p.1 

OAR Box 1846 

Prepped by Ollie Stewart 

Document Number: 

87) IV-A-9 

Docket Number: 

A-90-07 

Printed 11/18/2008 7:30:17AM Sheet 87 of 93 
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P.2 

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Emissions Test Instrumentation 

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Cooperativ e Research and Development Agreemen t 

P.4 

ii 

COOPERATIVE RESEARCH AND 

DEVELOPMENT AGREEMENT 

between the 

Environmental Research Consortium, the 

California Air Resources Board and the 

U.S. Environmental Protection Agency 

MEASUREMENT TECHNOLOGIES 

FOR MOTOR VEHICLE EMISSIONS 

Participants 

This Cooperative Research and 

Development Agreement (CRADA) brings 

together engineers and scientists from the 

U.S. Environmental Protection Agency 

(EPA), Chrysler, Ford, General Motors, 

Navistar, and the California Air Resources 

Board (CARB). Industry participants in this 

project are working under the auspices of 

the Environmental Research Consortium 

(ERC) within the United States Council for 

Automotive Research (USCAR). 

Purpose 

The purpose of this Cooperative 

Research and Development Agreement 

(CRADA) is to help commercialize new 

technologies for the measurement of 

evaporative and exhaust emissions from 

cars and trucks. The goal will be reached 

through the identification, encouragement, 

development and evaluation of equipment, 

facilities and techniques to enable industry 

and government agencies to properly test 

vehicles in accordance with the provisions 

of the Clean Air Act Amendments of 1990 

and recent regulations by the State of 

California. 

Research will focus primarily on 

methods of detecting low-level emissions of 

hydrocarbons, carbon monoxide, oxides of 

nitrogen and non-methane organic gases. 

The detection and quantification of specific 

hydrocarbons, oxygenates and other 

compounds emitted from conventional and 

alternate-fueled vehicles will also be 

studied. 

Background 

As a result of the increasingly stringent 

vehicle emission standards, current 

analytical equipment and methods will no 

longer be appropriate. The technology 

developed through this CRADA will help 

ensure that auto makers and regulatory 

agencies have the resources needed to 

properly measure emissions from the 

vehicles of the future. 

Benefits to Government and Industry 

A major result of this research activity 

will be the commercialization of specialized 

instrumentation to measure ultra-low levels 

of various types of exhaust emissions in an 

accurate, precise and efficient manner. 

Another result will be the development of 

facilities, equipment and techniques to 

measure evaporative emissions under 

carefully controlled conditions. 

This CRADA relationship will also 

make it possible for sufficient quantities of 

the best possible instruments to be made 

available to industry and the public in the 

shortest possible time frame. Research can 

also be accomplished in a cost-effective 

manner since the government and the 

automotive industry, the two largest markets 

for these products, will be working together 

to create common specifications and 

methods of evaluation. 

The program began in October 1992 

and is expected to run five years with total 

"in-kind" contributions of the participants 

estimated at over $5 million. 

This Agreement is one of 50 CRADAs 

which EPA has with various U.S. 

businesses, academic institutions and state 

and local governments under the Federal 

Technology Transfer Act of 1986. These 

agreements serve as a mechanism for the 

federal government to work with companies 

to develop new pollution control 

technologies and efficiently bring them into 

the marketplace. 

Contact: John White, EPA, (313) 668-4353 

California Air Resources Board • Environmental Research Consortium • United States Environmental Protection Agency 
P.5 

AMERICA N INDUSTRY / GOVERNMEN T EMISSION S RESEARC H 

Cooperativ e Research and Development Agreemen t 

Specifications for Advanced 

Emissions Test Instrumentation 

Revision 5.0 

February, 1994 

AIGER PD/94-1 

Comments on this report may be directed to: 

John T. White 

U.S. Environmental Protection Agency 

2565 Plymouth Road 

Ann Arbor, MI 48105 

(313)668-4353 

FAX: (313) 668-4440 

California Air Resources Board • Environmental Research Consortium • United States Environmental Protection Agency 
P.6 

Technical Challenge 

New Federal and California vehicle emissions regulations present the vehicle 

industry and government regulators with a number of technical challenges. A 

major challenge lies in the area of emissions measurement. As the vehicle 

emission rates decrease, there is a corresponding decrease in the accuracy of 

the current emission measurement technology. The greatest challenge will be 

to accurately measure hydrocarbon (HC) exhaust emission rates from ultra low 

emission vehicles (ULEV). Part of the problem is the background HC 

concentration in the dilution air. As the diluted exhaust concentrations 

approach the background concentration, and occasionally are even found to be 

lower than the background concentration, it becomes very difficult to achieve 

accurate HC measurements. One approach to solving this problem is to use 

mini-diluter technology. A mini-diluter sampling system would continuously 

take a low volume sample of the undiluted exhaust at a rate directly 

proportional to the exhaust flow rate. This sample stream would be diluted 

with dry clean air or nitrogen. Using a clean air or nitrogen supply would 

greatly reduce the background concentration. With a stable clean diluent 

supply, the need to make background measurements would be eliminated. By 

using a dry diluent, the dilution ratio required to stay below the dew point 

is reduced, thereby increasing the concentration of the sample. An additional 

advantage of this approach is that batch samples can be collected at any point 

in the exhaust system, such as at a precatalyst location. Specification 1.0 

(Mini-Diluter Technology) details the requirements for a mini-diluter system. 

This system requires an accurate, continuous measurement of the exhaust flow 

rate. New technology is required to accomplish this task. Specification 2.0 

(Vehicle Exhaust Volume Measurement) provides the requirements for the vehicle 

exhaust volume measurement. The requirements for the diluent air are given in 

Specification 3.0 (Zero Air Generator for Mini-Diluter). 

New California regulations require the measurement of non-methane hydrocarbon 

(NMHC) exhaust emissions, rather than total hydrocarbon (HC) exhaust 

emissions. For gasoline vehicles, NMHC is currently determined by the 

difference between the HC measurement and an independent methane measurement. 

The methane is measured on a batch basis using gas chromatography (GC). Thus, 

it is not possible to continuously monitor the NMHC concentration. HC in the 

exhaust of natural gas fueled vehicles typically is 95% or more methane. 

Thus, NMHC cannot be accurately determined by difference. Instead, NMHC must 

be determined by summing all HCs other than methane determined by GC. To 

avoid these complexities, a direct NMHC instrument is required. Requirements 

are given in Specification 4.0 (Direct Methane and Non-methane Hydrocarbon 

Analyzer). 

•The new California exhaust emission regulations also require the measurement 

of NMOG (non-methane organic gases), where NMOG is total HC minus methane plus 

oxygenated hydrocarbons. Oxygenates include the C1-C7 aldehydes and ketones as 

well as alcohols. Currently, the aldehydes and ketones are collected on a 

batch basis in a solid sorbent cartridge, followed by elution and liquid 

chromatographic (HPLC) analysis. Alcohols are collected on a batch basis in a 

water filled impinger and determined by GC. An instrument which can measure 

all these species is described in Specification 5.0 (Fast Oxygenated 

Hydrocarbon Speciation Analyzer). 

(i) 
P.7 

All C1-C12 hydrocarbons are currently measured on a batch basis by GC analysis 

on two columns. These analyses are performed to determine air toxics (1,3-

butadiene and benzene) and to permit the determination of the ozone formation 

potential of the exhaust organic compounds. California regulations specify 

that reactivity be determined by summing the product of the reactivity factor 

(Carter factor) for each compound and its emission rate. The current GC 

methods are too time consuming. Therefore, Specification 6.0 (Fast 

Hydrocarbon Speciation Analyzer) describes the requirements for a faster 

hydrocarbon speciation analyzer for batch samples. Expansion of the analysis 

of individual HCs to higher molecular weight species for diesel exhaust is 

also desired. 

Continuous analysis of individual HCs during emission testing is also 

desirable for engineering purposes. While it is desirable to be able to 

continuously monitor all individual HC species, it is unlikely that technology 

will be available to accomplish this in the next few years. A large fraction 

of the exhaust HC reactivity is accounted for by 15 compounds (hydrocarbons 

and oxygenates). Therefore, Specification 7.0 (Fast "Top 15" Speciation 

Analyzer) describes these requirements. The top 15 compounds will vary with 

changing fuel composition. Since reformulated gasolines and alternative fuels 

are growing in importance, it is desirable that this instrument measure as 

many as 30 different compounds. 

Measuring individual hydrocarbons for the determination of reactivity is a 

major challenge. The instruments described in specification 6.0 and 7.0 would 

greatly ease that task. However, the need for such instruments would be 

greatly reduced if a direct reactivity analyzer could be developed. 

Specification 8.0 (Fast Non-Methane Organic Gas Reactivity Analyzer), calls 

for such an instrument. 

Most of the above devices will require some type of computer to control their 

operation and collect appropriate data. In addition the ergonomic and 

electronic interfaces to the conventional test site need to be common. 

Recognizing this challenge, AIGER established a "Systems Integration" group 

which is charged with standardizing instrumentation interfaces and computer 

equipment. To this end Specification 9.0 (Interfacing Requirements for New 

Vehicle Emission Test Instrumentation) addresses the interface standardizing 

issue. 

Other technical problems of interest to AIGER for which specifications have 

not been written include: 

Improved reference materials and standards 

Improved robot drivers for reduced test vehicle emissions variability 

Cartridges to replace alcohol sampling impingers 

Speciated fuel analysis improvements 

System integration of the new technologies 

Improved evaporative emissions test procedures 

(ii) 
Table of Contents 

P.8 

I 

Title 

Technical Challenge 

I. Preface 

II. Introduction to Technical Specifications 

III. Technical Specification 

1.0 - Mini-Diluter Technology 

2.0 - Vehicle Exhaust Volume Measurement 

3.0 - Zero Air Generator for Mini-diluter 

4.0 - Direct Methane and Non Methane Hydrocarbon Analyzer 

5.0 - Fast Oxygenated Hydrocarbon Speciation Analyzer 

6.0 - Fast Hydrocarbon Speciation Analyzer 

7.0 - Fast "Top 15" Speciation Analyzer 

8.0 - Fast Non-Methane Organic Gas Reactivity Analyzer 

9.0 - Interfacing Guidelines for New Vehicle Emission 

Test Instrumentation 

Page 

2 

3 

5 

5 

7 

9 

10 

12 

15 

19 

22 

25 

Page 1 of 26 
P.9 

\ 

I. Preface 

The Environmental Research Consortium (ERC) was formed in March, 1991 to 

facilitate cooperative research and development in the environmental sciences. 

The four-member consortium, consisting of Chrysler Corporation, Ford Motor 

Company, General Motors Corporation and Navistar International Transportation 

Corporation, presently conducts cooperative programs pertaining to the 

following: Low Level Emissions Measurement; Atmospheric Modeling; Real World 

Emissions Measurement; and Atmospheric Reactivity of Vehicle and Manufacturing 

Hydrocarbon Emissions (Assessment of Measurement Methodologies). 

On October 15, 1992 the ERC signed a Cooperative Research and Development 

Agreement (CRADA) with the CARB Haagen-Smit Laboratory, the EPA National 

Vehicle and Fuel Emissions Laboratory,and the EPA Atmospheric Research and 

Exposure Assessment Laboratory. The organization has been named the American 

Industry/Government Emissions Research (AIGER) program. 

The following document, "Specifications for Advanced Vehicle Emissions Test 

Instrumentation," was originally prepared by the ERC Committee designated to 

conduct the Low Level Emission Measurement Program. This revision-was 

prepared by the AIGER CRADA, and reserves the right to amend this document at 

any time. 

Page 2 of 26 
P.10 

II. Introduction to Technical Specifications 

Abstract 

In the near future, vehicle manufacturers will need much more sophisticated 

analytical tools in order to meet new regulations of vehicle emissions. These 

regulations are specified by the U.S. Environmental Protection Agency (EPA) in 

the Federal Register, and by the California Air Resources Board (CARB) in the 

Title 13 document. The regulations present new measurement challenges which 

center around two principal factors: 

(1) Requirements to measure the extremely low 

concentration levels of emissions; and 

(2) Requirements to fully identify and quantify 

(speciate) hydrocarbon and oxygenated 

hydrocarbon emissions. 

Current:Vehicle Emission Testing 

Typically, vehicle emissions (exhaust or evaporative) are collected in sample 

bags as the vehicle is being tested. These bags are filled over a predefined 

period of time and represent a weighted average of the vehicle's emissions. 

Most governmental regulations require this "batch" technique in measuring 

vehicle emissions. 

For exhaust emissions, the vehicle is placed on a chassis dynamometer and 

driven to pre-defined schedules. The entire exhaust stream is continuously 

diluted with ambient air using a constant volume sampler. Dilution ratios are 

typically 15:1. Currently the Federal Test Procedures (FTP) driving schedule 

is divided into three "phases". Phase 1 is 505 seconds long, phase 2 is 869 

seconds, and phase 3 is a repeat of phase 1. For each phase, one diluted 

sample bag and one ambient bag (dilution air) is filled (six total). Upon 

completion of each phase of the test, both sets of bags are analyzed. The 

ambient bag concentrations are then subtracted from the (respective) sample 

bag in order to get actual vehicle exhaust concentrations. Modification to 

the driving schedule which will add a fourth phase (phase 4) , are under 

consideration. 

Page 3 of 26 
P.11 

For evaporative emissions the vehicle is placed into an "air tight" enclosure 

and the vehicle's evaporative emissions are measured directly from the 

enclosure and/or collected in sample bags. As in the above exhaust emissions 

test, the ambient concentrations are again subtracted from the sample bag in 

order to get actual evaporative emissions. 

Using current instrumentation, the analysis of each bag's exhaust emissions is 

completed (typically) within seconds. Because of the high volume of tests run 

per day, fast analysis, automation, equipment reliability, ease of 

maintenance, minimal calibration time, and ultimate accuracy are of the utmost 

importance. 

Technical Challenge 

In many cases, the instrumentation systems available to meet the new 

regulations fall far short of technical requirements. The attached 

specifications identify a series of tools which the AIGER members believe must 

be developed to meet the new regulations and requirements. 

List 

CARB 

CFV 

CNG 

EPA 

ERC 

FID 

FTP 

GC 

HPLC 

NMHC 

NMOG 

SAO 

LAN 

LDHD 

LBI 

of Abbreviations Usei 

California Air Resources Board 

Critical Flow Venturi 

Compressed Natural Gas 

Environmental Protection Agency 

Environmental Research Consortium 

Flame Ionization Detector 

Federal Test Procedures 

Gas Chromatograph 

High Performance Liquid 

Chromatograph 

Non-Methane Hydrocarbon 

Non-Methane Organic Gas 

Smooth Approach Orifice 

Local Area Network 

Light Duty 

Heavy Duty 

Left Blank Intentionally 

HC 

CO 

CO, 

NOx 

LEV 

TLEV 

ULEV 

AIGER 

LPG 

NDIR 

SLPM 

c_ 

ETBE 

MTBE 

TAME 

Hydrocarbons 

Carbon Monoxide 

Carbon Dioxide 

Nitrous Oxide 

Low Emissions Vehicle 

Transitional LEV 

Ultra LEV 

Amer. Indust./Govm't Emiss. Res. 

Liquid Propane Gas 

Non Dispersive Infrared 

Standard Liters Per Minute 

Hydrocarbons with "n" carbon atoms 

Ethyl T-Butyl Ether 

Methyl T-Butyl Ether 

T-Amyl Methyl Ether 

Page 4 of 26 
P.12 

III. Technical Specifications 

The following specifications represent AIGER's opinions and best estimates for 

future instrumentation needs and requirements. Because of factors such as 

potential changes in emission measurement requirements or alternative 

technologies which might not have been considered in this document, the AIGER 

maintains the right to update/modify these specifications at any time. 

1.0 - Mini-Diluter Technology 

1.1 - Description: 

The mini-diluter will take a small (continuous) sample from the vehicle's raw 

exhaust pipe, dilute this sample with either dry nitrogen or "zero" grade air 

(see AIGER specification #3.0), and then transport the diluted sample into 

bags for "batch" analysis or to modal emission analyzers for continuous 

reading. Both samples are drawn through the device under vacuum (customer 

provided pump at the diluted exhaust output port). Input zero air (or N2) 

will be pressurized (typically 10-30 psi). Vehicle exhaust gas will be 

essentially at atmospheric pressure. The mini-diluter will appropriately heat 

the sample (up to mix point) to prevent any water condensation. Dilution 

ratios shall be programmable. The total (variable volume) diluted exhaust 

output will be controlled to be proportional with the vehicles exhaust flow 

rate (see AIGER specification #2.0). 

1.2 - Response Time: 

0.1 second to 90% of test point desired. Transport time to mix point less 

than 1 second. 

1.3 - Dilution Ratios 

Adjustable. Typically fixed at 6:1, 10:1 or 15:1. Custom ratios and 

instantaneously adjustable ratios should also be provided. 

1.4 - Diluted Exhaust Flow Rate: 

Proportional (and varying) to exhaust flow, typically 1-30 slpm for bag 

analysis. Fixed flow for the continuous (modal) mode, set point to be in the 

25-35 slpm range. 

1.5 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

device must have a small footprint and (preferably) be wall mounted. All 

major components must have easy access for servicing. 

Page 5 of 26 
P.13 

1.6 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog outputs from each mass flow controller. The system must also 

provide the appropriate amount of quality control and diagnostic data (per 

test) to insure data integrity. 

1.7 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

1.8 - Cost: 

$5k - $20k per test site desired. Additional Mini-diluter inside the same 

test site should be significantly less. 

1.9 - Calibration/Maintenance: 

The instrument must be easily calibrated and hold its calibration for 30 days. 

Scheduled maintenance on a monthly basis. Preventative maintenance no sooner 

than weekly. 

1.10 - Accuracy: 

Must agree to accepted technology (CO, tail pipe/bag analysis) on a carbon 

balance basis to within 1%. Within this 1% tolerance must not demonstrate any 

set point bias, i.e., average = 0%. Proportionality control to vehicle 

exhaust volume must be within 5%. Other constituents (THC, CO, NOx) to within 

3%. 

1.11 - Construction materials: 

All wetted parts .exposed to exhaust gas must be high quality type 316 

stainless steel per ASTM A-269 (or equivalent), glass, viton or Teflon. 

Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other 

wetted parts are to have the highest cleanliness possible (prefer "oxygen" 

service). Manufacturers may ask for a deviation if the materials used can be 

shown to be resistant to the corrosive nature of the vehicle exhaust. 

1.12 - Power/Utilities: 

Power: 120 volt/60 hz 

1.13 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

Page 6 of 26 
P.14 

2.0 - Vehicle Exhaust Volume 

Measurement 

2.1 - Description 

This device will measure the vehicle's total exhaust flow rate. The device 

must be non-intrusive to vehicle intake, exhaust, or control systems, require 

no modifications to the vehicle, and require no special setup time prior to 

the test. One application for this device will be as a control input to the 

mini-diluter (see AIGER specification # 1.0). Possible architectures are: 

Direct (device located in raw exhaust, tail pipe flow stream! 

Smooth Approach Orifice (SAO) in tail pipe 

Mass flow meter 

Vortex meter in tail pipe 

Laser based device 

Indirect (vehicle exhaust is diluted with ambient air) 

Critical Flow Venturi (CFV) measures diluted exhaust volume, minus 

ambient air SAO 

CFV volume, minus ambient air mass flow meter or hot wire anemometer 

Note: Instrument manufacturers may suggest other non-invasive solutions, if 

available. 

This device will have to work with alternate fueled vehicles also, such as 

methanol/ethanol/diesel and natural gas. Modifications may be required when 

used with different fuels, but are undesirable. 

Also, if mass flow controllers are used, the manufacturer may need redundant 

(averaging) sensors to achieve the desired accuracy. 

2.2 - Response Time: 

0.1 second to 90%, desired. 

2.3 - Back Pressure/Operating Conditions: 

Device shall not affect the back pressure at the vehicle tail pipe. 

Manufacturer can incorporate an active back pressure control device to 

maintain tail pipe pressure to within +0.25" H.O at idle conditions, ±1" H20 

over the entire test. 

Page 7 of 26 
P.15 

2.3 - Back Pressure/Operating Conditions: (Continued) 

Because this device may need to be placed into the vehicle's raw exhaust 

system, the instrument will need to routinely withstand (without degradation) 

the following operating conditions: 

(1) Temperatures: -20 deg F to 800 deg F 

(2) Vehicle exhaust flow rates: typically zero to 200 SCFM for LD vehicles 

typically zero to 1000 SCFM for HD trucks 

(3) Particulates 

2.4 - Architecture: 

The device must be installed at the dynamometer test site. The device must have 

a small footprint and (preferably) be integrated into the CFV. It may be 

necessary to utilize multiple sensors (ex, mass flow meters) in order to achieve 

the desired accuracies. All major components must have easy access for 

servicing. 

2.5 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog outputs from each flow meter along with total exhaust volume. The 

system must also provide the appropriate amount of quality control and diagnostic 

data (per test) to insure data integrity. 

2.6 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

2.7 - Cost: 

$15k - $35k per instrument desired 

2.8 - Calibration/Maintenance: 

The instrument must be able to be easily calibrated and hold its calibration for 

30 days. Scheduled maintenance on a monthly basis. Preventative maintenance 

no sooner than weekly. 

2.9 - Accuracy: 

Must agree to accepted technology (C02 Tracer/Bag analysis) on a carbon balance 

basis to within 1.0% of reading. 

Page 8 of 26 
P.16 

2.10 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

2.11 - Power/Utilities: 

Power: 120 volt/60 Hz 

2.12 - Durability; 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

3.0 - Zero Air Generator for 

Mini-diluter Applications 

3.1 - Description 

Device will produce "zero grade" air at large flow rates (50 SCFM). Primary 

purpose of the device is to provide emission test sites with clean, dry air to 

be used with mini-diluters. 

3.2 - Architecture: 

The device will typically be located remotely from the test site. It should have 

sufficient pressure/flow capacity to function from this remote site. All major 

components must have easy access for servicing. 

3.3 - Cost: 

$40 to $80k per system desired 

3.4 - Calibration/Maintenance: 

Monthly. If regeneration is required, the system shall be automated to perform 

this function "on-line" (i.e., don't have to shut down the system). The system 

shall also not use any large amounts of chemicals to perform the air cleaning 

process. 

Page 9 of 26 
P.17 

3.5 - Performance: 

The system will provide at least 50 cfm of zero grade air at 80 psi. The air 

will be free of oil droplets and particulate material. Other specifications are: 

Carbon Monoxide: 

Hydrocarbons: 

H20: 

Carbon Dioxide: 

Oxygen: 

Oxides of Nitrogen: 

Operating pressure: 

Svstem I 

20 ppm 

20 ppm 

20,000 ppm 

1000 ppm 

18 to 21% 

5 ppm 

100 psi 

rilet Svstem Outlet 

< 0.1 ppm 

< 0.02 ppm carbon 

< 1 ppm (-100 degF dew point) 

< 5.0 ppm 

18 to 21% 

< 0.1 ppm 

80 psi minimum @ max flow 

No other contaminants allowed. (To be unmeasurable by mass spectrometer method 

or other speciation method). 

3.6 - Power/Utilities: 

Power: 220/480 volt 3-phase/60 Hz 

3.7 - Input Air: 

Pressurized input air will be provided 

3.8 - Durability: 

The instrument must be made to withstand continuous operation in a production 

testing (plant) environment. It should not be sensitive to vibration or 

electrical noise. 

4.0 - Direct Methane and Non-Methane 

Hydrocarbon 

Analyzer (NMHC) 

4.1 - Description 

Instrument will measure the vehicles total methane, and NMHC directly. In 

particular the instrument needs to be tuned for natural gas and ULEV emissions. 

Batch mode required. 

4.2 - Response Time: 

Batch analysis cycle time of less than 5 minutes required, 2 minutes desired. 

Modal analysis with a 1-second response time desired. 

Page 10 of 26 
P.18 

4.3 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

device must have a small size (approximately 19" wide x 12" high x 24" deep -

desired) and be 19" rack mountable. All major components must have easy access 

for servicing. 

4.5 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog output of chromatograms plus trend output. The system must also 

provide the appropriate amount of quality control and diagnostic data (per test) 

to insure data integrity. 

4.6 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

4.7 - Cost: 

$20k to $30k per instrument desired 

4.8 - Calibration/Maintenance: 

The instrument must be able to be easily calibrated and hold its calibration for 

30 days. Scheduled maintenance on a monthly basis. Preventative maintenance 

no sooner than weekly. 

4.9 - Accuracy: 

NMHC must agree to accepted technology (FID minus GC-CH4 for gasoline vehicles, 

and GC for natural gas vehicles) to within 2% (at a level of 6 ppm C) . Methane 

must agree to accepted technology (GC-CH4) to within 2% (at a level of 6 ppm C). 

Repeatability + 1%. Must have a detection limit of at least 20 ppb. 

4.10 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

4.11 - Power/Utilities: 

Power: 120 volt/60 Hz 

Page 11 of 26 
P.19 

4.12 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

5.0 - Fast Oxygenated 

Hydrocarbon Speciation 

Analyzer 

5.1 - Description: 

This device measures (speciates) all the major oxygenated hydrocarbon components 

as specified by the Environmental Protection Agency (EPA) in the U.S. Federal 

register, and the California Air Resources Board (CARB) Title 13. It must be 

designed for fast analysis time and be compatible with existing, test site 

architectures. 

5.2 - Operation Modes: 

Two modes are envisioned. First is batch analysis, which is required to measure 

the various species during each phase of the test. Secondly, modal (real time) 

analysis is desired for the measurement of species during vehicle development 

testing. Model analysis of key oxygenate species is also covered in the "Top 15" 

specification (#7.0). 

5.3 - Response Time: 

Batch analysis cycle time of less than 5 minutes required. Modal analysis with 

a response time of 1 second desired. 

5.4 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

instrument must not be sensitive to the normal mechanical vibration associated 

with chassis dynamometer testing. It must have a small footprint. All major 

components must have easy access for servicing. Rack mounting (19") with slides 

is desired. 

Page 12 of 26 
P.20 

5.5 - Measurements Required: 

Must be flexible enough to speciate (quantitatively and qualitatively) a variety 

of oxygenated hydrocarbons from Cl through C7. Must have the ability to add (or 

delete) species as needed. Unknown oxygenated compounds shall be identified as 

such and shall be individually recorded. Initial species are listed below: 

KETONE SPECIES ETHERS 

1. ACETONE 1. MTBE 

2. METHYL ETHYL KETONE 2. ETBE 

3. TAME 

ALCOHOL SPECIES 

1. METHANOL 

2. ETHANOL 

ALDEHYDE SPECIES 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

FORMALDEHYDE 

ACETALDEHYDE 

ACROLEIN 

PROPIONALDEHYDE 

CROTONALDEHYDE 

METHACROLEIN 

n-BUTYRALDEHYDE 

BENZALDEHYDE 

VALERALDEHYDE 

TOLUALDEHYDE 

HEXANAL 

5.6 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog output of chromatograms (if applicable). The system must also provide 

the appropriate amount of quality control and diagnostic data (per test) to 

insure data integrity. 

5.7 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

5.8 - Cost: 

$25k - $50k per instrument desired 

5.9 - Calibration/Maintenance: 

The instrument must be able to be automatically calibrated using a standard of 

all oxygenated hydrocarbons. Multiple concentration levels are required unless 

linearity can be shown. The instrument must be able to hold its calibration for 

24 hours. Scheduled maintenance on a monthly basis. Preventative maintenance no 

sooner than weekly. 

5.10 - Sample Collection: 

Because of the difficulties involved with properly collecting oxygenated 

hydrocarbons in the presence of water vapor, the instrument manufacturer must 

supply some type of sample collection system to address sample handling concerns. 

In batch analysis mode, multiple collection systems will be required in order to 

average the vehicle emission (and background emission) samples over the various 

phases of the test. Per test, we need four vehicle sample and four background 

Page 13 of 26 
P.21 

5.10 - Sample Collection: (Continued) 

collection systems. Each sample/background collection system must be able to be 

a synchronously filled/analyzed. For all analyzers, completely automated sample 

handling is required (i.e., no impingers). Modal analysis (optional) will be via 

a continuous (heated) probe. The instrument should be designed to operate in 

either a raw or diluted exhaust mode. In the raw exhaust mode the manufacturer 

needs to design for water vapor handling (typical dew point 120-130 deg F) and 

the corrosive nature of the vehicle exhaust. 

5.11 - Accuracy: 

Must agree with accepted technology ("-HPLC and liquid injection GC) on each peak 

per the table below. Ninety-five percent of the determinations of the two 

methods must agree within the limits tabulated below. Composite of all peak 

concentrations in /xg/gaseous L, and in reactivity adjusted g 03/g NMOG, must 

agree to within 5%. 

Readings (tig/gaseous L) Agreement 

> 0.6 + 5% 

0.04 - 0.6 + 10% 

< 0.04 + 25% 

Minimum detection limits at or better than 0.03 /jg/gaseous L. Specifications are 

for diluted exhaust 

5.12 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

5.13 - Power/Utilities: 

Power: 120 volt/60 hz 

Can provide liquid N2 but prefer electronic cooling 

5.14 - Durability: 

The instrument must be "ruggedized" to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

Page 14 of 26 
P.22 

.0 - Fast Hydrocarbon 

Speciation Analyzer 

6.1 - Description: 

This device measures (speciates) all the major hydrocarbon components as 

specified by the Environmental Protection Agency (EPA) in the U.S. Federal 

Register, and the California Air Resources Board (CARB) Title 13. It must be 

designed for fast analysis time and be compatible with existing test site 

architectures. 

6.2 - Operation Modes: 

Batch analysis (with sample bags) is required to measure the various species for 

each phase of the test. 

6.3 - Response Time: 

Batch analysis cycle time of less than 5 minutes required. A further goal of 1 

minute analysis time is desired. 

6.4 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

instrument must not be sensitive to the normal mechanical vibration associated 

with chassis dynamometer testing. It must have a small footprint. All major 

components must have easy access for servicing. Rack mounting (19") with slides 

is desired. 

6.5 - Measurements Required: 

Must be flexible enough to speciate (quantitatively and qualitatively) a variety 

of hydrocarbons from Cl through C12. Must have the ability to add (or delete) 

species as needed. Unidentified peaks shall be identified as such, and be 

individually recorded. Initial species are listed below: 

Page 15 of 26 
P.23 

HYDROCARBON AND OTHER SPECIES 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

17. 

18. 

19. 

20. 

21. 

22. 

23. 

24. 

25. 

26. 

27. 

28. 

29. 

30. 

31. 

32. 

33. 

34. 

35. 

36. 

37. 

38. 

39. 

Methane 

Ethene 

Ethyne 

Ethane 

Propene 

Propane 

Propadiene 

Propyne 

2M-Propane 

LBI 

2M-Propene 

1-Butene 

1,3-Butadiene 

Butane 

t-2-Butene 

2,2-DM-Propane 

1-Butyne 

c-2-Butene 

3M-1-Butene 

LBI 

2M-Butane 

2-Butyne 

1-Pentene 

2M-1-Butene 

Pentane 

2M-1,3-Butadiene 

t-2-Pentene 

3,3-DM-l-Butene 

c-2-Pentene '• 

2M-2-Butene 

Cyclopentadiene 

2,2-DM-Butane 

Cyclopentene 

4M-1-Pentene 

3M-1-Pentene 

Cyclopentane 

2,3-DM-Butane 

MTBE 

4M-c-2-Pentene 

40. 

41. 

42. 

43. 

44. 

45. 

46. 

47. 

48. 

49. 

50. 

51. 

52. 

53 

54. 

55. 

56. 

57. 

58. 

59. 

60. 

61. 

62. 

63. 

64. 

65. 

66. 

67. 

68. 

69. 

70. 

71. 

72. 

73. 

74. 

75. 

76. 

77. 

78. 

2M-Pentane 

4M-t-2-Pentene 

3M-Pentane 

2M-1-Pentene 

1-Hexene 

Hexane 

t-3-Hexene 

c-3-Hexene 

t-2-Hexene 

3M-t-2-Pentene 

2M-2-Pentene 

3M-Cyclopentene 

c-2-Hexene 

ETBE 

3M-c-2-Pentene 

2,2-DM-Pentane 

M-Cyclopentane 

2,4-DM-Pentane 

2,2,3-TM-Butane 

3,4-DM-l-Pentene 

lM-Cyclopentene 

Benzene 

3M-1-Hexene 

3,3-DM-Pentane 

Cyclohexane 

2M-Hexane 

2,3-DM-Pentane 

Cyclohexene 

3M-Hexane 

c-l,3-DM-CycPentane 

3E-Pentane 

t-l,2-DM-CycPentane 

1-Heptene 

2,2,4-TM-Pentane 

t-3-Heptene 

Heptane 

2M-2-Hexene 

3M-t-3-Hexene 

t-2-Heptene 

79. 

80. 

81. 

82. 

83. 

84. 

85. 

86. 

87. 

88. 

89. 

90. 

91. 

92. 

93. 

94. 

95. 

96. 

97. 

98. 

99. 

100. 

101. 

102. 

103. 

104. 

105. 

106. 

107. 

108. 

109. 

110. 

111. 

112. 

113. 

114. 

115. 

116. 

117. 

3E-c-2-Pentene 

2,4,4-TM-l-Pentene 

2,3-DM-2-Pentene 

c-2-Heptene 

M-Cyclohexane 

2,2-DM-Hexane 

2,4,4-TM-2-Pentene 

2,5-DM-Hexane 

2,4-DM-Hexane 

3,3-DM-Hexane 

2,3,4-TM-Pentane 

2,3,3-TM-Pentane 

Toluene 

2,3-DM-Hexane 

2M-Heptane 

4M-Heptane 

3M-Heptane 

lc,2t,3-TM-CPentane 

c-l,3-DM-CycHexane 

t-l,4-DM-CycHexane 

2,2,5-TM-Hexane 

l-Octene 

t-4-0ctene 

Octane 

t-2-0ctene 

t-l,3-DM-CycHexane 

c-2-0ctene 

2,3,5-TM-Hexane 

2,4-DM-Heptane 

c-l,2-DM-CycHexane 

E-Cyclohexane 

3,5-DM-Heptane 

E-Benzene 

2,3-DM-Heptane 

m&p-Xylene 

2M-0ctane 

3M-0ctane 

Styrene 

o-Xylene 

Page 16 of 26 
P.24 

2.0 - Fast Hydrocarbon Speciation Analyzer 

HYDROCARBON AND OTHER SPECIES (Continued) 

118. 

119. 

120. 

121. 

122. 

123. 

124. 

125. 

126. 

127. 

128. 

129. 

130. 

131. 

6.6 -

1-Nonene 

Nonane 

i-Propyl benzene 

2,2-DM-Octane 

LBI 

2,4-DM-Octane 

n-Propylbenzene 

1M-3E-Benzene 

1M-4E-Benzene 

1,3,5-TM-Benzene 

1E-2M-Benzene 

1,2,4-TM-Benzene 

Decane 

i-Butyl Benzene 

132 

133 

134 

135 

136 

137 

138 

139 

140 

141 

142 

143 

144 

145 

Additional Measurements: 

s-ButylBenzene 146. 

lM-3-i-PropBenzene 147. 

1,2,3-TM-Benzene 148. 

lM-4-i-PropBenzene 149. 

Indan 150. 

lM-2-i-PropBenzene 151. 

1,3-DE-Benzene 152. 

1,4-DE-Benzene 153. 

lM-3-n-PropBenzene 154. 

lM-4-n-PropBenzene 155. 

1,2-DE-Benzene 156. 

lM-2-n-PropBenzene 157. 

l,4-DM-2-E-Benzene 158. 

l,3-DM-4-E-Benzene 

l,2-DM-4-E-Benzene 

l,3-DM-2-E-Benzene 

Undecane 

l,2-DM-3-E-Benzene 

1,2,4,5-TetMBenzene 

2M-ButylBenzene 

1,2,3,5-TetMBenzene 

tert-lB-2M-Benzene 

1,2,3,4-TetMBenzene 

n-PentBenzene 

tert-lB-3,5-DM-Benz 

Napthalene 

Dodecane 

Diesel exhaust species (>C12) are not addressed in the above list. These (as yet 

unidentified) compounds may be added in the future. If the high molecular weight 

diesel exhaust species are included, then the entire sample handling system must 

be temperature controlled to 375°F (190°C) ±10'F. 

6.7 - Instrument Operation/Unique Interfacing Reguirements: 

Raw analog output of chromatograms (if applicable). The system must also provide 

the appropriate amount of quality control and diagnostic data (per test) to 

insure data integrity. 

6.8 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

6.9 - Cost: 

$40k - 100k per instrument desired 

6.10 - Calibration/Maintenance: 

Tire instrument must be able to be automatically calibrated using a NIST traceable 

gas mixture of approximately 25 hydrocarbons. Reference times for all components 

will be linearly adjusted to the times acquired during this 25 component 

injection. Quantification will be based on propane. One concentration level 

required unless linearity cannot be achieved. The instrument must be able to 

hold its calibration for 24 hours. Scheduled maintenance on a monthly basis. 

Preventative maintenance no sooner than weekly. 

Page 17 of 26 
P.25 

6.11 - Sample Collection: 

Batch collection required with multiple bag capability (supplied by the vehicle 

manufacturer). Initially envision an eight bag device with four sample and four 

background bags. Each sample/background bag must be able to be asynchronously 

filled/analyzed. A completely automated sample handling system will be required. 

6.12 - Accuracy: 

The proposed method must agree with the current accepted technology to within the 

limits listed below. Composite of all peak concentrations in ppm C, and in 

reactivity adjusted g 03/g NMOG, must agree to within 5%. 

Readings in pom C Agreement 

> 5 5% 

1.0 - 5.0 10% 

< 1.0 25% 

Detection limit at or better than 20 ppbC. Specifications are for diluted 

exhaust. 

6.13 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

6.14 - Power/Utilities: 

Power: 120 volt/60 hz 

Can provide liquid N2 but prefer electronic cooling 

6.15 - Durability: 

The instrument must be "ruggedized" to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

Page 18 of 26 
7.0 - Real Time "Top 15" 

Speciation Analyzer 

7.1 - Description: 

A real-time "top 15" analyzer would measure selected individual chemical species 

found in vehicle exhaust. The desired data acquisition rate is 0.5-10 Hz, for 

the 15 compounds. This device will not be used for regulatory compliance 

measurements, but instead for research and development testing. The "top 15" 

compounds have been selected based on their reactivity and abundance in auto 

emissions. Their measurement would allow the user to determine the total ozone 

forming potential of vehicle exhaust with a reasonable degree of certainty. 

7.2 - Operation Modes: 

Modal (real time) analysis is required for the measurement of species during 

vehicle testing. 

7.3 - Performance (figure of merit): 

The minimum quantifiable amount for individual hydrocarbons should be about 20 

part per billion or 0.03 /ig/gaseous L in the exhaust sample. Accuracy 

requirements are addressed below. The minimum analysis cycle time for the 

analysis of 15 compounds is 2 seconds, with shorter cycle times desirable. The 

instrument and data system must be capable of collecting and handling data files 

of seven hours time duration, which could require files of more than 1,000,000 

data points. Instrument calibration should be automated and should be required 

no more than once every 24 hours. Scheduled maintenance should require no more 

than 4 hours per-month and preventative maintenance no more than 2 hours per 

week. 

7.4 - Architecture: 

The instrument must be able to operate in real world (hostile) environments. 

Temperature ranges of 50 - 95 degF must be accommodated by the system hardware, 

including the data system, unless the data system can be operated from a remote 

location. All major components must have easy access for servicing. Rack 

mounting (19") with slides is desired. 

7.5 - Instrument Operation/Unioue Interfacing Requirements: 

Raw analog output of chromatograms (if applicable). The system must also provide 

the appropriate amount of quality control and diagnostic data (per test) to 

insure data integrity. 

7.6 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

Page 19 of 26 
P.27 

7.7 - Measurements Required: 

Must be flexible enough to speciate (quantitatively and qualitatively) any 

selected 15 compounds of hydrocarbons from Cl through C12, and oxygenated 

hydrocarbons from Cl through C7. Must have the ability to change the "top 15" 

list programmatically with minimal downtime. Must have the ability to add or 

delete species from the master list as needed. The master species list from 

which the top 15 will be selected, is shown below: 

THIS LIST OF COMPOUNDS IS CONSIDERED PROPRIETARY 

INFORMATION. IT CAN BE SUPPLIED UNDER CONFIDENTIAL TERMS. 

The above listing relates to California Phase II fuel. However, for natural gas, 

methanol and ethanol fuels the following compounds would also be present. 

CNG 

• Propane 

Methanol Blends 

• Methanol 

• 1M-4E-Benzene 

Ethanol Blends 

Ethanol 

Methanol 

1M-4E-Benzene 

1E-2M-Benzene 

Acetaldehyde 

The primary targeted compounds are the aromatics (especially benzene, 

and xylenes), olefins (especially ethene), and formaldehyde. While 

isomer data is highly desirable, quantitation data for compounds 

isobaric may be acceptable. For instance, distinguishing between the 

aromatics may not be possible. 

toluene, 

specific 

that are 

C9 alkyl 

Page 20 of 26 
P.28 

7.8 - Sample Handling; 

The instrument must either be capable of direct sampling of dilute exhaust or 

of accepting a sample of raw exhaust from a heated sample probe. Raw exhaust 

will have a dew point of 120-130'F, so internal sample lines must be heated to 

prevent condensation, or the sample diluted with pure dry gases in an internal 

gas sampling manifold. 

7.9 - Accuracy: 

Must agree to accepted technology (Auto/Oil-HPLC, liquid injection GC, and 

gaseous injection GC) on each peak per the table below. Ninety-five percent 

of the determinations of the two methods must agree within the limits 

tabulated below. Composite of all peak concentrations in ppm C, and in 

reactivity adjusted g Oj/g NMOG, must agree to within 10%. 

Readings (ppm C) Agreement 

> 1.0 ±5 % 

0.06 - 1.0 + 10% 

< 0.06 ± 25% 

Minimum detection limit - 20 ppbC 

7.10 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 

stainless steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. 

Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other 

wetted parts are to have the highest cleanliness possible (prefer "oxygen" 

service). Manufacturers may ask for a deviation if the materials used can be 

shown to be resistant to the corrosive nature of the vehicle exhaust. 

7.11 - Cost: 

S25K-50K per instrument desired. 

8.0 - Fast Non-Methane Organic Gas 

Hydrocarbon (NMOG) Reactivity 

Analyzer 

8.1 - Description: 

This device will measure the total reactivity (ozone forming potential) of a 

vehicle emissions sample. To facilitate analysis, the instrument may break 

these "total" numbers down into logical sub-groups such as CARB reactivity 

categories (like 0-1, 1-2 as defined in the CARB Title 13 document; Carter MIR 

factors), or by hydrocarbon category (e.g., olefins, alcohols, aromatics, 

etc.). It must be designed for fast analysis time and be compatible with 

existing test site architectures. 

Page 21 of 26 
P.29 

8.1 - Description: (Continued) 

It is desirable to have the instrument simultaneously measure the NMOG 

concentration. However, it is recognized that this may not be possible in a 

single instrument. 

8.2 - Operation Modes: 

Two modes are envisioned. First is batch analysis, which is required to 

measure the various reactivities during each phase of the test. Secondly 

modal (real time) analysis is desired for the measurement of reactivities 

during development testing. 

8.3 - Response Time: 

Batch analysis cycle time of less than 5 minutes required, 2 minutes desired. 

Modal analysis (optional) cycle time of 1 second. 

8.4 - Architecture: 

The device must be installed "on-line", inside the dynamometer test.site. The 

instrument must not be sensitive to the normal mechanical vibration associated 

with chassis dynamometer testing. It must have a small footprint. All major 

components must have easy access for servicing. Rack mounting (19") with 

slides is desired. 

8.5 - Measurements Required: 

Must be flexible enough to measure the total NMOG reactivity. The types of 

hydrocarbons present are listed under AIGER specifications #5.0 and #6.0. 

8.6 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog output of chromatograms (if applicable). The system must also 

provide the appropriate amount of quality control and diagnostic data (per 

test) to insure data integrity. 

8.7 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

8.8 - Cost: 

$4'QK - $100K per instrument desired 

8.9 - Calibration/Maintenance: 

The instrument must be automatically calibrated using a (to be determined) 

mixture of oxygenated, and non-oxygenated hydrocarbons. The instrument must 

be able to hold its calibration for 24 hours. Scheduled maintenance on a 

monthly basis. Preventative maintenance no sooner than weekly. 

Page 22 of 26 
P.30 

8.10 - Sample Collection: 

Because of the difficulties involved with properly collecting oxygenated 

hydrocarbons in the presence of water vapor, the instrument manufacturer must 

supply some type of sample collection system to address sample handling 

concerns. In batch analysis mode, multiple collection systems are required in 

order to average the vehicle emission (and background emission) samples over 

the various phases of the test. Four vehicle samples, and four background 

collection systems are required. Each sample/background collection system 

must be asynchronously filled/analyzed. Modal analysis (optional) will be via 

a continuous (heated) probe. Prefer the instrument to operate in either a raw 

or diluted exhaust mode. In the raw exhaust mode the manufacturer needs to 

design for water vapor handling (typical dew point 120-130 deg F) and the 

corrosive nature of the vehicle exhaust sampling. For diesel exhaust, raw or 

dilute, the entire sampling system must be heated to 375°F (190°C) ±10°F. 

8.11 - Accuracy: 

Must agree to accepted technology as follows: 

(1) 5% agreement when compared to the total reactivity as calculated by the 

CARB "ozone/gram" equation, using fully speciated hydrocarbon data (by 

GC analysis-such as that used in the Auto/Oil Program) and oxygenated 

hydrocarbon data (by HPLC/Liquid Injection GC analysis such as that used 

in the Auto/Oil program.) 

(2) (OPTIONAL Concentration Measurement) 5% agreement when compared to the 

Non-Methane Organic Gas (NMOG) concentration as calculated with the CARB 

Title 13 NMOG equation as shown below: 

NMOG = Total HC s - CH4 + Oxygenated Hydrocarbons 

Notes: • Total HC s as measured by the test site Flame Ionization 

Detector (FID) 

CH4 as measured by the test site GC methane analyzer 

Oxygenated hydrocarbons as measured by "...as used in the 

Auto/Oil program." HPLC/Liquid Injection GC techniques 

8.12 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 

stainless steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. 

Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other 

wetted parts are to have the highest cleanliness possible (prefer "oxygen" 

service). Manufacturers may ask for a deviation if the materials used can be 

shown to be resistant to the corrosive nature of the vehicle exhaust. 

8.13 - Power/Utilities: 

Power: 120 volt/60 hz 

Can provide liquid N2 but prefer electronic cooling 

Page 23 of 26 
P.31 

8.15 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

9.0 - Interfacing Guide!-i rites'; 

for New Vehicle Emission 

Test Instrumentation 

The following guidelines describe general requirements for interfacing new 

instrumentation to a site computer, and, possibly, to other devices on a 

chassis-dynamometer emission test site. 

The following aspects of new instrumentation should be reviewed with the AIGER 

System Integration Subcommittee prior to implementation: 

Computer and interfacing hardware 

Interfacing technologies and protocols 

Instrument command sets 

Data sampling requirements (e.g. sample rate) 

Data storage and transmission formatting 

Any internal algorithms that manipulate data (e.g. linearization) 

The instrument interface must adhere to one of the two approaches described 

below. Approach #1 represents the preferred approach for the short term. 

This approach provides for the integration of new instrumentation into 

present-day test sites. An instrument implemented according to Approach #1 

must allow for future conversion to Approach #2. Approach #2 represents the 

long-term vision for integration of instrumentation into the test cell of the 

future. 

Approach #1: If possible, a new instrument should incorporate interfaces 

that are compatible with interfacing technologies already 

implemented in typical U.S emission test systems. 

Approach #2: If current emission interfaces fail to meet the requirements 

of a new instrument, then an alternative interface, subject 

to guidelines outlined below, should be implemented. 

Note: The interfaces described below are described with respect to the 

instrument itself. For example, "Analog Output" refers to an analog 

output originating at the instrument, generating a signal that will be 

received by the site computer or other device. 

Page 24 of 26 
P.32 

Approach #1 

New vehicle emission instrumentation should utilize a combination of the 

following interfaces: 

1 

3. 

Analog output channels 

• Voltage range 0-5 VDC. 

• Analog output is appropriate only when required sample rates are 

no greater than 20 Hz. 

• If the required total number of parallel analog output channels is 

excessive (e.g. greater than 10), then an alternative interface 

should be considered. 

Discrete digital output channels 

. Voltage level 0-24 VDC. 

• True-high logic. 

• Logic should be level-dependent, not edge-triggered. 

• OFF condition < 5 V. 

• ON condition > 12 V. 

• ON current at least 250 mA. 

Pulse-train output channels 

. Voltage level 0-24 VDC. 

• OFF condition < 5 V. 

• ON condition > 12 V. 

Analog input channels 

• Voltage range 0-5 VDC. 

• Input impedance at least 1 Mfi. 

• If the required total number of parallel analog input channels is 

excessive (e.g. greater than 10), then an alternative interface 

should be considered. 

Discrete digital inputs 

Voltage level 0-24 VDC. 

True-high logic. 

Logic should be level-dependent, not edge-triggered. 

Low level threshold voltage 5 V. 

High level threshold voltage 12 V. 

High level input current 5 mA max at 24 V. 

Approach #2 

Approach #2, as outlined below, will be taken if Approach #1 is inadequate for 

any,of the following reasons: 

• The instrument interfacing cannot be implemented using only a 

combination of the above technologies. 

• Data sampling at a rate higher than 20 Hz is required. 

• An excessive number of analog output or input channels is required. 

• Excessive complexity is required to implement Approach #1. 

Page 25 of 26 
P.33 

Approach #2 (Continued) 

The instrument will utilize the following interfacing technologies: 

• If the instrument utilizes an embedded computer, the computer should be 

programmable logic controller, DOS PC, or UNIX compatible. Computer 

platform independence should be maintained wherever possible. 

• Ethernet, TCP/IP interface. Off-the-shelf communication software should 

be used, wherever possible. 

• The instrument interface command set will be developed in cooperation 

with the AIGER System Integration Subcommittee. 

• The instrument interface command set will conform to the standard SCPI 

command set (Standard Commands for Programmable Instruments). 

• Embedded instrument computer software should be written in ANSI C for 

portability to future computer platforms. 

Refer to the attached documents: 

Test Site Communication Model 

Partitioned Approach to Support Future Alternative Hardware Interfaces 

Page 26 of 26 
AIGER site communication preliminary proposal 

site 1 

site computer 

controls test -It* 

and collect* data 

Facility host computer 

Data storage and analysis 

Facility Host Application software 

« 

SCPI Command Interface 

Facility Lan 

Ethernet TCP/IP 

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P.35 

AIGER System Integration Subcommittee 

Partitioned Approach to Support Future Alternative Hardware Interfaces 

A partitioned approach, as shown in the diagram below, is envisioned for interfacing emissions 

instrumentation to the test site of the future. The architecture provides for a "SCPI (Standard 

Commands for Programmable Instruments) Command Layer" to isolate the hardware interface from the 

instrument application software. Communication is achieved by SCPI commands passed between the 

application software layers of the computer and instrument via the hardware interface. 

A result of this partitioned approach is that the instrument functionality is tightly coupled to the SCPI 

commands, but independent of the hardware interface. While the interface of choice at this time is 

Ethernet/IEEE 802.3 TCP/IP, the instrument architecture should be structured to facilitate future 

migration to alternative hardware interfaces, such as IEEE-488 (GPIB), VXI-Bus, etc. The SCPI 

command layer should be implemented such that an alternative hardware interface will not require any 

change to SCPI commands or application software. 

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P.36 

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AMERICA N INDUST R Y / GOVERNMEN T ETUI'S WlOT^lB R E S E A R C H 

Cooperativ e Reaearc h & Developmen t Agreemen t 

Specifications For Advanced 

Emissions Test Instrumentation 

February, 1994 

California Environmental Protection Agency 

S P Air Resources Board ATMOSPHERIC RESEARCH S .Jfifi L _ 

AND EXPOSURE ASSESSMENT § VVi^- / S 

LABORATORY %. ~^^1____»-.^ 

& H 1 NATIONAL VEHICLE 

^•9 7 O AND FUEL EMISSIONS 

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SHARING TECHNOLOGY FOR A STRONGER AMERICA 

ENVIRONMENTAL 

RESEARCH 

CONSORTIUM &wd 

4k CHRYSLER 

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MARK OF EXCELLENCE 

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NAVISTAR 

. *••• • * JWH' 
.AMERICA N INDUSTRY / GOVERNMEN T EMISSION S RESEARC H 

Cooperativ e Research and Development Agreemen t 

P.37 

COOPERATIVE RESEARCH AND 

DEVELOPMENT AGREEMENT 

between the 

Environmental Research Consortium, the 

California Air Resources Board and the 

U.S. Environmental Protection Agency 

MEASUREMENT TECHNOLOGIES 

FOR MOTOR VEHICLE EMISSIONS 

Participants 

This Cooperative Research and 

Development Agreement (CRADA) brings 

together engineers and scientists from the 

U.S. Environmental Protection Agency 

(EPA), Chrysler, Ford, General Motors, 

Navistar, and the California Air Resources 

Board (CARB). Industry participants in this 

project are working under the auspices of 

the Environmental Research Consortium 

(ERC) within the United States Council for 

Automotive Research (USCAR). 

Purpose 

The purpose of this Cooperative 

Research and Development Agreement 

(CRADA) is to help commercialize new 

technologies for the measurement of 

evaporative and exhaust emissions from 

cars and trucks. The goal will be reached 

through the identification, encouragement, 

development and evaluation of equipment, 

facilities and techniques to enable industry 

and government agencies to properly test 

vehicles in accordance with the provisions 

of the Clean Air Act Amendments of 1990 

and recent regulations by the State of 

California. 

Research will focus primarily on 

methods of detecting low-level emissions of 

hydrocarbons, carbon monoxide, oxides of 

nitrogen and non-methane organic gases. 

The detection and quantification of specific 

hydrocarbons, oxygenates and other 

compounds emitted from conventional and 

alternate-fueled vehicles will also be 

studied. 

Background 

As a result of the increasingly stringent 

vehicle emission standards, current 

analytical equipment and methods will no 

longer be appropriate. The technology 

developed through this CRADA will help 

ensure that auto makers and regulatory 

agencies have the resources needed to 

properly measure emissions from the 

vehicles of the future. 

Benefits to Government and Industry 

A major result of this research activity 

will be the commercialization of specialized 

instrumentation to measure ultra-low levels 

of various types of exhaust emissions in an 

accurate, precise and efficient manner. 

Another result will be the development of 

facilities, equipment and techniques to 

measure evaporative emissions under 

carefully controlled conditions. 

This CRADA relationship will also 

make it possible for sufficient quantities of 

the best possible instruments to be made 

available to industry and the public in the 

shortest possible time frame. Research can 

also be accomplished in a cost-effective 

manner since the government and the 

automotive industry, the two largest markets 

for these products, will be working together 

to create common specifications and 

methods of evaluation. 

The program began in October 1992 

and is expected to run five years with total 

"in-kind" contributions of the participants 

estimated at over $5 million. 

This Agreement is one of 50 CRADAs 

which EPA has with various U.S. 

businesses, academic institutions and state 

and local governments under the Federal 

Technology Transfer Act of 1986. These 

agreements serve as a mechanism for the 

federal government to work with companies 

to develop new pollution control 

technologies and efficiently bring them into 

the marketplace. 

Contact: John White, EPA, (313) 668-4353 

California Air Resources Board • Environmental Research Consortium • United States Environmental Protection Agency 
P.38 

AMERICA N INOUSTRY/OOVERNMEN T EMISSION S RESEARC H 

.< r.<r 

W'r >&?- J*"- r. ~S>

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Cooperativa Raaaaroh & Development Agreement 

Specifications For Advanced 

Emissions Test Instrumentation 

Revision 5.0 

February, 1994 

AIGER PD - 94 -1 

Comments on this report may be directed to: 

John T. White 

U.S. Environmental Protection Agency 

2565 Plymouth Road 

Ann Arbor, MI 48105 

Telephone: (313) 668-4353 

Fax: (313) 668-4440 

ENVIRONMENIAI 

RESEARCH 

CONSORTIUM 

<•*B* > 
P.39 

Technical Challenge 

New Federal and California vehicle emissions regulations present the vehicle 

industry and government regulators with a number of technical challenges. A 

major challenge lies in the area of emissions measurement. As the vehicle 

emission rates decrease, there is a corresponding decrease in the accuracy of 

the current emission measurement technology. The greatest challenge will be 

to accurately measure hydrocarbon (HC) exhaust emission rates from ultra low 

emission vehicles (ULEV). Part of the problem is the background HC 

concentration in the dilution air. As the diluted exhaust concentrations 

approach the background concentration, and occasionally are even found to be 

lower than the background concentration, it becomes y&ry difficult to achieve 

accurate HC measurements. One approach to solving this problem is to use 

mini-diluter technology. A mini-diluter sampling system would continuously 

take a low volume sample of the undiluted exhaust at a rate directly 

proportional to the exhaust flow rate. This sample stream would be diluted 

with dry clean air or nitrogen. Using a clean air or nitrogen supply would 

greatly reduce the background concentration. With a stable clean diluent 

supply, the need to make background measurements would be eliminated. By 

using a.dry diluent, the dilution ratio required to stay below the dew point 

is reduced, thereby increasing the concentration of the sample. An additional 

advantage of this approach is that batch samples can be collected at any point 

in the exhaust system, such as at a precatalyst location. Specification 1.0 

(Mini-Diluter Technology) details the requirements for a mini-diluter system. 

This system requires an accurate, continuous measurement of the exhaust flow 

rate. New technology is required to accomplish this task. Specification 2.0 

(Vehicle Exhaust Volume Measurement) provides the requirements for the vehicle 

exhaust volume measurement. The requirements for the diluent air are given in 

Specification 3.0 (Zero Air Generator for Mini-Diluter). 

New California regulations require the measurement of non-methane hydrocarbon 

(NMHC) exhaust emissions, rather than total hydrocarbon (HC) exhaust 

emissions. For gasoline vehicles, NMHC is currently determined by the 

difference between the HC measurement and an independent methane measurement. 

The methane is measured on a batch basis using gas chromatography (GC). Thus, 

i.t is not possible to continuously monitor the NMHC concentration. HC in the 

exhaust of natural gas fueled vehicles typically is 95% or more methane. 

Thus, NMHC cannot be accurately determined by difference. Instead, NMHC must 

be determined by summing all HCs other than methane determined by GC. To 

avoid these complexities, a direct NMHC instrument is required. Requirements 

are given in Specification 4.0 (Direct Methane and Non-methane Hydrocarbon 

Analyzer). 

The new California exhaust emission regulations also require the measurement 

of NMOG (non-methane organic gases), where NMOG is total HC minus methane plus 

oxygenated hydrocarbons. Oxygenates include the C1-C7 aldehydes and ketones as 

well as alcohols. Currently, the aldehydes and ketones are collected on a 

batch basis in a solid sorbent cartridge, followed by elution and liquid 

chromatographic (HPLC) analysis. Alcohols are collected on a batch basis in a 

water filled impinger and determined by GC. An instrument which can measure 

all these species is described in Specification 5.0 (Fast Oxygenated 

Hydrocarbon Speciation Analyzer). 

(i) 
P.40 

All C1-C12 hydrocarbons are currently measured on a batch basis by GC analysis 

on two columns. These analyses are performed to determine air toxics (1,3-

butadiene and benzene) and to permit the determination of the ozone formation 

potential of the exhaust organic compounds. California regulations specify 

that reactivity be determined by summing the product of the reactivity factor 

(Carter factor) for each compound and its emission rate. The current GC 

methods are too time consuming. Therefore, Specification 6.0 (Fast 

Hydrocarbon Speciation Analyzer) describes the requirements for a faster 

hydrocarbon speciation analyzer for batch samples. Expansion of the analysis 

of individual HCs to higher molecular weight species for diesel exhaust is 

also desired. 

Continuous analysis of individual HCs during emission testing is also 

desirable for engineering purposes. While it is desirable to be able to 

continuously monitor all individual HC species, it is unlikely that technology 

will be available to accomplish this in the next few years. A large fraction 

of the exhaust HC reactivity is accounted for by 15 compounds (hydrocarbons 

and oxygenates). Therefore, Specification 7.0 (Fast "Top 15" Speciation 

Analyzer) describes these requirements. The top 15 compounds will vary with 

changing fuel composition. Since reformulated gasolines and alternative fuels 

are growing in importance, it is desirable that this instrument measure as 

many as 30 different compounds. 

Measuring individual hydrocarbons for the determination of reactivity is a 

major challenge. The instruments described in specification 6.0 and .7.0 would 

greatly ease that task. However, the need for such instruments would be 

greatly reduced if a direct reactivity analyzer could be developed. 

Specification 8.0 (Fast Non-Methane Organic Gas Reactivity Analyzer), calls 

for such an instrument. 

Most of the above devices will require some type of computer to control their 

operation and collect appropriate data. In addition the ergonomic and 

electronic interfaces to the conventional test site need to be common. 

Recognizing this challenge, AIGER established a "Systems Integration" group 

which is charged with standardizing instrumentation interfaces and computer 

equipment. To this end Specification 9.0 (Interfacing Requirements for New 

Vehicle Emission Test Instrumentation) addresses the interface standardizing 

issue. 

Other technical problems of interest to AIGER for which specifications have 

not been written include: 

Improved reference materials and standards 

Improved robot drivers for reduced test vehicle emissions variability 

Cartridges to replace alcohol sampling impingers 

Speciated fuel analysis improvements 

System integration of the new technologies 

Improved evaporative emissions test procedures 

(ii) 
P.41 

Table of Contents 

Title Page 

Technical Challenge 

I. Preface 2 

II. Introduction to Technical Specifications 3 

III. Technical Specification 5 

1.0 - Mini-Diluter Technology 5 

2.0 - Vehicle Exhaust Volume Measurement 7 

3.0 - Zero Air Generator for Mini-diluter 9 

4.0 - Direct Methane and Non Methane Hydrocarbon Analyzer 10 

5.0 - Fast Oxygenated Hydrocarbon Speciation Analyzer 12 

6.0 - Fast Hydrocarbon Speciation Analyzer 15 

7.0 - Fast "Top 15" Speciation Analyzer 19 

8.0 - Fast Non-Methane Organic Gas Reactivity Analyzer 22 

9.0 - Interfacing Guidelines for New Vehicle Emission 25 

Test Instrumentation 

Page 1 of 26 
P.42 

I. Preface 

The Environmental Research Consortium (ERC) was formed in March, 1991 to 

facilitate cooperative research and development in the environmental sciences. 

The four-member consortium, consisting of Chrysler Corporation, Ford Motor 

Company, General Motors Corporation and Navistar International Transportation 

Corporation, presently conducts cooperative programs pertaining to the 

following: Low Level Emissions Measurement; Atmospheric Modeling; Real World 

Emissions Measurement; and Atmospheric Reactivity of Vehicle and Manufacturing 

Hydrocarbon Emissions (Assessment of Measurement Methodologies). 

On October 15, 1992 the ERC signed a Cooperative Research and Development 

Agreement (CRADA) with the CARB Haagen-Smit Laboratory, the EPA National 

Vehicle and Fuel Emissions Laboratory,and the EPA Atmospheric Research and 

Exposure Assessment Laboratory. The organization has been named the American 

Industry/Government Emissions Research (AIGER) program. 

The following document, "Specifications for Advanced Vehicle Emissions Test 

Instrumentation," was originally prepared by the ERC Committee designated to 

conduct the Low Level Emission Measurement Program. This revision was 

prepared by the AIGER CRADA, and reserves the right to amend this document at 

any time. 

Page 2 of 26 
P.43 

II. Introduction to Technical Specifications 

Abstract 

In the near future, vehicle manufacturers will need much more sophisticated 

analytical tools in order to meet new regulations of vehicle emissions. These 

regulations are specified by the U.S. Environmental Protection Agency (EPA) in 

the Federal Register, and by the California Air Resources Board (CARB) in the 

Title 13 document. The regulations present new measurement challenges which 

center around two principal factors: 

(1) Requirements to measure the extremely low 

concentration levels of emissions; and 

(2) Requirements to fully identify and quantify 

(speciate) hydrocarbon and oxygenated 

hydrocarbon emissions. 

Current Vehicle Emission Testing 

Typically, vehicle emissions (exhaust or evaporative) are collected in sample 

bags as the vehicle is being tested. These bags are filled over a predefined 

period of time and represent a weighted average of the vehicle's emissions. 

Most governmental regulations require this "batch" technique in measuring 

vehicle emissions. 

For exhaust emissions, the vehicle is placed on a chassis dynamometer and 

driven to pre-defined schedules. The entire exhaust stream is continuously 

diluted with ambient air using a constant volume sampler. Dilution ratios are 

typically 15:1. Currently the Federal Test Procedures (FTP) driving schedule 

is divided into three "phases". Phase 1 is 505 seconds long, phase 2 is 869 

seconds, and phase 3 is a repeat of phase 1. For each phase, one diluted 

sample bag and one ambient bag (dilution air) is filled (six total). Upon 

completion of each phase of the test, both sets of bags are analyzed. The 

ambient bag concentrations are then subtracted from the (respective) sample 

bag in order to get actual vehicle exhaust concentrations. Modification to 

the driving schedule which will add a fourth phase (phase 4), are under 

consideration. 

Page 3 of 26 
P.44 

For evaporative emissions the vehicle is placed into an "air tight" enclosure 

and the vehicle's evaporative emissions are measured directly from the . 

enclosure and/or collected in sample bags. As in the above exhaust emissions 

test, the ambient concentrations are again subtracted from the sample bag in 

order to get actual evaporative emissions. 

Using current instrumentation, the analysis of each bag's exhaust emissions is 

completed (typically) within seconds. Because of the high volume of tests run 

per day, fast analysis, automation, equipment reliability, ease of 

maintenance, minimal calibration time, and ultimate accuracy are of the utmost 

importance. 

Technical Challenge 

In many cases, the instrumentation systems available to meet the new 

regulations fall far short of technical requirements. The attached 

specifications identify a series of tools which the AIGER members believe must 

be developed to meet the new regulations and requirements. 

List 

CARB 

CFV 

CNG 

EPA 

ERC 

FID 

FTP 

GC 

HPLC 

NMHC 

NMOG 

SAO 

LAN 

LD 

HD 

LBI 

of Abbreviations Used 

California Air Resources Board 

Critical Flow Venturi 

Compressed Natural Gas 

Environmental Protection Agency 

Environmental Research Consortium 

Flame Ionization Detector 

Federal Test Procedures 

Gas Chromatograph 

High Performance Liquid 

Chromatograph 

Non-Methane Hydrocarbon 

Non-Methane Organic Gas 

Smooth Approach Orifice 

Local Area Network 

Light Duty 

Heavy Duty 

Left Blank Intentionally 

HC 

CO 

C02 

NOx 

LEV 

TLEV 

ULEV 

AIGER 

LPG 

NDIR 

SLPM 

CETBE 

MTBE 

TAME 

Hydrocarbons 

Carbon Monoxide 

Carbon Dioxide 

Nitrous Oxide 

Low Emissions Vehicle 

Transitional LEV 

Ultra LEV 

Amer. Indust./Govm't Emiss. Res#. 

Liquid Propane Gas 

Non Dispersive Infrared 

Standard Liters Per Minute 

Hydrocarbons with "n" carbon atoms 

Ethyl T-Butyl Ether 

Methyl T-Butyl Ether 

T-Amyl Methyl Ether 

Page 4 of 26' 
P.45 

III. Technical Specifications 

The following specifications represent AIGER's opinions and best estimates for 

future instrumentation needs and requirements. Because of factors such as 

potential changes in emission measurement requirements or alternative 

technologies which might not have been considered in this document, the AIGER 

maintains the right to update/modify these specifications at any time. 

1.0 - Mini-Diluter Technology 

1.1 - Description: 

The mini-diluter will take a small (continuous) sample from the vehicle's raw 

exhaust pipe, dilute this sample with either dry nitrogen or "zero" grade air 

(see AIGER specification #3.0), and then transport the diluted sample into 

bags for "batch" analysis or to modal emission analyzers for continuous 

reading. Both samples are drawn through the device under vacuum (customer 

provided pump at the diluted exhaust output port). Input zero air (or N2) 

will be pressurized (typically 10-30 psi). Vehicle exhaust gas will be 

essentially at atmospheric pressure. The mini-diluter will appropriately heat 

the sample (up to mix point) to prevent any water condensation. Dilution 

ratios shall be programmable. The total (variable volume) diluted exhaust 

output will be controlled to be proportional with the vehicles exhaust flow 

rate (see AIGER specification #2.0). 

1.2 - Response Time: 

0.1 second to 90% of test point desired. Transport time to mix point less 

than 1 second. 

1.3 - Dilution Ratios 

Adjustable. Typically fixed at 6:1, 10:1 or 15:1. Custom ratios and 

instantaneously adjustable ratios should also be provided. 

1.4 - Diluted Exhaust Flow Rate: 

Proportional (and varying) to exhaust flow, typically 1-30 slpm for bag 

analysis. Fixed flow for the continuous (modal) mode, set point to be in the 

25-35 slpm range. 

1.5 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

device must have a small footprint and (preferably) be wall mounted. All 

major components must have easy access for servicing. 

Page 5 of 26 
P.46 

1.6 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog outputs from each mass flow controller. The system must also 

provide the appropriate amount of quality control and diagnostic data (per 

test) to insure data integrity. 

1.7 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

1.8 - Cost: 

$5k - $20k per test site desired. Additional Mini-diluter inside the same 

test site should be significantly less. 

1.9 - Calibration/Maintenance: 

The instrument must be easily calibrated and hold its calibration for 30 days. 

Scheduled maintenance on a monthly basis. Preventative maintenance no sooner 

than weekly. 

1.10 - Accuracy: 

Must agree to accepted technology (C02 tail pipe/bag analysis) on a carbon 

balance basis to within 1%. Within this 1% tolerance must not demonstrate any 

set point bias, i.e., average = 0%. Proportionality control to vehicle 

exhaust volume must be within 5%. Other constituents (THC, CO, NOx) to within 

3%. 

1.11 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 

stainless steel per ASTM A-269 (or equivalent), glass, viton or Teflon. 

Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other 

wetted parts are to have the highest cleanliness possible (prefer "oxygen" 

service). Manufacturers may ask for a deviation if the materials used can be 

shown to be resistant to the corrosive nature of the vehicle exhaust. 

1.12 - Power/Utilities: 

Power: 120 volt/60 hz 

1.13 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

Page 6 of 26 
P.47 

2.0 - Vehicle Exhaust Volume 

Measurement 

2.1 - Description 

This device will measure the vehicle's total exhaust flow rate. The device 

must be non-intrusive to vehicle intake, exhaust, or control systems, require 

no modifications to the vehicle, and require no special setup time prior to 

the test. One application for this device will be as a control input to the 

mini-diluter (see AIGER specification # 1.0). Possible architectures are: 

Direct (device located in raw exhaust, tail pipe flow stream) 

Smooth Approach Orifice (SAO) in tail pipe 

Mass flow meter 

Vortex meter in tail pipe 

Laser based device 

Indirect (vehicle exhaust is diluted with ambient air) 

Critical Flow Venturi (CFV) measures diluted exhaust volume, minus 

ambient air SAO 

CFV volume, minus ambient air mass flow meter or hot wire anemometer 

Note: Instrument manufacturers may suggest other non-invasive solutions, if 

available. 

This device will have to work with alternate fueled vehicles also, such as 

methanol/ethanol/diesel and natural gas. Modifications may be required when 

used with different fuels, but are undesirable. 

Also, if mass flow controllers are used, the manufacturer may need redundant 

(averaging) sensors to achieve the desired accuracy. 

2.2 - Response Time: 

0.1 second to 90%, desired. 

2.3 - Back Pressure/Operating Conditions: 

Device shall not affect the back pressure at the vehicle tail pipe. 

Manufacturer can incorporate an active back pressure control device to 

maintain tail pipe pressure to within ±0.25" H20 at idle conditions, ±1" H20 

over the entire test. 

Page 7 of 26 
2.3 - Back Pressure/Operating Conditions: (Continued) 

Because this device may need to be placed into the vehicle's raw exhaust 

system, the instrument will need to routinely withstand (without degradation) 

the following operating conditions: 

(1) Temperatures: -20 deg F to 800 deg F 

(2) Vehicle exhaust flow rates: typically zero to 200 SCFM for LD vehicles 

typically zero to 1000 SCFM for HD trucks 

(3) Particulates 

2.4 - Architecture: 

The device must be installed at the dynamometer test site. The device must have 

a small footprint and (preferably) be integrated into the CFV. It may be 

necessary to utilize multiple sensors (ex, mass flow meters) in order to achieve 

the desired accuracies. All major components must have easy access for 

servicing. 

2.5 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog outputs from each flow meter along with total exhaust volume. The 

system must also provide the appropriate amount of quality control and diagnostic 

data (per test) to insure data integrity. 

2.6 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

2.7 - Cost: 

$15k - $35k per instrument desired 

2.8 - Calibration/Maintenance: 

The instrument must be able to be easily calibrated and hold its calibration for 

30 days. Scheduled maintenance on a monthly basis. Preventative maintenance 

no sooner than weekly. 

2.9 - Accuracy: 

Must agree to accepted technology (C02 Tracer/Bag analysis) on a carbon balance 

basis to within 1.0% of reading. 

Page 8 of 26 
P.49 

2.10 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

2.11 - Power/Utilities: 

Power: 120 volt/60 Hz 

2.12 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

.0 - Zero Air Generator for 

Mini-diluter Applications 

3.1 - Description 

Device will produce "zero grade" air at large flow rates (50 SCFM). Primary 

purpose of the device is to provide emission test sites with clean, dry air to 

be used with mini-diluters. 

3.2 - Architecture: 

The device will typically be located remotely from the test site. It should have 

sufficient pressure/flow capacity to function from this remote site. All major 

components must have easy access for servicing. 

3.3 - Cost: 

$40 to $80k per system desired 

3.4 - Calibration/Maintenance: 

Monthly. If regeneration is required, the system shall be automated to perform 

this function "on-line" (i.e., don't have to shut down the system). The system 

shall also not use any large amounts of chemicals to perform the air cleaning 

process. 

Page 9 of 26 
P.50 

3.5 - Performance: 

The system will provide at least 50 cfm of zero grade air at 80 psi. The air 

will be free of oil droplets and particulate material. Other specifications are: 

Carbon Monoxide: 

Hydrocarbons: 

H20: 

Carbon Dioxide: 

Oxygen: 

Oxides of Nitrogen: 

Operating pressure: 

System 

20 ppm 

20 ppm 

20,000 ppm 

1000 ppm 

18 to 21% 

5 ppm 

100 psi 

Inlet Svstem Outlet 

< 0.1 ppm 

< 0.02 ppm carbon 

< 1 ppm (-100 degF dew point) 

< 5.0 ppm 

18 to 21% 

< 0.1 ppm 

80 psi minimum @ max flow 

No other contaminants allowed. (To be unmeasurable by mass spectrometer method 

or other speciation method). 

3.6 - Power/Utilities: 

Power: 220/480 volt 3-phase/60 Hz 

3.7 - Input Air: 

Pressurized input air will be provided 

3.8 - Durability: 

The instrument must be made to withstand continuous operation in a production 

testing (plant) environment. It should not be sensitive to vibration or 

electrical noise. 

4.0 - Direct Methane and Non-Methane 

Hydrocarbon 

Analyzer (NMHC) 

4.1 - Description 

Instrument will measure the vehicles total methane, and NMHC directly. In 

particular the instrument needs to be tuned for natural gas and ULEV emissions. 

Batch mode required. 

4.2 - Response Time: 

Batch analysis cycle time of less than 5 minutes required, 2 minutes desired. 

Modal analysis with a 1-second response time desired. 

Page 10 of 26 
P.51 

4.3 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

device must have a small size (approximately 19" wide x 12" high x 24" deep -

desired) and be 19" rack mountable. All major components must have easy access 

for servicing. 

4.5 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog output of chromatograms plus trend output. The system must also 

provide the appropriate amount of quality control and diagnostic.data (per test) 

to insure data integrity. 

4.6 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

4.7 - Cost: 

$20k to $30k per instrument desired 

4.8 - Calibration/Maintenance: 

The instrument must be able to be easily calibrated and hold its calibration for 

30 days. Scheduled maintenance on a monthly basis. Preventative maintenance 

no sooner than weekly. 

4.9 - Accuracy: 

NMHC must agree to accepted technology (FID minus GC-CH4 for gasoline vehicles, 

and GC for natural gas vehicles) to within 2% (at a level of 6 ppm C). Methane 

must agree to accepted technology (GC-CH4) to within 2% (at a level of 6 ppm C). 

Repeatability + 1%. Must have a detection limit of at least 20 ppb. 

4.10 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

4.11 - Power/Utilities: 

Power: 120 volt/60 Hz 

Page 11 of 26 
P.52 

4.12 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

5.0 - Fast Oxygenated 

Hydrocarbon Speciation 

Analyzer 

5.1 - Description: 

This device measures (speciates) all the major oxygenated hydrocarbon components 

as specified by the Environmental Protection Agency (EPA) in the U.S. Federal 

register, and the California Air Resources Board (CARB) Title 13. It must be 

designed for fast analysis time and be compatible with existing test site 

architectures. 

5.2 - Operation Modes: 

Two modes are envisioned. First is batch analysis, which is required to measure 

the various species during each phase of the test. Secondly, modal (real time) 

analysis is desired for the measurement of species during vehicle development 

testing. Model analysis of key oxygenate species is also covered in the "Top 15" 

specification (#7.0). 

5.3 - Response Time: 

Batch analysis cycle time of less than 5 minutes required. Modal analysis with 

a response time of 1 second desired. 

5.4 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

instrument must not be sensitive to the normal mechanical vibration associated 

with chassis dynamometer testing. It must have a small footprint. All major 

components must have easy access for servicing. Rack mounting (19") with slides 

is desired. 

Page 12 of 26 
P.53 

5.5 - Measurements Required: 

Must be flexible enough to speciate (quantitatively and qualitatively) a variety 

of oxygenated hydrocarbons from Cl through C7. Must have the ability to add (or 

delete) species as needed. Unknown oxygenated compounds shall be identified as 

such and shall be individually recorded. Initial species are listed below: 

ALDEHYDE SPECIES 

1. FORMALDEHYDE 

2. ACETALDEHYDE 

3. ACROLEIN 

4. PROPIONALDEHYDE 

5. CROTONALDEHYDE 

6. METHACROLEIN 

7. n-BUTYRALDEHYDE 

8. BENZALDEHYDE 

9. VALERALDEHYDE 

10. TOLUALDEHYDE 

11. HEXANAL 

5.6 - Instrument Operation/Um 

KETONE SPECIES 

1. ACETONE 

2. METHYL ETHYL KETONE 

ALCOHOL SPECIES 

1. METHANOL 

2. ETHANOL 

oue Interfacing Requirements: 

ETHERS 

1. MTBE 

2. ETBE 

3. TAME 

Raw analog output of chromatograms (if applicable). The system must also provide 

the appropriate amount of quality control and diagnostic data (per test) to 

insure data integrity. 

5.7 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

5.8 - Cost: 

$25k - $50k per instrument desired 

5.9 - Calibration/Maintenance: 

The instrument must be able to be automatically calibrated using a standard of 

all oxygenated hydrocarbons. Multiple concentration levels are required unless 

linearity can be shown. The instrument must be able to hold its calibration for 

24 hours. Scheduled maintenance on a monthly basis. Preventative maintenance no 

sooner than weekly. 

5.10 - Sample Collection: 

Because of the difficulties involved with properly collecting oxygenated 

hydrocarbons in the presence of water vapor, the instrument manufacturer must 

supply some type of sample collection system to address sample handling concerns. 

In batch analysis mode, multiple collection systems will be required in order to 

average the vehicle emission (and background emission) samples over the various 

phases of the test. Per test, we need four vehicle sample and four background 

Page 13 of 26 
P.54 

5.10 - Sample Collection: (Continued) 

collection systems. Each sample/background collection system must be able to be 

a synchronously filled/analyzed. For all analyzers, completely automated sample 

handling is required (i.e., no impingers). Modal analysis (optional) will be via 

a continuous (heated) probe. The instrument should be designed to operate in 

either a raw or diluted exhaust mode. In the raw exhaust mode the manufacturer 

needs to design for water vapor handling (typical dew point 120-130 deg F) and 

the corrosive nature of the vehicle exhaust. 

5.11 - Accuracy: 

Must agree with accepted technology ("-HPLC and liquid injection GC) on each peak 

per the table below. Ninety-five percent of the determinations of the two 

methods must agree within the limits tabulated below. Composite of all peak 

concentrations in /.g/gaseous L, and in reactivity adjusted g 03/g NMOG, must 

agree to within 5%. 

Readings (ug/gaseous L) Agreement 

> 0.6 ± 5% 

0.04 - 0.6 + 10% 

< 0.04 + 25% 

Minimum detection limits at or better than 0.03 /zg/gaseous L. Specifications are 

for diluted exhaust 

5.12 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

5.13 - Power/Utilities: 

Power: 120 volt/60 hz 

Can provide liquid N2 but prefer electronic cooling 

5.14 - Durability: 

The instrument must be "ruggedized" to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

Page 14 of 26 
P.55 

6.0 - Fast Hydrocarbon 

Speciation Analyzer 

6.1 - Description: 

This device measures (speciates) all the major hydrocarbon components as 

specified by the Environmental Protection Agency (EPA) in the U.S. Federal 

Register, and the California Air Resources Board (CARB) Title 13. It must be 

designed for fast analysis time and be compatible with existing test site 

architectures. 

6.2 - Operation Modes: 

Batch analysis (with sample bags) is required to measure the various species for 

each phase of the test. 

6.3 - Response Time: 

Batch analysis cycle time of less than 5 minutes required. A further goal of 1 

minute analysis time is desired. 

6.4 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

instrument must not be sensitive to the normal mechanical vibration associated 

with chassis dynamometer testing. It must have a small footprint. All major 

components must have easy access for servicing. Rack mounting (19") with slides 

is desired. 

6.5 - Measurements Required: 

Must be flexible enough to speciate (quantitatively and qualitatively) a variety 

of hydrocarbons from Cl through C12. Must have the ability to add (or delete) 

species as needed. Unidentified peaks shall be identified as such, and be 

individually recorded. Initial species are listed below: 

Page 15 of 26 
P.56 

HYDROCARBON AND OTHER SPECIES 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

17. 

18. 

19. 

20. 

21. 

22. 

23. 

24. 

25. 

26. 

27. 

28. 

29. 

30. 

31. 

32. 

33. 

34. 

35. 

36. 

37. 

38. 

39. 

Methane 

Ethene 

Ethyne 

Ethane 

Propene 

Propane 

Propadiene 

Prbpyne 

2M-Propane 

LBI 

2M-Propene 

1-Butene 

1,3-Butadiene 

Butane 

t-2-Butene 

2,2-DM-Propane 

1-Butyne 

c-2-Butene 

3M-1-Butene 

LBI 

2M-Butane 

2-Butyne 

1-Pentene 

2M-1-Butene 

Pentane 

2M-1,3-Butadiene 

t-2-Pentene 

3,3-DM-l-Butene 

c-2-Pentene 

2M-2-Butene 

Cyclopentadiene 

2,2-DM-Butane 

Cyclopentene 

4M-1-Pentene 

3M-1-Pentene 

Cyclopentane 

2,3-DM-Butane 

MTBE 

4M-c-2-Pentene 

40. 

41. 

42. 

43. 

44. 

45. 

46. 

47. 

48. 

49. 

50. 

51. 

52. 

53 

54. 

55. 

56. 

57. 

58. 

59. 

60. 

61. 

62. 

63. 

64. 

65. 

66. 

67. 

68. 

69. 

70. 

71. 

72. 

73. 

74. 

75. 

76. 

77. 

78. 

2M-Pentane 

4M-t-2-Pentene 

3M-Pentane 

2M-1-Pentene 

1-Hexene 

Hexane 

t-3-Hexene 

c-3-Hexene 

t-2-Hexene 

3M-t-2-Pentene 

2M-2-Pentene 

3M-Cyclopentene 

c-2-Hexene 

ETBE 

3M-c-2-Pentene 

2,2-DM-Pentane 

M-Cyclopentane 

2,4-DM-Pentane 

2,2,3-TM-Butane 

3,4-DM-l-Pentene 

lM-Cyclopentene 

Benzene 

3M-1-Hexene 

3,3-DM-Pentane 

Cyclohexane 

2M-Hexane 

2,3-DM-Pentane 

Cyclohexene 

3M-Hexane 

c-l,3-DM-CycPentane 

3E-Pentane 

t-l,2-DM-CycPentane 

1-Heptene 

2,2,4-TM-Pentane 

t-3-Heptene 

Heptane 

2M-2-Hexene 

3M-t-3-Hexene 

t-2-Heptene 

79. 

80. 

81. 

82. 

83. 

84. 

85. 

86. 

87. 

88. 

89. 

90. 

91. 

92. 

93. 

94. 

95. 

96. 

97. 

98. 

99. 

100. 

101. 

102. 

103. 

104. 

105. 

106. 

107. 

108. 

109. 

110. 

111. 

112. 

113. 

114. 

115. 

116. 

117. 

3E-c-2-Pentene 

2,4,4-TM-l-Pentene 

2,3-DM-2-Pentene 

c-2-Heptene 

M-Cyclohexane 

2,2-DM-Hexane 

2,4,4-TM-2-Pentene 

2,5-DM-Hexane 

2,4-DM-Hexane 

3,3-DM-Hexane 

2,3,4-TM-Pentane 

2,3,3-TM-Pentane 

Toluene 

2,3-DM-Hexane 

2M-Heptane 

4M-Heptane 

3M-Heptane 

lc,2t,3-TM-CPentane 

c-l,3-DM-CycHexane 

t-l,4-DM-CycHexane 

2,2,5-TM-Hexane 

l-Octene 

t-4-0ctene 

Octane 

t-2-0ctene 

t-l,3-DM-CycHexane 

c-2-0ctene 

2,3,5-TM-Hexane 

2,4-DM-Heptane 

c-l,2-DM-CycHexane 

E-Cyclohexane 

3,5-DM-Heptane 

E-Benzene 

2,3-DM-Heptane 

m&p-Xylene 

2M-0ctane 

3M-0ctane 

Styrene 

o-Xylene 

Page 16 of 26 
P.57 

2.0 - Fast Hydrocarbon Speciation Analyzer 

HYDROCARBON AND OTHER SPECIES (Continued) 

118. 

119. 

120. 

121. 

122. 

123. 

124. 

125. 

126. 

127. 

128. 

129. 

130. 

131. 

6.6 -

1-Nonene 

Nonane 

i-Propyl benzene 

2,2-DM-0ctane 

LBI 

2,4-DM-Octane 

n-Propylbenzene 

1M-3E-Benzene 

1M-4E-Benzene 

1,3,5-TM-Benzene 

1E-2M-Benzene 

1,2,4-TM-Benzene 

Decane 

i-Butyl Benzene 

132. 

133. 

134. 

135. 

136. 

137. 

138. 

139. 

140. 

141. 

142. 

143. 

144. 

145. 

Additional Measurements: 

s-ButylBenzene 

lM-3-i-PropBenzene 

1,2,3-TM-Benzene 

lM-4-i-PropBenzene 

Indan 

lM-2-i-PropBenzene 

1,3-DE-Benzene 

1,4-DE-Benzene 

lM-3-n-PropBenzene 

lM-4-n-PropBenzene 

1,2-DE-Benzene 

lM-2-n-PropBenzene 

l,4-DM-2-E-Benzene 

l,3-DM-4-E-Benzene 

146. 

147. 

148. 

149. 

150. 

151. 

152. 

153. 

154. 

155. 

156. 

157. 

158. 

l,2-DM-4-E-Benzene 

l,3-DM-2-E-Benzene 

Undecane 

l,2-DM-3-E-Benzene 

1,2,4,5-TetMBenzene 

2M-ButylBenzene 

1,2,3,5-TetMBenzene 

tert-lB-2M-Benzene 

1,2,3,4-TetMBenzene 

n-PentBenzene 

tert-lB-3,5-DM-Benz 

Napthalene 

Dodecane 

Diesel exhaust species (>C12) are not addressed in the above list. These (as yet 

unidentified) compounds may be added in the future. If the high molecular weight 

diesel exhaust species are included, then the entire sample handling system must 

be temperature controlled to 375°F (190°C) ±10°F. 

6.7 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog output of chromatograms (if applicable). The system must also provide 

the appropriate amount of quality control and diagnostic data (per test) to 

insure data integrity. 

6.8 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

6.9 - Cost: 

$40k - 100k per instrument desired 

6.10 - Calibration/Maintenance: 

The instrument must be able to be automatically calibrated using a NIST traceable 

gas mixture of approximately 25 hydrocarbons. Reference times for all components 

will be linearly adjusted to the times acquired during this 25 component 

injection. Quantification will be based on propane. One concentration level 

required unless linearity cannot be achieved. The instrument must be able to 

hold its calibration for 24 hours. Scheduled maintenance on a monthly basis. 

Preventative maintenance no sooner than weekly. 

Page 17 of 26 
P.58 

6.11 - Sample Collection: 

Batch collection required with multiple bag capability (supplied by the vehicle 

manufacturer). Initially envision an eight bag device with four sample and four 

background bags. Each sample/background bag must be able to be asynchronously 

filled/analyzed. A completely automated sample handling system will be required. 

6.12 - Accuracy: 

The proposed method must agree with the current accepted technology to within the 

limits listed below. Composite of all peak concentrations in ppm C, and in 

reactivity adjusted g 03/g NMOG, must agree to within 5%. 

Readings in ppm C Agreement 

> 5 5% 

1.0 - 5.0 10% 

< 1.0 25% 

Detection limit at or better than 20 ppbC. Specifications are for diluted 

exhaust. 

6.13 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 stainless 

steel per ASTM A-269 (or equivalent), glass, viton or Teflon. Tubing shall be 

cleaned to "thermocouple" grade, per ASTM A-632. All other wetted parts are to 

have the highest cleanliness possible (prefer "oxygen" service). Manufacturers 

may ask for a deviation if the materials used can be shown to be resistant to the 

corrosive nature of the vehicle exhaust. 

6.14 - Power/Utilities: 

Power: 120 volt/60 hz 

Can provide liquid N2 but prefer electronic cooling 

6.15 - Durability: 

The instrument must be "ruggedized" to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

Page 18 of 26 
P.59 

7.0 - Real Time "Top 15" 

Speciation Analyzer 

7.1 - Description: 

A real-time "top 15" analyzer would measure selected individual chemical species 

found in vehicle exhaust. The desired data acquisition rate is 0.5-10 Hz, for 

the 15 compounds. This device will not be used for regulatory compliance 

measurements, but instead for research and development testing. The "top 15" 

compounds have been selected based on their reactivity and abundance in auto 

emissions. Their measurement would allow the user to determine the total ozone 

forming potential of vehicle exhaust with a reasonable degree of certainty. 

7.2 - Operation Modes: 

Modal (real time) analysis is required for the measurement of species during 

vehicle testing. 

7.3 - Performance (figure of merit): 

The minimum quantifiable amount for individual hydrocarbons should be about 20 

part per billion or 0.03 /zg/gaseous L in the exhaust sample. Accuracy 

requirements are addressed below. The minimum analysis cycle time for the 

analysis of 15 compounds is 2 seconds, with shorter cycle times desirable. The 

instrument and data system must be capable of collecting and handling data files 

of seven hours time duration, which could require files of more than 1,000,000 

data points. Instrument calibration should be automated and should be required 

no more than once every 24 hours. Scheduled maintenance should require no more 

than 4 hours per month and preventative maintenance no more than 2 hours per 

week. 

7.4 - Architecture: 

The instrument must be able to operate in real world (hostile) environments. 

Temperature ranges of 50 - 95 degF must be accommodated by the system hardware, 

including the data system, unless the data system can be operated from a remote 

location. All major components must have easy access for servicing. Rack 

mounting (19") with slides is desired. 

7.5 - Instrument Operation/Unique Interfacing Requirements: 

Raw analog output of chromatograms (if applicable). The system must also provide 

the appropriate amount of quality control and diagnostic data (per test) to 

insure data integrity. 

7.6 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

Page 19 of 26 
P.60 

7.7 - Measurements Required: 

Must be flexible enough to speciate (quantitatively and qualitatively) any 

selected 15 compounds of hydrocarbons from Cl through C12, and oxygenated 

hydrocarbons from Cl through C7. Must have the ability to change the "top 15" 

list programmatically with minimal downtime. Must have the ability to add or 

delete species from the master list as needed. The master species list from 

which the top 15 will be selected, is shown below: 

THIS LIST OF COMPOUNDS IS CONSIDERED PROPRIETARY 

INFORMATION. IT CAN BE SUPPLIED UNDER CONFIDENTIAL TERMS. 

The above listing'relates to California Phase II fuel. However, for natural gas, 

methanol and ethanol fuels the following compounds would also be present. 

CNG 

• Propane 

Methanol Blends 

• Methanol 

• 1M-4E-Benzene 

Ethanol Blends 

Ethanol 

Methanol 

1M-4E-Benzene 

1E-2M-Benzene 

Acetaldehyde 

The primary targeted compounds are the aromatics (especially benzene, toluene, 

and xylenes), olefins (especially ethene), and formaldehyde. While specific 

isomer data is highly desirable, quantitation data for compounds that are 

isobaric may be acceptable. For instance, distinguishing between the C9 alkyl 

aromatics may not be possible. 

Page 20 of 26 
P.61 

7.8 - Sample Handling: 

The instrument must either be capable of direct sampling of dilute exhaust or 

of accepting a sample of raw exhaust from a heated sample probe. Raw exhaust 

will have a dew point of 120-130°F, so internal sample lines must be heated to 

prevent condensation, or the sample diluted with pure dry gases in an internal 

gas sampling manifold. 

7.9 - Accuracy: 

Must agree to accepted technology (Auto/Oil-HPLC, liquid injection GC, and 

gaseous injection GC) on each peak per the table below. Ninety-five percent 

of the determinations of the two methods must agree within the limits 

tabulated below. Composite of all peak concentrations in ppm C, and in 

reactivity adjusted g 03/g NMOG, must agree to within 10%. 

Readings (ppm C) Agreement 

> 1.0 ±5 % 

0.06 - 1.0 ± 10% 

< 0.06 ± 25% 

Minimum detection limit - 20 ppbC 

7.10 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 

stainless steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. 

Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other 

wetted parts are to have the highest cleanliness possible (prefer "oxygen" 

service). Manufacturers may ask for a deviation if the materials used can be 

shown to be resistant to the corrosive nature of the vehicle exhaust. 

7.11 - Cost: 

$25K-50K per instrument desired. 

8.0 - Fast Non-Methane Organic Gas 

Hydrocarbon (NMOG) Reactivity 

Analyzer 

8.1 - Description: 

This device will measure the total reactivity (ozone forming potential) of a 

vehicle emissions sample. To facilitate analysis, the instrument may break 

these "total" numbers down into logical sub-groups such as CARB reactivity 

categories (like 0-1, 1-2 as defined in the CARB Title 13 document; Carter MIR 

factors), or by hydrocarbon category (e.g., olefins, alcohols, aromatics, 

etc.). It must be designed for fast analysis time and be compatible with 

existing test site architectures. 

Page 21 of 26 
P.62 

8.1 - Description: (Continued) 

It is desirable to have the instrument simultaneously measure the NMOG 

concentration. However, it is recognized that this may not be possible in a 

single instrument. 

8.2 - Operation Modes: 

Two modes are envisioned. First is batch analysis, which is required to 

measure the various reactivities during each phase of the test. Secondly 

modal (real time) analysis is desired for the measurement of reactivities 

during development testing. 

8.3 - Response Time: 

Batch analysis cycle time of less than 5 minutes required, 2 minutes desired. 

Modal analysis (optional) cycle time of 1 second. 

8.4 - Architecture: 

The device must be installed "on-line", inside the dynamometer test site. The 

instrument must not be sensitive to the normal mechanical vibration associated 

with chassis dynamometer testing. It must have a small footprint. All major 

components must have easy access for servicing. Rack mounting (19") with 

slides is desired. 

8.5 - Measurements Required: 

Must be flexible enough to measure the total NMOG reactivity. The types of 

hydrocarbons present are listed under AIGER specifications #5.0 and #6.0. 

8.6 - Instrument Operation/Unigue Interfacing Requirements: 

Raw analog output of chromatograms (if applicable). The system must also 

provide the appropriate amount of quality control and diagnostic data (per 

test) to insure data integrity. 

8.7 - Control and Interfacing: 

See Specification 9.0 (Interfacing Requirements for New Vehicle Emission Test 

Instrumentation). 

8.8 - Cost: 

$40K - $100K per instrument desired 

8.9 - Calibration/Maintenance: 

The instrument must be automatically calibrated using a (to be determined) 

mixture of oxygenated, and non-oxygenated hydrocarbons. The instrument must 

be able to hold its calibration for 24 hours. Scheduled maintenance on a 

monthly basis. Preventative maintenance no sooner than weekly. 

Page 22 of 26 
P.63 

8.10 - Sample Collection: 

Because of the difficulties involved with properly collecting oxygenated 

hydrocarbons in the presence of water vapor, the instrument manufacturer must 

supply some type of sample collection system to address sample handling 

concerns. In batch analysis mode, multiple collection systems are required in 

order to average the vehicle emission (and background emission) samples over 

the various phases of the test. Four vehicle samples, and four background 

collection systems are required. Each sample/background collection system 

must be asynchronously filled/analyzed. Modal analysis (optional) will be via 

a continuous (heated) probe. Prefer the instrument to operate in either a raw 

or diluted exhaust mode. In the raw exhaust mode the manufacturer needs to 

design for water vapor handling (typical dew point 120-130 deg F) and the 

corrosive nature of the vehicle exhaust sampling. For diesel exhaust, raw or 

dilute, the entire sampling system must be heated to 375°F (190°C) ±10°F. 

8.11 - Accuracy: 

Must agree to accepted technology as follows: 

(1) 5% agreement when compared to the total reactivity as calculated by the 

CARB "ozone/gram" equation, using fully speciated hydrocarbon data (by 

J GC analysis-such as that used in the Auto/Oil Program) and oxygenated 

hydrocarbon data (by HPLC/Liquid Injection GC analysis such as that used 

in the Auto/Oil program.) 

(2) (OPTIONAL Concentration Measurement) 5% agreement when compared to the 

Non-Methane Organic Gas (NMOG) concentration as calculated with the CARB 

Title 13 NMOG equation as shown below: 

NMOG = Total HC s - CH4 + Oxygenated Hydrocarbons 

Notes: Total HC s as measured by the test site Flame Ionization 

Detector (FID) 

CH4 as measured by the test site GC methane analyzer 

Oxygenated hydrocarbons as measured by "...as used in the 

Auto/Oil program." HPLC/Liquid Injection GC techniques 

8.12 - Construction materials: 

All wetted parts exposed to exhaust gas must be high quality type 316 

stainless steel per ASTM A-269 (or equivalent), glass, Viton or Teflon. 

Tubing shall be cleaned to "thermocouple" grade, per ASTM A-632. All other 

wetted parts are to have the highest cleanliness possible (prefer "oxygen" 

service). Manufacturers may ask for a deviation if the materials used can be 

shown to be resistant to the corrosive nature of the vehicle exhaust. 

8.13 - Power/Utilities: 

Power: 120 volt/60 hz 

Can provide liquid N2 but prefer electronic cooling 

Page 23 of 26 
P.64 

8.15 - Durability: 

The instrument must be ruggedized to withstand continuous operation in a 

production testing (plant) environment. It should not be sensitive to typical 

chassis dynamometer vibration or electrical noise. 

9.0 - Interfacing Guidelines 

for New Vehicle Emission 

Test Instrumentation 

The following guidelines describe general requirements for interfacing new 

instrumentation to a site computer, and, possibly, to other devices on a 

chassis-dynamometer emission test site. 

The following aspects of new instrumentation should be reviewed with the AIGER 

System Integration Subcommittee prior to implementation: 

Computer and interfacing hardware 

Interfacing technologies and protocols 

Instrument command sets 

Data sampling requirements (e.g. sample rate) 

Data storage and transmission formatting 

Any internal algorithms that manipulate data (e.g. linearization) 

The instrument interface must adhere to one of the two approaches described 

below. Approach #1 represents the preferred approach for the short term. 

This approach provides for the integration of new instrumentation into 

present-day test sites. An instrument implemented according to Approach #1 

must allow for future conversion to Approach #2. Approach #2 represents the 

long-term vision for integration of instrumentation into the test cell of the 

future. 

Approach #1: If possible, a new instrument should incorporate interfaces 

that are compatible with interfacing technologies already 

implemented in typical U.S emission test systems. 

Approach #2: If current emission interfaces fail to meet the requirements 

of a new instrument, then an alternative interface, subject 

to guidelines outlined below, should be implemented. 

Note: The interfaces described below are described with respect to the 

instrument itself. For example, "Analog Output" refers to an analog 

output originating at the instrument, generating a signal that will be 

received by the site computer or other device. 

Page 24 of 26 
P.65 

Approach #1 

New vehicle emission instrumentation should utilize a combination of the 

following interfaces: 

1. Analog output channels 

• Voltage range 0-5 VDC. 

• Analog output is appropriate only when required sample rates are 

no greater than 20 Hz. 

• If the required total number of parallel analog output channels is 

excessive (e.g. greater than 10), then an alternative interface 

should be considered. 

2. Discrete digital output channels 

. Voltage level 0-24 VDC. 

• True-high logic. 

• Logic should be level-dependent, not edge-triggered. 

• OFF condition < 5 V. 

• ON condition > 12 V. 

• ON current at least 250 mA. 

3. Pulse-train output channels 

. Voltage level 0-24 VDC. 

• OFF condition < 5 V. 

• ON condition > 12 V. 

4. Analog input channels 

• Voltage range 0-5 VDC. 

• Input impedance at least 1 Mfi. 

• If the required total number of parallel analog input channels is 

excessive (e.g. greater than 10), then an alternative interface 

should be considered. 

5. Discrete digital inputs 

Voltage level 0-24 VDC. 

True-high logic. 

Logic should be level-dependent, not edge-triggered. 

Low level threshold voltage 5 V. 

High level threshold voltage 12 V. 

High level input current 5 mA max at 24 V. 

Approach #2 

Approach #2, as outlined below, will be taken if Approach #1 is inadequate for 

any of the following reasons: 

• The instrument interfacing cannot be implemented using only a 

combination of the above technologies. 

• Data sampling at a rate higher than 20 Hz is required. 

• An excessive number of analog output or input channels is required. 

• Excessive complexity is required to implement Approach #1. 

Page 25 of 26 
P.66 

Approach #2 (Continued) 

The instrument will utilize the following interfacing technologies: 

• If the instrument utilizes an embedded computer, the computer should be 

programmable logic controller, DOS PC, or UNIX compatible. Computer 

platform independence should be maintained wherever possible. 

• Ethernet, TCP/IP interface. Off-the-shelf communication software should 

be used, wherever possible. 

• The instrument interface command set will be developed in cooperation 

with the AIGER System Integration Subcommittee. 

• The instrument interface command set will conform to the standard SCPI 

command set (Standard Commands for Programmable Instruments). 

• Embedded instrument computer software should be written in ANSI C for 

portability to future computer platforms. 

Refer to the attached documents: 

Test Site Communication Model 

Partitioned Approach to Support Future Alternative Hardware Interfaces 

Page 26 of 26 
AIGER site communication preliminary proposal 

Facility host computer 

Data storage and analysis 

Facility Host Application software 

is 

SCPI Command Interface 

___. Barometer 

Facility Lan 

site 1 

Ethernet TCP/IP 

site computer 

controls test site 

and collects data 

Instrument 

command 

Test Site Application Software 

SCPI 

packet 

* 

SCPI command Interface 

Instrumentation application 

•oft ware 

* 

Instrument 

SCPI Command Interface 

i 

TCP/IP 

pack*! 

< 

L 

' SCPI 

command 

TCP/IP 

packet 

site lan 

Ethernet TCP/IP 

Instrument computer: 

«— DOS PC compatible

 — * 

or UNIX variolation 

* 

SCPI command Interface 

Instrumentation application 

software 

OOOOO O 

• 

Instrument 

o o 

site computer 

controls test site 

a nd collects data 

Instrument 

oommand 

Test Site Application Software 

SCPI 

packet 

t 

SCPI command Interface 

SCPI Command Interface 

n 

TCP/IP 

packet 

Instrumentation application 

software 

• 

Instrument 

< ' SCPI 

command 

S Ite n 

TCP/IP 

packet 

site lan 

Ethernet TCP/IP 

Instrument oomputer: 

• " DOS PC compatible ~ * 

or UNIX workstation 

* 

SCPI oommand Interface 

Instrumentation application 

software 

OOOOO O 

• 

Instrument 
P.68 

AIGER System Integration Subcommittee 

Partitioned Approach to Support Future Alternative Hardware Interfaces 

A partitioned approach, as shown in the diagram below, is envisioned for interfacing emissions 

instrumentation to the test site of the future. The architecture provides for a "SCPI (Standard 

Commands for Programmable Instruments) Command Layer" to isolate the hardware interface from the 

instrument application software. Communication is achieved by SCPI commands passed between the 

application software layers of the computer and instrument via the hardware interface. 

A result of this partitioned approach is that the instrument functionality is tightly coupled to the SCPI 

commands, but independent of the hardware interface. While the interface of choice at this time is 

Ethernet/IEEE 802.3 TCP/IP, the instrument architecture should be structured to facilitate future 

migration to alternative hardware interfaces, such as IEEE-488 (GPIB), VXI-Bus, etc. The SCPI 

command layer should be implemented such that an alternative hardware interface will not require any 

change to SCPI commands or application software. 

TEST SITE 

CDMPUTER 

TEST SITE 

INSTRUMENTATION 

SITE CWPUTER 

APPLICATION 

SOFTWARE 

LATER 

SCPI 

CfflOUK 

LATER 

(INDEPENDENT 

D CT HARSVARE 

INTERFACE) 

OPERATING 

SYSTEM 

LAYER 

- DEVICE 

DRIVER 

(DEPENDENT 

DN HARDWARE 

MTERTACD 

• TO ODER INSTRUMENTATION 

HARDWARE INTERFACE (INTERFACE CARDS, 

- ETHERNET/IEEE 8__3 CABLES. ETCJ 

- VNE/VXJ BUS 

- RS-232/422/483 

- GPIB BUS 

• 

• 

INSTRUCNT CONTROLLER - UNIX WORKSTATION 

- PC 

- PLC 

EMBEDDED INSTRUMENT - POSIX 

APPLICATION SOFTWARE COMPLIANT 

LAYER - ANSI C 

SCPI CINIEPENDENT 

COWAND DF HARDWARE 

LAYER INTERFACE) 

OPERATING 

SYSTEM 

LAYER 

- DEVICE 

DRIVER 

(DEPENDENT 

ON HARDWARE 

INTERFACE)