approved by the

Administrator, shall be used in exhaust

emissions testing. The grade of

petroleum fuel used shall be

commercially designated as ‘‘Type 2–D’’

grade diesel fuel except that fuel

commercially designated at ‘‘Type 1–D’’

grade diesel fuel may be substituted

provided that the manufacturer has

submitted evidence to the Administrator

demonstrating to the Administrator’s

satisfaction that this fuel will be the

predominant in-use fuel. Such evidence

could include such things as copies of

signed contracts from customers

indicating the intent to purchase and

use ‘‘Type 1–D’’ grade diesel fuel as the

primary fuel for use in the engines or

other evidence acceptable to the

Administrator.

TABLE N94–2

Item ASTM Type 1–D Type 2–D

Cetane Number ................................................................................................................. D613 40–54 40–48

Cetane Index ..................................................................................................................... D976 40–54 40–48

Distillation range:

IBP °F ......................................................................................................................... D86 330–390 340–400

(°C) ............................................................................................................................. (165.6–198.9) (171.1–204.4)

10 percent point, °F ................................................................................................... D86 370–430 400–460

(°C) ............................................................................................................................. (187.8–221.1) (204.4–237.8)

50 percent point, °F ................................................................................................... D86 410–480 470–540

(°C) ............................................................................................................................. (210–248.9) (243.3–282.2)

90 percent point, °F ................................................................................................... D86 460–520 560–630

(°C) ............................................................................................................................. (237.8–271.1) (293.3–332.2)

EP, °F ......................................................................................................................... D86 500–560 610–690

(°C) ............................................................................................................................. (260.0–293.3) (321.1–365.6)

Gravity, °API ...................................................................................................................... D287 40–44 32–37

Total Sulfur, percent .......................................................................................................... D2622 0.03–0.05 0.03–0.05

Hydrocarbon composition:

Aromatics, pct ............................................................................................................ D1319 or D5186 1 8 1 27

Paraffins, Naphthenes, Olefins .................................................................................. D1319 ( 2 ) ( 2 )
47126 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

TABLE N94–2—Continued

Item ASTM Type 1–D Type 2–D

Flashpoint, °F .................................................................................................................... D93 120 130

(°C) ............................................................................................................................. (48.9) (54.4)

(minimum) .................................................................................................................. ............................ ............................

Viscosity, Centistokes ....................................................................................................... D445 1.6–2.0 2.0–3.2

1 Minimum.

2 Remainder.

* * * * *

25. Section 86.1313–98 is added to

subpart N to read as follows:

§ 86.1313–98 Fuel specifications.

Section 86.1313–98 includes text that

specifies requirements that differ from

§ 86.1313–94. Where a paragraph in

§ 86.1313–94 is identical and applicable

to § 86.1313–98, this may be indicated

by specifying the corresponding

paragraph and the statement

‘‘[Reserved]. For guidance see

§ 86.1313–94’’.

(a) through (b)(1) [Reserved]. For

guidance see § 86.1313–94.

(b)(2) Petroleum fuel for diesel

engines meeting the specifications in

Table N98–2, or substantially equivalent

specifications approved by the

Administrator, shall be used in exhaust

emissions testing. The grade of

petroleum fuel used shall be

commercially designated as ‘‘Type 2–D’’

grade diesel fuel except that fuel

commercially designated at ‘‘Type 1–D’’

grade diesel fuel may be substituted

provided that the manufacturer has

submitted evidence to the Administrator

demonstrating to the Administrator’s

satisfaction that this fuel will be the

predominant in-use fuel. Such evidence

could include such things as copies of

signed contracts from customers

indicating the intent to purchase and

use ‘‘Type 1–D’’ grade diesel fuel as the

primary fuel for use in the engines or

other evidence acceptable to the

Administrator.

TABLE N98–2

Item ASTM Type 1–D Type 2–D

Cetane Number ................................................................................................................. D613 40–54 40–48

Cetane Index ..................................................................................................................... D976 40–54 40–48

Distillation range:

IBP °F .................................................................................................................. D86 330–390 340–400

(°C) ...................................................................................................................... (165.6–198.9) (171.1–204.4)

10 percent point, °F ............................................................................................ D86 370–430 400–460

(°C) ...................................................................................................................... (187.8–221.1) (204.4–237.8)

50 percent point, °F ............................................................................................ D86 410–480 470–540

(°C) ...................................................................................................................... (210–248.9) (243.3–282.2)

90 percent point, °F ............................................................................................ D86 460–520 560–630

(°C) ...................................................................................................................... (237.8–271.1) (293.3–332.2)

EP, °F .................................................................................................................. D86 500–560 610–690

(°C) ...................................................................................................................... (260.0–293.3) (321.1–365.6)

Gravity, °API ...................................................................................................................... D287 40–44 32–37

Total Sulfur, percent .......................................................................................................... D2622 0.03–0.05 0.03–0.05

Hydrocarbon composition:

Aromatics, pct ..................................................................................................... D5186 1 8 1 27

Paraffins, Naphthenes, Olefins ........................................................................... D1319 (2) (2)

Flashpoint, °F .................................................................................................................... D93 120 130

(°C) ...................................................................................................................... (48.9) (54.4)

(minimum) ........................................................................................................... ............................ ............................

Viscosity, Centistokes ....................................................................................................... D445 1.6–2.0 2.0–3.2

1 Minimum.

2 Remainder.

(b)(3) through (e) [Reserved]. For

guidance see § 86.1313–94.

26. Section 86.1316–90 of subpart N

is amended by revising paragraph (b)(1)

and adding paragraph (f) to read as

follows:

§ 86.1316–90 Calibrations; frequency and

overview.

* * * * *

(b) * * *

(1) Calibrate the hydrocarbon

analyzer, carbon dioxide analyzer,

carbon monoxide analyzer, oxides of

nitrogen analyzer, methanol analyzer

and formaldehyde analyzer (certain

analyzers may require more frequent

calibration depending on the equipment

and use). New calibration curves need

not be generated each month if the

existing curve meets the requirements of

§§ 86.1321 through 86.1324.

* * * * *

(f) For diesel fuel testing only. The

carbon monoxide analyzer shall be

calibrated at least every two months or

after any maintenance which could alter

calibration.

27. Section 86.1316–94 of subpart N

is amended by revising paragraph (b)(1)

and adding paragraph (f) to read as

follows:

§ 86.1316–94 Calibrations; frequency and

overview.

* * * * *

(b) * * *

(1) Calibrate the hydrocarbon

analyzer, carbon dioxide analyzer,

carbon monoxide analyzer, and oxides

of nitrogen analyzer (certain analyzers

may require more frequent calibration

depending on the equipment and use).
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47127

New calibration curves need not be

generated each month if the existing

curve meets the requirements of

§§ 86.1321 through 86.1324.

* * * * *

(f) For diesel fuel testing only. The

carbon monoxide analyzer shall be

calibrated at least every two months or

after any maintenance which could alter

calibration.

28. Section 86.1319–84 of subpart N

is amended by revising paragraph (d)(3)

and adding paragraph (d)(8) to read as

follows:

§ 86.1319–84 CVS calibration.

* * * * *

(d) * * *

(3) Measurements necessary for flow

calibration are as follows:

CALIBRATION DATA MEASUREMENTS

Parameter Symbol Units Tolerances

Barometric pressure (corrected) .............................................................. Pb Inches Hg (kPa) ±.01 in Hg (±.034 kPa).

Air temperature, flowmeter ....................................................................... ETI °F (°C) ±.25 °F (±.14 °C).

Pressure depression upstream of LFE .................................................... EPI Inches H2O (kPa) ±.05 in H2O (±.012 kPa).

Pressure drop across LFE matrix ............................................................ EDP Inches H2O (kPa) ±.005 in H2O (±.001 kPa).

Air flow ...................................................................................................... Qs Ft3/min. (m3/min,) ±.5 pct.

CFV inlet depression ................................................................................ PPI Inches fluid (kPa) ±.13 in fluid (±.055 kPa).

CFV outlet pressure ................................................................................. PPO Inches Hg (kPa) ±.05 in Hg (±0.17 kPa).

Temperature at venturi inlet ..................................................................... Tv °F (°C) ±0.5 °F (±0.28 °C).

Specific gravity of manometer fluid (1.75 oil) .......................................... Sp. Gr

* * * * *

(8) Calculation of a parameter for

monitoring sonic flow in the CFV

during exhaust emissions tests:

(i) Option 1. (A) CFV pressure ratio.

Based upon the calibration data selected

to meet the criteria for paragraphs

(d)(7)(iv) and (v) of this section, in

which Kv is constant, select the data

values associated with the calibration

point with the lowest absolute venturi

inlet pressure. With this set of

calibration data, calculated the

following CFV pressure ratio limit,

Prratio-lim:

Prratio Pin

-lim

out-cal

-cal

= P

where:

Pin-cal=Venturi inlet pressure (PPI in

absolute pressure units), and

Pout-cal=Venturi outlet pressure (PPO in

absolute pressure units), measured

at the exit of the venturi diffuser

outlet.

(B) The venturi pressure ratio (Prratio-i)

during all emissions tests must be less

than, or equal to, the calibration

pressure ratio limit (Prratio-lim) derived

from the CFV calibration data, such that:

P

P

out

in

-i

-i

= Pr Pr ratio-i ratio-lim ≤

Where:

Pin-i and Pout-i are the venturi inlet and

outlet pressures, in absolute

pressure units, at each i-th interval

during the emissions test.

(ii) Option 2. Other methods: With

prior Administrator approval, any other

method may be used that assure that the

venturi operates at sonic conditions

during emissions tests, provided the

method is based upon sound

engineering principles.

* * * * *

29. Section 86.1319–90 of subpart N

is amended by revising paragraph (d)(3)

and adding paragraph (d)(8) to read as

follows:

§ 86.1319–90 CVS calibration.

* * * * *

(d) * * *

(3) Measurements necessary for flow

calibration are as follows:

CALIBRATION DATA MEASUREMENTS

Parameter Symbol Units Sensor-readout tolerances

Barometric pressure (corrected) .............................................................. Pb in Hg (kPa) ±.01 in Hg (±.034 kPa).

Air temperature, into flowmeter ................................................................ ETI °F(°C) ±0.5 °F (±0.28 °C).

Pressure drop between the inlet and throat of metering venturi ............. EDP Inches H2O (kPa) ±0.05 in H2O (±0.012 kPa).

Air flow ...................................................................................................... Qs Ft3/min. (m3/min,) ±.5% of NBS ‘‘true’’ value

CFV inlet depression ................................................................................ PPI Inches fluid (kPa) ±.13 in fluid (±.055 kPa).

CFV outlet pressure ................................................................................. PPO Inches Hg (kPa) ±.05 in Hg (±.17 kPa).

Temperature at venturi inlet ..................................................................... Tv °F (°C) ±4.0 °F (±2.22 °C).

Specific gravity of manometer fluid (1.75 oil) .......................................... Sp. Gr

* * * * *

(8) Calculation of a parameter for

monitoring sonic flow in the CFV

during exhaust emissions tests:

(i) Option 1. (A) CFV pressure ratio.

Based upon the calibration data selected

to meet the criteria for paragraphs (d)(7)

(iv) and (v) of this section, in which Kv

is constant, select the data values

associated with the calibration point

with the lowest absolute venturi inlet

pressure. With this set of calibration

data, calculated the following CFV

pressure ratio limit, Prratio-lim:

Prratio Pin

-lim

out-cal

-cal

P =

Where:

Pin-cal=Venturi inlet pressure (PPI in

absolute pressure units), and

Pout-cal=Venturi outlet pressure (PPO in

absolute pressure units), measured

at the exit of the venturi diffuser

outlet.

(B) The venturi pressure ratio (Prratio-i)

during all emissions tests must be less

than, or equal to, the calibration

pressure ratio limit (Prratio-lim) derived

from the CFV calibration data, such that:

P

P

out

in

-i

-i

= Pr Pr ratio-i ratio-lim ≤

Where:
47128 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

Pin-i and Pout-i are the venturi inlet and

outlet pressures, in absolute

pressure units, at each i-th interval

during the emissions test.

(ii) Option 2. Other methods: With

prior Administrator approval, any other

method may be used that assure that the

venturi operates at sonic conditions

during emissions tests, provided the

method is based upon sound

engineering principles.

* * * * *

30. Section 86.1321–90 of subpart N

is amended by revising paragraphs (a)

and (b)(3) to read as follows:

§ 86.1321–90 Hydrocarbon analyzer

calibration.

* * * * *

(a) Initial and periodic optimization of

detector response. Prior to introduction

into service and at least annually

thereafter, the FID hydrocarbon analyzer

shall be adjusted for optimum

hydrocarbon response.

(1) Follow good engineering practices

for initial instrument start-up and basic

operating adjustment using the

appropriate fuel (see § 86.1314) and

zero-grade air.

(2) Optimize the FID’s response on the

most common operating range. The

response is to be optimized with respect

to fuel pressure or flow while meeting

the analyzer response time given in

§ 86.1310(b)(3)(vii)(A) for continuous

HC measurement. Efforts shall be made

to minimize response variations to

different hydrocarbon species that are

expected to be in the exhaust. Good

engineering judgement is to be used to

trade off optimal FID response to

propane-in-air against reductions in

relative responses to other

hydrocarbons. A good example of

trading off response on propane for

relative responses to other hydrocarbon

species is given in Society of

Automotive Engineers (SAE) Paper No.

770141, ‘‘Optimization of Flame

Ionization Detector for Determination of

Hydrocarbon in Diluted Automotive

Exhausts’’; author Glenn D. Reschke. It

is also required that the response be set

to optimum condition with respect to

air flow and sample flow. Heated Flame

Ionization Detectors (HFIDs) must be at

their specified operating temperature.

(3) One of the following procedures is

to be used for FID or HFID optimization:

(i) Use the procedures outlined in

Society of Automotive Engineers (SAE)

paper No. 770141, ‘‘Optimization of

Flame Ionization Detector for

Determination of Hydrocarbons in

Diluted Automobile Exhaust’’; author,

Glenn D. Reschke, as an example.

(ii) The HFID optimization procedures

outlined in 40 CFR part 86, subpart D,

§ 86.331–79(c).

(iii) Alternative procedures may be

used if approved in advance by the

Administrator.

(iv) The procedures specified by the

manufacturer of the FID or HFID.

(4) After the optimum fuel, air, and

sample pressures or flow rates have

been determined, they shall be recorded

for future reference.

(b) * * *

(3) Calibrate on each used operating

range with a minimum of 6,

approximately equally spaced, propanein-air calibration gases (e.g., 15, 30, 45,

60, 75, and 90 percent of that range). For

each range calibrated, if the deviation

from a least-squares best-fit straight line

is within ±2 percent of the value at each

non-zero data point and within ±0.3

percent of full scale on the zero data

point, then concentration values may be

calculated by using the linear

calibration equation for that range. If the

deviation exceeds these limits, then the

best-fit non-linear equation which

represents the data within these limits

shall be used to determine

concentration values.

* * * * *

31. Section 86.1321–94 of subpart N

is amended by revising paragraphs (a)

and (b)(3) to read as follows:

§ 86.1321–94 Hydrocarbon analyzer

calibration.

* * * * *

(a) Initial and periodic optimization of

detector response. Prior to introduction

into service and at least annually

thereafter, the FID hydrocarbon analyzer

shall be adjusted for optimum

hydrocarbon response.

(1) Follow good engineering practices

for initial instrument start-up and basic

operating adjustment using the

appropriate fuel (see § 86.1314) and

zero-grade air.

(2) Optimize the FID’s response on the

most common operating range. The

response is to be optimized with respect

to fuel pressure or flow while meeting

the analyzer response time given in

§ 86.1310(b)(3)(vii)(A) for continuous

HC measurement. Efforts shall be made

to minimize response variations to

different hydrocarbon species that are

expected to be in the exhaust. Good

engineering judgement is to be used to

trade off optimal FID response to

propane-in-air against reductions in

relative responses to other

hydrocarbons. A good example of

trading off response on propane for

relative responses to other hydrocarbon

species is given in Society of

Automotive Engineers (SAE) Paper No.

770141, ‘‘Optimization of Flame

Ionization Detector for Determination of

Hydrocarbon in Diluted Automotive

Exhausts’’; author Glenn D. Reschke. It

is also required that the response be set

to optimum condition with respect to

air flow and sample flow. Heated Flame

Ionization Detectors (HFIDs) must be at

their specified operating temperature.

(3) One of the following procedures is

to be used for FID or HFID optimization:

(i) Use the procedures outlined in

Society of Automotive Engineers (SAE)

paper number 770141, ‘‘Optimization of

Flame Ionization Detector for

Determination of Hydrocarbons in

Diluted Automobile Exhaust’’; author,

Glenn D. Reschke, as an example.

Available from Society of Automotive

Engineers International, 400

Commonwealth Dr., Warrendale, PA

15096–0001.

(ii) The procedure listed in subpart D,

§ 86.331–79(c) of this part.

(iii) The procedures specified by the

manufacturer of the FID or HFID.

(iv) Alternative procedures may be

used if approved in advance by the

Administrator.

(4) After the optimum fuel, air and

sample pressures or flow rates have

been determined, they shall be recorded

for future reference.

(b) * * *

(3) Calibrate on each used operating

range with a minimum of 6,

approximately equally spaced, propanein-air calibration gases (e.g., 15, 30, 45,

60, 75, and 90 percent of that range). For

each range calibrated, if the deviation

from a least-squares best-fit straight line

is within ±2 percent of the value at each

non-zero data point and within ±0.3

percent of full scale on the zero data

point, then concentration values may be

calculated by using the linear

calibration equation for that range. If the

deviation exceeds these limits, then the

best-fit non-linear equation which

represents the data within these limits

shall be used to determine

concentration values.

* * * * *

32. Section 86.1322–84 of subpart N

is amended by revising paragraph (b)(3)

to read as follows:

§ 86.1322–84 Carbon monoxide analyzer

calibration.

* * * * *

(b) * * *

(3) Calibrate on each used operating

range with a minimum of 6,

approximately equally spaced, carbon

monoxide-in-N2 calibration gases (e.g.,

15, 30, 45, 60, 75, and 90 percent of that

range). For each range calibrated, if the

deviation from a least-squares best-fit

straight line is within ±2 percent of the
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47129

value at each non-zero data point and

within ±0.3 percent of full scale on the

zero data point, then concentration

values may be calculated by using the

linear calibration equation for that

range. If the deviation exceeds these

limits, then the best-fit not-linear

equation which represents the data

within these limits shall be used to

determine concentration values.

* * * * *

33. Section 86.1323–84 of subpart N

is amended by revising paragraph (b)(3)

to read as follows:

§ 86.1323–84 Oxides of nitrogen analyzer

calibration.

* * * * *

(b) * * *

(3) Calibrate on each used operating

range with a minimum of 6,

approximately equally spaced, NO-in-N2

calibration gases (e.g., 15, 30, 45, 60, 75,

and 90 percent of that range). For each

range calibrated, if the deviation from a

least-squares best-fit straight line is

within ±2 percent of the value at each

non-zero data point and within ±0.3

percent of full scale on the zero data

point, then concentration values may be

calculated using the linear calibration

equation for that range. If the deviation

exceeds these limits, then the best-fit

non-linear equation which represents

the data within these limits shall be

used to determine concentration values.

* * * * *

34. Section 86.1324–84 of subpart N

is amended by revising paragraph (c) to

read as follows:

§ 86.1324–84 Carbon dioxide analyzer

calibration.

* * * * *

(c) Calibrate on each used operating

range with a minimum of 6,

approximately equally spaced, carbon

dioxide-in-N2 calibration or span gases

(e.g., 15, 30, 45, 60, 75, and 90 percent

of that range). For each range calibrated,

if the deviation from a least-squares

best-fit straight line is within ±2 percent

or less of the value at each non-zero data

point and within ±0.3 percent of full

scale on the zero data point, then

concentration values may be calculated

by using the linear calibration equation

for that range. If the deviation exceeds

these limits, then the best-fit non-linear

equation which represents the data

within these limits shall be used to

determine concentration values.

* * * * *

35. Section 86.1325–94 of subpart N

is amended by revising paragraph (c) to

read as follows:

§ 86.1325–94 Methane analyzer calibration.

* * * * *

(c) Calibrate on each used operating

range with a minimum of 6,

approximately equally spaced, CH4 in

air calibration gases (e.g., 15, 40, 45, 60,

75, and 90 percent of that range). For

each range calibrated, if the deviation

from a least-squares best-fit straight line

is within ±2 percent of the value at each

non-zero data point and within ±0.3

percent of full scale on the zero data

point, then concentration values may be

calculated by using the linear

calibration equation for that range. If the

deviation exceeds these limits, then the

best-fit non-linear equation which

represents the data within these limits

shall be used to determine

concentration values.

36. Section 86.1327–90 of subpart N

is amended by revising paragraphs (b),

(f)(1), (f)(2) introductory text and (f)(2)(i)

to read as follows:

§ 86.1327–90 Engine dynamometer test

procedures; overview.

* * * * *

(b) Engine torque and rpm command

set points shall be issued at 5 (10 Hz

recommended) Hz or greater during

both the cold and hot start tests.

Feedback engine torque and rpm shall

be recorded at least once every second

during the test.

* * * * *

(f) * * *

(1) Gasoline-fueled and methanolfueled Otto-cycle engines. A chassistype exhaust system shall be used. For

all catalyst systems, the distance from

the exhaust manifold flange(s) to the

catalyst shall be the same as in the

vehicle configuration unless the

manufacturer provides data showing

equivalent performance at another

location. The catalyst container may be

removed during all test sequences prior

to the practice cycle, and replaced with

an equivalent container having an

inactive catalyst support.

(2) Petroleum-fueled and methanolfueled diesel engines. Either a chassistype or a facility-type exhaust system or

both systems simultaneously may be

used. If the engine is equipped with an

exhaust aftertreatment device, the

exhaust pipe must be the same diameter

as found in-use for at least 4 pipe

diameters upstream to the inlet of the

beginning of the expansion section

containing the aftertreatment device.

The exhaust backpressure or restriction

shall follow the same criteria as in

§ 86.1330–90(f) and may be set with a

valve (muffler omitted). The catalyst

container may be removed during all

test sequences prior to the practice

cycle, and replaced with an equivalent

container having an inactive catalyst

support.

(i) The engine exhaust system shall

meet the following requirements:

(A) The total length of the tubing from

the exit of the engine exhaust manifold,

turbocharger outlet or aftertreatment

device to the primary dilution tunnel

shall not exceed 32 feet (9.8 m).

(B) The initial portion of the exhaust

system may consist of a typical in-use

(i.e., length, diameter, material, etc.)

chassis-type exhaust system.

(C) The distance from the exhaust

manifold flange(s) or turbocharger outlet

to any exhaust aftertreatment device

shall be the same as in the vehicle

configuration or within the distance

specifications provided by the

manufacturer.

(D) For engines which are not

equipped with exhaust aftertreatment

devices, all tubing in excess of 12 feet

(3.7 m) from the exit of the turbocharger

or exhaust manifold shall be insulated.

For engines equipped with exhaust

aftertreatment devices, all tubing after

the aftertreatment device which is in

excess of 12 feet (3.7 m) shall be

insulated.

(E) If the tubing is required to be

insulated, the radial thickness of the

insulation must be at least 1.0 inch (25

mm). The thermal conductivity of the

insulating material must have a value no

greater than 0.75 BTU-in/hr/ft2/°F

(0.065 W/m-K) measured at 700 °F (371

°C).

(F) A smoke meter or other

instrumentation may be inserted into

the exhaust system tubing. If this option

is exercised in the insulated portion of

the tubing, then a minimal amount of

tubing not to exceed 18 inches may be

left uninsulated. However, no more than

12 feet (3.66 m) of tubing can be left

uninsulated in total, including the

length at the smoke meter.

* * * * *

37. Section 86.1327–94 of subpart N

is amended by revising paragraphs (b),

(f)(1), (f)(2) introductory text and (f)(2)(i)

to read as follows:

§ 86.1327–94 Engine dynamometer test

procedures; overview.

* * * * *

(b) Engine torque and rpm command

set points shall be issued at 5 (10 Hz

recommended) Hz or greater during

both the cold and hot start tests.

Feedback engine torque and rpm shall

be recorded at least once every second

during the test.

* * * * *

(f) * * *

(1) Otto-cycle engines. A chassis-type

exhaust system shall be used. For all

catalyst systems, the distance from the

exhaust manifold flange(s) to the

catalyst shall be the same as in the
47130 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

vehicle configuration unless the

manufacturer provides data showing

equivalent performance at another

location. The catalyst container may be

removed during all test sequences prior

to the practice cycle, and replaced with

an equivalent container having an

inactive catalyst support.

(2) Diesel engines. Either a chassistype or a facility-type exhaust system or

both systems simultaneously may be

used. If the engine is equipped with an

exhaust aftertreatment device, the

exhaust pipe must be the same diameter

as found in-use for at least 4 pipe

diameters upstream to the inlet of the

beginning of the expansion section

containing the aftertreatment device.

The exhaust backpressure or restriction

shall follow the same criteria as in

§ 86.1330–90 (f) and may be set with a

valve (muffler omitted). The catalyst

container may be removed during all

test sequences prior to the practice

cycle, and replaced with an equivalent

container having an inactive catalyst

support.

(i) The engine exhaust system shall

meet the following requirements:

(A) The total length of the tubing from

the exit of the engine exhaust manifold,

turbocharger outlet or aftertreatment

device to the primary dilution tunnel

shall not exceed 32 feet (9.8 m).

(B) The initial portion of the exhaust

system may consist of a typical in-use

(i.e., length, diameter, material, etc.)

chassis-type exhaust system.

(C) The distance from the exhaust

manifold flange(s) or turbocharger outlet

to any exhaust aftertreatment device

shall be the same as in the vehicle

configuration or within the distance

specifications provided by the

manufacturer.

(D) For engines which are not

equipped with exhaust aftertreatment

devices, all tubing in excess of 12 feet

(3.7 m) from the exit of the turbocharger

or exhaust manifold shall be insulated.

For engines equipped with exhaust

aftertreatment devices, all tubing after

the aftertreatment device which is in

excess of 12 feet (3.7 m) shall be

insulated.

(E) If the tubing is required to be

insulated, the radial thickness of the

insulation must be at least 1.0 inch (25

mm). The thermal conductivity of the

insulating material must have a value no

greater than 0.75 BTU-in/hr/ft2/°F (0.065

W/m–K) measured at 700 °F (371 °C).

(F) A smoke meter or other

instrumentation may be inserted into

the exhaust system tubing. If this option

is exercised in the insulated portion of

the tubing, then a minimal amount of

tubing not to exceed 18 inches may be

left uninsulated. However, no more than

12 feet (3.66 m) of tubing can be left

uninsulated in total, including the

length at the smoke meter.

* * * * *

38. Section 86.1327–96 of Subpart N

is amended by revising paragraphs (b),

(f)(1), (f)(2) introductory text, and

(f)(2)(i) to read as follows:

§ 86.1327–96 Engine dynamometer test

procedures; overview.

* * * * *

(b) Engine torque and rpm command

set points shall be issued at 5 (10 Hz

recommended) Hz or greater during

both the cold and hot start tests.

Feedback engine torque and rpm shall

be recorded at least once every second

during the test.

* * * * *

(f) * * *

(1) Gasoline-fueled and methanolfueled Otto-cycle engines. A chassistype exhaust system shall be used. For

all catalyst systems, the distance from

the exhaust manifold flange(s) to the

catalyst shall be the same as in the

vehicle configuration unless the

manufacturer provides data showing

equivalent performance at another

location. The catalyst container may be

removed during all test sequences prior

to the practice cycle, and replaced with

an equivalent container having an

inactive catalyst support.

(2) Petroleum-fueled and methanolfueled diesel engines. Either a chassistype or a facility-type exhaust system or

both systems simultaneously may be

used. If the engine is equipped with an

exhaust aftertreatment device, the

exhaust pipe must be the same diameter

as found in-use for at least 4 pipe

diameters upstream to the inlet of the

beginning of the expansion section

containing the aftertreatment device.

The exhaust backpressure or restriction

shall follow the same criteria as in

§ 86.1330–90(f) and may be set with a

valve (muffler omitted). The catalyst

container may be removed during all

test sequences prior to the practice

cycle, and replaced with an equivalent

container having an inactive catalyst

support.

(i) The engine exhaust systems shall

meet the following requirements:

(A) The total length of the tubing from

the exit of the engine exhaust manifold,

turbocharger outlet or aftertreatment

device to the primary dilution tunnel

shall not exceed 32 feet (9.8 m).

(B) The initial portion of the exhaust

system may consist of a typical in-use

(i.e., length, diameter, material, etc.)

chassis-type exhaust system.

(C) The distance from the exhaust

manifold flange(s) or turbocharger outlet

to any exhaust aftertreatment device

shall be the same as in the vehicle

configuration or within the distance

specifications provided by the

manufacturer.

(D) For engines which are not

equipped with exhaust aftertreatment

devices, all tubing in excess of 12 feet

(3.7 m) from the exit of the turbocharger

or exhaust manifold shall be insulated.

For engines equipped with exhaust

aftertreatment devices, all tubing after

the aftertreatment device which is in

excess of 12 feet (3.7 m) shall be

insulated.

(E) If the tubing is required to be

insulated, the radial thickness of the

insulation must be at least 1.0 inch (25

mm). The thermal conductivity of the

insulating material must have a value no

greater than 0.75 BTU-in/hr/ft2/°F (0.065

W/m–K) measured at 700 °F (371 °C).

(F) A smoke meter or other

instrumentation may be inserted into

the exhaust system tubing. If this option

is exercised in the insulated portion of

the tubing, then a minimal amount of

tubing not to exceed 18 inches may be

left uninsulated. However, no more than

12 feet (3.66 m) of tubing can be left

uninsulated in total, including the

length at the smoke meter.

* * * * *

39. Section 86.1327–98 is added to

subpart N to read as follows:

§ 86.1327–98 Engine dynamometer test

procedures; overview.

Section 86.1327–98 includes text that

specifies requirements that differ from

§ 86.1327–96. Where a paragraph in

§ 86.1327–96 is identical and applicable

to § 86.1327–98, this may be indicated

by specifying the corresponding

paragraph and the statement

‘‘[Reserved]. For guidance see

§ 86.1327–96’’.

(a) through (d)(3) [Reserved]. For

guidance see § 86.1327–96.

(d)(4) Additional accessories (e.g., oil

cooler, alternators, air compressors, etc.)

may be installed or their loading

simulated if typical of the in-use

application. This loading shall be

parasitic in nature and, if used, shall be

applied during all engine testing

operations, including mapping. The

accessory work performed shall not be

included in the integrated work used in

emissions calculations.

(d)(5) through (f) [Reserved]. For

guidance see § 86.1327–96.

40. Section 86.1330–84 of subpart N

is amended by revising paragraphs

(b)(1), (b)(2), and (f)(1)(i) and adding

paragraph (b)(5) to read as follows:

§ 86.1330–84 Test sequence; general

requirements.

* * * * *
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47131

(b) * * *

(1) The temperature of the CVS

dilution air shall be maintained above

68 °F (20 °C) for Otto cycle engines and

between 68 °F and 86 °F (20 °C and 30

°C) for diesel cycle engines throughout

the test sequence, except as permitted

by § 86.1335–84.

(2) For engines with auxiliary

emission control devices which sense or

detect ambient air temperature and

operate at 68 °F or higher, the test cell

ambient air temperature and the

temperature of the engine intake air

shall be maintained at 77 °F ±9 °F (25

°C ±5 °C) throughout the test sequence.

For engines with auxiliary emission

control devices which are temperature

dependent and operate at 68 °F or

higher, the temperature of the engine

intake air shall be maintained at 77 °F

±9 °F (25 °C ±5 °C) throughout the test

sequence.

* * * * *

(5) For engines equipped with an airto-air intercooler (or any other low

temperature charge air cooling device)

between the turbocharger compressor

and the intake manifold, the procedure

for simulating the device in the

transient dynamometer test facilities

shall follow the SAE Recommended

Practice J1937, ‘‘Engine Testing with

Low Temperature Charge Air Cooling

System in a Dynamometer Test Cell.’’

* * * * *

(f) Diesel-Fueled Engines only. (1)(i)

Air inlet restriction shall be set to a

value midway between a clean filter and

the maximum restriction specified by

the manufacturer. The exhaust

restriction normally shall be set at 80

percent of the manufacturer’s

recommended maximum specified

exhaust restriction. The manufacturer

shall be liable for emission compliance

from the minimum in-use restrictions to

the maximum restrictions specified by

the manufacturer for that particular

engine.

* * * * *

41. Section 86.1330–90 of subpart N

is amended by revising paragraphs

(b)(1), (b)(2), and (f)(1)(i) and adding

paragraph (b)(5) to read as follows:

§ 86.1330–90 Test sequence; general

requirements.

* * * * *

(b) * * *

(1) The temperature of the CVS

dilution air shall be maintained at

greater than 68 °F (20 °C) for Otto cycle

engines and between 68 °F and 86 °F (20

°C and 30 °C) for diesel cycle engines

throughout the test sequence, except as

permitted by § 86.1335–84.

(2) For engines with auxiliary

emission control devices which sense or

detect ambient air temperature and

operate at 68 °F or higher, the test cell

ambient air temperature and the

temperature of the engine intake air

shall be maintained at 77 °F ±9 °F (25

°C ±5 °C) throughout the test sequence.

For engines with auxiliary emission

control devices which are temperature

dependent and operate at 68 °F or

higher, the temperature of the engine

intake air shall be maintained at 77 °F

±9 °F (25 °C ±5 °C) throughout the test

sequence.

* * * * *

(5) For engines equipped with an airto-air intercooler (or any other low

temperature charge air cooling device)

between the turbocharger compressor

and the intake manifold, the procedure

for simulating the device in the

transient dynamometer test facilities

shall follow the SAE Recommended

Practice J1937, ‘‘Engine Testing with

Low Temperature Charge Air Cooling

System in a Dynamometer Test Cell.’’

* * * * *

(f) Petroleum-fueled and methanolfueled diesel engines. (1)(i) Air inlet

restriction shall be set to a value

midway between a clean filter and the

maximum restriction specified by the

manufacturer. The exhaust restriction

normally shall be set at 80 percent of the

manufacturer’s recommended maximum

specified exhaust restriction. The

manufacturer shall be liable for

emission compliance from the

minimum in-use restrictions to the

maximum restrictions specified by the

manufacturer for that particular engine.

* * * * *

42. Section 86.1333–90 of subpart N

is amended by revising paragraphs (c),

(d) introductory text, (d)(1), (d)(2), (e)(2)

and removing paragraphs (d)(3) and

(d)(4) to read as follows:

§ 86.1333–90 Transient test cycle

generation.

* * * * *

(c) Engine speed and torque shall be

recorded at least once every second

during the cold start test and hot start

test. The torque and rpm feedback

signals may be filtered.

(d) Idle Speed Enhancement Devices

(e.g. cold idle, alternator idle, etc.). The

zero percent speed specified in the

engine dynamometer schedules

(appendix I (f)(1), (f)(2), or (f)(3) to this

part) shall be superseded by proper

operation of the engine’s idle speed

enhancement device.

(1) During idle speed enhancement

device operation, a manual transmission

engine shall be allowed to idle at

whatever speed is required to target a

feedback torque equal to zero (using, for

example, clutch disengagement, speed

to torque control switching, software

overrides, etc.) at those points in

appendix I (f)(1), (f)(2), or (f)(3) to this

part where both reference speed and

reference torque are zero percent values.

For each idle segment that is seven

seconds or longer, the average feedback

torque must be within ±10 ft-lbs of zero.

To allow for transition, up to the first

four seconds may be deleted from each

idle segment calculation.

(2) During idle speed enhancement

device operation, an automatic

transmission engine shall be allowed to

idle at whatever speed is required to

target a feedback torque equal to CITT

(see (e)(2) of this section for definition

of CITT) at those points in appendix I

(f)(1), (f)(2), or (f)(3) to this part where

both reference speed and reference

torque are zero percent values. For each

idle segment that is seven seconds or

longer, the average feedback torque

must be within ±10 ft-lbs of CITT. To

allow for transition, up to the first four

seconds may be deleted from each idle

segment calculation.

(e) * * *

(2) All zero-percent speed, zeropercent torque points (idle points) shall

be modified to zero percent speed, Curb

Idle Transmission Torque (CITT), except

as permitted in § 86.1337–90(a)(9). Also,

all points with speed equal to or less

than zero percent and torque less than

CITT shall be modified to CITT.

Motoring torque shall remain

unchanged. In order to provide a

smooth torque transition, all

consecutive torque points that are

between 0 and CITT shall be changed to

CITT if the first of these is preceded or

the last of these is succeeded by idle

points. The manufacturer’s specified

CITT shall be based upon that value

observed in typical applications at the

mean of the manufacturers’ specified

idle speed range at stabilized

temperature conditions.

* * * * *

43. Section 86.1334–84 of subpart N

is amended by revising paragraph (a)(2)

to read as follows:

§ 86.1334–84 Pre-test engine and

dynamometer preparation.

(a) * * *

(2) Following any practice runs or

calibration procedures, the engine shall

be cooled per § 86.1335–90.

44. Section 86.1335–90 of subpart N

is revised to read as follows:

§ 86.1335–90 Cool-down procedure.

(a) This cool-down procedure applies

to Otto-cycle and diesel engines.

(b) Engines may be soaked at ambient

conditions. No substances or fluids may
47132 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

be applied to the engine’s internal or

external surfaces except for water and

air as prescribed in paragraphs (c) and

(d) of this section.

(c) For water-cooled engines, two

types of cooling are permitted:

(1) Water may be circulated through

the engine’s water coolant system.

(i) The coolant may be flowed in

either direction and at any desired flow

rate. The thermostat may be removed or

blocked open during the cool-down but

must be restored before the exhaust

emissions test begins.

(ii) The temperature of the circulated

or injected water shall be at least 10 °C

(50 °F). In addition, the temperature of

the cooling water shall not exceed 30 °C

(86 °F) during the last 30 minutes of the

cool-down.

(iii) Only water, including the use of

a building’s standard water supply, or

the coolant type that is already in the

engine (per § 86.1327–90(e)) is

permitted for cool-down purposes.

(2) Flows of air may be directed at the

exterior of the engine.

(i) The air shall be directed essentially

uniformly over the exterior surface of

the engine at any desired flow rate.

(ii) The temperature of the cooling air

shall not exceed 86 °F (30 °C) during the

last 30 minutes of the cool-down, but

may be less than 68 °F (20 °C) at any

time.

(d) For air-cooled engines, only

cooling as prescribed in paragraph (c)(2)

of this section is permitted.

(e)(1) The cold cycle exhaust emission

test may begin after a cool-down only

when the engine oil and water

temperatures are stabilized between 68

°F and 86 °F (20 °C and 30 °C) for a

minimum of fifteen minutes.

(i) These temperature measurements

are to be made by temperature

measurement devices immersed in the

sump oil and in the thermostat housing

or cylinder head cooling circuit, the

sensor parts of which are not in contact

with any engine surface.

(ii) The flow of oil and water shall be

shut off during this measurement. Air

flow, except as necessary to keep the

cell temperature between 68 °F and 86

°F (20 °C and 30 °C), shall be shut off.

No engine oil change is permitted

during the test sequence.

(2) Direct cooling of engine oil

through the use of oil coolers or heat

exchangers is permitted. The cold cycle

emission test may begin only when the

requirements in paragraph (e)(1)(ii) are

met.

(3) Any other means for the direct

cooling of the engine oil must be

approved in advance by the

Administrator.

(f)(1) The cold cycle exhaust emission

test for engines equipped with exhaust

aftertreatment devices may begin after a

cool-down only when the aftertreatment

device is 77 °F ±9 °F (25 °C ±5 °C), in

addition to the temperature restrictions

in paragraph (e) of this section. For

catalysts, this temperature must be

measured at the outlet of the catalyst

bed.

(2) Exhaust aftertreatment device

cool-down may be accomplished in

whatever manner and using whatever

coolant deemed appropriate by proper

engineering judgment. The

aftertreatment device, engine, and

exhaust piping configurations shall not

be separated, altered, or moved in any

way during the cool-down.

(g) For engines with auxiliary

emission control devices which are

temperature dependent, the cold start

shall not begin until the temperature

readings of the auxiliary emission

control devices are stable at 77 °F ±9 °F

(25 °C ±5 °C).

(h) At the completion of the cooldown all of the general requirements

specified in § 86.1330, the oil

temperature specification set forth in

paragraph (e) of this section, and the

catalyst temperature specifications in

paragraph (f) of this section must be met

before the cold cycle exhaust emission

test may begin.

45. Section 86.1337–90 of subpart N

is amended by revising paragraphs

(a)(9), (a)(10)(i), (a)(10)(ii), (a)(11),

(a)(13), (a)(23), and (a)(26), and by

removing paragraph (a)(10)(iii), to read

as follows:

§ 86.1337–90 Engine dynamometer test

run.

(a) * * *

(9) As soon as it is determined that

the engine is started, start a ‘‘free idle’’

timer. Allow the engine to idle freely

with no-load for 24 ±1 seconds. This

idle period for automatic transmission

engines may be interpreted as an idle

speed in neutral or park. All other idle

conditions shall be interpreted as an

idle speed in gear. It is permissible to

lug the engine down to curb idle speed

during the last 8 seconds of the free idle

period for the purpose of engaging

dynamometer control loops.

(10) * * *

(i) During diesel particulate sampling

it must be demonstrated that the ratio of

main tunnel flow to particulate sample

flow does not change by more than ±5.0

percent of its set point value (except for

the first 10 seconds of sampling).

Note: For double dilution operation,

sample flow is the net difference between the

flow rate through the sample filters and the

secondary dilution air flow rate.

(ii) Record the average temperature

and pressure at the gas meter(s) or flow

instrumentation inlet, where needed to

calculate flow. If the set flow rate cannot

be maintained because of high

particulate loading on the filter, the test

shall be terminated. The test shall be

rerun using a lower flow rate and/or a

larger diameter filter.

(11) Begin the transient engine cycles

such that the first non-idle record of the

cycle occurs at 25 ±1 seconds. The free

idle time is included in the 25 ±1

seconds.

* * * * *

(13) Immediately after the engine is

turned off, turn off the engine cooling

fan(s) if used, and the CVS blower (or

disconnect the exhaust system from the

CVS). As soon as possible, transfer the

‘‘cold start cycle’’ exhaust and dilution

air bag samples to the analytical system

and process the samples according to

§ 86.1340. A stabilized reading of the

exhaust sample on all analyzers shall be

obtained within 20 minutes of the end

of the sample collection phase of the

test. Analysis of the methanol and

formaldehyde samples shall be obtained

within 24 hours of the end of the sample

collection period. For petroleum-fueled

and methanol-fueled diesel engines,

carefully remove the filter holder from

the sample flow apparatus, and remove

each particulate sample filter from its

holder and invert the secondary filter

and place it stain side to stain side on

top of the primary filter. Place the filter

pair in a petri dish and cover.

* * * * *

(23) Allow the engine to idle freely

with no-load for 24 ±1 seconds. The

provisions and interpretations of

paragraph (a)(9) of this section apply.

* * * * *

(26) As soon as possible, transfer the

‘‘hot start cycle’’ exhaust and dilution

air bag samples to the analytical system

and process the samples according to

§ 86.1340. A stabilized reading of the

exhaust sample on all analyzers shall be

obtained within 20 minutes of the end

of the sample collection phase of the

test. Analyze the methanol and

formaldehyde samples within 24 hours.

(If it is not possible to perform analysis

within 24 hours, the samples should be

stored in a cold (approximately 0°C)

dark environment until analysis can be

performed). For petroleum-fueled and

methanol-fueled diesel engines,

carefully remove the assembled filter

holder from the sample flow lines and

remove each particulate sample filter

from its holder and invert the secondary

filter and place it stain side to stain side

on top of the primary filter. Place the

filter pairs in a clean petri dish and
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47133

cover as soon as possible. Within 1 hour

after the end of the hot start phase of the

test, transfer the particulate filters to the

weighing chamber for post-test

conditioning.

* * * * *

46. Section 86.1337–96 of subpart N

is amended by revising paragraphs

(a)(9), (a)(10)(i), (a)(10)(ii), (a)(11),

(a)(13), (a)(23), and (a)(26), and by

removing paragraph (a)(10)(iii) to read

as follows:

§ 86.1337–96 Engine dynamometer test

run.

(a) * * *

(9) As soon as it is determined that

the engine is started, start a ‘‘free idle’’

timer. Allow the engine to idle freely

with no-load for 24±1 seconds. This idle

period for automatic transmission

engines may be interpreted as an idle

speed in neutral or park. All other idle

conditions shall be interpreted as an

idle speed in gear. It is permissible to

lug the engine down to curb idle speed

during the last 8 seconds of the free idle

period for the purpose of engaging

dynamometer control loops.

(10) * * *

(i) During diesel particulate sampling

it must be demonstrated that the ratio of

main tunnel flow to particulate sample

flow does not change by more than ±5.0

percent of its set point value (except for

the first 10 seconds of sampling). For

double dilution operation, sample flow

is the net difference between the flow

rate through the sample filters and the

secondary dilution air flow rate.

(ii) Record the average temperature

and pressure at the gas meter(s) or flow

instrumentation inlet, where needed to

calculate flow. If the set flow rate cannot

be maintained because of high

particulate loading on the filter, the test

shall be terminated. The test shall be

rerun using a lower flow rate and/or a

larger diameter filter.

(11) Begin the transient engine cycles

such that the first non-idle record of the

cycle occurs at 25±1 seconds. The free

idle time is included in the 25±1

seconds.

* * * * *

(13) Immediately after the engine is

turned off, turn off the engine cooling

fan(s) if used, and the CVS blower (or

disconnect the exhaust system from the

CVS). As soon as possible, transfer the

‘‘cold start cycle’’ exhaust and dilution

air bag samples to the analytical system

and process the samples according to

§ 86.1340. A stabilized reading of the

exhaust sample on all analyzers shall be

obtained within 20 minutes of the end

of the sample collection phase of the

test. Analysis of the methanol and

formaldehyde samples shall be obtained

within 24 hours of the end of the sample

collection period. For petroleum-fueled

and methanol-fueled diesel engines,

carefully remove the filter holder from

the sample flow apparatus, remove each

particulate sample filter from its holder

and invert the secondary filter and place

it stain side to stain side on top of the

primary filter. Place the filter pair in a

petri dish and cover.

* * * * *

(23) Allow the engine to idle freely

with no-load for 24±1 seconds. The

provisions and interpretations of

paragraph (a)(9) of this section apply.

* * * * *

(26) As soon as possible, transfer the

‘‘hot start cycle’’ exhaust and dilution

air bag samples to the analytical system

and process the samples according to

§ 86.1340. A stabilized reading of the

exhaust sample on all analyzers shall be

obtained within 20 minutes of the end

of the sample collection phase of the

test. Analyze the methanol and

formaldehyde samples within 24 hours.

(If it is not possible to perform analysis

within 24 hours, the samples should be

stored in a cold (approximately 0 °C)

dark environment until analysis can be

performed). For petroleum-fueled and

methanol-fueled diesel engines,

carefully remove the assembled filter

holder from the sample flow lines and

remove each particulate sample filter

from its holder and invert the secondary

filter and place it stain side to stain side

on top of the primary filter. Place the

filter pairs in a clean petri dish and

cover as soon as possible. Within 1 hour

after the end of the hot start phase of the

test, transfer the particulate filters to the

weighing chamber for post-test

conditioning.

* * * * *

47. Section 86.1338–84 of subpart N

is revised to read as follows:

§ 86.1338–84 Emission measurement

accuracy.

(a) Measurement accuracy—Bag

sampling. (1) Good engineering practice

dictates that exhaust emission sample

analyzer readings below 15 percent of

full scale chart deflection should

generally not be used.

(2) Some high resolution read-out

systems such as computers, data loggers,

etc., can provide sufficient accuracy and

resolution below 15 percent of full

scale. Such systems may be used

provided that additional calibrations of

at least 4 non-zero nominally equally

spaced points, using good engineering

judgement, below 15 percent of full

scale are made to ensure the accuracy of

the calibration curves.

(3) The following procedure shall be

followed:

(i) Span the analyzer using a

calibration gas that meets the accuracy

requirements of § 86.1314–84(f)(2), is

within the operating range of the

analyzer and at least 90% of full scale.

(ii) Generate calibration data over the

full concentration range at a minimum

of 6, approximately equally spaced,

points (e.g. 15, 30, 45, 60, 75 and 90

percent of the range of concentrations

provided by the gas divider). If a gas

divider or blender is being used to

calibrate the analyzer and the

requirements of paragraph (a)(2) of this

section are met, verify that a second

calibration gas with a concentration

between 10 and 20 percent of full scale

can be named within 2 percent of its

certified concentration. If more

calibration points are needed to meet

the requirements of paragraph (a)(2) of

this section, continue with paragraph

(a)(3)(iii) of this section.

(iii) If a gas divider or blender is being

used to calibrate the analyzer, input the

value of a second calibration gas (a span

gas may be used for calibrating a CO2

analyzer) having a named concentration

between 10 and 20 percent of full scale.

This gas shall be included on the

calibration curve. Continue adding

calibration points by dividing this gas

until the requirements of paragraph

(a)(2) of this section are met.

(iv) Fit a calibration curve per

§§ 86.1321 through 86.1324 for the full

scale range of the analyzer using the

calibration data obtained with both

calibration gases.

(b) Measurement accuracy—

Continuous sampling. (1) Analyzers

used for continuous analysis must be

operated such that the measured

concentration falls between 15 and 100

percent of full scale chart deflection.

Exceptions to these limits are:

(i) Analyzer response less than 15

percent or more than 100 percent of full

scale may be used if automatic range

change circuitry is used and the limits

for range changes are between 15 and

100 percent of full scale chart

deflection;

(ii) Analyzer response less than 15

percent of full scale may be used if one

of the following is true:

(A) Alternative (a)(2) of this section is

used to ensure that the accuracy of the

calibration curve is maintained below

15 percent; or

(B) The full scale value of the range

is 155 ppm (C) or less.

(iii) Analyzer response over 100% of

full scale may be used if it can be shown

that readings in this range are accurate.

(iv) The HC and CO readings are

allowed to ‘‘spike’’ above full scale of

the analyzer’s maximum operating range

for a maximum accumulation of 5
47134 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

seconds. These analyzer readings shall

default to the maximum readable value

during this time.

(c) If a gas divider is used, the gas

divider shall conform to the accuracy

requirements specified in § 86.1314–

84(g), and shall be used according to the

procedures contained in (a) and (b) of

this section.

48. Section 86.1339–90 of subpart N

is revised to read as follows:

§ 86.1339–90 Particulate filter handling

and weighing.

(a) At least 1 hour before the test,

place a filter pair in a closed (to

eliminate dust contamination) but

unsealed (to permit humidity exchange)

petri dish and place in a weighing

chamber meeting the specifications of

§ 86.1312 for stabilization.

(b) At the end of the stabilization

period, weigh each filter pair on a

balance having a precision of 20

micrograms and a readability of 10

micrograms. This reading is the tare

weight of the filter pair and must be

recorded (see § 86.1344(e)(18)).

(c) The filter pair shall then be stored

in a covered petri dish or a sealed filter

holder, either of which shall remain in

the weighing chamber until needed for

testing.

(d) If the filter pair is not used within

1 hour of its removal from the weighing

chamber, it must be re-weighed before

use. This limit of 1 hour may be

replaced by an 8-hour limit if either of

the following three conditions are met:

(1) A stabilized filter pair is placed

and kept in a sealed filter holder

assembly with the ends plugged; or

(2) A stabilized filter pair is placed in

a sealed filter holder assembly, which is

then immediately placed in a sample

line through which there is no flow; or

(3) A combination of the conditions

specified in paragraphs (d) (1) and (2) of

this section.

(e) After the emissions test, remove

the filters from the filter holder and

place them face to face in a covered but

unsealed petri dish. They must then be

conditioned in the weighing chamber

for at least one hour. The filters are then

weighed as a pair. This reading is the

gross weight of the filters (Pf) and must

be recorded (see § 86.1344–90(e)(19)).

(f) The net particulate weight (Pf) on

each filter pair is the gross weight minus

the tare weight. Should the sample on

the filters (exhaust or background)

contact the petri dish or any other

surface, the test is void and must be

rerun.

(g) Static neutralizers shall be used on

petri dishes in accordance with good

engineering judgement.

49. Section 86.1341–90 of subpart N

is amended by revising paragraphs (b),

(c) and (d) and removing paragraphs (e)

through (h) to read as follows:

§ 86.1341–90 Test cycle validation criteria.

(a) * * *

(b) Brake horsepower-hour

calculation. (1) Calculate the brake

horsepower-hour for each pair of engine

feedback speed and torque values

recorded. Also calculate the reference

brake horsepower-hour for each pair of

engine speed and torque reference

values. Calculations shall be to five

significant digits.

(2) In integrating the reference and the

feedback horsepower-hour, all negative

torque values shall be set equal to zero

and included. If integration is

performed at a frequency of less than 5

Hz, and if during a given time segment,

the torque value changes from positive

to negative or negative to positive, then

the negative portion must be computed

by linear interpolation and set equal to

zero and the positive portion included.

The same methodology shall be used for

integrating both reference and actual

brake horsepower-hour.

(c) Regression line analysis to

calculate validation statistics. (1) Linear

regressions of feedback value on

reference value shall be performed for

speed, torque and brake horsepower on

1 Hz data after the feedback shift has

occurred (see paragraph (a) of this

section). The method of least squares

shall be used, with the best fit equation

having the form:

y=mx+b

Where:

y = The feedback (actual) value of speed

(rpm), torque (ft-lbs), or brake

horsepower.

m = Slope of the regression line.

x = The reference value (speed, torque,

or brake horsepower).

b = The y-intercept of the regression

line.

(2) The standard error of estimate (SE)

of y on x and the coefficient of

determination (r2) shall be calculated for

each regression line.

(3) For a test to be considered valid,

the criteria in Figure N90–11 must be

met for both cold and hot cycles

individually. Point deletions from the

regression analyses are permitted where

noted in Figure N90–11.

FIGURE N90–11

Speed Torque BHP

Regression Line Tolerances

Petroleum-fueled and methanol-fueled diesel engines

Standard error of estimate (SE) of

Y on X.

100 rpm ....................................... 13 pct. of power map maximum

engine torque

8 pct. of power map maximum

BHP.

Slope of the regression line, m ...... 0.970 to 1.030 ............................. 0.83–1.03 (hot), 0.77–1.03 (cold) 0.89–1.03 (hot), 0.87–1.03 (cold).

Coefficient of determination, r 2 ...... 1 0.9700 ....................................... 1 0.8800 (hot), 1 0.8500 (cold) ....... 1 0.9100.

Y intercept of the regression line, b ±50 rpm ....................................... ±15 ft-lb ......................................... ±5.0 BHP.

Gasoline-fueled and methanol-fueled Otto-cycle engines

Standard error of estimate (SE) of

Y on X.

100 rpm ....................................... 10% (hot), 11% (cold) of power

map max. engine torque.

5% (hot), 6% (cold) of power map

maximum BHP.

Slope of the regression line, m ...... 0.980 to 1.020 ............................. 0.92–1.03 (hot), 0.88–1.03 (cold) 0.93–1.03 (hot), 0.89–1.03 (cold).

Coefficient of determination, r 2 ...... 1 0.9700 ....................................... 1 0.9300 (hot), 1 0.9000 (cold) 1 0.9400 (hot), 1 0.9300 (cold).

Y intercept of the regression line, b ±25 (hot), ±40 (cold) ................... ±4% (hot), ±5 (cold) of power map

max. engine torque.

±2.0% (hot), ±2.5% (cold) of

power map BHP.

1 Minimum.
Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations 47135

1

PERMITTED POINT DELETIONS FROM REGRESSION ANALYSIS

Condition Points to be deleted

1. Wide Open Throttle and Torque Feedback < Torque Reference ....................................................................................... Torque, and/or BHP.

2. Closed Throttle, Not an Idle Point, Torque Feedback > Torque Reference ....................................................................... Torque, and/or BHP.

3. Closed Throttle, Idle Point, and Torque Feedback = CITT (±10 ft-lb) ................................................................................ Speed, and/or BHP.

For the purposes of this discussion:

An Idle Point is defined as a point having a Normalized Reference Torque of 0 and a Normalized Reference Speed of 0 and an engine tested

as having a manual transmission has a CITT of 0. Point deletion may be applied either to the whole or to any part of the cycle.

(4)(i) For petroleum-fueled and

methanol-fueled diesel engines, the

integrated brake horsepower-hour for

each cycle (cold and hot start) shall be

between ¥15 percent and +5 percent of

the integrated brake horsepower-hour

for the reference cycle, or the test is

void.

(ii) For gasoline-fueled and methanolfueled Otto-cycle engines, the integrated

brake horsepower-hour of the feedback

cycle shall be within 5 percent of the

integrated brake horsepower-hour of the

reference cycle for the cold cycle, or the

test is void. The tolerance for the hot

cycle shall be 4 percent.

(5) If a dynamometer test run is

determined to be statistically or

experimentally void, corrective action

shall be taken. The engine shall then be

allowed to cool (naturally or forced) and

the dynamometer test rerun per

§ 86.1337 or be restarted at § 86.1336–

84(e).

(d) For petroleum-fueled and

methanol-fueled diesel engines, all

reference torque values specified (in

paragraph (f)(2) of appendix I to this

part) as ‘‘closed throttle’’ shall be

deleted from the calculation of cycle

torque and power validation statistics.

50. Section 86.1341–98 is added to

subpart N and reads as follows:

§ 86.1341–98 Test cycle validation criteria.

Section 86.1341–98 includes text that

specifies requirements that differ from

§ 86.1341–90. Where a paragraph in

§ 86.1341–90 is identical and applicable

to § 86.1341–98, this may be indicated

by specifying the corresponding

paragraph and the statement

‘‘[Reserved]. For guidance see

§ 86.1341–90’’

(a) Through (b)(2) [Reserved]. For

guidance see § 86.1341–90.

(b)(3) All feedback torques due to

accessory loads, either actual or

simulated as defined in § 86.1327–90

(d)(4), shall be excluded from both cycle

validation and the integrated work used

for emissions calculations.

(4) For reference idle portions of the

cycle where CITT is not applied, use

measured torque values for cycle

validation and the reference torque

values for calculating the brake

horsepower-hour value used in the

emission calculations. For reference idle

portions of the cycle where CITT is

applied, use measured torque values for

cycle validation and calculating the

brake horsepower-hour value used in

the emission calculations.

(c) Through (d) [Reserved]. For

guidance see § 86.1341–90.

51. Section 86.1342–90 of subpart N

is amended by removing paragraphs

(h)(2)(i), (h)(2)(ii), (h)(2)(iii), (h)(2)(iv),

(h)(2)(v), (h)(2)(vi), (h)(2)(vii) and

adding paragraph (i) to read as follows:

§ 86.1342–90 Calculations; exhaust

emissions.

* * * * *

(i) For dilute sampling systems which

require conversion of as-measured dry

concentrations to wet concentrations,

the following equation shall be used for

any combination of bagged, continuous,

or fuel mass-approximated sample

measurements (except for CO

measurements made through

conditioning columns, as explained in

paragraph (d)(3) of this section):

Wet concentration = Kw × dry

concentration.

Where:

(1)(i) For English units,

Kw = 1¥(α/200) × CO2e(′)¥((1.608 × H)/

(7000 + 1.608 × H))

See paragraph (d)(1) of this section for

α values.

(ii) For SI units,

Kw = 1¥(α/200) × CO2e(′)¥((1.608 × H)/

(1000 + 1.608 × H))

See paragraph (d)(1) of this section for

α values.

(2) CO2e(′) = either CO2e or CO2e′ as

applicable.

(3)(i) H = Absolute humidity of the CVS

dilution air, in grains (grams) of

water per lb (kg) of dry air.

(ii) For English units,

H ′ = [(43.478)Ri′ × Pd′]/[PB¥(Pd′ × Ri′/

100)]

(iii) For SI units,

H′ = [(6.211)Ri′ × Pd′]/[PB¥(Pd′ × Ri′/

100)]

(4) Ri = Relative humidity of the CVS

dilution air, in percent.

(5) Pd = Saturated vapor pressure, in mm

Hg (kPa) at the ambient dry bulb

temperature of the CVS dilution air.

(6) PB = Barometric pressure, mm Hg

(kPa).

52. Section 86.1342–94 is amended by

revising paragraphs (e) through (h) and

adding paragraph (i) to read as follows:

§ 86.1342–94 Calculations; exhaust

emissions.

* * * * *

(e) Through (i) [Reserved]. For

guidance see § 86.1342–90.

53. Section 86.1343–88 is amended by

revising the introductory text of

paragraph (b), redesignating paragraphs

(b)(2)(i) through (b)(2)(v) as paragraphs

(b)(2)(ii) through (b)(2)(vi) respectively

and by adding a new paragraph (b)(2)(i)

to read as follows:

§ 86.1343–88 Calculations; particulate

exhaust emissions.

* * * * *

(b) The mass of particulate for the

cold-start test and the hot-start test is

determined from the following equation:

* * * * *

(2)(i)(A) For a CFV–CVS: Vmix = Total

dilute exhaust volume corrected to

standard conditions (293 °K (20 °C) and

101.3 kPa (760 mm Hg)), cubic feet per

test phase.

(B) For a PDP–CVS:

V V

N P P R

mmHg T mix o

B

p

= × ( ) − ( ) °

( )( )

4 528

760 ,

in SI units,

V V

N P P K

kPa T mix o

B

p

= × ( ) − ( ) °

( )( )

4 293

1013. ,

Where:

* * * * * 1Closed throttle motoring.
47136 Federal Register / Vol. 62, No. 172 / Friday, September 5, 1997 / Rules and Regulations

53. Appendix I to part 86 is amended

by revising the footnote to the table in

paragraph (f)(2) to read as follows:

Appendix I to Part 86—Urban

Dynamometer Schedules

* * * * *

(f)(1) * * *

(2) * * *

* * * * *

[FR Doc. 97–23352 Filed 9–4–97; 8:45 am]

BILLING CODE 6560–50–P