EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 1 of 378 **PART 85**

**— CONTROL OF AIR POLLUTION FROM MOBILE SOURCES**  49. The authority citation for part 85 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart F**

**— [Amended]**  50. Section 85.510 is amended by revising paragraph (b)(9) to read as follows: **§ 85.510**  **Exemption provisions for new**  **and relatively new vehicles/engines.** * * * * * (b) * * * (9) OBD requirements . (i) The OBD s ys tem must properl y detect and identify malfunctions in all monitored emission

- related powertrain s ys tems or components including an y new monitoring capability necessary to identify potential emission problems associated with the new fuel. (ii) Conduct all OBD testing necessary to demonstrate co mpliance with 40 CFR 86.010

- 18 or 86.1806
- 05. (iii) Submit the applicable OBD reporting requirements set forth in 40 CFR part 86, subparts A and S, and submit the following statement of compliance if the OEM vehicles/engines were required to be OBD

- equippe d: The test group/engine family converted to an alternative fuel has fully functional OBD s ys tems and therefore meets the OBD requirements specified in 40 CFR part 86 when operating on the alternative fuel. * * * * * 51. Section 85.515 is amended by revising paragraph (b)(9)(iii) to read as follows: **§ 85.515 Exemption provisions for intermediate age vehicles/engines.** * * * * * (b) * * * (9) * * * (iii) In addition to conducting OBD testing described in this paragraph (b)(9), you must submit to EPA the following statement of compliance if the OEM vehicles/engines were required to be OBD

- equipped: The test group/engine family converted to an alternative fuel has fully functional OBD s ys tems and therefore meets the OBD requirements specified in 40 CFR part 86 when operating on the alternative fuel. * * * * * 52. Section 85.520 is amended by revising paragraph (b)(4)(iii) to read as follows: **§ 85.520 Exemption provisions for outside useful life vehicles/engines.** * * * * * (b) * * * (4) * * * (iii) In addition to conducting OBD testing described in this paragraph (b)(4), you must submit to EPA the following statement of compliance if the OEM vehicles/engines were required to be OBD

- equipped:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 2 of 378 The test group/engine family converted to an alternative fuel has fully functional OBD s ys tems and therefore meets the OBD requirements specified in 40 CFR part 86 when operating on the alternative fuel. * * * * * **Subpart P**

**— [Amended]**  53. Section 85.1515 is revised to read as follows: **§ 85.1515**  **Emission standards and test procedures applicable to imported**  **nonconforming motor vehicles and motor vehicle engines.** (a) Notwithstanding any other requirements of this subpart, any motor vehicle or motor vehicle engine conditionally imported pursuant to §85.1505 o r §85.1509 and required to be emission tested shall be tested using the FCT at 40 CFR part 86 applicable to current model year motor vehicles and motor vehicle engines at the time of testing or reduced testing requirements as follows: (1) ICIs are eligibl e for reduced testing under this paragraph (a) subject to the following conditions: (i) The OEM must have a valid certificate of conformity covering the vehicle. (ii) The vehicle must be in its original configuration as certified b y the OEM. This applies for all emission

- related components, including the electronic control module, engine calibrations, and all evaporative/refueling control hardware. It also applie s for OBD software and hardware, including all sensors and actuators. (iii) The vehicle modified as described in paragraph (a)(1)(ii) of this section must fully compl y with all applicable emission standards and requirements. (iv) Vehicles must have the proper OBD sy stems installed and operating. When faults are present, the IC I must test and verify the sy stem’s ability to find the faults (such as disconnected components), set codes, and illuminate the light, and set readiness codes as appropriate for eac h vehicle. When no fault is present, the IC I must verify

that after sufficient prep driving (ty pically one FTP test cycle), all OBD readiness codes are set and the OBD s ys tem does not indicate a malfunction (i.e., no codes set and no light illuminated). (v) The ICI may

not modify

more than 300 vehicles in any given model year using reduced testing provisions in this paragraph (a). (vi) The ICI must state in the application for certification that it will meet all the conditions in this paragraph (a)(1). ( 2) The following provisions allow for ICIs to certify vehicles with reduced testing: (i) In addition to the test waivers specified in 40 CFR 86.1829, you may provide a statement in the application for certification, supported by engineering analy sis, that vehicles compl y with any of the following standards that appl y instead of submitting test data: (A) Cold temperature CO and NMHC emission standards specified in 40 CFR 86.1811. (B) SFTP emission standards specified in 40 CFR 86.1811 and 86.1816 for all pol lutants. (C) For an ything other than diesel

- fueled vehicles, PM emission standards specified in 40 CFR 86.1811 and 86.1816.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 3 of 378 (D) An y running loss, refueling, spitback, bleed emissions, and leak standards specified in 40 CFR part 86, subparts A and S. (ii) You must perform testing and submit test data as follows to demonstrate compliance with emission standards: (A) Exhaust and fuel economy tests . You must measure emissions over the FTP driving cycle and the highway fuel econom y driving cycle as specified i n 40 CFR 600.109 to meet the fuel econom y requirements in 40 CFR part 600 and demonstrate compliance with the exhaust emission standards in 40 CFR part 86 (other than PM). Measure exhaust emissions and fuel economy with the same test procedures used by th e original manufacturer to test the vehicle for certification. However, you must use an electric dynamometer meeting the requirements of §86.108 or 40 CFR part 1066, subpart B, unless we approve a different dynamometer based on excessive compliance costs. If you certify based on testing with a different dy namometer, you must state in the application for certification that all vehicles in the emission family will comply with emission standards if tested on an electric dy namometer. (B) Evaporative emission test . You may measure evaporative emissions as specified in this paragraph (a)(2)(ii)(B) to demonstrate compliance with the evaporative emission standards in 40 CFR part 86 instead of the otherwise specified procedures. Use measurement equipment for eva porative measurements specified in 40 CFR part 86, subpart B, except that the evaporative emission enclosure does not need to accommodate varying ambient temperatures. The evaporative measurement procedure is integral to the procedure for measuring exhaus t emissions over the FTP driving cycle as described in paragraph (a)(ii)(2)(A) of this section. Perform canister preconditioning using the same procedure used b y the original manufacturer to certify the vehicle; perform this canister loading before the in itial preconditioning drive. Perform a diurnal emission test at the end of the stabilization period before the exhaust emission test by heating the fuel from 60 to 84°F, either b y exposing the vehicle to increasing ambient temperatures or by appl yi ng heat directly

to the fuel tank. Measure hot soak emissions as described in 40 CFR 86.138

- 96(k). We may approve alternative measurement procedures that are equivalent to or more stringent than the specified procedures if the specified procedures are impractic al for particular vehicle models or measurement facilities. The sum of the measured diurnal and hot soak values must meet the appropriate emission standard as specified in this section. (b) The emission standards applicable to nonconforming light

- duty v ehicles and light

duty trucks imported pursuant to this subpart are outlined in tables 1 and 2 of this section, respectivel y. The useful life as specified in tables 1 and 2 of this section is applicable to imported light

- duty vehicles and light

- duty trucks , respectivel y. (c)(1) Nonconforming motor vehicles or motor vehicle engines of 1994 OP year and later conditionally

imported pursuant to §85.1505 or §85.1509 shall meet all of the emission standards specified in 40 CFR part 86 for the OP year of the vehic le or motor vehicle engine. The useful life specified in 40 CFR part 86 for the OP year ofEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 4 of 378 the motor vehicle or motor vehicle engine is applicable where useful life is not designated in this subpart. (2)(i) Nonconforming light

- duty vehicles and light light

- duty trucks (LDV/LLDTs) originall y manufactured in OP years 2004, 2005 or 2006 must meet the FTP exhaust emission standards of bin 9 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04 and the evaporative emission standards for light

- duty vehicles and light light

- duty trucks specified in 40 CFR 86.1811

–01(e)(5). (ii) Nonconforming LDT3s and LDT4s (HLDTs) and medium

- duty passenger vehicles (MDPVs) originally manufactured in OP years 2004 through 2006 must meet the FTP exhaust emission standards of bin 10 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04 and the applicable evaporative emission standards specified in 40 CFR 86.1811

– 04(e)(5). For 2004 OP year HLDTs and MDPVs where modifications commence on the first vehicle of a test group before December 21, 2003 , this requirement does not apply to the 2004 OP year. ICIs opting to bring all of their 2004 OP year HLDTs and MDPVs into compliance with the exhaust emission standards of bin 10 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

–04, may use the optional higher NMOG values for their 2004

–2006 OP year LDT2s and 2004

–2008 LDT4s. (iii) Nonconforming LDT3s and LDT4s (HLDTs) and medium

- duty passenger vehicles (MDPVs) originally manufactured in OP years 2007 and 2008 must meet the FTP exhaust emission standards of bin 8 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

– 04 and the applicable evaporative standards specified in 40 CFR 86.1811

– 04(e)(5). (iv) Nonconforming LDV/LLDTs originally manufactured in OP years 2007 through 2021 and nonconforming HLDTs and MDPVs originall y manufactured in OP year 2009 through 2021 must meet the FTP exhaust emission standards of bin 5 in Tables S04

– 1 and S04

–2 in 40 CFR 86.1811

–04, and the evaporative standards specified in 40 CFR 86.1811

- 04(e)(1) through (4). (v) ICIs are exempt from the Tie r 2 and the interim non

- Tier2 phase

- in intermediate percentage requirements for exhaust, evaporative, and refueling emissions described in 40 CFR 86.1811

–04. (vi) In cases where multiple standards exist in a given model year in 40 CFR part 86 due to phase

- in requirements of new standards, the applicable standards for motor vehicle engines required to be certified to engine

- based standards are the least stringent standards applicable to the engine type for the OP ye ar. (vii) Nonconforming LDV/LLDTs originall y manufactured in OP years 2009 through 2021 must meet the evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e). However, LDV/LLDTs originally manufactured in OP years 2009 and 2010 and imported by I CI s who qualify

as small

- volume manufacturers as defined in 40 CFR 86.1838

–01 are exempt from the LDV/LLDT evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

–09(e), but must comply with the Tier 2 evaporative emission standards in Table S04

– 3 in 40 CFR 86.1811

– 04(e). (viii) Nonconfo rming HLDTs and MDPVs originally manufactured in OP years 2010 through 2021 must meet the evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e). However, HLDTs and MDPVs originall yEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 5 of 378 manufactured in OP years 2010 and 2011 and imported by I CI s , who qualify

as small

- volume manufacturers as defined in 40 CFR 86.1838

–01, are exempt from the HLDTs and MDPVs evaporative emission standards in Table S09

– 1 in 40 CFR 86.1811

– 09(e), but must comply with the Tier 2 evaporative emission standards in Table S04

– 3 in 40 CFR 86.1811

–04(e). (ix) Nonconforming LDVs, LDTs, MDPVs, and complete heavy

- duty vehicles at or below 14,000 pounds GVWR originally manufactured in OP years 2022 and later must meet the Tier 3 exhaust and evaporative emission standards in 40 CF R 86.1811
- 17 , 86.1813
- 17, and 86.1816
- 18
. (3)(i) As an option to the requirements of paragraph (c)(2) of this section, independent commercial importers may elect to meet lower bins in Tables S04

– 1 and S04

–2 of 40 CFR 86.1811

–04 than specified in paragraph (c)(2) of this section and bank or sell NOx credits as permitted in 40 CFR 86.1860

–04 and 40 CFR 86.1861

– 04. An I CImay not meet higher bins in Tables S04

– 1 and S04

–2 of 40 CFR 86.1811

– 04 than specified in paragraph (c)(2) of this section unless it demonstrates to the Administrator at the time of certification that it has obtained appropriate and sufficient NOx credits from another manufacturer, or has generated them in a previous model year or in the current model ye ar and not transferred them to another m anufacturer or used them to address other vehicles as permitted in 40 CFR 86.1860

–04 and 40 CFR 86.1861

–04. (ii) Where an ICI desires to obtain a certificate of conformity using a bin higher than specified in paragraph (c)(2) of this section, but does not have sufficient credits to cover vehicles produced under such certificate, the Administrator may issue such certificate if the I CIhas also obtained a certificate of conformity for vehicles certified using a bin lower than that required under paragraph (c) (2) of this section. The I CImay then produce vehicles to the higher bin only to the extent that it has generated sufficient credits from vehicles certified to the lower bin during the same model year. (4) [Reserved] (5) Except for the situation where an I CIdesires to bank, sell or use NOx credits as described in paragraph (c)(3) of this section, the requirements of 40 CFR 86.1811

–04 related to fleet average NOx standards and requirements to comply with such standards do not appl y to vehicles modified under this subpart. (6) ICIs using bins higher than those specified in paragraph (c)(2) of this section must monitor their production so that they do not produce more vehicles certified to the standards of such bins than their available credits can cover. ICIs must not have a credit deficit at the end of a model year and are not permitted to use the deficit carryf orward provisions provided in 40 CFR 86.1860

–04(e). (7) The Administrator may condition the certificates of conformity issued to I CI s as necessary to ensure that vehicles subject to paragraph (c) of this section comply with the appropriate average NOx standard for each model year. (8)(i) Nonconforming LDV/LLDTs originally manufactured in OP years 2010 and later must meet the cold temperature NHMC emissi on standards in Table S10

– 1 in 40 CFR 86.1811

– 10(g).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 6 of 378 (ii) Nonconforming HLDTs and MDPVs originally manufactured in OP years 2012 and later must meet the cold temperature NHMC emission standards in Table S10

– 1 in 40 CFR 86.1811

– 10(g). (iii) I CI s, which qual ify

as small

- volume manufacturers, are exempt from the cold temperature NMHC phase

- in intermediate percentage requirements described in 40 CFR 86.1811

– 10(g)(3). See 40 CFR 86.1811

–04(k)(5)(vi) and (vii). (iv) As an alternative to the requirements of paragraphs (c)(8)(i) and (ii) of this section, I CI s may

elect to meet a cold temperature NMHC family emission level below the cold temperature NMHC fleet average standards specified in Table S10

– 1 of 40 CFR 86.1811

– 10 and bank or sell credits as permitted in 40 CFR 86.1864

– 10. An I CImay not meet a higher cold temperature NMHC family emission level than the fleet average standards in Table S10

– 1 of 40 CFR 86.1811

– 10 as specified in paragraphs (c)(8)(i) and (ii) of this section, unless it demonstrates to the Admin istrator at the time of certification that it has obtained appropriate and sufficient NMHC credits from another manufacturer, or has generated them in a previous model year or in the current model ye ar and not traded them to another manufacturer or used th em to address other vehicles as permitted in 40 CFR 86.1864

– 10. (v) Where an IC I desires to obtain a certificate of conformity using a higher cold temperature NMHC family emission level than specified in paragraphs (c)(8)(i) and (ii) of this section, but d oes not have sufficient credits to cover vehicles imported under such certificate, the Administrator may issue such certificate if the IC I has also obtained a certificate of conformity for vehicles certified using a cold temperature NMHC family emission le vel lower than that required under paragraphs (c)(8)(i) and (ii) of this section. The I CImay then import vehicles to the higher cold temperature NMHC famil y emission level only to the extent that it has generated sufficient credits from vehicles certified to a famil y emission level lower than the cold temperature NMHC fleet average standard during the same model year. (vi) I CI s using cold temperature NMHC famil y emission levels higher than the cold temperature NMHC fleet average standards specified in para graphs (c)(8)(i) and (ii) of this section must monitor their imports so that they do not import more vehicles certified to such family emission levels than their available credits can cover. ICIs must not have a credit deficit at the end of a model year an d are not permitted to use the deficit carryforward provisions provided in 40 CFR 86.1864

– 10. (vii) The Administrator may condition the certificates of conformity issued to IC Is as necessary

to ensure that vehicles subject to this paragraph (c)(8) comply with the applicable cold temperature NMHC fleet average standard for each model year. (d) Except as provided in paragraph (c) of this section, I CI 's must not participate in emission

- related programs for emissions averaging, banking and trading, or nonconformance penalties.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 7 of 378 Table 1 to §85.1515

—Emission Standards Applicable to Imported Light

- Duty Motor Vehicles 1,2,3 OP Year Hydrocarbon Carbon mo noxide Oxides of

nitrogen Diesel

Particulate Evaporative

hydrocarbon Useful life

(years/miles) 1968

– 76 1.5 gpm 15 gpm 3.1 gpm 6.0 g/test 5/50,000 1977

– 79 1.5 gpm 15 gpm 2.0 gpm 6.0 g/test 5/50,000 1980 0.41 gpm 7.0 gpm 2.0 gpm 6.0 g/test 5/50,000 1981 0.41 gpm 3.4 gpm 1.0 gpm 2.0 g/test 5/50,000 1982

– 86 0.41 gpm 3.4 gpm 1.0 gpm 0.60 gpm 2.0 g/test 5/50,000 1987

– 93 0.41 gpm 3.4 gpm 1.0 gpm 0.20 gpm 2.0 g/test 5/50,000 1994 and later ( 4 ) ( 4 ) ( 4 ) ( 4 ) ( 4 ) ( 4 )

1 Diesel particulate standards apply only to diesel fueled light

- duty vehicles. Evaporative hydrocarbon standards apply only to non

- diesel fueled light

- duty vehicles. For alternative fueled light

- duty vehicles, the evaporative hydrocarbon standard is interpreted as organic material hydrocarbon equivalent grams carbon per test, as applicable. 2No crankcase emissions shall be discharged into th e ambient atmosphere from any non

- diesel fueled light

- duty vehicle. 3 All light

- duty vehicles shall meet the applicable emission standards at both low and high

- altitudes according to the procedures specified in 40 CFR part 86 for current model year motor vehicles at the time of testing. 4 Specified in 40 CFR part 86 for the OP year of the vehicle, as described in paragraph (c) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 8 of 378 Table 2 to §85.1515

—Emission Standards Applicable to Imported Light

- Duty Trucks 1,2,3,4,5 OP year Hydrocarbon Carbon mo noxide Oxides

of nitrogen Diesel

Particulate Evaporative

hydrocarbon Useful life

(years/miles) 1968

– 78 2.0 gpm 20 gpm 3.1 gpm 6.0 g/test 5/50,000 1979

– 80 1.7 gpm 18 gpm 2.3 gpm 6.0 g/test 5/50,000 1981 1.7 gpm 18 gpm 2.3 gpm 2.0 g/test 5/50,000 1982

– 83 1.7 gpm

(2.0) 18 gpm

(26) 2.3 gpm

(2.3) 0.60 gpm

(0.60) 2.0 g/test

(2.6) 5/50,000 1984 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm

(2.3) 0.60 gpm

(0.60) 2.0 g/test

(2.6) 5/50,000 1985

– 86 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm

(2.3) 0.60 gpm

(0.60) 2.0 g/test

(2.6) 11/120,000 1987 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm

(2.3) 0.26 gpm

(0.26) 2.0 g/test

(2.6) 11/120,000 1988

– 89 0.80 gpm

(1.0) 10 gpm

(14) 1.2 gpm6

(1.2) 0.26 gpm7

(2.0) 2.0 g/test

(2.6) 11/120,000 1988

– 89 0.80 gpm

(1.0) 10 gpm

(14) 1.7 gpm6

(1.7) 0.45 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 1988

– 89 0.80 gpm

(1.0) 10 gpm

(14) 2.3 gpm6

(2.3) 0.45 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 1990

– 93 0.80 gpm

(1.0) 10 gpm

(14) 1.2 gpm 8

(1.2) 0.26 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 0.80 gpm (1.0) 10 gpm

(14) 1.7 gpm 8

(1.7) 0.45 gpm7

(0.26) 2.0 g/test

(2.6) 11/120,000 1994 and later ( 9 ) ( 9 ) ( 9 ) ( 9 ) ( 9 ) ( 9 )
1 Diesel particulate standards apply only to diesel fueled light

- duty trucks. Evaporative hydrocarbon standards apply only to non - diesel fueled light

- duty trucks. For alternative fueled light

- duty trucks, the evaporative hydrocarbon standard is interpreted as organic material hydrocarbon equivalent grams carbon per test, as applicable. 2No crankcase emissions shall be discharged into the ambient atmosphere from any non

- diesel fueled light

- duty truck. 3 A carbon monoxide standard of 0.50% of exhaust flow at curb idle is applicable to all 1984 and later model year light

- duty trucks sold to, or owned by, an importer for principal use at other than a designated high

- altitude location. This requirement is effective for light

- duty trucks sold to, or owned by an importer for principal use at a designated high

- altitude location beginning with the 1988 model year. 4 All 1982 OP year and later light

- duty trucks sold to, or owned by, an importer for principal use at a designated high

- altitude location shall meet high

- altitude emission standards according to the requirements specified in 40 CFR part 86 for current model year light

- duty trucks at the time of testing. 5 Standards in parentheses apply to motor vehicles sold to, or owned by, an importer for principal use at a designated high

- altitude location. These standards must be met at high

- altitude according to the procedures specified in 40 CFR part 86 for current model year motor vehicles at the time of testing. 6 The oxides of nitrogen standard of 1.2 gpm applies to light

- duty trucks at or below 3,750 pounds loaded vehicle weight and at or below

6,000 pounds GVWR. The 1.7 gpm standard applies to light

- duty trucks above 3,750 pound loaded vehicle weight and at or below 6,000 pounds GVWR; the 2.3 gpm standard applies to light

- duty trucks above 6,000 pounds GVWR. 7 The diesel particulate standard of 0.26 gpm applies to light

- duty trucks at or below 3 ,750 pounds loaded vehicle weight; the 0.45 gpm standard applies to light

- duty trucks above 3,750 pounds loaded vehicle weight. 8 The NOx standard of 1.2 gpm applies to light

- duty trucks at or below 3,750 pounds loaded vehicle weight; the 1.7 gpm standard applies to light

- duty trucks above 3,750 pounds loaded vehicle weight. 9 Specified in 40 CFR part 86 for the OP year of the vehicle, as described in paragraph (c) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 9 of 378 54. Subpart W, is revised to consist of §§ 85.2201, 85.2207, 85.2222, 85.2223, and 85.2231, to read as follows: **Subpart W**

**— Emission Control System Performance Warranty Short Tests**  Sec. 85.2201 Applicability
. 85.2207 Onboard diagnostic test standards. 85.2222 Onboard diagnostic test procedures. 85.2223 Onboard diagnostic test report. 85.2231 Onboard diagnostic test equipment requirements. **Subpart W**

**— Emission Control System Performance Warranty Short Tests**  **§ 85.2201 Applicability.** (a) This subpart describes the test provisions to be employed in conjunction with the Emissions Performance Warranty in subpart V of this part. These provisions generall y rely on a vehicle’s onboard diagnostic s ys tem (OBD) to indicate whether a vehicle passes or fails the test. (b) The provisions of this subpart may be used to establish warranty eligibility for light

duty vehicles, light

- duty trucks, and medium

- duty passenger vehicles when tested during the useful life as prescribed in subpart V of this part. **§ 85.2207**  **Onboard diagnostic test standards.** (a) A vehicle shall fail the OBD t est if it is a 1996 or newer vehicle and the vehicle connector is missing, has been tampered with, or is otherwise inoperable. (b) A vehicle shall fail the OBD test if the malfunction indicator light (MIL) is commanded to be illuminated and it is not visually illuminated according to visual inspection. (c) A vehicle shall fail the OBD test if the MIL is commanded to be illuminated for one or more diagnostic trouble codes (DTCs), as described in 40 CFR 86.1806. **§ 85.2222**  **Onboard diagnostic test procedure s.**  The test sequence for the OBD inspection shall consist of the following steps: (a) The OBD inspection shall be conducted with the key

- on/engine running, with the exception of inspecting for MIL illumination as required in paragraph (d)(4) of this sectio n, during which the inspection shall be conducted with the key

- on/engine off. (b) The inspector shall locate the vehicle connector and plug the test sy stem into the connector. (c) The test sy stem shall send a Mode $01, PID $01 request in accordance with 40 CFR 86.1806 to determine the OBD evaluation status. The test sy stem shall determine what monitors are supported by the OBD s ys tem, and perform the readiness evaluation for applicable monitors in accordance with the requirements and specifications in 40 CF R 86.1806. (1) Coincident with the beginning of mandatory testing, repair, and retesting based upon the OBD test, if the readiness evaluation indicates that any onboard tests are not complete, the customer shall be instructed to return after the vehicle has been run under conditions that allow completion of all applicable onboard tests. If theEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 10 of 378 readiness evaluation again indicates that any onboard test is not complete, the vehicle shall be failed. (2) An exception to paragraph (c)(1) of this section is allowed for MY 1 996 to MY 2000 vehicles, inclusive, with two or fewer unset readiness monitors, and for MY 2001 and newer vehicles with no more than one unset readiness monitor. Vehicles from those model years which would otherwise pass the OBD inspection, but for the uns et readiness code in question, may be issued a passing certificate without being required to operate the vehicle in such a way as to activate those particular monitors. Vehicles from those model years with an unset readiness code that also have a DTC store d resulting in an illuminated MIL must be failed, though setting the unset readiness flag in question shall not be a prerequisite for passing the retest. (d) The test s ys tem shall evaluate the M IL status bit and record status information in the vehicle tes t record. (1) If the M IL status bit indicates that the MIL has been commanded to be illuminated, the test system shall send a Mode $03 request in accordance with 40 CFR 86.1806 to determine the stored DTCs. The system shall repeat this cycle until the numb er of codes reported equals the number expected based on the Mode $01 response. All DTCs resulting in MIL illumination shall be recorded in the vehicle test record and the vehicle shall fail the OBD inspection. (2) If the M IL bit is not commanded to be illuminated the vehicle shall pass the OBD inspection, even if DTCs are present. (3) If the M IL bit is commanded to be illuminated, the inspector shall visually inspect the MIL to determine if it is illuminated. If the MIL is commanded to be illuminated but i s not, the vehicle shall fail the OBD inspection. (4) If the M IL does not illuminate at all when the vehicle is in the key

- on/engine

- off condition, the vehicle shall fail the OBD inspection, even if no DTCs are present and the MIL has not been commanded on
. **§ 85.2223**  **Onboard diagnostic test report.** (a) Motorists whose vehicles fail the OBD test described in §85.2222 shall be provided with the OBD test results, including the codes retrieved, the name of the component or sy stem associated with each DTC , th e status of the MIL illumination command, and the customer alert statement as stated in paragraph (b) of this section. (b) In addition to any codes that were retrieved, the test report shall include the following language: Your vehicle's computerized self

- diagnostic system (OBD) registered the faults listed below. The faults are probably an indication of a malfunction of an emission component. However, multiple and/or seemingly unrelated faults may be an indication of an emission

- related problem that occurr ed previously, but upon further evaluation by the OBD system was determined to be only temporary. Therefore, proper diagnosis by a qualified technician is required to positively identify the source of any emission

- related problem. **§ 85.2231**  **Onboard diag nostic test equipment requirements.**  (a) The test sy stem interface to the vehicle shall include a plug that conforms to the requirements and specifications of 40 CFR 86.1806. (b) The test s ys tem shall be capable of communicating with the standard data link connector of vehicles with certified OBD s ys tems.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 11 of 378 (c) The test sy stem shall be capable of checking for OBD monitors and the evaluation status of supported monitors (test complete/test not complete) in Mode $01 PID $01, as well as be able to request the D TCs, consistent with the requirements and specifications of 40 CFR 86.1806. **Part 86**

**— Control of Emissions from New and In**  **- use Highway Vehicles and Engines**  55. The authority citation for part 86 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. 56. Section 86.1 is revised to read as follows: **§ 86.1 Incorporation by reference**  **.** (a) Certain material is incorporated b y reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce an y edition other than that specified in this section, a document must be publish ed in the Federal Register and the material must be available to the public. All approved material is available for inspection at U.S. EPA, Air and Radiation Docket and Information Center, 1301 Co nstitution Ave ., NW., Room B102, EPA West Building, Washington, DC 20460, (202) 202
- 1744, and is available from the sources listed below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability

of this material at NARA, call 202

– 741

– 6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html
. (b) ASTM International material
. The following standards are available from ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA, 19428

- 2959, (610) 832

- 9585, or http: //www.astm.org / : (1) ASTM C1549

- 09, Standard Test Method for Determination of Solar Reflectance Near Ambient Temperature Using a Portable Solar Reflectometer, approved August 1, 2009, IBR approved for § 86.1869
- 12(b). ( 2 ) ASTM D86

- 12, Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure, approved December 1, 2012, IBR approved for §§ 86.113
- 04 (a) , 86.113
- 94(b), 86.213 (a) , and 86.513 (a)
. (3) ASTM D93
- 13, Standard Test Methods for Flash Point by Pensky

- Martens Closed Cup Tester, approved July 15, 2013, IBR approved for §86.113
- 94(b)
. (4) ASTM D445

- 12, Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dy namic Viscosity), approved April 15, 2012, IBR approved for §86.113
- 94(b)
. (5) ASTM D613

- 13, Standard Test Method for Cetane Number of Diesel Fuel Oil, approved December 1, 2013, IBR approved for §86.113
- 94(b)
. ( 6 ) ASTM D975
- 13 a , Standard Specification for Diesel Fuel Oils, approved December 1, 2013 , IBR approved for § 86.1910 (c)
. (7) ASTM D976
- 06 (Reapproved 2011), Standard Test Method for Calculated Cetane Index of Distillate Fuels, approved October 1, 2011, IBR ap proved for §86.114

- 94(b). ( 8 ) ASTM D1319
- 13, Standard Test Method for Hydrocarbon Ty pes in Liquid Petroleum Products by

Fluorescent Indicator Adsorption, approved May 1, 2013, IBR approved for §§ 86.113

- 04 (a) , 86.213 (a) , and 86.513 (a)
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 12 of 378 ( 9 ) ASTM D1945

- 03 (reapproved 2010) , Standard Test Method for Analysis of Natural Gas b y Gas Chromatograph y, approved January 1, 2010 , IBR approved for §§ 86.113
- 94 (e) and 86.513 (d)
. ( 10 ) ASTM D2163

- 07 , Standard Test Method for Determination of Hydrocarbons in Liquefied Petroleum (LP) Gases and Propane/Propene Mixtures by Gas Chromatograph y , approved December 1, 2007 , IBR approved for §§ 86.113
- 94 (f)
. ( 11 ) ASTM D2622

- 10, Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- ray Fluorescence Spectrometry , approved February 15, 2010, IBR approved for §§ 86.113

- 04 (a) , 86.113
- 94(b), 86.213 (a) , and 86.513 (a)
. ( 12 ) ASTM D2699

- 13 b , Standard Test Method for Research Octane Number of Spark

- Ignition Engine Fuel, approved October 1, 2013, IBR approved for §§ 86.113

- 04 (a) and 86.213 (a)
. ( 13 ) ASTM D2700

- 13 b , Standard Test Method for Motor Octane Number of Spark

Ignition Engine F uel, approved October 1, 2013, IBR approved for §§ 86.113

- 04 (a) and 86.213 (a)
. ( 1 4 ) ASTM D3231

- 1 3 , Standard Test Method for Phosphorus in Gasoline, approved June 15, 2013, IBR approved for §§ 86.113

- 04 (a) , 86.213 (a) , and 86.513 (a)
. ( 1 5 ) ASTM D3237
- 12, Standard Test Method for Lead in Gasoline By Atomic Absorption Spectroscop y , approved June 1, 2012, IBR approved for §§ 86.113

- 04 (a) , 86.213 (a) , and 86.513 (a)
. ( 16 ) ASTM D4052

- 11, Standard Test Method for Density , Relative Density , and API Gravity of Liquids by

Digital Density Meter, approved October 15, 2011, IBR approved for §86.113
- 94(b)
. ( 1 7 ) ASTM D5186
- 03 ( R eapproved 2009) , Standard Test Method for Determination of the Aromatic Content and Poly nuclear Aromatic Content of Diesel Fuel s and Aviation Turbine Fuels By Supercritical Fluid Chromatography , approved April 15, 2009 , IBR approved for § 86.113
- 94(b)
. ( 1 8 ) ASTM D5191

- 1 3 , Standard Test Method for Vapor Pressure of Petroleum Products (Mini Method), approved December 1, 2013, IBR approved for §§ 86.113

- 04 (a) , 86.213 (a) , and 86.513 (a)
. ( 1 9 ) ASTM E29

- 93a, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications, approved March 15, 1993, IBR approved for §§ 86.004
- 15 (c) , 86.007
- 11 (a) , 86.007
- 15 (m) , 86.1803
- 01, 86.1823
- 01 (a) , 86.1824
- 01 (c) , 86.1825
- 01 (c)
. ( 20 ) ASTM E903

- 96, Standard Test Method for Solar Absorptance, Reflectance, and Transmittance of Materials Using Integrating Spheres, approved April 10, 1996, IBR approved for § 86.1869
- 12(b). ( 21 ) ASTM E1918

- 06, Standard Test Method for Measuring Solar Reflectance of Horizontal and L ow - Sloped Surfaces in the Field, approved August 15, 2006, IBR approved for § 86.1869
- 12(b). (c) ANSI material
. The following standards are available from American National Standards Institute, 25 W 43rd Street, 4th Floor, New York, NY 10036, (212) 642

- 49 00, or http://www.ansi.org : (1) ANSI NGV1

- 2006 , Standard for Compressed Natural Gas Vehicle (NGV) Fueling Connection Devices, 2 nd edition, reaffirmed and consolidated March 2, 2006 , IBR approved for § 86.1813
- 17 (f)
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 13 of 378 (2) [Reserved] (d) California Air Resources Board . The following documents are available from the California Air Resources Board , 1001 I Street, Sacramento, CA, 95812, (916) 322

–2884, or http://www.arb.ca.gov : (1) California Requirements Applicable to the LEV III Program, including the following documents: (i) LEV III exhaust emission standards are in Title 13 Motor Vehicles, Division 3 Air Resources Board, Chapter 1 Motor Vehicle Pollution Control Devices, Article 2 Approval of Motor Vehicle Pollution Control Devices (New Vehicles), §19 61.2 Exhaust Emission Standards and Test Procedures

– 2015 and Subsequent Model Passenger Cars, Light

- Duty Trucks, and Medium

- Duty Vehicles, effective as of December 31, 2012 , IBR approved for §86.1803

- 01. (ii) LEV III evaporative emission standards for mo del year 2015 and later vehicles are in Title 13 Motor Vehicles , Division 3 Air Resources Board , Chapter 1 Motor Vehicle Pollution Control Devices , Article 2 Approval of Motor Vehicle Pollution Control Devices (New Vehicles) §1976 Standards and Test Proced ures for Motor Vehicle Fuel Evapo rative Emissions , effective as of December 31, 2012, IBR approved for §86.1803

- 01. (2) California Regulatory Requirements Applicable to the National Low Emission Vehicle Program, October 1996, IBR approved for § 86.113

–04 ( a)
. (3) California Regulatory Requirements known as Onboard Diagnostics II (OBD

–II), Approved on April 21, 2003, Title 13, California Code of Regulations, Section 1968.2, Malfunction and Diagnostic S ys tem Requirements for 2004 and Subsequent Model

- Year Passenger Cars, L ight

- Duty Trucks, and Medium

- Duty Vehicles an d Engines (OBD

–II), IBR approved for § 86.1806

– 05 (j)
. (4) California Regulatory Requirements known as Onboard Diagnostics II (OBD

–II), Approved on November 9, 2007, Title 13, California Code of Regulations, Section 1968.2, Malfunction and Diagnost ic S ys tem Requirements for 2004 and Subsequent Model

- Year Passenger Cars, L ight

- Duty Trucks, and Medium

- Duty Vehicles and Engines (OBD

–II), IBR approved for § 86.1806

– 05 (j)
. (5) California Regulatory Requirements known as Onboard Diagnostics II (O BD
- II), Title 13 , Motor Vehicles, Division 3 , Air Resources Board, Chapter 1 , Motor Vehicle Pollution Control Devices, Article 2 , Approval of Motor Vehicle Pollution Control Devices (New Vehicles), §1968.2 Malfunction and Diagnostic S ys tem Requirements

– 2 004 and Subsequent Model

- Year Passenger Cars, L ight

- Duty Trucks, and Medium

- Duty

Vehicles and Engines, effective as of July 31, 2013, IBR approved for § 86.1806
- 17 (a)
. (e) ISO material
. The following standards are available from International Organization for Standardization, Case Postale 56, CH

- 1211 Geneva 20, Switzerland, 41

- 22
- 749
- 01
- 11, or http://www.iso.org : ( 1 ) ISO 15765

- 4:2005(E), Road Vehicles

—Diagnostics on Controller Area Networks (CAN)

—Part 4: Requirements for emissions

- related sy stems, January 15, 2005, IBR approved for §§ 86.010
- 18 (k) and 86.1806
- 05 (h)
. ( 2 ) ISO 13837:2008(E), Road Vehicles

— Safety glazing materials

—Method for the determination of solar transmittance, First edition, April 15, 2008, IBR approved for § 86.1869
- 12 (b).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 14 of 378 (f) NI ST material
. The following documents are available from National Institute of Standards and Technology, 100 Bureau Drive, Gaithersburg, MD, 20899, or http://www.nist.gov : (1) NIST Special Publication 811, 2008 Edition, Guide for the Use of the International S ys tem of Units (SI), March 2008 , IBR approved for § 86.1901 (d)
. (2) [Reserved] (g) SAE International material
. The following standards are available from SAE Inter national , 400 Commonwealth Dr., Warrendale, PA 15096

- 0001, (877) 606

- 7323 (U.S. and Canada) or (724) 776

- 4970 (outside the U.S. and Canada), or http://www.sae.org : (1) SAE J1151 , Methane Measurement Using Gas Chromatograph y , stabilized September 2011, IBR approved for § 86.111
- 94 (b)
. ( 2 ) SAE J1349, Engine Power Test Code

— Spark Ignition and Compression Ignition

— As Installed Net Power Rating, revised September 2011, IBR approved for § 86.1803
- 01. ( 3 ) SAE J1850, Class B Data Communication Network Interface, Revised May 2001, IBR approved for § 86.1806
- 05 (h)
. ( 4 ) SAE J1877, Recommended Practice for Bar

- Coded Vehicle Identification Number Label, July

1994, IBR approved for § 86.095
- 35 (i)
. ( 5 ) SAE J1892, Recommended Practice for Bar

- Coded Vehicle Emission Configuration Label, October 1993, IBR approved for § 86.095
- 35 ( i)
. ( 6 ) SAE J1930, Electrical/Electronic Sy stems Diagnostic Terms, Definitions, Abbreviations, and Acrony ms, Revised May

1998, IBR approved for §§ 86.1808
- 01 (f) , 86.1808
- 07 (f)
. ( 7 ) SAE J1930, Electrical/Electronic Sy stems Diagnostic Terms, Definitions, Abbreviations, and Acrony ms
—Equivalent to ISO/TR 15031

- 2: April 30, 2002, Revised April 2002, IBR approved for §§ 86.010
- 18 (k) and 86.1806
- 05 (h)
. ( 8 ) SAE J1939, Recommended Practice for a Serial Control and Communications Vehicle Network, Revised October 2007, IBR approved for § 86.010
- 18 (k)
. ( 9 ) SAE J1939

- 11, Physical Layer
—250K bits/s, Shielded Twisted Pair, Revised October 1999, IBR approved for § 86.1806
- 05 (h)
. ( 10 ) SAE J1939

- 13, Off

- Board Diagnostic Connector, July 1999, IBR approved for § 86.1806
- 05 (h)
. (1 1 ) SAE J1939

- 13, Off

- Board Diagnostic Connector, Revised March 2004, IBR approved for § 86.010
- 18 (k)
. ( 12 ) SAE J1939

- 21, Data L ink Layer, Revised April 2001, IBR approved for § 86.1806
- 05 (h)
. ( 13 ) SAE J1939

- 31, Network Layer, Revised December 1997, IBR approved for § 86.1806
- 05 (h)
. ( 14 ) SAE J1939

- 71, Vehicle Application Layer (Through February 2007), Revised January 2008, IBR approved for §§ 86.010
- 38 (j) and 86.1806
- 05 (h)
. ( 15 ) SAE J1939

- 73, Application L ayer
—Diagnostics, Revised September 2006, IBR approved for §§ 86.010
- 18 (k) , 86.010
- 38 (j) , and 86.1806
- 05 (h)
. ( 16 ) SAE J1939

- 81, Network Management, Revised May 2003, IBR approved for §§ 86.010
- 38 (j) and 86.1806
- 05 (h)
. ( 17 ) SAE J1962, Diagnostic Connector Equivalent to I SO/DIS 15031

- 3; December 14, 2001, Revised April 2002, IBR approved for §§ 86.010
- 18 (k) and 86.1806
- 05 (h)
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 15 of 378 ( 18 ) SAE J1978, OBD II Scan Tool

—Equivalent to I SO/DIS 15031
- 4; December 14, 2001, Revised April 2002, IBR approved for §§ 86.010
- 18 (k) and 86.1806
- 05 (h)
. ( 19 ) SAE J1979, E/E Diagnostic Test Modes, Revised September 1997, IBR approved for §§ 86.1808
- 01 (f) and 86.1808
- 07 (f)
. ( 20 ) SAE J1979, (R) E/E Diagnost ic Test Modes, Revised May 2007, IBR approved for §§ 86.010
- 18 (k) and 86.1806
- 05 (h)
. ( 21 ) SAE J2012, (R) Diagnostic Trouble Code Definitions Equivalent to I SO/DI S 15031
- 6: April 30, 2002, Revised April 2002, IBR approved for §§ 86.010
- 18 (k) and 86.1806
- 05 (h)
. ( 22 ) SAE J2064 FEB2011, R134a Refrigerant Automotive Air

- Conditioned Hose, Revised February

2011, IBR approved for § 86.1867
- 12(a) and (b). ( 23 ) SAE J2284

- 3, High Speed CAN (HSC) for Vehicle Applications at 500 KBPS, May 2001, IBR approved for §§ 86.1808
- 01 (f) and 86.1808
- 07 (f)
. ( 24 ) SAE J2403, Medium/Heavy

- Duty E/E Systems Diagnosis Nomenclature

—Truck and Bus, Revised August 2007, IBR approved for §§ 86.010
- 18 (k) , 86.010
- 38 (j) , and 86.1806
- 05 (h)
. ( 25 ) SAE J2534, Recommended Practice for Pass
- Thru Vehicle Programming, February 2002, IBR approved for §§ 86.1808
- 01 (f) and 86.1808
- 07 (f)
. ( 26 ) SAE J2727 FEB2012, Mobile Air Conditioning S ys tem Refrigerant Emission Charts for R

- 134a and R

- 1234yf, Revised February 2012, IBR approved for § 86.18 67
- 12(a) and (b). ( 27 ) SAE J2765 OCT2008, Procedure for Measuring S ys tem COP [Coefficient of Performance] of a Mobile Air Conditioning Sy stem on a Test Bench, issued October 2008, IBR approved for § 86.1868
- 12(h). (h) Truck and Maintenance Council material
. The following documents are available from the Truck and Maintenance Council , 950 North Glebe Road, Suite 210, Arlington, VA 22203
- 4181, or (703) 838

- 1754 : (1) TMC RP 1210B, Revised June 2007, WI NDOWSTMCOMMUNI CATION API, IBR approved for § 86.010
- 38 (j)
. (2) [Reserved] **Subpart A**

**— [Amended]**  57. Section 86.000

- 7 is amended as follows: a. By revising the introductory text. b. By removing and reserving paragraph (h)(1). c. By revising paragraph (h)(6). d. By removing paragraph (h)(7). **§ 86.000 -**  **7 Maintenance of records; submittal of information; right of entry.**  Section 86.000

– 7 includes text that specifies requirements that differ from §86.091

– 7 or §86.094

– 7. Where a paragraph in §86.091

– 7 or §86.094

– 7 is identical and applicable to §86.000

– 7, this may

be indicated by

specifying the corresponding paragraph and the statement “[Reserved]. For guidance see §86.091

– 7.” or “[Reserved]. For guidance see §86.094

– 7.” * * * * * (h) * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 16 of 378 (6) EPA may

void ab initio a certificate for a vehicle certified to Tier 1 certification standards or to the respective evaporative and/or refueling test procedure and accompan yi ng evaporative and/or refueling standards as set forth or otherwise referenced in §86.098

– 10 for which the manufacturer fails to retain the records r equired in this section or to provide such information to the Administrator upon request. * * * * * **§§86.000 -**  **8, 86.000 -**  **9, 86.000 -**  **16 [Removed]**  58. Remove §§86.000
- 8, 86.000
- 9, and 86.000
- 16
. **§86.000 -**  **24**

**— [Amended]**  59. Section 86.000

- 24 is amended as follows: a. By removing the introductory text. b . By removing and reserving paragraphs ( a) , (b)(1) introductory text, and (b)(1)(iii) through (f). c . By removing and reserving paragraphs (g)(1) and (g)(2). d . By removing paragraph (h). **§§86.000 -**  **26, 86.000 -**  **28, 86.001**  **- 9, 86.001**  **- 22**  **[Removed]** 60. Remove §§86.000
- 26, 86.000
- 28, 86.001
- 9, and 86.001
- 22
. 61. Section 86.001

- 23 is amended by revising the introductory text and adding a heading to paragraph (c) , and removing and reserving paragraphs (c)(1), (f), and (g) to read as follows: **§ 86.001 -**  **23 Required data.** Section 86.001

–23 includes text that specifies requirements that differ from §86.098

–23. Where a paragraph in §86.098

–23 is identical and applicable to §86.001

–23, this may be indicated b y specif

yi ng the corresponding paragraph and the statement “[Reserved]. For guidance see §86.098

–23.” ***** ***** ***** ***** ***** (c) Emission data

— * * * * * **§§86.001 -**  **25, 86.001 -**  **26, 86.001 -**  **28, 86.001 -**  **30, 86.004 -**  **9 [Removed]**  62. Remove §§86.001
- 25, 86.001
- 26, 86.001
- 28, 86.001
- 30, and 86.004
- 9
. 63. Section 86.004

- 11 is amended by revising paragraphs (b)(3) introductory text and (b)(4) introductory

text and adding paragraph (b)(4)(iv) to read as follows: **§ 86.004 -**  **11 Emission standards for 2004 and later model year diesel heavy -**  **duty engines and**  **vehicles.** * * * * * (b) * * * (3) This paragraph (b) (3) applies as specified in 40 CFR 1037.103. Evaporative emissions (total of non

- oxygenated h ydrocarbons plus methanol) from heavy

- duty vehicles equipped with methanol

- fueled diesel engines shall not exceed the following standards. The standards apply equall y to certification and in

- use vehicles. The spitback standard also applies to newly assembled vehicles.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 17 of 37 8 * * * * * (4) This paragraph (b) (4) applies as specified in 40 CFR 1037.103. Evaporative emissions from 2004 and later model year heav y- duty vehicles equipped with natural gas

fueled or liquefied petroleum gas

- fueled HDEs shall not exceed the following standards. The standards apply

equally to certification and in

- use vehicles. * * * * * (iv) Compressed natural gas vehicles must meet the requirements for fueling connection devices as specified in §86.1813

- 17(f)(1). V ehicles meeting these requirements are deemed to compl y with evaporative emission standards. * * * * * 64. Section 86.004

- 21 is amended as follows: a. By revising the introductory text b. By removing and reserving paragraph (b)(4)(i). c. By removing paragraph (b)(5)(v). d. By removing and reserving paragraphs (k) and (l). **§ 86.004 -**  **21 Application for certification.** Section 86.0 04

–21 includes text that specifies requirements that differ from §86.094

–21. Where a paragraph in §86.094

–21 is identical and applicable to §86.004

–21, this may be indicated b y specif

yi ng the corresponding paragraph and the statement “[Reserved]. For guidance see §86.094

–21.” * * * * * **§86.004 -**  **25**

**— [Amended]**  65. Section 86.004

- 25 is amended by removing and reserving paragraph s (b)(4)(ii) and (b)(4)(iv). 66. Section 86.004

- 26 is amended as follows: a. By removing the introductory text. b. By removing and reserving paragraphs (a) and (b). c. By revising paragraph (d). **§86.004 -**  **26 Mileage and service accumulation; emission measurements.** * * * * * (d)(1) This paragraph (d) applies for heav y- duty engines. (2)(i) The results of all emission testing shall be supplied to the Administrator. The manufacturer shall furnish to the Administrator explanation for voiding any test. The Administrator will determine if voiding the test was appropriate based upon the explanation given b y the manufacturer for the voided test. Tests be tween test points may

be conducted as required b y the Administrator. Data from all tests (including voided tests) may be submitted weekly

to the Administrator, but shall be delivered to the Administrator within 7 day s after completion of the test. In addit ion, all test data shall be compiled and provided to the Administrator in accordance with §86.007

–23. Where the Administrator conducts a test on a durability data vehicle at a prescribed test point, the results of that test will be used in the calculation of the deterioration factor.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 18 of 378 (ii) The results of all emission tests shall be recorded and reported to the Administrator. These test results shall be rounded as specified in 40 CFR part 1065 to the number of decimal places contained in the applicable emission standard expressed to one additional significant figure. (3) Whenever a manufacturer intends to operate and test a vehicle (or engine) that may be used for emission data, the manufacturer shall retain in its records all information concerning all emission tests and maintenance, including vehicle (or engine) alterations to represent other vehicle (or engine) selections. This information shall be submitted, including the vehicle (or engine) description and specification information required b y the Administrator, to the Administrator following the emission test. (4) Emission testing of any type with respect to any certification vehicle or engine other than that specified in this subpart is not allowed except as such testing may be specificall y authorized by the Administrator. **§86.004 -**  **28**

**— [Amended]**  67. Section 86.004

- 28 is amended by removing the introductory text and by

removing and reserving paragraphs (a), (b), (f), and (g). 68. Section 86.004

- 30 is amended as follows: a. By revising the introductory text. b. By removing and reserving paragraphs (a)(4), (a)(5), (a)(10)(i), and (a)(11)(i) and (a)(12) through (a)(16). c. By removing paragraphs (a)(19) through (a)(21). d. By removing and reserving paragraph s (b)(1)(i) and (b)(1)(ii). e. By removing paragraph (b)(1)(ii)(C) and (b)(1)(ii) (D). f. By removing and reserving paragraph (b)(4). **§ 86.004 -**  **30 Certification.** Section 86.004

– 30 includes text that specifies requirements that differ from §86.094

– 30. Where a paragraph in §86.094

– 30 is identical and appl icable to §86.004

– 30, this may be indicated b y specif

yi ng the corresponding paragraph and the statement “[Reserved]. For guidance see §86.094

– 30.” * * * * * 69. Section 86.004

- 38 is amended by removing the introductory text, removing and reserving paragraph (g), and adding paragraph (i) to read as follows: **§86.004 -**  **38 Maintenance instructions.** * * * * * (i) For each new diesel

- fueled engine subject to the standards prescribed in §86.007

– 11, as applicable, the manufacturer shall furnish or cause to be furnishe d to the ultimate purchaser a statement that “This engine must be operated onl y with ultra low

- sulfur diesel fuel (meeting EPA specifications for highway diesel fuel, including a 15 ppm sulfur cap).” 70. Section 86.005

- 10 is amended by revising the introducto ry text and paragraph (c) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 19 of 378 **§86.005 -**  **10 Emission standards for 2005 and later model year Otto -**  **cycle heavy**   ** duty engines and vehicles.** Section 86.005

– 10 includes text that specifies requirements that differ from §86.099

– 10. Where a paragra

ph in §86.099

– 10 is identical and applicable to §86.005

– 10, this may be indicated b y specif

yi ng the corresponding paragraph and the statement “[Reserved]. For guidance see §86.099

– 10.” * * * * * (c) No crankcase emissions shall be discharged into the ambient atmosphere from an y new 1998 or later model year Otto
- cycle heav y- duty engine. * * * * * **§ 86.00**  **5 -**  **17 [Removed]** 71. Remove § 86.00 5
- 17. 72. Section 86.007

- 17 is revised to read as follows: **§ 86.007**  **- 17**  **Onboard diagnostics for engines used in applications less than or equal**  **to 14,000 pounds GVWR.** Heav y- duty engines intended to be installed in heavy duty vehicles at or below 14,000 pounds GVWR that are subject to standards under this subpart must meet onb oard diagnostic requirements as specified in §86.1806
. **§86.007 -**  **21**

**— [Amended]**  73. Section 86.007

- 21 is amended as follows: a. By removing and reserving paragraph (b)(4)(i). b. By removing paragraphs (b)(9) and (b)(10). c. By removing and reserving paragraphs (k) and (l). 74. Section 86.007

- 23 is amended by removing and reserving paragraphs (b)(2), (f), (g), and (l) and revising the introductory text and paragraph (c) to read as follows: **§ 86.007 -**  **23 Required data.** Section 86.007

–23 includes text that specifies requirements that differ from §86.098

–23 or §86.001

–23. Where a paragraph in §86.098

–23 or §86.001

–23 is identical and applicable to §86.007

–23, this may be indicated by

specifying the corresponding paragraph and the statement “[Reserved]. For guidance see §86.098

–23.” or “[Reserved]. For guidance see §86.001

–23.”. * * * * * (b) * * * (2) [Reserved] * * * * * (c) Emission data from c ertification vehicles and engines. The manufacturer shall submit emission data for each applicable emission standard from vehicles and engines tested in accordance with applicable test procedures and in such numbers as specified. These data shall include zero

- mile or zero

- hour data, if generated, and emission data generated for certification as required under §86.004

- 26. Howe ver, manufacturers may provide a statement in the application for certification that vehicles and engines comply with the following standards instead of submitting test data, provided that the statement isEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 20 of 378 supported by

previous emission tests, development tests, or other appropriate information, and good engineering judgment: (1) Idle CO, smoke, or particulate matter emissions from methanol

- fueled or gaseous

fueled diesel

- cycle certification engines. (2) Particulate matter emissions from Otto

- cycle certific ation engines or gaseous

fueled certification engines. (3) CO emissions from diesel

- cycle certification engines. (4) Formaldeh yde emissions from petroleum

- fueled engines. (5) Particulate matter and formaldeh yde emissions when conducting Selective Enforcem ent Audit testing of Otto

- cycle engines. (6) Smoke from methanol

- fueled or petroleum

- fueled diesel

- cycle certification engines. (7) Smoke when conducting Selective Enforcement Audit testing of diesel

- cycle engines. (8) Evaporative emissions from vehicles f ueled by natural gas, liquefied petroleum gas, or h ydrogen. * * * * * (f) through (g) [Reserved] * * * * * (l) [Reserved] * * * * * **§86.007 -**  **30**

**— [Amended]**  75. Section 86.007

- 30 is amended as follows: a. By removing and reserving paragraphs (a)(4), (a)(5), (a)(7), (a)(10)(i), (a)(11)(i), and (a)(12) through (a)(16). b. By removing paragraphs (a)(19) through (a)(21). c. By removing and reserving paragraphs (b)(1)(i), (b)(1)(ii), and (b)(4). d. By removing paragraph (f). 76. Section 86.007

- 35 is amended as follows: a. By revising paragraph (a) introductory text. b. By removing and reserving paragraphs (a)(1) and (a)(2) c. By revising paragraph (c). d. By removing and reserving paragraphs (d), (f), and (i). **§86.007 -**  **35 Labeling.** * * * * * (a) The manufacturer of any motor vehicle (or motor vehicle engine) subject to the applicable emission standards (and family emission limits, as appropriate) of this subpart, shall, at the time of manufacture, affix a permanent legible label, of the type and in the manner desc ribed below, containing the information hereinafter provided, to all production models of such vehicles (or engines) available for sale to the public and covered b y a Certificate of Conformity under §86.007

– 30(a). * * * * * (c) Vehicles powered b y model ye ar 2007 through 2013 diesel

- fueled engines must include permanent, readily visible labels on the dashboard (or instrument panel) and nearEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 21 of 378 all fuel inlets that state “Use Ultra Low Sulfur Diesel Fuel Only”; or “Ultra L ow Sulfur Diesel Fuel Only”. * * * * * **§ 86.007**  **- 38**  **[Removed]** 77. Remove § 86.007
- 38
. 78. Section 86.00 8
- 10 is amended as follows: a. B y removing the introductory text
. b. By revising paragraphs (b) introductory text
. c. By adding paragraph (b)( 5 ). d. By revising paragraph (e)
. **§86.008 -**  **10 Emission standards for 2008 and later model year Otto**  **- cycle heavy**  **** **duty engines and vehicles.** * * * * * (b) This paragraph (b) applies as specified in 40 CFR 1037.103 . Evaporative emissions from heav y- duty

vehicles shall not exceed the following standards when measured using the test procedures specified in 40 CFR 1037.501. The standards apply equally to certification and in

- use vehicles. The spitback standard also applies to newly assembled vehicles. For certification vehicles only , manufacturers may conduct testing to quantify a level of nonfuel background emissions for an individual test vehicle. Such a demonstration must include a description of the source(s) of emissions and an estimated decay rate. The demonstrated level of nonfuel background emissions may be subtracted from emission test results from certification vehicles if approved in advance by the Administrator. * * * * * (5) Compressed natural gas vehicles must meet the requirements for fueling connection devices as specified in § 86.1813

- 17(f)(1). Vehicles meeting these requirements are deemed to compl y with evaporative emission standards. * * * * * (e) The standards described in this section do not apply to Otto
- cycle medium

- duty passenger vehicles (MDPVs) that are subject to regulation under subpart S of this part, except as specified in subpart S of this part. The standards described in this section also do not apply

to Otto
- cycle engines used in such MDPVs, except as specified in subpart S of this part. The term “medium

- duty passenger vehicle” is defined in §86.1803. * * * * * 79. Section 86.010

- 38 is amended by revising paragraphs (g) and (i) to read as follows: **§ 86.010 -**  **38 Maintenance instructions.** * * * * * (g) Manufacturers are subject to the service

- information requirements of §86.1808

- 01(f) beginning in the 2005 model year for manufacturers of heavy

- duty vehicles and heav yduty engines weighing 14,000 pounds gross vehicle weight (GVW) and less that are sub ject to the OBD requirements of this part. * * * * * (i) Through model ye ar 2013, the manufacturer shall furnish or cause to be furnished to the ultimate purchaser the following statement for each new diesel

- fueled engine subjectEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 22 of 378 to the standards prescribe d in §86.007

– 11, as applicable: “This engine must be operated only with ultra low

- sulfur diesel fuel (meeting EPA specifications for highway diesel fuel, including a 15 ppm sulfur cap).” * * * * * 80. Section 86.016

- 1 is amended by revising paragraphs (a), (b), and (c) and adding paragraphs (g) and (h) to read as follows: **§ 86.016 -**  **1 General applicability.** (a) Applicability . The provisions of this subpart apply for certain ty

pes of new heavy

duty engines and vehicles as described in this paragraph (a). Not e that this subpart does not apply for light

- duty vehicles, light

- duty trucks, or medium

- duty passenger vehicles (see subpart S of this part for requirements that apply for those vehicles). In some cases, manufacturers of heav y- duty engines and vehicles c an choose whether to meet the requirements of this subpart or the requirements of subpart S of this part; those provisions are therefore considered optional, but only to the extent that manufacturers comply with the other set of requirements. In cases whe re a provision applies only for a certain vehicle group based on its model year, vehicle class, motor fuel, engine typ e, or other distinguishing characteristics, the limited applicability is cited in the appropriate section. The provisions of this subpart appl y for certain heavy

- duty engines and vehicles as follows: (1) The provisions of this subpart related to exhaust emission standards apply for diesel

- cycle and Otto

- cycle heavy

- duty engines installed in vehicles above 14,000 pounds GVWR ; however, these vehicles may instead be certified under subpart S of this part as specified in §86.1801
. (2) The provisions of this subpart related to exhaust emission standards apply for engines that will be installed in incomplete vehicles at or below 14,0 00 pounds GVWR ; however, these vehicles may instead be certified under subpart S of this part as specified in §86.1801
. (3) Diesel

- cycle and Ott o - cycle complete heavy

- duty vehicles at or below 14,000 pounds GVWR and the corresponding engines are not subject to the provisions of this subpart related to exhaust emission standards, except that these provisions are optional for diesel

- cycle engines in stalled in such vehicles until those vehicles become subject to the Tier 3 standards under §86.1816

- 18
. (4) The provisions of this subpart related to evaporative emission standards apply for diesel

- cycle and Otto

- cycle heavy

- duty veh icles as follows: (i) These provisions do not apply for vehicles at or below 14,000 pounds GVWR. (ii) Vehicles above 14,000 pounds GVWR must meet evaporative emission standards as specified in 40 CFR 1037.103. This involves meeting the standards specified in § §86.008
- 10 (b) and 86.00 7
- 11 (b)(3) and (4) until the Tier 3 standards in §86.1813 start to apply
. (iii) Note that diesel

- fueled vehicles are not subject to evaporative emissions under this part. (5) The provisions of this subpart related to onboard diagnostics appl y for diesel

cycle and Otto

- cycle heavy

- duty engines and vehicles as follows: (i) Engines installed in vehicles above 14,000 pounds GVWR must meet the onboard diagnostic requirements specified in §86.010

- 18.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 23 of 378 (ii) Engines installed in vehicles at or below 14,000 pounds GVWR must meet the the onboard diagnostic requirements specified i n §86. 1806
. (b) Relationship to subpart S of this part . Unless specified otherwise, if engines are not subject to provisions of this subpart or if manufacturers choose not to meet optional provisions of this subpart as described in paragraph (a) of this section, those engines must be installed in vehicles meeting the corresponding requirements under subpart S of this part. If a vehicle and its i nstalled engine compl y with a mix of provisions from this subpart and from subpart S of this part, the vehicle must be certified under subpart S of this part, and the engine does not need to be certified separatel y. (c) Greenhouse gas emission standards
. See 40 CFR parts 1036 and 1037 for greenhouse gas emission standards that apply for heavy

- duty engines and vehicles. * * * * * (g) Clean alternative fuel conversions

. The provisions of this subpart also apply for clean alternative fuel conversions as defin ed in 40 CFR 85.502 of all vehicles described in paragraph (a) of this section. (h) Turbine engines . Turbine engines are deemed to be compression

- ignition engines for purposes of this part. **§86.079 -**  **36 [Removed]** 81. Remove **§** 86.079
- 36
. 82. Section 86.082

- 2 is amended by adding definitions for “Round” and “United States” in alphabetical order to read as follows. **§ 86.082 -**  **2 Definitions.** * * * * * Round has the meaning given in 40 CFR 1065.1001, unless otherwise specified. * * * * * United States has the meaning given in 40 CFR 1068.30. * * * * * **§86.085 -**  **2 [Amended]**  83. Section 86.08 5
- 2 is amended by removing the definition for “Incomplete gasoline

fueled heav y- duty vehicle”
. * * * * * 84. Section 86.0 85
- 20 is revised to read as follows: **§86.085 -**  **20 Incomplete vehicles, classification.** For purposes of this part: (a) A heav y- duty gasoline

- fueled vehicle is considered to be a complete vehicle if it has the primary

load carrying device or container attached at the time the vehicle leaves the control of the manufacturer of the engine, and is considered to be an incomplete vehicle if it does not. (b) For all other heav y- duty vehicles, a vehicle that has the primary load carrying device or container attached at the time the vehicle is introduced into U.S. commerce is considered to be a complete vehicle. Vehicles not considered to be complete vehicl es are incomplete vehicles. For purposes of determining when a vehicle is introduced into U.S.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 24 of 378 commerce, an assembl y of motor vehicle parts is deemed to be a vehicle if either of the following applies: (1) A piece of equipment that is intended for self

- p ropelled use on highways becomes a vehicle when it includes at least an engine, a transmission, and a frame. (Note: For purposes of this definition, any electrical, mechanical, and/or hydraulic devices attached to engines for the purpose of powering wheels are considered to be transmissions.) (2) A piece of equipment that is intended for self

- propelled use on highways becomes a vehicle when it includes a passenger compartment attached to a frame with axles. **§86.085 -**  **37**

**— [Amended]**  85. Section 86.085

- 37 is amended by removing paragraph (b). **§86.087 -**  **2 [ Removed]**  86. Remove **§** 86.087
- 2
. **§86.091 -**  **29**

**— [Amended]**  87. Section 86.091

- 29 is amended by removing and reserving paragraph (a). 88. Section 86.094
- 7 is amended by adding paragraph (h)(6) to read as follows: **§ 86.094 -**  **7 Maintenance of records; submittal of information; right of entry.** * * * * * (h) * * * (6) EPA may

void ab initio a certificate for a vehicle certified to Tier 1 certification standards or to the respective evaporative and/or refueling test procedure and accompan yi ng evaporative and/or refueling standards as set forth or otherwise referenced in §86.098

– 10 for which the manufacturer fails to retain the records required in this section or to provide such information to the Administrator upon request. * * * * * **§ 86.094**  **- 13 [Removed]**  89. Remove §86.094
- 13. **§86.094 -**  **14**

**— [Amended]**  90. Section 86.094

- 14 is amended by removing and reserving paragraphs (c)(5) and (c)(7)(i)(A)( 1 ). **§ 86.094**  **- 16**  **[Removed]** 91. Remove **§** 86.094
- 16. **§86.094 -**  **21**

**— [Amended]**  92. Section 86.094

- 21 is amended by removing paragraph (b)(1)(i)(C) and by removing and reserving paragraphs (b)(4)(i), (b)(5)(iii)(B), (b)(8), (d), and (g). **§86.094 -**  **25**

**— [Amended]**  93. Section 86.094

- 25 is amended as follows: a. By removing and reserving paragraphs (a), (b)(3)(i)(A), and (b)(3)(ii).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 25 of 378 b. By removing paragraphs (b)(3)(iii) through (b)(3)(vii). c. By removing and reserving paragraphs (b)(4) through (b)(6), (d), and (g). **§§86.094 -**  **26 and 86.094 -**  **28 [Removed]** 94. Remove **§§** 8 6.094
- 26 and 86.094
- 28
. **§86.094 -**  **30**

**— [Amended]**  95. Section 86.094

- 30 is amended as follows: a. By removing and reserving paragraphs (a)(1)(ii), (a)(4), (a)(5), and (a)(7). b. By removing paragraphs (a)(9) through (a)(14). c. By removing and reserving paragraphs (b)(1)(i), (b)(1)(ii), and (b)(4). d. By removing and reserving paragraph (d). **§§86.095 -**  **23, 86.095 -**  **26, and 86.095 -**  **30 [Removed]** 96. Remove **§§** 86.095
- 23, 86.095
- 26, and 86.095
- 30
. 97. Section 86.095

- 35 is amended as follows: a. By removing and reserving paragraphs (a)(1) and (a)(2). b. By revising paragraph (a)(4) introductory text. c. By removing and reserving paragraphs (d), (e), and (f). d. By revising paragraph (g) introductory text. **§86.095 -**  **35 Labeling.** (a) * * * (1)

– (2) [Reserved] * * * * * (4) Heavy
- duty vehicles emp loying a fuel or fuels covered b y evaporative emission standards . This paragraph (a)(4) applies thro ugh model year 201 4 . See 40 CFR part 1037 for provisions that apply in 201 5 and later model years. * * * * * (d)

– (f) [Reserved] (g) Incomplete vehicle fuel tank capacity . This paragraph (g) applies through model year 2014 . See 40 CFR part 1037 for provisions that apply in 2015 and later model years. * * * * * **§§86.096 -**  **7, 86.096 -**  **8, and 86.096 -**  **21 [Removed]** 98. Remove **§§** 86.096
- 7, 86.096
- 8, and 86.096
- 21
. **§86.096 -**  **24**

**— [Amended]**  99. Section 86.096

- 24 is amended as follows: a. By removing and reserving paragraphs (a)(8) through (a)(11) b. By removing and reserving paragraphs (a)(14)(ii), (a)(14)(iii), and (a)(14)(vii). c. By removing and reserving paragraphs (b) (1), (c)(1), (c)(2), and (d). d. By removing paragraphs (g) and (h). **§§86.096 -**  **26, 86.096 -**  **30, 86.096 -**  **35, 86.096 -**  **38, and 86.097 -**  **9 [Removed]** 100. Remove **§§** 86.096
- 26, 86.096
- 30, 86.096
- 35, 86.096
- 38, and 86.097
- 9
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 26 of 378 **§86.098 -**  **23**

**— [Amended]**  101. Section 86.098

- 23 is amended by removing and reserving paragraphs (b)(1)(i), (e)(2), and (e)(3). **§§86.098 -**  **24, 86.098 -**  **25, 86.098 -**  **26, 86.098 -**  **28, 86.098 -**  **30, 86.098 -**  **35, 86.099 -**  **8, 86.099 -**  **9, and 86.099 -**  **17 [Removed]** 102. Remove **§§** 86.098
- 24, 86.098
- 25, 86.098
- 26, 86.098
- 28, 86.098
- 30, 86.098
- 35, 86.099
- 8, 86.099
- 9, and 86.099
- 17
. **Subpart B**

**— [Amended]**  103. Section 86.101 is revised to read as follows: **§ 86.101 General applicability.** (a) General provisions . This subpart describes test procedures for measuring exhaust, evaporative, and refueling emissions from motor vehicles subject to emission standards under subpart S of this part. This generally includes light

- duty vehicles, light

- duty trucks, and complete heavy

- duty vehicles at or b elow 14,000 pounds GVWR. The following provisions apply for all testing under this subpart: (1) Provisions of this subpart appl y to tests performed by both the Administrator and manufacturers. (2) References in this subpart to engine families and emission control sy stems apply to durability

groups and test groups as applicable. (3) Except as noted, heavy

- duty vehicles are subject to all the same provisions of this subpart that appl y to light

- duty trucks. (4) The procedures in this subpart app ly for testing vehicles powered b y any fuel, except as specified in subpart S of this part. ( 5 ) For exhaust emission testing, measure emissions for all pollutants with an applicable emission standard. ( 6 ) All emission control sy stems designed for product ion vehicles must be functioning during testing. Maintenance to correct component malfunction or failure must be authorized in accordance with §86.1834. ( 7 ) The test sequence for the Federal Test Procedure (FTP) includes steps to precondition vehicles for evaporative emission measurements; these steps are required for exhaust testing whether or not testing includes evaporative emission measurements. ( 8 ) Evaporative emission measurement procedures of this subpart include specifications for testing methanol

- fueled vehicles. For vehicles fueled with other oxygenated fuels, use good engineering judgment to apply these procedures. For example, if you are testing an ethanol

- fueled vehicle, perform diagnostics in your evaporative emission enclo sure with ethanol and propane. (9) For exhaust emission testing with ethanol

- gasoline blends that have less than 25% ethanol b y volume, if you use NMH C
- to -NMOG conversion factors instead of measuri ng oxygenates as described in 40 CFR 1066.6 3 5, the testing specifications an d diagnostic requirements in this part 86 that are specific to ethanol

- gasoline blend s do not apply
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 27 of 378 (b) Migration to 40 CFR part s 1065 and 1066 . This subpart transitions to rely on the test procedure specifications in 40 CFR parts 1065 and 1066 as follows: (1) Through model ye ar 2021, manufacturers may use the test procedures specified in paragraph (c) or (d) of this section or , using good engineering judgement , elements of both . For an y EPA testing before model year 2022, EPA will use the manufacturer's selected procedures for determining road load parameters and appl yi ng acceptable speed

- tolerance criteria. For an y other parameters, EPA may conduct testing using either of the specified procedures. As allowed under this part, manufacturers may use carryover data from previous model years to demonstrate compliance with emission standards, without regard to the provisions of this section. (2) Manufacturers must use the following procedures before model year 2022: (i) For vehicles certified to any of the Tier 3 emission standards specified in subpart S of this part, determine overall driver accuracy based on driven cycle energy as described in 40 CFR 1066. 425 (j). (ii) E quipment spe cifications and measurement procedures that are specific to PM emissions from 40 CFR part 1066 appl y for an y vehicles certified to the Tier 3 PM emission standards specified in subpart S of this part. (iii) Use 40 CFR 1066.6 3 5 to determine NMOG for any veh icles certified to the Tier 3 NMOG+NOx emission standards in subpart S of this part. (3) For model years 2022 and later, manufacturers must use the test procedures specified in paragraph (d) of this section. (c) Interim procedures . Test vehicles as describ ed in this subpart for the appropriate model year, through model year 2021, as follows: (1) Sections 86.106 through 86.115 set forth general testing specifications and equipment requirements. Sections 86.116 through 86.126 discuss calibration methods and frequency . Sections 86.127 through 86.145 describe procedures for measuring exhaust and evaporative emissions. Sections 86.146 through 86.157 lay out refueling test procedures. Sections 86.158 through 86.166 cover procedures related to the Supplemental Federal Test Procedure and testing related to air conditioning sy stems. The test procedure for measuring fuel s ys tem leaks is described in 40 CFR 1066. 985
. (2) Alternate equipment, procedures, and calculation methods may be used if shown to yield equivale nt or superior results, and if approved in advance by the Administrator. (d) Long
- term procedures . Test vehicles as described in 40 CFR parts 1065 and 1066
. The following requirements from this subpart also apply : (1) Use fuel for testing and service accumulation as specified in §86.113. ( 2 ) Perform evaporative emission tests as follows: (i) Use evaporative testing equipment meeting the specifications in §86.107. This equipment must meet calibration requirements as specified in §86.117. (ii) Generate fuel test temperature profiles as described in §86.129

- 94(d). (iii) Follow the general provisions and driving schedules described in 40 CFR part 1066, subpart I. Evaporative testing consists of vehicle preconditioning as described in § 86.132, diurnal measure ment as described in §86.133, running loss testing as described in §86.134, and hot soak testing as described in §86.138. (iv) Calculate emission results as described in §86.143. ( 3 ) Keep records as described in §86.142EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 28 of 378 ( 4 ) Perform refueling emission tests, calculate emission results, and keep associated records as described in §86.146 through 86.157. 104. Section 86.102 is revised to read as follows: **§ 86.102 Definitions.** The definitions in §86.1803 apply to this subpart. **§ 86.106 -**  **00 [Removed]** 105. Section 86.106
- 00 is removed. 106. Section 86.106

- 96 is amended by revising paragraph (a)(3) to read as follows: **§86.106 -**  **96 Equipment required; overview.** (a) * * * (3) Fuel, anal yt ical gas, and driving schedule specifications . Fuel specifications for exhaust and evaporative emission testing and for mileage accumulation for petroleum

fueled and methanol

- fueled vehicles are specified in §86.113. Analy tical gases are specified in §86.114. The Urban Dy namometer Driving Schedule (UDDS), US06, and SC03 dri ving schedules, for use in exhaust emission tests, and the New York City Cycle (NYCC), for use with the UDDS in running loss tests, are specified in §§86.115, 86.130, 86.159, 86.160, and appendix Ito this part. * * * * * **§86.107 -**  **96**

**— [Amended]**  107. Section 86.107
- 96 is amended by removing and reserving paragraph (e). **§§ 86.108**  **- 79, 86.110**  **- 90**  **[Removed]** 108. Sections 86.108

- 79 and 86.110

- 90 are removed. 109. Section 86.110

- 94 is amended by revising paragraph s (b) (6)(i) and (d) to read as follows: **§ 86.110 -**  **94 Exhaust gas sampling system; diesel**  **- cycle vehicles, and Otto**  **- cycle**  **vehicles requiring particulate emissions measurements.** * * * * * (b) * * * (6) * * * (i) Sized to permit development of turbulent flow ( Rey nolds No. >> 4000) and complete mixing of the exhaust and dilution air between the mixing orifice and each of the two sample probes (i.e., the particulate probe and the heated THC sample probe). It is recommended that uniform mixing be demonstrated b y the user. * * * * * (d) Filters, particulate sampling. Use fluorocarbon

- coated glass fiber filters or fluorocarbon

- based (membrane) filters to collect particulate matter, as follows: (1) Use primary

and back

- up test filters as follows for particulate measurements: (i) Duri ng each phase of the UDDS, sample dilute exhaust simultaneously with paired primary

and back

- up test filters.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 29 of 378 (ii) Position the back

- up filter holder 3 to 4 inches downstream of the primary filter holder. (iii) Determine the net weight of particulate material collected on each primary test filter and each back

- up test filter using the procedure described in § 86.139. (iv) Determine a ratio of net weights using the following formula:
(v) If the ratio is greater than 0.95, base the particulate emission calculations on the net weight of the primary filter onl y. (vi) If the ratio is less than 0.95, base the particulate emission calculations on the combined net weights of the back

- up test filter and the primary test filter. (2) The particulate filter must have a 47 mm diameter (37 mm stain area). **§ 86.111**  **- 90 [Removed]**  110. Section 86.111

- 90 is removed.
111. Section 86.11 1
- 9 4 is amended by revising paragraph (b )(3)(vi i) to read as follows: **§86.111 -**  **94 Exhaust gas analytical system.**  * * * * * (b) * * * (3) * * * (vii) Using a methane analyzer consisting of a gas chromatograph combined with a FID, measure methane according to SAE J1151 (incorporated b y reference in §86.1). * * * * * 112. Section 86.113

- 04 is amended by revising paragraphs (a)(1), (a)(2) and (a)(3)(i) to read as follows: **§ 86.113 -**  **04 Fuel specifications.** * * * * * (a) * * * (1) Gasoline meeting the following specifications, or substantially equivalent specifications approved by the Administrator, must be used for exhaust and evaporative testing:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 30 of 378 Table 1 of §86. 1 13
- 04

–T est fuel specifications for gasoline without ethanol

Item Regular Reference Procedure 1 Research octane, M inimum2 93 ASTM D2699 ASTM D2700 Octane s ensitivity2 7.5 Distillation Range (°F): Evaporated initial boiling point 3 10% evaporated 50% evaporated 90% evaporated Evaporated final boiling point 7 5

– 9 5 120
- 1 35 200
- 2 30 3 00
- 3 25 41 5 Maximum ASTM D86
Hydrocarbon composition (vol %): Olefins Aromatics Saturates 1 0% Maximum 35% Maximum Remainder ASTM D1319 Lead , g/gallon (g/liter), Maximum 0.0 50 (0.013) ASTM D3237 Phosphorous, g/gallon (g/liter), Maximum 0.005 (0.0013) ASTM D3231 Total sulfur, wt. % 4 0.0015

– 0.008 ASTM D 2622 Dry Vapor Pressure Equivalent ( DVPE) , kPa (psi ) 5 60.0
- 63.4 ( 8.7
- 9.2 ) ASTM D5191 1 ASTM procedures are incorporated by reference in §86.1. 2 Octane specifications are optional for manufacturer testing. 3 For testing at altitudes above 1,219 m (4000 feet), the specified range is 75

- 105° F. 4 Sulfur concentration will not exceed 0.0045 weight percent for EPA testing. 5 For testing unrelated to evaporative emission control, the specified range is 54.8
- 63.7 kPa ( 8.0
- 9.2 psi )
. For testing at altitudes above 1,219 m (4000 feet), the specified range is 52.0
- 55.4 kPa ( 7.6
- 8.0 psi )
. Calculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the following equation: DVPE (kPa) = 0.956 ∙ p T - 2.3 9 (or DVPE (psi) = 0.956 ∙ p T – 0.347 )
. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. (2) Manufacturers may

use California test fuels, as follows: (i) For model year 2014 and earlier vehicles certified for 50
- state sale, manufacturers may perform exhaust emission tests using California Phase 2 gasoline as specified in Chapter 4 of the California Regulatory Requirements Applicable to the National L ow Emission Vehicle Program, October 1996 (incorporated b y ref erence in §86.1). However, the Administrator may use or require the use of test fuel meeting the specifications in paragraph (a)(1) of this section for confirmatory testing, selective enforcement auditing and in

- use testing. (ii) For model ye ar 2015 and l ater, manufacturers may certify 50
- state Tier 2 vehicles based on testing used to meet California’s LEV III standards, subject to the following provisions: (A) Manufacturers may

perform exhaust and evaporative emission tests using California Phase 2 gasoline or California LEV III gasoline. T he Administrator may use or require the use of test fuel meeting the specificati ons in paragraph (a)(1) of this section for confirmatory testing, selective enforcement auditing and in

- use testing.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 31 of 378 (B) A ll evaporative testing with California fuel must be conducted with temperatures meeting the specifications adopted by the California Air Resources Board. (C) The vehicles must also meet exhaust and evaporative emission standards at high

- altitude conditions as specified in §§86.1811

- 17 and 86.1813

- 17 , except that testing is based on the fuel specified in paragraph (a)(1) of this section. ( D) The vehicle must meet the appli cable cold temperature standards using test fuel specified for cold temperature testing in §86.213
. ( 3) * * * (i) Unless otherwise approved by the Administrator, gasoline representative of commercial gasoline that will be generall y available through retail outlets must be used in service accumulation. Unless otherwise approved b y the Administrator, where the vehicle is to be used for evaporative emission durability demonstration, such fuel must contain ethanol as required b y §86.1824

–08(f)(1). * * * * * **§ 86.**  **113 -**  **07**

**— [Removed]**  113. Remove § 86.113
- 07. 114. A new §86.1 13
- 1 5 is added to subpart S to read as follows: **§86.113 -**  **15 Fuel specifications.**  Section 86.113

– 15 includes text that specifies requirements that differ from §86.113

– 94. Where a paragraph in §86.113

– 94 is identical and applicable to §86.113

– 15 , this may be indicated b y specif

yi ng the corresponding paragraph and the statement “[Reserved]. For guidance see §86.113

– 94.” (a) Gasoline fuel . This paragraph (a) describes how to transition to an ethanol

- blend test fuel for vehicles certified under subpart S of this part. You may use the test fuels specified in §86.113

- 04(a) for vehicles that are not yet sub ject to testing with the new fuel. You may

use the specified ethanol

- blend test fuel any time earlier than we specify as long as you use the corresponding procedures for measuring and calculating emission results
. See 40 CFR 600.113 for special provision s that apply for emission measurements related to fuel econom y and greenhouse gases. Manufacturers must certify using E10 test fuel as specified in 40 CFR 1065, subpart H, and service accumulation fuel meeting applicable specifications as follows: : (1) Except as allowed under paragraph (a)(2) of this section, Use E10 test fuel to de monstrate compliance with the Tier 3 exhaust emission standards as specified in §86.1811 and 86.1816 , and to demonstrate compliance with the Tier 3 evaporative emission standards as specified in §86.1813
. (2) You may

use California test fuels to demonstrate compliance with Tier 3 emission standards as follows: (i) For vehicles certified for 50

- state sale, you may instead use C alifornia Phase 3 gasoline (E10) as adopted in California’s LEV III program for exhaust emission testing
. T hrough model year 2019 , we will also use this E10 fuel for any l ow altitude exhaust emission testing with such vehicles. Starting in model year 2020, we may use test fuel meeting either California Phase 3 gasoline (E10) or the gasoline (E10) test fuel specified in this paragraph (a). For cold temperature te sting and for exhaust emission tests at high

- altitude conditions, you may certifyEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 32 of 378 vehicles through model year 2019 based on testing with the gasoline (E0) test fuel specified in §86.113

- 04(a) ; for such vehicles, we may use test fuel meeting either the gaso line (E0) test fuel specified in §86.113

- 04(a) or the gasoline (E10) test fuel specified in this paragraph (a). (ii ) For vehicles that were certified to SULEV exhaust emission standards with a 150,000 mile useful life under California’s LEV II program and that are eligible to use that carryover data for continued certification, you may use that carryover data to demons trate compliance with the exhaust emission standards that apply for Bin 30 vehicles under §86.1811

- 17 for model ye ars 2015 through 2019. The test fuel specifications that applied for the original emission measurements under the LEV II program also apply f or any additional exhaust testing under the Tier 3 program, including confirmatory testing, selective enforcement auditing , and in

use testing. For vehicles certified under this paragraph (a)(2)( ii ), use the E10 test fuel specified in 40 CFR 1065.710 f or cold temperature testing and high

- altitude testing. ( i ii) For vehicles certified for 50

- state sale, you may instead use California test fuel for evaporative emission testing as follows: (A) If you originally

certified vehicles in California in model year 2015 or 2016 to PZEV standards with California Phase 2 gasoline , you may use that data with carryover vehicles to certify to the Tier 3 evaporative emission standards through model year 2019
. W e will use this same fuel to measure diurnal, hot soak, running loss, and SHED rig emissions at low

- altitude conditions for such vehicle s. For refueling, spitback, and high

- altitude testing, yo u may use test fuel meeting either the gasoline (E0) test f uel specified in §86.113
- 04(a) or the gasoline (E10) test fuel specified in this paragraph (a) ; we may use either of the specified fuels for our testing
. For leak testing, yo u must use the gasoline (E10) test fuel specified in this paragraph (a)
. (B) If you certify

vehicles to LEV III standards with California Phase 3 gasoline (E10), you may use that collection of data to certify to the Tier 3 evaporative emission standards. Through model year 20 19 , we will use this same fuel to measure diurnal, hot soak, running loss , SHED rig, and canister bleed emissions (as appropriate) at low

- altitude conditions ; s tarting in model ye ar 202 0 , we may

use either California Phase 3 gasoline (E10) or the gasoline (E10) test fuel specified in this paragraph (a) for our test ing with such vehicles
. For refueling, spitback, high

- altitude, and leak testing, you must use the gasoline ( E10 ) test fuel specified in this paragraph (a) , except that you may

instead use the the gasoline (E0) test fuel specified in §86.113

- 04(a) for model year 2015 and 2016; we will use yo ur selected fuel for our testing. Note that you may no longer certify vehicles to the Tier 3 standards based on California’s rig

- testing procedures after model year 2021, as described in §86.1813

- 17(g). (C) For evaporative emission testing with California test fuels , perform tests based on the test temperatures specified b y the California Air Resources Board. (3) Except as specified in paragraph (a)(2)( i ii ) of this section and in this paragraph (a)(3) , use E1 0 test fuel to demonstrate compliance with the refueling and spitbackEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 33 of 378 emission standards for any vehicles that must be certified to meet the diurnal plus hot soak standards with E10 test fuel under paragraph s (a)(1) and (2) of this section. You may delay using E10 test fuel until model year 2022 for incomplete heav y- duty vehicles not certified to refueling emission standards. ( 4 ) If a vehicle uses E10 test fuel for evaporative emission testing and E0 is the applicable test fuel for exhaust emission testing, exhaust measurement and reporting requirements appl y over the course of the evaporative emission test, but the vehicle need not meet the exhaust emission standards during the evaporative emissio n test run. ( 5 ) For service accumulation , use a commercially available fuel , subject to the additional specification in §86. 1824
- 08(f) for evaporative emissions. (b) through (g) [Reserved]. For guidance see §86. 113

– 94. 115. Section 86.113

- 94 is amended by removing and reserving paragraph s (a) and (d) and revising paragraph s (b)(2), (b)(3), (e) , and (f)(3) to read as follows: **§86.113 -**  **94**

**— Fuel**  **specifications.** * * * * * (b) * * * (2) A diesel fuel designated as “Ty pe 2
- D” grade meeting the following specifications, or substantially

equivalent specifications approved by the Administrator, must be used for exhaust emission testing:

Property Unit Ty pe 2
- D Reference

Procedure 1 (i) Cetane Number

— 40
- 50 ASTM D613 (ii) Cetane Index

— 40
- 50 ASTM D976 (iii) Distillation range: (A) IBP (B) 10 pct. point (C) 50 pct. point (D) 90 pct. point (E) EP °F (°C) 340
- 400 (171.1

- 204.4) 400
- 460 (204.4

- 237.8) 470
- 540 (243.3

- 282.2) 560
- 630 (293.3

- 332.2) 610
- 690 (321.1

- 365.6) ASTM D86
(iv) Gravity °API 32
- 37 ASTM D4052 (v) Total sulfur ppm 7
- 15 ASTM D2622 (vi) Hydrocarbon composition: Aromatics, minimum (Remainder shall be paraffins, naphthenes, and olefins) pct. 27 ASTM D5186 (vii) Flashpoint, min. °F (°C) 130 (54.4) ASTM D93 (viii) Viscosity centistokes 2.0
- 3.2 ASTM D445 1 ASTM procedures are incorporated by reference in §86.1. (3) A diesel fuel designated as “Ty pe 2
- D” grade meeting the following specifications, or substantially

equivalent specifications approved by the Administrator, must be used for service accumulation:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 34 of 378 Property Unit Ty pe 2
- D Reference

Procedure 1 (i) Cetane Number

— 38
- 58 ASTM D613 (ii) Cetane Index, minimum

— 40 ASTM D976 (iii) 90 percent distillation °F 540
- 630 ASTM D86 (iv) Gravity °API 30
- 39 ASTM D4052 (v) Total sulfur Ppm 7
- 15 ASTM D2622 (vi) Flashpoint, minimum °F (°C) 130 (54.4) ASTM D93 (vii) Viscosity centistokes 1.5
- 4.5 ASTM D445 1 ASTM procedures are incorporated by reference in §86.1.
* * * * * (e) Natural gas. (1) A natural gas fuel meeting the following specifications, or substantially

equivalent specifications approved by the Administrator, must be used for exhaust and evaporative testing:

Item Value 1 Methane, CH 4 Minimum, 89.0 mole percent Ethane, C 2 H 6 Maximum, 4.5 mole percent C 3 and higher Maximum, 2.3 mole percent C 6 and higher Maximum, 0.2 mole percent Oxygen Maximum, 0.6 mole percent Inert gases (sum of CO 2 and N 2 ) Maximum, 4.0 mole percent 1 All parameters are based on the reference procedures in ASTM D1945 (incorporated by reference in §86.1). (2) The natural gas at ambient conditions must have a distinctive odor potent enough for its presence to be detected down to a concentration in air of not over one

- fifth of the lower limit of flammability
. ( 3 ) Natural gas representative of commercially available natural gas fuel generall y available through retail outlets shall be used in service accumulation for natural gas

fueled vehicles. ( 4 ) A natural gas fuel meeting different specifications may be used for testing and service accumulation if all the following conditions are met : (i) The alternate test fuel is commerciall y available
. (ii) Information acceptable to the Administrator is provided to show that only the designated fuel will be used in customer service
. (iii) The Administrator must provide advance written approval for the alternate test fuel. ( f) * * * (3) The specification range of the fuel to be used under paragraphs (f)(1) and (2) of this section shall be measured in accordance with ASTM D2163 (incorporated by reference in § 86.1). * * * * * **§ 86.115**  **- 00 [Removed]** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 35 of 378 116. Section 86.115
- 00 is removed. 117. Section 86.115

- 78 is amended by revising the section heading and paragraphs (a) and (b) introductory

text to read as follows: **§86.115 -**  **78 EPA dynamometer driving schedules.** (a) The driving schedules for the Urban Dy namometer Driving Schedule, US06, SC03, and the New York City

Cycles are specified in appendix I of this part. The driving schedules are defined b y a smooth trace drawn through the specified speed vs. time relationships. They

each consist of a distinct non

- repetitive series of idle, acceleration , cruise, and deceleration modes of various time sequences and rates. (b) The driver should attempt to follow the target schedule as closel y as possible (refer to §86.128 for additional cycle driving instructions). The speed tolerance at any given time for these schedules, or for a driver's aid chart approved by the Administrator, are as follows: * * * * * 118. Section 86.117

- 96 is amended by revising the introductory text and paragraphs (c) introductory

text, (c)(1)(vii) , and (c)(1)(ix) to read as follows: **§ 86.117**  **- 96**  **Evaporative emission enclosure calibrations.** The calibration of evaporative emission enclosures consists of three parts: initial and periodic determination of enclosure background emissions (hydrocarbons and methanol); initial determination o f enclosure internal volume; and periodic hydrocarbon and methanol retention check and calibration. Ethanol retention checks may be performed instead of methanol retention checks. Alcohol retentions may be omitted if no alcohol

- fueled vehicles will be te sted in the evaporative enclosure. For evaporative and refueling emission test s with ethanol

- gasoline blends that have less than 25% ethanol by volume, if yo u account for ethanol with a mathematical adjustment as described in §86.1813

- 17(a)(1)(iv) instead of measuring ethanol, the testing specifications and diagnostic requirements in this part 86 that are specific to ethanol

- gasoline blend s do not apply
. Alternate calibration methods may be used if shown to yield equivalent or superior results, and if approved in advance b y the Administrator; specifically, more extreme temperatures may

be used for determining calibration without affecting the validity of test results. * * * * * (c) Hydrocarbon and methanol (organic gas) retention check and calibration. The hydrocarbon and methanol (if the enclosure is used for methanol

- fueled vehicles) retention check provides a check upon the calculated volume and also me asures the leak rate. The enclosure leak rate shall be determined prior to its introduction into service, following an y modifications or repairs to the enclosure that may affect the integrity of the enclosure, and at least monthly thereafter. The methanol retention check must be performed onl y upon initial installation and after major maintenance, consistent with good engineering judgment. If six consecutive monthly retention checks are successfully completed without corrective action, the enclosure leak rate may be determined quarterly thereafter as long as no corrective action is required. (1) * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 36 of 378 (vii) Inject into the enclosure 0.5 to 1.0 grams of pure methanol at a recommended temperature of at least 150 °F (65 °C) and/or 0.5 to 1.0 grams of pure prop ane at lab ambient temperature. The injected quantity may be measured b y volume flow or b y mass measurement. The method used to measure the quantity of methanol and propane must have an accuracy

of ±0.5 percent of the measured value (less accurate methods may be used with the advance approval of the Administrator). * * * (ix) To verify

the enclosure calibration, calculate the mass of propane and the mass of methanol using the measurements taken in paragraphs (c)(1)(vi) and (viii) of this section. See paragraph (d) of this section. This quantity must be within ± 2 percent of that measured in paragraph (c)(1)(vii) of this section for propane and ±5 percent for methanol
. Evaluate long

- term trends using good engineering judgment to minimize measurement bias. Ke ep records to document such evaluations and make them available to EPA upon request. * * * * * **§§86.118 -**  **78, 86.127 -**  **96, and 86.128 -**  **00 [Removed]** 119. Sections 86.118
- 78, 86.127
- 96, and 86.128
- 00 are removed. 120. Section 86.128

- 79 is amended by revising paragraph (d) to read as follows: **§86.128 -**  **79 Transmissions.** * * * * * (d) The vehicle shall be driven with appropriate accelerator pedal movement necessary to achieve the speed versus time relationship prescribed by the driving schedule. Both smoothing of speed variations and excessive accelerator pedal perturbations are to be avoided. * * * * * **§86.129 -**  **80**

**— [Amended]**  121. Section 86.129

- 80 is amended by removing and reserving paragraph (a). **§86.130 -**  **00 [Removed]** 122. Section 86.130
- 00 is removed. 123. Section 86.130

- 96 is amended by adding introductory text , revising paragraph (e) , and adding paragraph (f) to read as follows: **§ 86.130 -**  **96 Test sequence; general requirements.** Paragraphs (a) through (d) of this section are applicable to vehicles tested for the FTP test. Paragraph (e) of this section is applicable to vehicles tested for the SFTP supplemental tests of air conditioning (SC03) and aggressive driving (US06). Paragraph (f) of this section is applicable to all emi ssion testing. * * * * * (e) The supplemental tests for exhaust emissions related to aggressive driving (US06) and air conditioning (SC03) use are conducted as stand

- alone tests as described in §§86.158 through 86.160. These tests may be performed in any

s equence that maintains the appropriate preconditioning requirements as specified in §86.132.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 37 of 378 (f) If tests are invalidated after collection of emission data from previous test segments, the test may

be repeated to collect only those data points needed to co mplete emission measurements. Compliance with emission standards may be determined b y combining emission measurements from different test runs. If any emission measurements are repeated, the new measurements supersede previous values. **§86.131 -**  **00 [Removed]** 124. Section 86.131
- 00 is removed. 125. Section 86.131

- 96 is amended by adding paragraphs (f) and (g) to read as follows: **§ 86.131 -**  **96 Vehicle preparation.** * * * * * (f) For vehicles to be tested for aggressive driving emissions (US06), provide a throttle position sensing signal that is compatible with the test dy namometer. This signal provides the input information that controls dy namometer dy

namic inertia weight adjustments (see §§ 86.108
- 00(b)(2)(ii) and 86.129

- 00(f)(2)). If a manufacturer chooses not to implement dy namic inertia adjustments for a portion or all of their product line, this requirement is not applicable. (g) You may

disable any

AECDs that have been approved solel y for emergency vehicle applications under paragraph (4) of the definition of defeat device in §86.1803. The emission standards do not apply when any

of these AECDs are active. **§86.132 -**  **96**

**— [Amended]**  126. Section 86.132

- 96 is amended by removing and reserving paragraph (k). 127. Section 86.134

- 96 is amended by revising paragraph s (g)(1)(vi) , (g)(1)(xvi) , and (g)( 2 )(vi) , and adding paragraph (g)(4) to read as follows: **§ 86.134 -**  **96 Running loss test.** * * * * * (g) * * * (1) * * * (vi) Set vehicle air conditioning controls as described in 40 CFR 1066.83 5
. * * * * * (xvi) Fuel tank pressure mu st not exceed 10 inches of water during the running loss test, except that temporary

exceedances are allowed for vehicles whose tank pressure remained below 10 inches of water during the entire outdoor driving period specified in § 86.129. These temporary pressure exceedances may not occur for more than 10 percent of the total driving time. * * * * * (2) * * * (vi) Set vehicle air conditioning controls as described in 40 CFR 1066.83 5
. * * * * * (4) High

- altitude testing . For testing under high

- altitude conditions, decrease the target ambient and fuel temperatures by 5°F. For example, the fuel temperature profile should be adjusted downward based on a nominal starting temperature of 90°F, and the nominal temperature in the enclosure should be 90°F.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 38 of 378 * * * * * **§86.135 -**  **00 [Removed]** 128. Section 86.135
- 00 is removed. 129. Section 86.135

- 90 is amended by revising paragraphs (a) and (d) to read as follows: **§86.135 -**  **90 Dynamometer procedure.** (a) The dyn amometer run consists of two tests

— a “cold” start test, after a minimum 12

- hour and a maximum 36

- hour soak according to the provisions of §§86.132 and 86.133, and a “hot” start test following the “cold” start by 10 minutes. Engine startup (with all accessories turned off), operation over the UDDS and engine shutdown make a complete cold

- start test. Engine startup and operation over the first 505 seconds of the driving schedule complete the hot start test. The exhaust emissions are diluted with ambient air in the dilution tunnel as shown in Figure B94

- 5 and Figure B94

- 6. A dilution tunnel is not required for testing vehicles waived from the requirement to measure particulate matter. Six particulate samples are collected on filters for weighing; the first sample plus backup is collected during the first 505 seconds of the cold

- start test; the second sample plus backup is collected during the remainder of the cold

- start test (including shutdown); the third sample plus backup is collected during the hot start test. Continuous or batch proportional samples of gaseous emissions are collected for anal ys is during each test phase. Use the following measurement procedures for each type of engine: (1) For gasoline

- fueled, natural gas

- fueled and liquefied petroleum gas

- fueled Otto

- cycle vehicles, the composite samples collected in ba gs are anal yz ed for THC, CO, CO 2 , CH 4 , and NOx. (2) For petroleum

- fueled diesel

- cycle vehicles (optional for natural gas

- fueled, liquefied petroleum gas

- fueled and methanol

- fueled diesel

- cycle vehicles), THC is sampled and anal yz ed continuously

according to the provisions of §86.110. Parallel samples of the dilution air are similarly

anal yz ed for THC, CO, CO 2 , CH 4 , and NOx. (3) For natural gas

- fueled, liquefied petroleum gas

- fueled and methanol

- fueled vehicles, bag samples are collected and anal yz ed for T HC (if not sampled continuously), CO, CO 2 , CH 4 , and NOx. (4) For methanol

- fueled vehicles, methanol and formaldehyde samples are taken for both exhaust emissions and dilution air (a single dilution air formaldehyd e sample, covering the total test period m ay

be collected). Parallel bag samples of dilution air are anal yz ed for THC, CO, CO 2 , CH 4 , and NOx. * * * * * (d) Practice runs over the prescribed driving schedule may be performed at test point, provided an emission sample is not taken, for the purpose of finding the appropriate throttle action to maintain the proper speed

- time relationship, or to permit sampling sy stem adjustment. Both smoothing of speed variations and excessive accelerator pedal perturbations are to be avoided. When using two

- roll dy namometers a truer speed

- time trace may be obtained by minimizing the rocking of the vehicle in the rolls; the rocking of the vehicle changes the tire rolling radius on each roll. This rocking may be minimized by restraining the vehicle horizontally (or nearly

so) by using a cable and winch. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 39 of 378 **§ 86.135**  **- 94 and**  **86.137 -**  **90 [Removed]** 130. Sections 86.135

- 94 and 86.137
- 90 are removed. 131. Section 86.137

- 94 is amended by revising paragraphs (b)(16) through (b)(24) to read as follows: **§ 86.137 -**  **94 Dynamometer test run, gaseous and particulate emissions.**  * * * * * (b) * * * (16) Immediatel y after the end of the sample period, turn off the cooling fan and close the engine compartment cover. (17) Turn off the CVS or disconnect the exhaust tube from the tailpipe(s) of the vehicle. (18) Repeat the steps in paragraphs (b)(2) through (b)(12) of this section for the hot start test, except only

two evacuated sample bags, two methanol sample impingers, two formaldeh yde sample impingers, and one pair of particulate sample filters, as appropriate, are required. The step in paragraph (b)(9) of this section shall begin between 9 and 11 minutes after the end of the sample period for the cold

- start test. (19) At the end of the deceleration scheduled to occur at 505 seconds, simultane ously turn off gas flow measuring device No. 1 (and the petroleum

- fueled diesel hydrocarbon integrator No. 1; mark the petroleum

- fueled diesel hydrocarbon recorder chart and turn off the No. 1 particulate sample pump, if applicable) and position the sample selector valve to the “standb y” position. (Engine shutdown is not part of the hot start test sample period.) Record the measured roll or shaft revolutions (and the No. 1 gas meter reading or flow measurement instrument). Carefull y remove the third pair of particulate sample filters from the holder and place in a clean petri dish and cover, if applicable. (20) As soon as possible, transfer the hot start “transient” exhaust and dilution air samples to the anal yt ical sy stem and process the samples according to § 86.140, obtaining a stabilized reading of the exhaust bag sample on all anal yz ers within 20 minutes of the end of the sample collection phase of the test. Obtain methanol and formaldeh yde sample analyses, if applicable, within 24 hours of the end of the sample period. If it is not possible to perform anal ys is on the methanol and formaldehyde samples within 24 hours, the samples should be stored in a dark, cold (4

- 10 °C) environment until analy sis. Analyze the samples within fourteen day s. (21) As soon as possible, and in no case longer than one hour after the end of the hot start phase of the test, transfer the six particulate filters to the weighing chamber for post

- test conditioning, if applicable. (22) Disconnect the exhaust tube from the vehicle tai lpipe(s) and drive the vehicle from dy namometer. (23) The CVS or CFV may be turned off, if desired. (24) Vehicles to be tested for evaporative emissions proceed according to §86.134; vehicles to be tested with the supplemental two

- diurnal test sequence for evaporative emissions proceed according to §86.138

- 96(k). For all others, this completes the test sequence. **§ 86.137**  **- 96 [Removed]**  132. Section 86.137
- 96 is removed.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 40 of 378 133. Section 86.142

- 90 is amended by revising paragraph (d) to read as follows: **§ 86.142 -**  **90 Recor ds required.**  * * * * * (d) Test results. Also include a comparison of drive cycle energy and target cycle energy relative to both inertia and road load forces as specified in 40 CFR 1066. 425 for each drive cycle or test phase, as appropriate. * * * * * 134. Section 86.143

- 96 is amended by revising paragraph (c) to read as follows: **§ 86.143 -**  **96 Calculations; evaporative emissions.** * * * * * (c) If the test fuel contains at least 25 % oxygenated compounds by volume, measure the concentration of ox ygenated comp ounds directl y using a photoacoustic analyzer specified in 40 CFR 1065.269 or using impingers as described in 40 CFR 1065.805(f) . C alculate total hydrocarbon equivalent emissions with the following equation, using density values specified in 40 CFR 1066.10 05(f):



#   OHCi THCE THC THC OHCi[THC-FID] 1 OHCi 1 N
i m m m RF

 

     



## 
Where: m THCE = the sum of the mass of THCE in the SHED. m THC = the mass of THC and all ox ygenated h ydrocarbons in the SHED, as measured b y the FID. Calculate THC mass based on ρ THC . ρ THC = the effective C 1 - equivalent density of THC as specified in 40 CFR 1066.1005(f). m OHCi = the mass of ox ygenated species i in the SHED. ρ OHC i = the C 1 - equivalent density of ox ygenated species i
. RF OHCi[THC

- FID] = the response factor of a THC

- FID to oxygenated species i relative to propane on a C 1 - equivalent basis as determined in 40 CFR 1065.845.
* * * * * 135. Section 86.1 53
- 9 8 is amended by adding paragraph (b ) (3) to read as follows: **§86.153 -**  **98 Vehicle and canister preconditioning; refueling test.** * * * * * (b) * * * (3) Manufacturers may

use the procedures described in this paragraph (b) to demonstrate compliance with the seal test for vehicles with fuel tanks exceeding 35 gallons nominal fuel tank capacity , and for any incomplete vehicles
. * * * * * **§§86.162 -**  **00 and 86.167**  **- 17 [Removed]**  136. Sections 86.162
- 00 and 86.167
- 17 are removed. 137. Subpart C is revised to consist of §§ 86.201 and 86.213 to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 41 of 378 **Subpart C**

**— Emission Regulations for 1994 and Later Model Year Gasoline**  **- Fueled**  **New Light -**  **Duty Vehicles, New Light -**  **Duty Trucks and New Medium -**  **Duty Passenger Vehicles; Cold Temperature Test Procedures**  Sec. 86.201 General applicability
. 86.213 Fuel specifications. **Subpart C**

**— Emission Regulations for 1994 and Later Model Year Gasoline**  **- Fueled**  **New Light -**  **Duty Vehicles, New Light**  **- Duty Trucks and New Medium**  **- Duty**  **Passenger Vehicles; Cold Temperature Test Procedures § 86.201 General applicability.**  (a) Vehicles are subject to cold temperature testing requirements as described in subpart S of this part and 40 CFR part 600. Perform testing to measure CO and NMHC emissions and determine fuel econom y as described in 40 CFR part 1066; see especiall y 40 CFR 1066.710. (b) Perform intermediate temperature testing as follows: (1) For testing during ambient temperatures of less than 50 °F (10 °C ) , p erform testing as described in 40 CFR part 1066 , subpart H. (2) For testing at temperatures of 50 °F (10 °C) or h igher, perform FTP testing as described in 40 CFR part 1066. (c) Through model year 2021, m anufacturers may certify vehicles based on data collected according to previously

published cold temperature and intermediate temperature testing procedures. In addition, we may approve the use of previousl y published cold temperature and intermediate temperature testing procedures for later model years as an alternative procedure under 40 CFR 1066.10(c). ( d) Section 86.213 describes special provi sions related to test fuel specifications. **§86.213 Fuel specifications.** (a) Gasoline . Use a gasoline test fuel with ethanol (low

- level blend onl y) or without ethanol as follows: (1) You must certify

using service accumulation fuel and E10 test fuel as specified in §86.113 for an y vehicles required to use a low

- level ethanol

- gasoline blend test fuel for measuring exhaust emissions. You may use this test fuel any

time earlier than we specify
. (2) You may

use the test fuel specified in thi s paragraph (a)(2) for vehicles that are not yet subject to exhaust testing with an ethanol

- blend test fuel under §86.113. Manufacturers may

certify based on this fuel using carryover data until testing with the ethanol

- blend test fuel is required. The f ollowing specifications appl y for gasoline test fuel without ethanol:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 42 of 378 Table 1 of §86.213

– Cold temperature test fuel specifications for gasoline without ethanol Item Regular Premium Reference Procedure 1 (RON+MON)/2 2 87.8±0.3 92.3±0.5 ASTM D2699 ASTM D2700 Sensitivity 3 7.5 7.5 Distillation Range (°F): Evaporated initial boiling point 10% evaporated 50% evaporated 90% evaporated Evaporated final boiling point 76

– 96 98
- 118 179
- 214 316
- 346 413 Maximum 76

– 96

105
- 125 195
- 225 316
- 346 413 Maximum ASTM D86
Hydrocarbon composition (vol %): Olefins Aromatics Saturates 12.5±0.5 26.4±4.0 Remainder 10.5±0.5

32.0±4.0 Remainder ASTM D1319 Lead, g/gallon 0.01, Maximum 0.01,

Maximum ASTM D3237 Phosphorous, g/gallon 0.005 Maximum 0.005

Maximum ASTM D3231 Total sulfur, wt. % 3 0.0015

– 0.008 0.0015

– 0.008 ASTM D 2622 RVP, psi 11.5±0.3 11.5±0.3 ASTM D 5191 1 ASTM procedures are incorporated by reference in §86.1. 2 Octane specifications are optional for manufacturer testing. The premium fuel specifications apply for vehicles designed to use high

- octane premium fuel. 3 Sulfur concentration will not exceed 0.0045 weight percent for EPA testing. (3) Manufacturers may

use the E0 gasoline test fuel specified in §86.113 for certificati on instead of the fuel specified in paragraph (a)(2) of this section, as long as the change in test fuel does not cause cold temperature NMHC, CO, or CO 2 emissions to decrease; manufacturers must keep records documenting these emission effects and make the m available to EPA upon request. (4) We may

approve alternate fuel specifications that are substantiall y equivalent to those in paragraph (a)(2) of this section for a manufacturer’s testing. (b) Diesel fuel . Diesel fuel for testing under this subpart must meet the specifications for low

- temperature test fuel in 40 CFR 1065.703. **Subpart D**

**— [Removed**  **and reserved ]**  138. Subpart D , consisting of §§ 86.301

- 79 through 86.348

- 79, is removed and resereved
. **Subpart F**

**— [Amended]**  **§ 86.505**  **- 78** 

**– [Removed]**  139. Remove § 86.505
- 78. 140. Section 86.513

- 94 is redesignated as §86.513, and the newl y redesignated §86.513 is amended b y revising paragraph s (a ) and (d) to read as follows: **§ 86.513**  **Fuel and engine lubricant specifications.**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 43 of 378 (a) Gasoline. (1) Gasoline meeting the following specifications, or substantially equivalent specifications approved b y the Admin istrator, must be used for exhaust and evaporative testing: Table 1 of § 86.513

—Gasoline Test Fuel Specifications

Item Value Procedure 1 Distillation Range: 1. Initial boiling point, °C 2. 10% point, °C 3. 50% point, °C 4. 90% point, °C 5. End point, °C 23.9

— 35.0 2 48.9

— 57.2 93.3

— 110.0 148.9

— 162.8 212.8 ma ximum ASTM D 86 Hydrocarbon composition: 1. Olefins, volume % 2. Aromatics, volume % 3. Saturates 10 maximum 35 maximum Remainder ASTM D 1319 Lead (organic), g/liter 0.013 maximum ASTM D 3237 Phosphorous, g/liter 0.0013 maximum ASTM D 3231 Sulfur, weight % 0.008 maximum ASTM D 2622 Dry Vapor Pressure Equivalent (

DVPE ) , kPa 55.2 to 63.4 3 ASTM D 5191 1 ASTM procedures are incorporated by reference in §86.1. 2 For testing at altitudes above 1,219 m, the specified initial boiling point range is (23.9 to 40.6) °C. 3 For testing at altitudes above 1,219 m, the specified volatility range is 52 to 55 kPa. Calculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the following equation: DVPE (kPa) = 0.956 ∙

p T - 2.39 (or DVPE (psi) = 0.956 ∙ p T – 0.347 )
. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. (2) The following sp ecifications apply for fuels used during service accumulation for certification: (i) Unleaded gasoline and engine lubricants representative of commercial fuels and engine lubricants which will be generall y available through retail outlets shall be used in service accumulation. (ii) The octane rating of the gasoline used shall be no higher than 4.0 Research octane numbers above the minimum recommended b y the manufacturer. (iii) The Reid Vapor Pressure of the gasoline used shall be characteristic of commercial gasoline fuel during the season in which the service accumulation takes place. * * * * * (d) Natural gas fuel. (1) Natural gas meeting the following specifications, or subs tantially equivalent specifications approved b y the Administrator, must be used for exhaust and evaporative testing:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 44 of 378 Table 2 of § 86.513

—

Natural Gas Test Fuel Specifications Item Value 1 Methane, CH 4 Minimum, 89.0 mole percent Ethane, C 2 H 6 Maximum, 4.5 mole percent C 3 and higher Maximum, 2.3 mole percent C 6 and higher Maximum, 0.2 mole percent Oxygen Maximum, 0.6 mole percent Inert gases (sum of CO 2 and N 2 ) Maximum, 4.0 mole percent 1 All parameters are based on the reference procedures in ASTM D1945 (incorporated by reference in §86.1). (2) The natural gas at ambient conditions must have a distinctive odor potent enough for its presence to be detected down to a concentration in air of not over one

- fifth of the lower limit of flammability
. ( 3 ) Natural gas fuel and engine lubricants representative of commercial fuels and engine lubricants generally

available through retail outlets shall be used in service accumulation. ( 4 ) A natural gas fuel meeting different specifications may be used for testing and service accumulation if all the following conditions are met : (i) The alternate test fuel is commerciall y available
. (ii) Information, acceptable to the Administrator, is provided to show that only the designated fuel will be used in customer service
. (iii) The Administrator must provide advance written approval for the alternate test fuel. * * * * * 141. Section 86.515

- 78 i s amended by revising paragraphs (a) and (d) to read as follows: **§ 86.515 -**  **78 EPA urban dynamometer driving schedule.** (a) The dyn amometer driving schedules are listed in appendix I . The driving schedules are defined b y a smooth trace drawn through the sp ecified speed vs. time relationships. They consist of a nonrepetitive series of idle, acceleration, cruise, and deceleration modes of various time sequences and rates. Appropriate driving schedules are as follows: (1) Class I

—

Appendix I(b). (2) Class II

—

Ap pendix I(a)(2). (3) Class III

—

Appendix I(a)(2). * * * * * (d) For motorcycles with an engine displacement less than 50 cc and a top speed less than 58.7 km/hr (36.5 mph), the speed indicated for each second of operation on the applicable Class Idriving trace (speed versus time sequence) specified in appendix I (b) shall be adjusted downward b y the ratio of actual top speed to specified maximum test speed. Calculate the ratio with three significant figures by dividing the top speed of the motorcycle in km/hr by

58.7. For example, for a motorcycle with a top speed of 48.3 km/hr (30 mph), the ratio would be 48.3/58.7 = 0.823. The top speed to be used under this section shall be indicated in the manufacturer's application for certification, and shall be the high est sustainable speed of the motorcycle with an 80 kg rider on a flat paved surface. If the motorcycle is equipped with a permanent speed governor that is unlikely to be removed in actual use, measure the top speed in the governed configuration; otherwise measure the top speed in the ungoverned configuration.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 45 of 378 **Subpart G**

**— [Amended]**  142. Section 86.608

- 98 is amended by revising paragraph (a) to read as follows: **§ 86.608 -**  **98 Test procedures.** (a) The prescribed test procedures are the Federal Test Procedure, as described in subpart B of this part, and the cold temperature CO test procedure as described in subpart C of this part. For purposes of Selective Enforcement Audit testing, the manufacturer shall not be required to perform any of the test procedures in subpart B of this part relating to evaporative emission testing, other than refueling emissions testing, except as specified in paragraph (a)(2) of this section. (1) The Administrator may omit any of the testing procedures described in paragraph (a) of this section. Further, the Administrator may , on the basis of a written application by

a manufacturer, approve optional test procedures other than those in subparts B and C of this part for any motor vehicle which is not susceptible to satisfactory

testing usin g the procedures in subparts B and C of this part. (2) The following exceptions to the test procedures in subpart B of this part are applicable to Selective Enforcement Audit testing: (i) For mileage accumulation, the manufacturer may use test fuel meeting the specifications for mileage and service accumulation fuels of §86.113. Otherwise, the manufacturer may

use fuels other than those specified in this section only with the advance approval of the Administrator. (ii) The manufacturer may measure the tempe rature of the test fuel at other than the approximate mid

- volume of the fuel tank, as specified in §86.131

– 96(a) with only a single temperature sensor, and may drain the test fuel from other than the lowest point of the tank, as specified in §§86.131

– 96(b) and 86.152

– 98(a), provided an equivalent method is used. Equivalency documentation shall be maintained by

the manufacturers and shall be made available to the Administrator upon request. Additionally, for any test vehicle that has remained under laboratory ambient temperature conditions for at least 6 hours prior to testing, the vehicle soak described in §86.132

– 96(c) may be eliminated upon approval of the Administrator. In such cases, the vehicle shall be operated through the preconditioning drive describ ed in §86.132

– 96(c) immediately following the fuel drain and fill procedure described in §86.132

– 96(b). (iii) The manufacturer may perform additional preconditioning on Selective Enforcement Audit test vehicles other than the preconditioning specified in § 86.132 only

if the additional preconditioning was performed on certification test vehicles of the same configuration. (iv) [Reserved] (v) The manufacturer may substitute slave tires for the drive wheel tires on the vehicle as specified in §86.135

– 90(e): Provided, that the slave tires are the same size. (vi) [Reserved] (vii) In performing exhaust sample anal ys is under §86.140

– 94. (A) When testing diesel vehicles, or methanol

- fueled Otto

- cycle vehicles, the manufacturer shall allow a minimum of 20 minutes warm - up for the HC anal yz er, and for diesel vehicles, a minimum of two hours warm

- up for the CO, CO2. and NOx analyzers. (Power is normally left on infrared andEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 46 of 378 chemiluminescent anal yz ers. When not in use, the chopper motors of the infrared anal yz ers are turned off and the phototube high voltage supply to the chemiluminescent anal yz ers is placed in the standby position.) (B) The manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags. (viii) The manufacturer need n ot compl y with §86.142 or §86.155, since the records required therein are provided under other provisions of this subpart G. (ix) I f a manufacturer elects to perform the background determination procedure described in paragraph (a)(2)(xi) of this section i n addition to performing the refueling emissions test procedure, the elapsed time between the initial and final FID readings shall be recorded, rounded to the nearest second rather than minute as described in §86.154

– 98(e)(8). In addition, the vehicle soak described in §86.153

– 98(e) shall be conducted with the windows and luggage compartment of the vehicle open. (x) The Administrator may elect to perform a seal test, described in §86.153

– 98(b), of both integrated and non

- integrated sy stems instead of the fu ll refueling test. When testing non

- integrated s ys tems, a manufacturer may conduct the canister purge described in §86.153

– 98(b)(1) directly following the preconditioning drive described in §86.132

– 96(e) or directl y following the exhaust emissions test des cribed in §86.137

– 96. (xi) In addition to the refueling test, a manufacturer may elect to perform the following background emissions determination immediately prior to the refueling measurement procedure described in §86.154, provided EPA is notified of th is decision prior to the start of testing in an SEA. (A) The SHED shall be purged for several minutes immediately prior to the background determination. Warning: If at any time the concentration of hydrocarbons, of methanol, or of methanol and hydrocarbons exceeds 15,000 ppm C, the enclosure should be immediately purged. This concentration provides a 4:1 safety

factor against the lean flammability limit. (B) The FID (or HFID) hydrocarbon anal yz er shall be zeroed and spanned immediately

prior to the background determination. If not already on, the enclosure mixing fan and the spilled fuel mixing blower shall be turned on at this time. (C) Place the vehicle in the SHED. The ambient temperature level encountered b y the test vehicle during the entire background emissions determination shall be 80 °F ±3 °F. The windows and luggage compartment of the vehicle must be open and the gas cap must be secured. (D) Seal the SHED. Immediatel y anal yz e the ambient concentration of hydrocarbons in the SHED and record. This is the initial background hydrocarbon concentration. (E) Soak the vehicle for ten minutes ±1 minute. (F) The FID (or HFID) hydrocarbon anal yz er shall be zeroed and spanned immediately

prior to the end of the background determination. (G) Anal yz e the ambient c oncentration of h ydrocarbons in the SHED and record. This is the final background h ydrocarbon concentration.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 47 of 378 (H) The total h ydrocarbon mass emitted during the background determination is calculated according to §86.156. To obtain a per

- minute background em ission rate, divide the total hydrocarbon mass calculated in this paragraph by the duration of the soak, rounded to the nearest second, described in paragraph (a)(2)(xi)(G) of this section. (I) The background emission rate is multiplied by the duration of the refueling measurement obtained in paragraph (a)(2)(ix) of this section. This number is then subtracted from the total grams of emissions calculated for the refueling test according to §86.156

– 98(a) to obtain the adjusted value for total refueling emiss ions. The final results for comparison with the refueling emission standard shall be computed by dividing the adjusted value for total refueling mass emissions by

the total gallons of fuel dispensed in the refueling test as described in §86.156

– 98(b). (xii ) In addition to the requirements of subpart B of this part, the manufacturer shall prepare gasoline

- fueled and methanol

- fueled vehicles as follows prior to emission testing: (A) The manufacturer shall inspect the fuel s ys tem to ensure the absence of any l eaks of liquid or vapor to the atmosphere b y applying a pressure of 14.5±0.5 inches of water (3.6±0.1 kPa) to the fuel sy stem, allowing the pressure to stabilize, and isolating the fuel s ys tem from the pressure source. Following isolation of the fuel s ys te m, pressure must not drop more than 2.0 inches of water (0.5 kPa) in five minutes. If required, the manufacturer shall perform corrective action in accordance with paragraph (d) of this section and report this action in accordance with §86.609

– 98(d). (B) When performing this pressure check, the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control sy stems. (C) The manufacturer may not modify the test vehicle's evaporative or refueling emission control sy ste ms by component addition, deletion, or substitution, except to comply with paragraph (a)(2)(ii) of this section if approved in advance b y the Administrator. (3) The following exceptions to the test procedures in subpart C of this part are applicable to Selective Enforcement Audit testing: (i) The manufacturer may measure the temperature of the test fuel at other than the approximate mid

- volume of the fuel tank, as specified in §86. 107

- 96(e), and may drain the test fuel from other than the lowest point o f the fuel tank, provided an equivalent method is used. Equivalency documentation shall be maintained by the manufacturer and shall be made available to the Administrator upon request. (ii) In performing exhaust sample anal ys is under §86.140, the manufacturer shall exercise care to prevent moisture from condensing in the sample collection bags. (iii) The manufacturer need not comply with §86.142 since the records required therein are provided under other provisions of this subpart G. (iv) In addition to the requirements of subpart C of this part, the manufacturer shall prepare gasoline

- fueled vehicles as follows prior to exhaust emission testing: (A) The manufacturer shall inspect the fuel s ys tem to ensure the absence of any leaks of liquid or vapor to the atmosphere b y applying a pressure ofEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 48 of 378 14.5±0.5 inches of water (3.6±0.1 kPa) to the fuel sy stem allowing the pressure to stabilize and isolating the fuel sy stem from the pressure source. Following isolation of the fuel s ys tem, pressure must not drop more than 2.0 inches of water (0.5 kPa) in five minutes. If required, the manufacturer shall perform corrective action in accordance with paragraph (d) of this section and report this action in accordance with §86.609

– 98(d). (B) When performing this pressure check , the manufacturer shall exercise care to neither purge nor load the evaporative or refueling emission control s ys tem. (C) The manufacturer shall not modify the test vehicle's evaporative or refueling emission control sy stem by component addition, deletion , or substitution, except if approved in advance b y the Administrator, to comply with paragraph (a)(3)(i) of this section. * * * * * 143. Section 86.609

- 98 is amended by revising paragraphs (a), (b), and (c) to read as follows: **§ 86.609 -**  **98 Calculation and reporting of test results.**  (a) Initial test results are calculated following the test procedures specified in §86.608

– 98(a). Round the initial test results to the number of decimal places contained in the applicable emission standard expressed to one addit ional significant figure. (b) Final test results for each test vehicle are calculated by summing the initial test results derived in paragraph (a) of this section for each test vehicle, dividing b y the number of times that specific test has been conducted on the vehicle, and rounding to the same number of decimal places contained in the applicable standard expressed to one additional significant figure. (c) Final deteriorated test results

— (1) For each test vehicle . The final deteriorated test results for each light

- duty vehicle tested for exhaust emissions and/or refueling emissions according to subpart B, subpart C, or subpart R of this part are calculated by first multiplying or adding, as appropriate, the final test results by or to the appropriate det erioration factor derived from the certification process for the engine or evaporative/refueling family and model year to which the selected configuration belongs, and then b y multiplying by the appropriate reactivity adjustment factor, if applicable, and rounding to the same number of decimal places contained in the applicable emission standard. For the purpose of this paragraph (c), if a multiplicative deterioration factor as computed during the certification process is less than one, that deterioration f actor is one. If an additive deterioration factor as computed during the certification process is less than zero, that deterioration factor will be zero. (2) Exceptions . There are no deterioration factors for light

- duty vehicle emissions obtained during sp itback testing in accordance with §86.146. Accordingl y, for the fuel dispensing spitback test, the term “final deteriorated test results” means the final test results derived in paragraph (b) of this section for each test vehicle, rounded to the same numbe r of decimal places contained in the applicable emission standard. * * * * * **§86.610 -**  **98**

**— [Amended]**  144. Section 86.610

- 98 is amended by removing and reserving paragraph (c)(2).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 49 of 378 145. Section 86.612

- 97 is revised to read as follows: **§ 86.612**  **- 97**  **Suspension and revocation of certificates of conformity.**  (a) The certificate of conformity is immediatel y suspended with respect to any vehicle failing pursuant to §86.610

- 98 (b) effective from the time that testing of that vehicle is completed. (b) The Administrator may suspend the certificate of conformity for a configuration that does not pass a selective enforcement audit pursuant to §86.610

– 98(c) based on the first test, or all tests, conducted on each vehicle. This suspension will not occur before ten day s after fai lure to pass the audit. (c) If the results of vehicle testing pursuant to the requirements of this subpart indicates the vehicles of a particular configuration produced at more than one plant do not conform to the regulations with respect to which the certificate of conformity was issued, the Administrator may

suspend the certificate of conformity with respect to that configuration for vehicles manufactured b y the manufacturer in other plants of the manufacturer. (d) The Administrator will notify the manufacturer in writing of any suspension or revocation of a certificate of conformity in whole or in part: Except, that the certificate of conformity

is immediately

suspended with respect to any vehicle failing pursuant to §86.610
- 98(b) and as provided fo r in paragraph (a) of this section. (e) The Administrator may revoke a certificate of conformity for a configuration when the certificate has been suspended pursuant to paragraph (b) or (c) of this section if the proposed remedy for the nonconformity, as reported by the manufacturer to the Administrator, is one requiring a design change(s) to the engine and/or emission control sy stem as described in the Application for Certification of the affected configuration. (f) Once a certificate has been suspended fo r a failed vehicle as provided for in paragraph (a) of this section, the manufacturer must take the following actions: (1) Before the certificate is reinstated for that failed vehicle

— (i) Remedy the nonconformity ; and (ii) Demonstrate that the vehicle's f inal deteriorated test results conform to the applicable emission standards or family particulate emission limits, as defined in this part 86 by

retesting the vehicle in accordance with the requirements of this subpart. (2) Submit a written report to the A dministrator within thirty day s after successful completion of testing on the failed vehicle, which contains a description of the remedy and test results for the vehicle in addition to other information that may be required b y this subpart. (g) Once a cert ificate has been suspended pursuant to paragraph (b) or (c) of this section, the manufacturer must take the following actions before the Administrator will consider reinstating such certificate: (1) Submit a written report to the Administrator which identi fies the reason for the noncompliance of the vehicles, describes the proposed remedy, including a description of an y proposed quality control and/or quality assurance measures to be taken b y the manufacturer to prevent the future occurrence of the problem, and states the date on which the remedies will be implemented.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 50 of 378 (2) Demonstrate that the engine famil y or configuration for which the certificate of conformity

has been suspended does in fact comply with the requirements of this subpart by

testing vehicles selected from normal production runs of that engine family or configuration at the plant(s) or the facilities specified by the Administrator, in accordance with: the conditions specified in the initial test order pursuant to §86.603 for a configuration su spended pursuant to paragraph (b) or (c) of this section. (3) If the Administrator has not revoked the certificate pursuant to paragraph (e) of this section and if the manufacturer elects to continue testing individual vehicles after suspension of a cert ificate, the certificate is reinstated for any vehicle actually determined to have its final deteriorated test results in conformance with the applicable standards through testing in accordance with the applicable test procedures. (h) Once a certificate fo r a failed engine famil y or configuration has been revoked under paragraph (e) of this section and the manufacturer desires to introduce into commerce a modified version of that engine famil y or configuration, the following actions will be taken before the Administrator may issue a certificate for the new engine family or configuration: (1) If the Administrator determines that the proposed change(s) in vehicle design may have an effect on emission performance deterioration and/or fuel economy, he/she shall notify

the manufacturer within five working day s after receipt of the report in paragraph (g)(1) of this section whether subsequent testing under this subpart will be sufficient to evaluate the proposed change(s) or whether additional testing will be requi red. (2) After implementing the change(s) intended to remedy the nonconformity, the manufacturer shall demonstrate, if the certificate was revoked pursuant to paragraph (e) of this section, that the modified vehicle configuration does in fact conform with the requirements of this subpart by testing vehicles selected from normal production runs of that modified vehicle configuration in accordance with the conditions specified in the initial test order pursuant to §86.603. The Administrator shall consider thi s testing to satisfy the testing requirements of §86.079

– 32 or §86.079

– 33 if the Administrator had so notified the manufacturer. If the subsequent testing results in a pass decision pursuant to the criteria in §86.610

– 98(c), the Administrator shall reissue or amend the certificate, if necessary , to include that configuration: Provided, that the manufacturer has satisfied the testing requirements specified in paragraph (h)(1) of this section. If the subsequent audit results in a fail decision pursuant to the criteria in §86.610

- 98(c), the revocation remains in effect. Any design change approvals under this subpart are limited to the modification of the configuration specified b y the test order. (i) A manufacturer may

at any time subsequent to an initial suspe nsion of a certificate of conformity

with respect to a test vehicle pursuant to paragraph (a) of this section, but not later than fifteen (15) days or such other period as may be allowed by

the Administrator after notification of the Administrator's decisi on to suspend or revoke a certificate of conformity

in whole or in part pursuant to paragraph (b), (c) or (e) of this section, request that the Administrator grant such manufacturer a hearing as to whether the tests have been properl y conducted or an y samp ling methods have been properly applied.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 51 of 378 (j) After the Administrator suspends or revokes a certificate of conformity pursuant to this section or notifies a manufacturer of his intent to suspend, revoke or void a certificate of conformity under §86.007
- 30(e) or §86.1850, and prior to the commencement of a hearing under §86.614, if the manufacturer demonstrates to the Administrator's satisfaction that the decision to suspend, revoke or void the certificate was based on erroneous information, the A dministrator shall reinstate the certificate. (k) To permit a manufacturer to avoid storing non

- test vehicles when conducting testing of an engine family

or configuration subsequent to suspension or revocation of the certificate of conformity

for that engi ne family

or configuration pursuant to paragraph (b), (c), or (e) of this section, the manufacturer may request that the Administrator conditionally

reinstate the certificate for that engine family or configuration. The Administrator may

reinstate the cert ificate subject to the condition that the manufacturer consents to recall all vehicles of that engine family or configuration produced from the time the certificate is conditionally reinstated if the engine family or configuration fails the subsequent test ing and to remedy an y nonconformity

at no expense to the owner. **Subpart H**

**— [Removed**  **and reserved ]**  146. Subpart H, consisting of §§ 86.701

- 94 through 86.709

- 99, is removed and reserved
. **Subpart L** 

**— [Amended]**  147. Section 86. 1102
- 87 is amended b y adding a definition of “Round” to paragraph (b) in alphabetical order to read as follows: **§ 86.1102**  **- 87**  **Definitions.** * * * * * Round has the meaning given in 40 CFR 1065.1001
. * * * * * 148. Section 86. 1105
- 87 is amended b y revising paragraph (e) to read as follows: **§ 86.1105**  **- 87**  **Emission standards for which nonconformance penalties are available.**  * * * * * (e) The values of COC 50 , COC 90 , and MC 50 in paragraphs (a) and (b) of this section are expressed in December 1984 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraphs (c) and (d) of this section are expressed in December 1989 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraph (f) of this section are expressed in December 1991 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraphs (g) an d (h) of this section are expressed in December 1994 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraph (i) of this section are expressed in December 2001 dollars. The values of COC 50 , COC 90 , and MC 50 in paragraph (j) of this section are expres sed in December 2011 dollars. These values shall be adjusted for inflation to dollars as of January of the calendar year preceding the model year in which the NCP is first available by using the change in the overall Consumer Price Index, and rounded to th e nearest whole dollar
. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 52 of 378 **Subpart M**

**— [Removed**  **and reserved ]**  149. Subpart M , consisting of §§ 86.1201

- 90 through 86.1246

- 96, is removed and reserved
. **Subpart N --**  **Exhaust Test Procedures for Heavy -**  **duty Engines** 150. The heading of subpart N is revised to read as set forth above. 151. Section 86.1305
- 2010 is redesignated as § 86.1305 , and n ewl y redesignated § 86.1305 is revised to read as follows: **§ 86.1305 Introduction; structure of subpart.** (a) This subpart specifies the equipment and procedures for performing exhaust

- emission tests on Otto
- cycle and diesel

- cycle heavy

- duty engines. Subpart A of this part sets forth the emission standards and general testing requirements to comply with EPA certification procedures. (b) Use the applicable equipment and procedures for spark

- ignition or compression

ignition engines in 40 CFR part 1065 to determine whether engines meet the duty

- cycle emission standards in subpart A of this part. Measure the emissions of all regulated pollutants as specified in 40 CFR part 1065. Use the duty cycles and procedures specified in §§ 86.1333, 86.1360, and 86.1362. Adjust emission results from engines using aftertreatment technology with infrequent regeneration events as described in § 86.004

– 28. (c) The provisions in §§86.1370 and 86.1372 a pply for determining whether an engine meets the applicable not

- to - exceed emission standards. (d) Measure smoke using the procedures in subpart Iof this part for evaluating whether engines meet the smoke standards in subpart A of this part. (e) Use the fu els specified in 40 CFR part 1065 to perform valid tests, as follows: (1) For service accumulation, use the test fuel or any commerciall y available fuel that is representative of the fuel that in

- use engines will use. (2) For diesel

- fueled engines, use the ultra low

- sulfur diesel fuel specified in 40 CFR part 1065 for emission testing. (3) For gasoline

- fueled engines, use the appropriate E10 fuel specified in 40 CFR part 1065 ; however, through model year 2021 you may instead use the appropriate E0 fuel specified in 40 CFR part 1065, with the exception that the E0 fuel must have sulfur concentration between 0.0015 and 0.008 weight percent and research octane of at least 93. Starting in model year 2022, you may certify up to 5 percent of your nationwide sales volume of engines certified under subpart A of this part in a given model year based on this E0 test fuel if those engines are certified with carryov er data. (f) You may

use special or alternate procedures to the extent we allow them under 40 CFR 1065.10. In addition, for 2010 and earlier model year engines, you may use modified test procedures as needed to conform to the procedures that were specifie d at the time of emission testing for the model ye ar in question. (g) This subpart applies to you as a manufacturer, and to anyone who does testing for yo u.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 53 of 378 (h) For testing conducted with engines installed in vehicles, including field testing conducted to measure emissions under Not

- To
- Exceed test procedures, use the test procedures and equipment specified in 40 CFR part 1065, subpart J. **§§ 86.1305 -**  **90, 86.1305 -**  **2004, 86.1306 -**  **07, 86.1306 -**  **96, 86.1308 -**  **84, 86.1309 -**  **90, 86.1310**  **- 90, 86.1310**  **- 2007, 86.1311**  **- 94, 86.13**  **12 -**  **88, 86.1312 -**  **2007, 86.1313 -**  **94, 86.1313**  **- 98, 86.1313**  **- 2004, 86.1313**  **- 2007, 86.1314**  **- 94, 86.1316**  **- 94, 86.1318**  **- 84,**  **86.1319 -**  **90, 86.1320 -**  **90, 86.1321 -**  **94, 86.1322 -**  **84, 86.1323 -**  **84, 86.1323 -**  **2007, 86.1324 -**  **84, 86.1325 -**  **94, 86.1326 -**  **90, 86.1327 -**  **96, 86.1327 -**  **98, 86.1330 -**  **90, a nd 86.1332**  **- 90**  **[Removed]** 152. Remove §§ 86.1305
- 90, 86.1305
- 2004, 86.1306
- 07, 86.1306
- 96, 86.1308
- 84, 86.1309
- 90, 86.1310
- 90, 86.1310
- 2007, 86.1311
- 94, 86.1312
- 88, 86.1312
- 2007, 86.1313
- 94, 86.1313
- 98, 86.1313
- 2004, 86.1313
- 2007, 86.1314
- 94, 86.1316
- 94, 86.1318
- 84, 86.1319
- 90, 86.1320
- 90, 86.132 1
- 94, 86.1322
- 84, 86.1323
- 84, 86.1323
- 2007, 86.1324
- 84, 86.1325
- 94, 86.1326
- 90, 86.1327
- 96, 86.1327
- 98, 86.1330
- 90, and 86.1332
- 90
. 153. Section 86.1333

- 2010 is redesignated as § 86.1333, and n ewl y redesignated § 86.1333 is amended b y revising paragraphs (a)(1 ) , (c), and (d) to read as follows: **§ 86.1333 Transient test cycle generation.** (a) * * * (1) To unnormalize rpm, use the following equations: (i) For diesel engines: 

##  

% 112 rpm Max Test Speed Curb Idle Speed Actual rpm Curb Idle Speed

    Where: Max Test Speed = the maximum test speed as calculated in 40 CFR part 1065. (ii) For Otto

- cycle engines:



##   % 100 rpm Max Test Speed Curb Idle Speed Actual rpm Curb Idle Speed

    Where: Max Test Speed = the maximum test speed as calculated in 40 CFR part 1065. * * * * * (c) Clutch operation. Manu al transmission engines may be tested with a clutch. If used, the clutch shall be disengaged at all zero percent speeds, zero percent torque points, but may be engaged up to two points preceding a non

- zero point, and may be engaged for time segments with z ero percent speed and torque points of durations less than four seconds. (d) Determine idle speeds as specified in 40 CFR 1065.510. **§§ 86.1333 -**  **90, 86.1334 -**  **84, 86.1335 -**  **90, 86.1336 -**  **84, 86.1337 -**  **96, 86.1337 -**  **2007, 86.1338**  **- 84, 86.1338**  **- 2007, 86.1339**  **- 90, 86.1340**  **- 90, 86.1340**  **- 94, 86.1341**  **- 90, 86.1341**  **- 98, 86.1342**  **- 90, 86.1342**  **- 94, 86.1343**  **- 88, and 86.1344**  **- 94**  **[Removed]**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 54 of 378 154. Remove §§ 86.1333
- 90, 86.1334
- 84, 86.1335
- 90, 86.1336
- 84, 86.1337
- 96, 86.1337
- 2007, 86.1338
- 84, 86.1338
- 2007, 86.1339
- 90, 86.1340
- 90, 86.1340
- 94, 86.1341
- 90, 86.1341
- 98, 86.1342
- 90, 86.1342
- 94, 86.1343
- 88, and 86.1344
- 94
. 155. Section 86.1360

- 2007 is redesignated as § 8 6.1360, and n ewl y redesignated § 86.1360 is amended b y revising paragraphs (b)(1), (c), and (f)(3) to read as follows: **§ 86.1360**  **Supplemental emission test; test cycle and procedures.** * * * * * (b) * * * (1) Perform testing as described in §86.1362 for d etermining whether an engine meets the applicable standards when measured over the supplemental emission test. * * * * * (c) The engine speeds A, B and C, referenced in the table in paragraph (b)(1) of this section, must be determined as follows: Speed A = n lo + 0.25 × (nhi −n lo ) Speed B = n lo + 0.50 × (nhi −n lo ) Speed C = n lo + 0.75 × (nhi −n lo ) Where: nhi = High speed as determined b y calculating 70% of the maximum power. The highest engine speed where this power value occurs on the power curve is defined as n hi . n lo = Low speed as determined by calculating 50% of the maximum power. The lowest engine speed where this power value occurs on the power curve is defined as nlo . Maximum power = the maximum observed power calculated according to the engine mapping proced

ures defined in 40 CFR 1065.510. * * * * * (f) * * * (3) If the Maximum Allowable Emission L imit for any point, as calculated under paragraphs (f)(1) and (2) of this section, is greater than the applicable Not

- to - Exceed limit (if within the Not

- to - Exceed c ontrol area defined in §86.1370(b)), then the Maximum Allowable Emission L imit for that point shall be defined as the applicable Not
- to - Exceed limit. * * * * * 156. Section 86.13 62
- 2010 is redesignated as § 86.13 62, and n ewl y redesignated § 86.1362 is revised to read as follows: **§ 86.1362 Steady -**  **state testing with a ramped -**  **modal cycle.** This section describes how to test engines under steady- state conditions. (a) Measure emissions by testing the engine on a dy namometer with the following ramped

- modal duty cycle to determine whether it meets the applicable steady

- state emission standards: RMC mo de Time in mode

(seconds) Engine

speed 1,2 Torque

(percent) 2,3 1a Steady

- state 170 Warm Idle 0 1b Transition 20 Linear Transition Linear Transition. 2a Steady

- state 173 A 100 2b Transition 20 Linear Transition Linear Transition.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 55 of 378 3a Steady

- state 219 B 50 3b Transition 20 B Linear Transition. 4a Steady

- state 217 B 75 4b Transition 20 Linear Transition Linear Transition. 5a Steady

- state 103 A 50 5b Transition 20 A Linear Transition. 6a Steady

- state 100 A 75 6b Transition 20 A Linear Transition. 7a Steady

- state 103 A 25 7b Transition 20 Linear Transition Linear Transition. 8a Steady

- state 194 B 100 8b Transition 20 B Linear Transition. 9a Steady

- state 218 B 25 9b Transition 20 Linear Transition Linear Transition. 10a Steady

- state 171 C 100 10b Transition 20 C Linear Transition. 11a Steady

- state 102 C 25 11b Transition 20 C Linear Transition. 12a Steady

- state 100 C 75 12b Transition 20 C Linear Transition. 13a Steady

- state 102 C 50 13b Transition 20 Linear Transition Linear Transition. 14 Steady

- state 168 Warm Idle 0 1 Speed terms are defined in 40 CFR part 1065. 2 Advance from one mode to the next within a 20

- second transition phase. During the transition phase, command a linear progression from the speed or torque setting of the current mode to the speed or torque setting of the next mode. 3 The percent torque is relative to maximum torque at the commanded engine speed. (b) Per form the ramped

- modal test as described in 40 CFR part 1065. ( c ) For 2007 through 2010 model years, manufacturers may follow the mode order described in this paragraph ( c ) instead of the mode order specified in paragraph (a) of this section. An y EPA testi ng with these engines will rely on the same procedure used by the manufacturer for certification.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 56 of 378 RMC mode Time in mode

(seconds) Engine

s peed 1,2 Torque

(percent) 2,3 1a Steady

- state 170 Warm Idle 0 1b Transition 20 Linear Transition Linear Transition 2a Steady

- state 170 A 100 2b Transition 20 A Linear Transition 3a Steady

- state 102 A 25 3b Transition 20 A Linear Transition 4a Steady

- state 100 A 75 4b Transition 20 A Linear Transition 5a Steady

- state 103 A 50 5b Transition 20 Linear Transition Linear Transition 6a Steady

- state 194 B 100 6b Transition 20 B Linear Transition 7a Steady

- state 219 B 25 7b Transition 20 B Linear Transition 8a Steady

- state 220 B 75 8b Transition 20 B Linear Transition 9a Steady

- state 219 B 50 9b Transition 20 Linear Transition Linear Transition 10a Steady

- state 171 C 100 10b Transition 20 C Linear Transition 11a Steady

- state 102 C 25 11b Transition 20 C Linear Transition 12a Steady

- state 100 C 75 12b Transition 20 C Linear Transition 13a Steady

- state 102 C 50 13b Transition 20 Linear Transition Linear Transition 14 Steady

- state 168 Warm Idle 0 1 Speed terms are defined in 40 CFR part 1065. 2 Advance from one mode to the next within a 20

- second transition phase. During the transition phase, command a linear progression from the speed or torque setting of the current mode to the speed or torque setting of the next mode. 3 The percent torque i s relative to maximum torque at the commanded engine speed. **§§ 86.1362 -**  **2007 and 86.1363 -**  **2007 [Removed]**  157. Remove §§ 86.1362
- 2007 and 86.1363
- 2007
. 158. Section 86.13 70
- 2007 is redesignated as § 86.13 70, and n ewl y redesignated § 86.1370 is amended b y revising paragraphs (a), (b)(3), (b)(6), and (f) introductory text to read as follows: **§ 86.1370**  **Not -**  **To -**  **Exceed test procedures.** (a) General. The purpose of this test procedure is to measure in

- use emissions of heavy

duty diesel engines while operating within a broad range of speed and load points (the Not
- To
- Exceed Control Area) and under conditions which can reasonably be expected to be encountered in normal vehicle operation and use. Emission results from this test procedure are to be compared to the Not

- To
- Ex ceed L imits specified in §86.007

– 11(a)(4), or to later Not

- To
- Exceed Limits. The Not

- To
- Exceed Limits do not apply for engine

- starting conditions. Tests conducted using the procedures specified in this subpart are considered valid Not

- To
- Exceed tests (Note : duty cycles and limits on ambient conditions do not apply

for Not

- To
- Exceed tests).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 57 of 378 (b) * * * (3) Notwithstanding the provisions of paragraphs (b)(1) and (2) of this section, all operating speed and load points with brake specific fuel consumption (BSFC) values within 5% of the minimum BSFC value of the engine. For the purposes of this requirement, BFSC must be calculated under the general test cell conditions specified in 40 CFR part 1065. The manufacturer may petition the Administrator at certification to exclude such points if the manufacturer can demonstrate that the engine is not expected to operate at such points in normal vehicle operation and use. Engines equipped with drivelines with multi

- speed manual transmissions or automatic transmissions with a finite number of gears are not subject to the requirements of this paragraph (b)(3). * * * * * (6)(i) For petroleum

- fueled diesel cycle engines, the manufacturer may identify particular engine

- vehicle combinations and may petition the Administrator at c ertification to exclude operating points from the Not

- to - Exceed Control Area defined in paragraphs (b)(1) through (5) of this section if the manufacturer can demonstrate that the engine is not capable of operating at such points when used in the specified engine

- vehicle combination(s). (ii) For diesel cycle engines that are not petroleum

- fueled, the manufacturer may petition the Administrator at certification to exclude operating points from the Not

- to - Exceed Control Area defined in paragraphs (b)(1) through (5) of this section if the manufacturer can demonstrate that the engine is not expected to operate at such points in normal vehicle operation and use. * * * * * (f) NTE cold temperature operating exclusion. Engines equipped with exhaust gas recirculation (EGR) whose operation within the NTE control area specified in paragraph (b) of this section when operating during cold temperature conditions as specified in paragraph (f)(1) of this section are not subject to the NTE emission limits during the specified cold temperature conditions. * * * * * **§ 86.1372**  **- 2007**  **]R edesignated as § 86.1372**  **]** 159. Section 86.1372

- 2007 is redesignated as § 86.1372. **§§86.1375 -**  **2007 and 86.1380 -**  **2004 [Removed]**  160. Remove §§86.1375
- 2007 and 86.1380
- 2004
. **Subpart O**

**— [Removed**  **and reserved ]**  161. Subpart O, consisting of §§ 86.1401 through 86.1442, is removed and reserved
. **Subpart R**

**— [Removed**  **and reserved ]**  162. Subpart R, consisting of §§ 86.1701

- 99 through 86.1780

- 99, is removed and reserved
. **Subpart S**

**– [Amended]**  163. Section 86.1801

- 12 is amended b y revising paragraphs (a) through (d) and adding paragraph s (e) , (f) , and (g) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 58 of 378 **§ 86.1801**  **- 12**  **Applicability.** (a) Applicability. The provisions of this subpart apply to certain ty

pes of new vehicles as described in this paragraph (a). Where the provisions apply for a type of vehicle, they apply for vehicles powered by

any fuel , unless otherwise specified
. In some cases, manufacturers of heavy

- duty engines and vehicles can choose whether to meet the requirements of this subpart or the requirements of subpart A of this part; those provisions are therefore considered optional, but only to the extent that manufacturers comply with th e other set of requirements. In cases where a provision applies only to a certain vehicle group based on its model year, vehicle class, motor fuel, engine type, or other distinguishing characteristics, the limited applicability is cited in the appropriate section. References in this subpart to 40 CFR part 86 generall y appl y to Tier 2 and older vehicles, while references to 40 CFR part 1066 generall y appl y to Tier 3 and newer vehicles; see 40 CFR 86.101 for detailed provisions related to this transition. The provisions of this subpart apply to certain vehicles as follows: (1) The provisions of this subpart appl y for light

- duty vehicles and light

- duty

trucks
. (2) The provisions of this subpart appl y for medium

- duty passenger vehicles. The provisions of th is subpart also apply for other complete heavy

- duty vehicles at or below 14,000 pounds GVWR, except as follows: (i) The provisions of this subpart are optional for diesel

- cycle vehicles through model ye ar 201 7 ; however, if you are using the provisions of § 86.1811
- 17(b)(9) or §86.1816
- 18(b)(8) to transition to the Tier 3 exhaust emission standards, the provisions of this subpart are optional for those diesel

- cycle vehicles until the start of the Tier 3 phase

- in for those vehicles
. (ii) Greenhouse gas emission standards appl y as specified in 40 CFR parts 1036 and 1037 instead of the standards specified in this subpart. (3) The provisions of this subpart generally do not apply

to incomplete heavy

- duty vehicles or to complete vehicles above 14,000 pounds GVWR (see subpart A of this part and 40 CFR part 1037). However, this subpart applies to such vehicles in the following cases: (i) Heav y duty vehicles above 14,000 pounds GVWR and all sizes of incomplete heav y- duty vehicles may be optionally certified to the exhaust emission standards in this subpart that apply

for heav y- duty vehicles. (ii) The evaporative emission standards appl y for incomplete heav y- duty vehicles at or below 14,000 po unds GVWR
. Evaporative emission standards also apply for complete and incomplete heav y- duty vehicles above 14,000 pounds GVWR as specified in 40 CFR 1037 .103
. (i ii ) Refueling emission standards appl y for complete heav y- duty vehicles above 14,000 pounds GVWR as specified in 40 CFR 1037.103. All sizes of incomplete heav y- duty vehicles may be optionally certified to the refueling emission standards in this subpart
. ( iv ) The onboard diagnostic requirements in this subpart appl y for incomplete vehicles at or below 14,000 pounds GVWR, but not for an y vehicles above 14,000 pounds GVWR
. (4) The provisions of this subpart are optional for diesel

- fueled Class 3 heavy

- duty vehicles in a given model year if those vehicles are equipped with engines certified to the appropriate standards in §86.007
- 11 for which less than half of the engineEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 59 of 378 family ’s sales for the model year in the United States are for complete Class 3 heavy

duty vehicles. This includes engines sold to all vehicle manufacturers. If you are the original manufacturer of the en gine and the vehicle, base this showing on your sales information. If you manufacture the vehicle but are not the original manufacturer of the engine, you must use yo ur best estimate of the original manufacturer's sales information. (5) If you optionall y certify vehicles to stand ards under this subpart, those vehicles are subject to all the regulatory requirements as if the standards were mandatory
. (b) Relationship to subpart A of this part . Unless specified otherwise, if heavy

- duty vehicles are not subj ect to provisions of this subpart or if manufacturers choose not to meet optional provisions of this subpart as described in paragraph (a) of this section, the engines installed in those vehicles must meet the corresponding requirements under subpart A of this part. If a vehicle and its installed engine compl y with a mix of provisions from this subpart and from subpart A of this part, the vehicle must be certified under this subpart, and the engine does not need to be certified separatel y. (c) Clean alternative fuel conversions. The provisions of this subpart also apply to clean alternative fuel conversions as defined in 40 CFR 85.502 of all vehicles described in paragraph (a) of this section. (d) Small

- volume manufacturers. Special certification procedures are available for small

volume manufacturers as described in §86.1838. (e) You . The term “you” in this subpart refers to manufacturers subject to the emission standards and other requirements of this subpart. (f) Vehicle . The term “vehicle”, when used generically , does not exclude any type of vehicle for which the regulations apply (such as light

- duty trucks). (g) Complete and incomplete vehicles . Several provisions in this subpart, including the applicability

provisions described in this secti on, are different for complete and incomplete vehicles. We differentiate these vehicle ty pes as described in §86.085

- 20. * * * * * 164. Section 86.1803

- 01 is amended as follows: a. By removing the definition for “Certification Short Test (CST)”. b. By adding definitions for “Class 2b” and “Class 3” in alphabetical order. c. By removing the definition for “Complete heavy

- duty vehicle”. d . By revising the definitions for “Family emission limit (FEL) ”, “Heav y- duty vehicle”, and “Hy

brid electric vehicle (HEV)”. e . By removing the definitions for “Incomplete heavy

- duty vehicle” and “Incomplete truck”. f . By adding definitions for “LEV III” and “Low

- altitude conditions” in alphabetical order. g . By removing the definition for “L ow altitude conditions”. h . By adding a definition for “Rated power” in alphabetical order. i . By removing the definition for “Round, rounded or rounding”. j . By adding definitions for “Round (rounded, rounding)”, “Section 177 states”, “Tier 3”, and “United States” in alphabetical order. k . By revising the definition for “U.S. sales”.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 60 of 378 l . By adding definitions for “Volatile liquid fuel” and “We (us, our)” in alphabetical order. **§86.1803 -**  **01 Definitions.** * * * * * Class 2b means relating to heav y- duty vehicles at or below 10,000 pounds GVWR. Class 3 means relating to heav y- duty vehicles above 10,000 pounds GVWR and at or below 14,000 pounds GVWR. * * * * * Emergency

vehicle means one of the following: (1) For the greenhouse gas emission standards in §86.1818, emergency vehicle means a motor vehicle manufactured primaril y for use as an ambulance or combination ambulance

- hearse or for use by the U.S. Government or a State or local government for law enforcement. (2) For the OBD requirements in §86.1806, emergency vehicle means a motor vehicle m anufactured primaril y for use in medical response or for use b y the U.S. Government or a State or local government for law enforcement or fire protection
. * * * * * Family emission limit (F

EL) means a bin standard or emission level selected by the manufacturer that serves as the applicable emission standard for the vehicles in the family or test group in the context of fleet

- average standards or emission credits. * * * * * Heavy

- duty vehi cle means any motor vehicle rated at more than 8,500 pounds GVWR or that has a vehicle curb weight of more than 6,000 pounds or that has a basic vehicle frontal area in excess of 45 square feet. Note that MDPVs are heav y- duty vehicles that are in man y cas es subject to requirements that apply for light

- duty trucks. * * * * * Hybrid electric vehicle (HEV) means a motor vehicle which draws propulsion energy from onboard sources of stored energy that are both an internal combustion engine or heat engine using consumable fuel, and a rechargeable energy storage s ys tem such as a battery , capacitor, h ydraulic accumulator, or fl ywh eel. This includes plug

- in hy brid electric vehicles. * * * * * LEV III means relating to the LEV III emission standards in Title 13, §§1961.2 and 1976 of the California Code of Regulations, as adopted by the California Air Resources Board (incorporated b y reference in §86.1). * * * * * Low

- altitude conditions means a test altitude less than 549 meters (1,800 feet). * * * * * Rated power means an engine’s maximum power output in an installed configuration, as determined b y using SAE J1349 (incorporated by reference in §86.1). * * * * * Round ( rounded or rounding

) has the me aning given in 40 CFR 1065.1001 , unless otherwise specified. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 61 of 378 Section 177 states means the states that have adopted California’s motor vehicle standards for a particular model year under section 177 of the Clean Air Act (42 U.S.C. 7507). * * * * * Tier 3 means relating to the Tier 3 emission standards described in §§86.1811

- 17, 86.1813
- 17, and 86.1816

- 18. * * * * * United States has the meaning given in 40 CFR 1068.30. * * * * * U.S. sales means, unless otherwise specified, sales in any state or territory of the United States except for California or the section 177 states. Sale location is based on the point of first sale to a dealer, distributor, fleet operator, broker, or other entity
. * * * * * Volatile liquid fuel means any fuel other than diesel or biodiesel that is a liquid at atmospheric pressure and has a Reid Vapor Pressure higher than 2.0 pounds per square inch
. * * * * * We (us, our) means the Administrator of the Environmental Protection Agency and any authorized representatives. * * * * * **§ 86.1805 -**  **01 [Removed]** 165. Remove § 86.1805
- 01
. 166. A new §86.1805
- 17 is added to subpart S to read as follows: **§ 86.1805 -**  **17 Useful life.**  (a) General provisions . The useful life values specified in this section apply for all exhaust, evaporative, refueling, and OBD emission requirements described in this subpart, except for standards that are specified to apply onl y at certification. These useful life requirements also apply to all air conditioning leakage credits, air conditioning efficiency credits, and other credit programs used by the manufacturer to comply with the fleet

- average CO 2 emission standards in §86.1818. Useful li fe values are specified as a given number of calendar years and miles of driving, whichever comes first. (b) Greenhouse gas pollutants . The emission standards in §86.1818 appl y for a useful life of 10 years or 120,000 miles for LDV and LLDT and 11 years o r 120,000 miles for HLDT and HDV . Manufacturers may alternatively

certify based on a longer useful life as specified in paragraph ( d) of this section. (c) Cold temperature emission standards . The cold temperature NMHC emission standards in §86.1811 apply for a useful life of 10 years or 120,000 miles for vehicles at or below 6 , 000 pounds GVWR, and 11 years or 120,000 miles for vehicles above 6 , 000 pounds GVWR
. The cold temperature CO emission standards in §86.1811 apply for a useful li fe of 5 ye ars or 50 ,000 miles
. ( d) Criteria pollutants . The useful life provisions of this paragraph ( d) apply for all emission standards not covered b y paragraph (b) or (c) of this section. Except as specified in paragraph ( f

) of this section and in §§ 8 6.1811, 86.1813, and 86.1816, the useful life for LDT2, HLDT, MDPV, and HDV is 15 years or 150,000 miles. The usefulEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 62 of 378 life for LDV and LDT1 is 10 years or 120,000 miles. Manufacturers may optionally certify LDV and LDT1 to a useful life of 15 ye ars or 150 ,000 miles, in which case the longer useful life would apply for all the standards and requirements covered by this paragraph (d)
. ( e ) Intermediate useful life . Where exhaust emission standards are specified for an intermediate useful life, these standards appl y for five years or 50,000 miles. ( f ) Interim provisions . The useful life provisions of §86.1805

- 12 appl y for vehicles not ye t subject to Tier 3 requirements. For example, vehicles above 6,000 pounds GVWR are not subject to the useful life provisions in this section until model year 2019 unless manufacturers v oluntarily certify to the Tier 3 requirements earlier than the regulations require. Also, where the transition to Tier 3 standards involves a phase

- in percentage for a given standard, vehicles not included as part of the phase

- in portion of the fleet cont inue to be subject to the useful life provisions of §86.1805

- 12 with respect to that standard. T he useful life values for a set of vehicles may be different for exhaust and evaporative emission s tandards in 2021 and earlier model years ; i f vehicles have different useful life values for evaporative and exhaust emission s tandards , the evaporative useful life applies for the OBD requirements related to the leak standard and the exhaust useful life applies for all other OBD requirem ents. **§§ 86.1806 -**  **01 and 86.1806 -**  **04 [Removed]** 167. Remove §§ 86.1806
- 01 and 86.1806
- 04
. 168. Section 86.1806

- 05 is amended b y revising the section heading and paragraphs (b) introductory

text , (h), and (j) and adding paragraph (k)(7) to read as follows: **§ 86.1806 -**  **0 5**  **Onboard diagnostics.**  * * * * * (b) Malfunction descriptions . The OBD sy stem must detect and identify malfunctions in all monitored emission

- related powertrain s ys tems or components according to the following malfunction definitions as measured and calculated in accordance with test procedures set forth in subpart B of this part (chassis

- based test procedures), excluding those test procedures defined as “Supplemental” test procedures in §86.004

–2 and codified in §§86.158, 86.159, and 86.160. For clean alternative fuel conversion manufacturers, your OBD system is expected to detect and identify malfunctions in all monitored emission

- related powertrain s ys tems or components according to the malfunction definitions described in this paragraph (b) as measured and calculated in accordance with the chassis

- based test procedures set forth in subpart B of this part to the extent feasible, excluding the elements of the Supplemental FTP (see §86.1803). However, at a minimum, sy stems must detect and identi fy malfunctions as described in paragraph (k)(7) of this section. * * * * * (h) The following a dditional requirements apply based on industry

standard specifications, which are incorporated b y reference in § 86.1: (1) The following requirements apply for standardized on

- board to off

- board communications :EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 63 of 378 (i) Starting in model ye ar 2008, light

- duty vehicles and light

- duty trucks must comply with IS O 15765
- 4:2005(E), “Road Vehicles

- Diagnostics on Controller Area Network (CAN)

—Part 4: Requirements for emissio n - related sy stems”, January 15, 2005. (ii) Starting in model year 2008, heav y- duty vehicles must comply with the protocol described in paragraph (h)(1)(i) of this section, or the following set of SAE standards: SAE J1939
- 11, Revised October 1999; SAE J193 9
- 13, July 1999; SAE J1939
- 21, Revised April 2001; SAE J1939

- 31, Revised December 1997; SAE J1939

- 71, Revised January

2008 ; SAE J1939
- 73, Revised September 2006 ; SAE J1939
- 81, May 2003
. (iii) Note that for model years 1996 through 2007 manufacturers could instead comply with the protocols specified in SAE J1850, I SO 9141
- 2, or ISO 14230
- 4. (2) Li ght

- duty

v ehicles and light

- duty

trucks must meet the following additional specifications: (i) Basic diagnostic data (as specified in §§ 86.094
- 17(e) and (f)) shall be provided in the format and units in SAE J1979 “E/E Diagnostic Test Modes

— Equivalent to I SO/DIS 15031

- 5: Revised, May 2007
. (ii) Diagnostic trouble codes shall be consistent with SAE J2012 “Diagnostic Trouble Code Definitions

—Equivalent to I SO/DIS 15031

- 6: April 30, 2002”, (Revised, April 2002). ( iii ) The connection interface between the OBD s ystem and test equipment and diagnostic tools shall meet the functional requirements of SAE J1962 “Diagnostic Connector

—Equivalent to I SO/DIS 15031

- 3: December 14, 2001” (Revised, April 2002). ( i v) SAE J1930, Revised April 2002. All acronym s, definitions and abbreviations shall be formatted according to this industry standard. Alternatively , manufacturers may

use SAE J2403, Revised August 2007. (v) All equipment used to interface, extract , and display OBD
- related information shall meet SAE J1978 “OBD II Scan Tool” Equivalent to I SO 15031
- 4: December 14, 2001”, (Revised, April 2002). * * * * * (j) California OBDII compliance option. Manufacturers may comply with Califo rnia’s OBD requirements instead of meeting the requirements of this section as follows: (1) Through the 2006 model year, demonstration of compliance with California OBDII requirements (Title 13 California Code of Regulations § 1968.2 (13 CCR 1968.2)), as m odified, approved and filed on April 21, 2003 (incorporated b y reference, see § 86.1), shall satisfy

the requirements of this section, except that compliance with 13 CCR 1968.2(e)(4.2.2)(C), pertaining to 0.02 inch evaporative leak detection, and 13 CCR 19 68.2(d)(1.4), pertaining to tampering protection, are not required to satisfy the requirements of this section. Also, the deficiency provisions of 13 CCR 1968.2(i) do not apply . In addition, demonstration of compliance with 13 CCR 1968.2(e)(16.2.1)(C), to the extent it applies to the verification of proper alignment between the camshaft and crankshaft, applies onl y to vehicles equipped with variable valve timing. (2) For 2007 through 2012 model year vehicles, demonstration of compliance with California OBD II requirements (Title 13 California Code of Regulations § 1968.2 (13 CCR 1968.2)), approved on November 9, 2007 (incorporated b y reference, see § 86.1), shall satisfy

the requirements of this section, except that compliance with 13 CCREO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 64 of 378 1968.2(e)(4.2.2)(C ), pertaining to 0.02 inch evaporative leak detection, and 13 CCR 1968.2(d)(1.4), pertaining to tampering protection, are not required to satisfy the requirements of this section. Also, the deficiency provisions of 13 CCR 1968.2(k) do not apply . In additio n, demonstration of compliance with 13 CCR 1968.2(e)(15.2.1)(C), to the extent it applies to the verification of proper alignment between the camshaft and crankshaft, applies onl y to vehicles equipped with variable valve timing. (3) Beginning with the 201 3 model year, manufacturers may demonstrate compliance with California’s 2013 OBD requirements as described in §86.1806

- 17(a). (4) For all model years, the deficiency provisions of paragraph (i) of this section and the evaporative leak detection requirement of paragraph (b)(4) of this section, if applicable, apply to manufacture rs selecting this paragraph for demonstrating compliance. (k) * * * (7) For clean alternative fuel conversion manufacturers (e.g., natural gas, liquefied petroleum gas, methanol, ethanol), in lieu of the requirements specified for other manufacturers in this paragraph (k), you may demonstrate that the malfunction indicator light will illuminate, at a minimum, under any of the following circumstances when the vehicle is operated on the applicable alternative fuel: (i) Otto

- cycle. A catal ys t is replaced with a defective catal ys t sy stem where the catal ys t brick for the monitored volume has been removed (i.e., empty cataly st sy stem) resulting in an increase of 1.5 times the NMOG (or NMOG+NOx) standard or FEL above the NMOG (or NMOG+NO x) emission level measured using a representative 4000 mile catal ys t sy stem. (ii)(A) Diesel. If monitored for emissions performance

—a catal ys t is replaced with a defective catal ys t sy stem where the catal ys t brick for the monitored volume has been removed (i.e., empty catal ys t can) resulting in exhaust emissions exceeding 1.5 times the applicable standard or FEL for NO X (or NMOG+NOx) or PM. (B) If monitored for performance

— a particulate trap is replaced with a trap that has catastrophically

failed. (iii) (A) Otto

- cycle. An engine misfire condition is induced that completely disables one or more cylinders, either through mechanical or electrical means, resulting in exhaust emissions exceeding 1.5 times the applicable standards or FEL for CO, NMOG, or NO X (or NMOG+NOx). (B) Diesel. An engine misfire condition resulting in complete lack of cylinder firing is induced and is not detected. (iv) If so equipped, an y ox ygen sensor is replaced with a completel y defective ox ygen sensor, or an electronic simulation of s uch, resulting in exhaust emissions exceeding 1.5 times the applicable standard or FEL for CO, NMOG, or NO X (or NMOG+NOx). (v) If so equipped and applicable, a vapor leak is introduced in the evaporative and/or refueling s ys tem (excluding the tubing and co nnections between the purge valve and the intake manifold) greater than or equal in magnitude to a leak caused by a 0.040 inch diameter orifice, or the evaporative purge air flow is blocked or otherwise eliminated from the complete evaporative emission control sy stem. At a minimum, gas cap removal or complete venting of the evaporative and/or refueling s ys tem may be introduced resulting in a gross leak of the complete evaporative emission control sy stem.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 65 of 378 (vi) A malfunction condition is induced resulting in complete disablement in any emission

- related powertrain sy stem or component, including but not necessarily limited to, the exhaust gas recirculation (EGR) s ys tem, if equipped, the secondary air sy stem, if equipped, and the fuel control s ys tem, singularl y resulting in exhaust emissions exceeding 1.5 times the applicable emission standard or FEL for PM, CO, NMOG, or NO X (or NMOG+NOx). (vii) A malfunction condition is induced that completely disables an electronic emission

- related powertrain sy stem or compone nt not otherwise described in this paragraph (k) that either provides input to or receives commands from the onboard computer resulting in a measurable impact on emissions. At a minimum, manufacturers may

be required to perform this disablement on critical inputs and outputs where lack of the input and output disables an entire monitor as described in this paragraph (k)(7)(vii), disables multiple monitors (e.g., two or more) used by the onboard computer, or renders the entire onboard computer and its functions inoperative. (viii) Clean alternative fuel conversion manufacturers must use good engineering judgment to induce malfunctions and may perform more stringent malfunction demonstrations than described in this paragraph (k)(7). In addition, the Administrator reserves the right to request a clean alternative fuel conversion manufacturer to perform stricter demonstration requirements, to the extent feasible, on clean alternative fuel conversions. * * * * * 169. A new § 86.1806
- 17 is added to subpart S to read as follows: **§ 86.1806 -**  **17 Onboard**  **diagnostics.** Model year 2017 and later vehicles must have onboard diagnostic (OBD) sy stems as described in this section. OBD s ys tems must generally detect malfunctions in the emission c ontrol sy stem, store trouble codes corresponding to detected malfunctions, and alert operators appropriately
. (a) Vehicles must comply with the 201 3 OBD requirements adopted for California as described in this paragraph (a). California’s 201 3 OBD
- II requ irements are part of Title 13, §1968.2 of the California Code of Regulations, approved on Ju ly 31 , 201 3 (incorporated b y reference in §86.1). The following clarifications and exceptions apply for vehicles certified under this subpart: (1) For vehicles not certified in California, references to vehicles meeting certain California Air Resources Board emission standards are understood to refer to the corresponding EPA emission standards for a given family , where applicable. Use good engineering judgment to c orrelate the specified standards with the bin standards that apply under this subpart. (2) Vehicles must comply with OBD requirements throughout the useful life as specified in §86.1805. If the specified useful life is different for evaporative and exhaust emissions, the useful life specified for evaporative emissions applies for monitoring related to fuel

- sy stem leaks and the useful life specified for exhaust emissions applies for all other parameters. (3) The purpose and applicability statements in 13 CCR 1968.2(a) and (b) do not apply
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 66 of 378 (4) The anti

- tampering provisions in 13 CCR 1968.2(d)(1.4) do not appl y. (5) The requirement to verify proper alignment between the camshaft and crankshaft described in 13 CCR 1968.2(e)(15.2.1)(C) applies only for v ehicles equipped with variable valve timing. (6) The deficiency

provisions described in paragraph (c) of this section apply instead of 13 CCR 1968.2(k). (7) For emergency

vehicles only , the provisions of 13 CCR 1968.2(e)(6.2.1) related to monitoring and identification of air

- fuel ratio cylinder imbalance, as part of the fuel sy stem monitoring, do not apply until model year 2020 , unless the vehicle met the requirements in 2016 or earlier model years. ( 8 ) Appl y thresholds for exhaus t emission malfunctions from Tier 3 vehicles based on the thresholds calculated for the corresponding bin standard s in the California LE V II program as prescribed for the latest model year in CCR 1968.2(e)(1) through (3)
. For example, for Tier 3 Bin 160 s tandards, appl y the threshold that applies for the LEV standards
. For cases involving Tier 3 standards that have no corresponding bin standards from the California LEV II program , use the next highe st LE V II bin. For example, for Tier 3 Bin 50 standards, appl y the threshold that applies for the ULEV standards. You may

apply thresholds that are more stringent than we require under this paragraph (a)( 8 ). (b) The following additional provisions apply : (1) Model year 2017 and later vehicles must meet the OBD sy stem requirements described in this paragraph (b)(1 )
. When monitoring conditions are satisfied, test vehicle s must detect the presenc e of a leak with an effective leak diameter at or above 0.020 inches , illuminate the MIL, and store the appropriate confirmed diagnostic trouble code s (DTC s ) (13 CCR1968.2 refers to these as fault codes)
. For a 0.020 inch leak, the DTC(s) shall be a generic SAE J2012 DTC that is specific to an EVAP sy stem very

small leak (e.g., P0456 , P04EE, or P04EF) or an equivalent manufacturer

- specific DTC that we approve
. Conduct t esting using an O’Keefe Controls Co. metal “Ty

pe B” orifice with a diameter of 0.020 in ches or an alternate orifice diameter approved under 13 CCR 1968.2(e)(4.2.3) or (e)(4.2.4). (i) Use the methodology

specified in 13 CCR 1968.2(h)(2 .2 ) to select test vehicles to demonstrate that the OBD s ys tem is capable of detecting a 0.020 inch leak inst alled in the evaporative sy stem, except that the manufacturer may use production

- representative vehicles instead of the vehicle options specified in 13 CCR 1968.2(h)(2 .3 ). (ii) Perform tests in the laboratory , with or without a dy namometer, or on an out door road surface , as necessary to exercise the vehicle’s ability to detect leaks in the evaporative s ys tem
. (iii) Perform at least two tests to evaluate the OBD sy stem for leaks that are i nstalled near the fuel fill pipe and near the canister . The implanted leak near the fuel fill pipe must be at the fuel cap or between the fuel cap and the fuel tank. The implanted leak near the canister must be in the vapor line between the canister and the fuel tank , or between the canister and the purge valve). If a vehicle has multiple canister s or fuel fill pipe s , repeat the testing to evaluate the sy stem for implanted leaks corresponding to each canister and fuel fill pipe. You may propose to implant leaks in different locations (e.g., near the purge valve);EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 67 of 378 we will approve your alternate leak location if it more effectivel y demonstrates leak detection for your particular fuel s ys tem design. (iv) If vehicle operation is needed to fulfill preconditioning (i.e., when engine

- off te sts require driving before vehicle shutdown to enable the engine

- off monitor) or monitoring conditions for leak detection under this paragraph (b)(1) utilize an FTP cycle, Unified cycle, or some other specified operating cycle that will satisfy the approve d monitoring or preconditioning conditions without the interference of approved deficiencies. Continue vehicle operation as needed to illuminate the MI L and store the appropriate DTCs. (v) Emission measurements are not required during this OBD evaporative sy stem leak monitoring demonstration testing. (vi) For test groups not selected for testing in a given model year, you may instead provide a statement in the application for certification, consistent with good engineering judgment, that vehicles meet leak

- detection requirements based on previous OBD tests, development tests, or other appropriate information
. For an y untested test groups, the statement specified in §86.1844

- 01(d)(8) app lies with regard to the leak monitoring requirement. We may ask you to provide the data and other information that formed the basis for yo ur statement
. S elect test groups in later model years such that testing will rotate to cover your whole product line over time. (vii) Submit the following information in the application for certification: (A) Describe the test sequence. (B) Identify

the driving cycle used and the time expired and distance driven before the MIL illuminate d
. (C) Identify

the ranges of in

- use environmental and vehicle operating conditions for which the vehicle will not meet the leak

- detection specifications described in this paragraph (b)(1). To meet this requirement, yo u may give us the same information you gave the California Air Resourc es Board regarding enable conditions for the evaporative sy stem leak monitor
. (D) Identify

the confirmed and permanent DTCs set by the OBD sy stem during testing
. (E) Include the freeze frame information stored at the point the fault is detected. (F) Include the SAE J1979 test results (e.g ., Mode/Service $06) corresponding to the DTCs that were stored during the test. (viii) If you have one or more vehicle models in model year 2016 that do not comply with the leak requirements in 13 CCR 1968.2( e )( 4 ), you may comply with the requirements of this paragraph (b)(1) in model year 2017 by subs t ituting model year 2016 vehicles on an equal

- percentage basis. Demonstrate this by calculating the percentage of vehicles subject to OBD requirements under this subpart that meet the requirements of this paragraph (b)(1) in model ye ars 2016 and 2017; the sum of these two percentage values must be at or above 100 percent. An y m odel year 2017 vehicles not meeting the requirements of this paragraph (b)(1), as allow ed b y this paragraph (b)(1)(viii), may not be counted as compliant Tier 3 vehicles under the alternative phase

- in specified in §86.1813

- 17(g)( 2 )(ii).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 68 of 378 (2) For vehicles subject to the leak standard in §86.1813 , OBD s ys tems must record in computer memory

the result of the most recent successfull y completed diagnostic check for a 0.020 inch leak. Someone must be able to use the data to determine the miles driven since the last check occurred , the pass/fail result , and whether there has been a check since the computer memory was last cleared (e.g., from a scan tool command or battery

disconnect)
. The s ys tem may be designed to keep data only from the previous 750 miles of driving. (Note: This 750 mile requireme nt is related to the use of the OBD evaporative leak monitor in the leak test and should not be confused with either the minimum or maximum distance values specified in Table G

19 of SAE J1979.) The data must be reported in a standardized format consistent with other data required for the OBD s ys tem. The results must be scan

- readable
. (3) For vehicles with fuel tanks exceeding 25 gallons nominal fuel tank capacity, you may request our approval for a leak threshold greater than 0.020 inches, up to a maximum value of 0.040 inches. We will generally approve a leak threshold equal to the standard that applies under §86.1813. (c) You may

ask us to accept as compliant a vehicle that does not fully meet specific requirements under this section. Such deficiencies are intended to allow for minor deviations from OBD standards under limited conditions. We expect vehicles to have functioning OBD s ys tems that meet the objectives stated in this section. The following provisions apply

regarding OBD s ys tem deficiencies: (1) Except as specified in paragraph (d) of this section, we will not approve a deficiency

that involves the complete lack of a major diagnostic monitor, such as monitors related to exhaust aftertreatment devices, ox ygen sensors, air

- fuel ratio sensors, NOx sensors, engine misfire, evaporative leaks, and diesel EGR (if applicable). (2) We will approve a defici ency onl y if you show us that full compliance is infeasible or unreasonable considering any relevant factors, such as the technical feasibility of a given monitor, or the lead time and production cycles of vehicle designs and programmed computing upgrades. (3) Our approval for a given deficiency applies only

for a single model year, though yo u may continue to ask us to extend a deficiency approval in renewable one

- year increments. We may

approve an extension if you demonstrate an acceptable level of effo rt toward compliance and show that the necessary hardware or software modifications would pose an unreasonable burden. (d) For alternative

- fuel vehicles, manufacturers may request a waiver from specific requirements for which monitoring may not be reliab le for operation with the alternative fuel. However, we will not waive requirements that we judge to be feasible for a particular manufacturer or vehicle model. (e) For alternative

- fuel conversions, manufacturers may meet the requirements of §86.1806
- 05 instead of the requirements of this section. (f) You may

ask us to waive certain requirements in this section for emergency vehicles. We will approve your request for an appropriate duration if we determine that the OBD requirement in question could harm sy stem performance in a way that would impair a vehicle’s ability to perform its emergency functions. ( g ) The following interim provisions describe an alternate implementation schedule for the requirements of this section in certain circumstances:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 69 of 378 (1) Manufacturers may

delay compl yi ng with all the requirements of this section, and instead meet all the requirements that appl y under §86.1806

- 05 , for an y heavy

- duty vehicles that are not yet subject to the Tier 3 standards in §86.1816. (2 ) Except as specified in this paragraph (g ) (2 ) , s mall

- volume manufacturers may delay compl yi ng with all the requirements of this section until model year 2022, and instead meet all the requirements that appl y under §86.1806

- 05 during those years. This provision does not apply for a vehicle model if it is identical to a 2016 vehicle model that was certified to meet California’s OBD requirements under §86.1806

- 05(j)(3). A vehicle mode l is considered identical to one from model year 2016 if it is certified in the current ye ar based on the same test data for exhaust or evaporative emissions under the carryover data provisions of this subpart. (3) Manufacturers may

disregard the require ments of this section that apply above 8 , 500 pounds GVWR before model year 2019 and instead meet all the requirements that apply under §86.1806

- 05
. This also applies for model year 2019 vehicles from a test group with vehicles that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SI GNATURE] (see 40 CFR 85.2304). **§86.1807 -**  **01**

**— [**  **Amended ]**  170. Section 86.1807

- 01 is amended b y remo ving and reserving paragraph (a)(3)(ix). 171. Section 86.1808

- 01 is amended as follows: a. By revising paragraphs (f)(1), (f)(3) introductory text, (f)(6)(ii)(D), (f)(7)(i) introductory

text, (f)(7)(ii)(B), (f)(10)(ii), (f)(13) introductory text, (f)(13)(iv), and (f)(16)(i). b. By adding paragraph (g). **§ 86.1808 -**  **01 Maintenance instructions.**  * * * * * (f) * * * (1) Applicability . Manufacturers are subject to the provisions of this paragraph (f) for 1996 model year for and later light

- duty vehicles and light

- duty trucks .Manufacturers are subject to the provisions of this paragraph (f) for 2005 model year and later heav y- duty vehicles at or below 14,000 pounds GVW R and the corresponding engines that are subject to the OBD requirements of this part. * * * * * (3) Information dissemination
. E ach manufacturer shall provide or cause to be provided to the persons specified in paragraph (f)(2)(i) of this section and to any other interested parties a manufacturer

- specific web site containing the information specified in paragraph (f)(2)(i) of this section for vehicles identified in paragraph (f)(1) of this section that have been offered for sale; this requirement does not apply to indirect information, including the information specified in paragraphs (f)(12) through (f)(16) of this section. Each manufacturer web sit e shall: * * * * * (6) * * * (ii) * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 70 of 378 (D) An y alternative means proposed b y a manufacturer must be available to aftermarket technicians at a fair and reasonable price. * * * * * (7) * * * (i) All information required to be made available by this section shall be made available at a fair and reasonable price. In determining whether a price is fair and reasonable, consideration may

be given to relevant factors, including, but not limited to, the following: * * * * * (ii) * * * (B) The Administrator will act on the request within 180 day s following receipt of a complete request or following receipt of any additional information requested by the Administrator. * * * * * (10) * * * (ii) Provide on the manufacturer’s web site an index of all emissions

- related training information available for purchase b y aftermarket service providers for 1994 and newer vehicles. T he required information must be made available for purchase within 3 months of model introduction and then must be made available at the same time it is made available to manufacturer

- franchised dealerships, whichever is earlier. The index shall describe the title of the course or instructional session, the cost of the video tape or duplicate, and information on how t o order the item(s) from the manufacturer web site
. All of the items available must be shipped within 24 hours of the order being placed and are to be made available at a fair and reasonable price as described in paragraph (f)(7) of this section. Manufacturers unable to meet the 24 hour shipping requirement under circumstances where orders exceed suppl y and additional time is needed by the distributor to reproduce the item being ordered may exceed the 24 hour shipping requirement, but in no instance can take longer than 14 day s to ship the item. * * * * * (13) Generic and enhanced information for scan tools
. M anufacturers shall make available to equipment and tool companies all generic and enhanced service information including bi

- directional control and data stream information as defined in paragraph (f)(2)(ii) of this section. This requirement applies for 1996 and later model year vehicles. * * * * * (iv) Manufacturers can satisfy the requirement of paragraph (f)(13)(iii) of this section by making av ailable diagnostic trouble trees on their web sites in full

- text. * * * * * (16) * * * (i) Manufacturers who have developed special tools to extinguish the malfunction indicator light (MIL) for Model Years 1994 through 2003 shall make available the necessary information to equipment and tool companies to design a comparable generic tool. * * * * * (g) Through model ye ar 2013, the manufacturer shall furnish or cause to be furnished to the purchaser the following statement for each new diesel

- fueled Tier 2 vehicle (certified using a test fuel with 15 ppm sulfur or less): “This vehicle must be operated only withEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 71 of 378 ultra low sulfur diesel fuel (that is, diesel fuel meeting EPA specifications for highway diesel fuel, including a 15 ppm sulfur cap).” **§86.1 808**  **- 07 [Removed]**  172. Remove **§** 86.1808
- 07
. 173. Section 86.18 09
- 1 2 is amended b y revising paragraph ( c ) introductory text to read as follows: **§86.1809 -**  **12 Prohibition of defeat devices.**  * * * * * (c) For cold temperature CO and cold temperature NMHC emission contro l, the Administrator will use a guideline to determine the appropriateness of the CO and NMHC emission control at ambient temperatures between 25 °F (the upper bound of the FTP test temperature range) and 68 °F (the lower bound of the FTP test temperature range). The guideline for CO emission congruity across the intermediate temperature range is the linear interpolation between the CO standard applicable at 25 °F and the CO standard applicable at 68 °F. The guideline for NMHC emission congruity across the intermediate temperature range is the linear interpolation between the NMHC FEL pass limit ( e.g. , 0.3499 g/mi for a 0.3 g/mi FEL) applicable at 20 °F and the Tier 2 NMOG standard or the Tier 3 NMOG+NOx bin standard to which the vehicle was certified at 68 °F, where the intermediate temperature NMHC level is rounded to the nearest hundredth for comparison to the interpolated line. For vehicles that exceed this CO emissions guideline or this NMHC emissions guideline up on intermediate temperature testing: * * * * * 174. Section 86.1810

- 01 is amended b y removing and reserving paragraph (m) , and revising paragraph s (f) and (k)(3) to read as follows: **§ 86.1810 -**  **01 General standards; increase in emissions; unsafe condition; waivers.**  * * * * * (f) Altitude requirements. Unless otherwise specified, emission standards apply at low

altitude conditions and at high

- altitude conditions. The following exceptions apply : ( 1 ) The supplemental exhaust emission standards as de scribed in § 86.1811

–04(f) appl y only at low

- altitude conditions; ( 2 ) The cold temperature NMHC emission standards as described in § 86.1811

– 10(g) apply onl y at low

- altitude conditions; ( 3 ) The evaporative emission standards specified in § 86.1811
- 09(e) ap pl y at low

- altitude conditions. The evaporative emission standards specified in § 86.1811
- 04(e) continue to apply at high

- altitude conditions for 2009 and later model year vehicles. * * * * * (k) * * * (3) Refueling receptacle requirements. Compressed n atural gas vehicles must meet the requirements for fueling connection devices as specified in §86.1813

- 17(f)(1). 175. A new §86.1810
- 17 is added to subpart S to read as follows: **§ 86.1810 -**  **17 General requirements**  **.** The following provisions apply to all vehic les certified under this subpart:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 72 of 378 (a) An y device, s ys tem or element of design installed on or incorporated in a new motor vehicle to enable such vehicle to conform to the standards imposed b y this subpart: (1) Shall not in its operation or function cause the emission into the ambient air of any noxious or toxic substance that would not be emitted in the operation of such vehicle without such sy stem, except as specifically permitted by

regulation; and (2) Shall not in its operation, function or malfunction result in any unsafe condition endangering the vehicle, its occupants, or persons or property in close proximity to the vehicle. (b) In establishing the phy sicall y adjustable range of each adjustable parameter on a new motor vehicle, the manufacturer shall ensure that, taking into consideration the production tolerances, safe vehicle drivability characteristics are available within that range. (c) Unless otherwise specified, the emission standards of this subpart appl y equally for certification and for in

- use vehicles throughout the specified useful

- life period. Also, manufacturers must use good engineering judgment to determine that all of a vehicle’s emission

- related components are designed to operate properly throughout the specified useful

- life period. (d) Vehicles may

not discharge crankcase emissions into the ambient atmosphere. (e) All vehicles must have an onboard diagnostic system as described in §86.1806. (f) Emission standards apply at low

- altitude conditions and at high

- altitude conditions, except as noted in this subpart. (g) The cold temperature CO and NMHC standards in this subpart refer to test procedures set forth in subpart C of this part and 40 C FR part 1066, subpart H. All other emission standards in this subpart rely on test procedures set forth in subpart B of this part. These procedures rel y on the test specifications in 40 CFR parts 1065 and 1066 as described in subparts B and C of this part. (h) Multi

- fueled vehicles (including dual

- fueled and flexible

- fueled vehicles) must comply with all the requirements established for each consumed fuel ( and blend of fuels for flexible

- fueled vehicles). The following specific provisions apply for fle xible

- fueled vehicles that operate on ethanol and gasoline : (1) For exhaust emissions, we may identify the worst

- case fuel blend for testing in addition to what is required for gasoline

- fueled vehicles. The worst - case fuel blend may be the fuel specified in 40 CFR 1065.725, or it may consist of a combination of the fuels specified i n 40 CFR 1065.710 (b) and 1065.725
. We may waive testing with the worst

- case blended fuel for US06 and/or SC03 duty cycles ; i f we waive only SC03 testing, substitute the SC03 emission result using the standard test fuel for gasoline

- fueled vehicles to calculate composite SFTP emissions. (2) For refueling emissions, we may identify the worst

- case fuel blend for testing in addition to what is required for gasoline

- fueled vehicles. The worst

- case fuel blend may consist of a combination of the fuels specified in 40 CFR 1065.710(c) and 1065.7 25. This is generally expected to be a fuel blend with 10 percent ethanol and a nominal Dry

Vapor Pressure Equivalent of 10 psi. You may prepare such a worst case fuel blend by

mixing it before dispensing into the vehicle’s fuel tank, or by consecutivel y dispensing appropriate amounts of the two specified fuels into a fuel tank
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 73 of 378 ( 3 ) No additional spitback or evaporative emission testing is required beyond the emission measurements with the gasoline test fuel specified in 40 CFR 1065.710
. (i) Where we specify

requirements based on a percentage of total sales volume in a given model year, you may instead ask us to calculate the percentage based on production volumes instead of sales volumes. **§ 86.1811**  **- 01 [Removed]**  176. Remove **§** 86.1811
- 01
. 177. Section 86.1811

- 04 is revised as follows: a. By revising paragraph (e)(3)(i). b. By removing and reserving paragraph (h)
. c. By revising paragraphs (j) and (n) to read as follows: **§ 86.1811**  **- 04** 

**– Emission standards for light**  **- duty vehicles,**  **light -**  **duty trucks and medium**  **- duty passenger vehicles.**  * * * * * (e) * * * (3) * * * (i) For gasoline

- fueled and methanol

- fueled LDV, LDT and MDPV: 0.20 grams hydrocarbon per gallon (0.053 grams per liter) of fuel dispensed. This standard also applies for diesel

- fueled LDV. * * * * * (j) Highway NOX exhaust emission standard. The NOx emissions measured on the federal Highway Fuel Econom y Test in 40 CFR part 600, subpart B, must not be greater than 1.33 times the applicable FTP NOx standard to which the manu facturer certifies the test group. Both the measured emissions and the product of the NOx standard and 1.33 must be rounded to the nearest 0.01 g/mi before being compared. * * * * * (n) Requirements for vehicles with rechargeable energy storage systems. Manufacturers must measure emissions from hy brid electric vehicles (including plug

- in hy brid electric vehicles) as described in 40 CFR part 1066, subpart F , except that these procedures do not apply for plug

- in hy

brid electric vehicles during charge

- deplet ing operation
. * * * * * 178. A new §86.1811
- 17 is added to subpart S to read as follows: **§ 86.1811**  **- 17**  **Exhaust emission standards for light -**  **duty vehicles, light -**  **duty trucks and medium**  **- duty passenger vehicles.**  (a) Applicability

and general provisions . This section describes exhaust emission standards that appl y for model year 2017 and later light

- duty vehicles, light

- duty trucks, and medium

- duty

passenger vehicles. MDPVs are subject to all the same provisions of this section that apply

to LDT4. Some of the provisions of this section also apply to heav y- duty vehicles as specified in §86.1816. See §86.1818 for greenhouse gas emission standards. See §86.1813 for evaporative and refueling emission standards. This section may apply to vehicles from model year s earlier than 2017 as specified in paragraph (b)( 11 ) of this section. (b) Tier 3 exhaust emission standards . Exhaust emissions may not exceed the Tier 3EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 74 of 378 exhaust emission standards, as follows: (1) Measure emissions usi ng the chassis dy namometer proced

ures of 40 CFR part 1066 , as follows: (i) Establish appropriate load settings based on loaded vehicle weight (see §86.1803). (ii) Use appropriate driving schedules. Measurements involve testing over multiple driving schedules. The Federal Test Procedure (FTP) is based on testing with the Urban Dy

namometer Driving Schedule (UDDS). The Supplemental Federal Test Procedure (SFTP) involves testing with the UDDS, the US06 driving schedule, and the SC03 driving schedule. See 40 CFR 1066.801 for further inform ation on these test cycles. (iii) Calculate SFTP emissions as a composite of test results over the driving schedules identified in paragraph (b)(1) (ii) of this section based on the following calculation: SFTP (g/mi) = 0.35 ∙FTP + 0.28∙US06 + 0.37∙SC03 (A ) For test vehicles that do not have air conditioning, you may omit SC03 testing. To calculate composite SFTP emissions for such vehicles, use FTP emission results to substitute for the SC03 value in the equation
. ( B ) You may

also use FTP emission results to substitute for the SC03 value in the equation f

or the typ es of vehicles identified in 40 CFR 600.115 that automatically qualify

for the derived 5

- cycle method for determining fuel econom y label values
. Such v ehicles remain subject to the SFTP standard when tested over the SC03 driving s c hedule. Other vehicles remain subject to the litmus

- test provisions in 40 CFR 600.115. (iv) Use E10 test fuel as required in §86.113, except as specified in this section. (v) Hydrocarbon emission standards are expressed as NMOG; however, for certain vehicles you may measure exhaust emissions based on nonmethane hydrocarbon instead of NMOG as described in 40 CFR 1066. 635
. (vi i ) Measure emissions from hy brid electric vehicles (including plug

- in hybrid electric veh icles) as described in 40 CFR part 1066, subpart F, except that these procedures do not appl y for plug

- in hy brid electric vehicles during charge

depleting operation. (2) Table 1 of this section describes full y phased

- in Tier 3 standards that apply as speci fied in this paragraph (b) for the identified driving schedules. The FTP standards for NMOG+NOx apply on a fleet

- average basis using discrete bin standards as described in paragraph (b)(4) of this section. The bin standards include additional emission st andards for high

- altitude testing and for CO emissions when testing over the FTP driving schedule. The SFTP standards for NMOG+NOx apply on a fleet

average basis as described in paragraph (b)(5) of this section. Table 1 follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 75 of 378 Table 1 of §86.1811

- 17

– Fully Phased

- in Tier 3 Exhaust Emission Standards (g/mile) NMOG+NOx PM CO Formaldehyde FTP 1 SFTP FTP US06 SFTP FTP 0.030 0.050 0.003 0.0 06 4.2 0.004

1 The fleet

- average FTP emission standard for NMOG+NOx is 0.026 g/mile for any LDV or LDT1 test group certified to standards based on a useful life of 120,000 miles or 10 years in a given model year. (3) The FTP standards specified in this section apply for testing at low

- altitude conditions and high

- altitude conditions as specified in paragraph (b)(4) of this section. The SFTP standards specified in paragraph (b)(2) of this section apply onl y for tes ting at low

- altitude conditions. (4) The FTP emission standard for NMOG+NOx is based on a fleet average for a given model ye ar. You must specify a famil y em ission limit (FEL) for each test group. The FEL serves as the emission standard for the test grou p with respect to all required FTP testing. Calculate your fleet

- average emission level as described in §86.1860 based on the FELthat applies for low

- altitude testing to show that you meet the specified standard. For multi

- fueled vehicles, calculate fle et - average emission levels based onl y on emission levels for testing with gasoline or diesel fuel. You may generate emission credits for banking and trading and you may use banked or traded credits as described in §86.1861 for demonstrating comp liance with the FTP emission standard for NMOG+NOx. You comply with the emission standard for a given model year if you have enough credits to show that your fleet

- average emission level is at or below the applicable standard. You may exchange FTP credit s between or among an y test groups subject to standards under this section. You may not exchange FTP and SFTP credits. (i) S pecify one of the identified values from Table 2 of this section as the FEL for demonstrating that your flee t - average emission level complies with the FTP emission standard for NMOG+NOx under low

- altitude conditions. These FEL values define emission bins that also determine corresponding emission standards for NMOG+NOx emissions under high

- altitude conditions, and for CO emissions, as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 76 of 378 Table 2 of §86.1811

- 17

— Tier 3 FTP Bin Standards (g/mile) FEL Name NMOG+NOx

FELs for Low Altitude NMOG+NOx

for High Altitude CO for Low

and High Altitude Bin 160 0.160 0.160 4.2 Bin 125 0.125 0. 160 2.1 Bin 70 0.070 0.105 1.7 Bin 50 0.050 0.070 1.7 Bin 30 0.030 0.050 1.0 Bin 20 0.020 0.030 1.0 Bin 0 0.000 0.000 0.0 (ii) Manufacturers earn a compliance credit of 0.005 g/mile NMOG+NOx for vehicles that are certified for a useful life of 150,000 miles or 15 years and that are covered b y an extended warranty over the same period for all components whose failure triggers MIL illumination. Manufacturers may appl y the compliance credit as follows: (A) You may reduce your official FTP emission result for certification b y the amount of the compliance credit if that allows you to certify to a more stringent bin. In that case, you may use the more stringent bin standard for calculating the fleet

- average NMOG+NOx emission level. For an y compliance testing with these vehicles, the applicable FTP bin standard for NMOG+NOx is higher than the specified bin standard b y the amount of the compliance credit. For example, if the official FTP emission result for NMOG+NOx is 0.052 g/mile, this qualifies for an FEL of 0.050 g/mile for calculating the fleet average and the vehicle is subject to an FTP bin standard of 0.055 g/mile. (B) If the amount of the compliance credit does not allow you to certify to a more stringent bin, calculate the fleet

- average NMOG+NOx emission level using an FEL for these vehicles that is smaller than the bin standard b y the amount of the compliance credit. For any compliance testing with these vehicles, the specified bin standard applies. For example, if the official FTP emission result for NMOG+NOx is 0.038 g/mile, calculate the fleet

- average NMOG+NOx emission level b y specif yi ng an FEL of 0.045 g/mile; these vehicles are subject to the specified FTP bin standard of 0.050 g/mile. ( iii ) If you qualif

y for a compliance credit for direct ozone reduction under the LEV III program, you may appl y the compliance credit approved for California vehicles as described in paragraphs (b)(4)(ii)(A) and (B) of this section. (iv) You may

combine the adjustments in paragraphs (b)(4)(ii) and (iii) of this section if you qualify

for them separately
. (5) The SFTP emission standard for NMOG+NOx is also based on a fleet average in a given model year. You must specify FELs as described in paragraph (b)(4) of this sectio n and calculate a fleet

- average emission level to show that you meet the SFTP emission standard for NMOG+NOx, except that you may specify FELs in any

even increment of 0.010 g/mile up to a maximum value of 0.180 g/mile. You may generate emission credits f or banking and trading and you may use banked or traded credits as described in §86.186 1 for demonstrating compliance with the SFTPEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 77 of 378 emission standard for NMOG+NOx. You comply with the emission standard for a given model ye ar if you have enough credits to show that your fleet

- average emission level is at or below the applicable standard. You may exchange SFTP credits between or among any test groups subject to standards under this section. You may not exchange FTP and SFTP credits. The SFTP standards des cribed in this section apply onl y for testing at low

- altitude conditions. (6) The full Tier 3 program includes new emission standards for NMOG+NOx, PM, CO, and formaldeh yd e; it also includes measurement with a new test fuel and a longer useful life (for some vehicles). Vehicles meeting all these requirements are considered Final Tier 3 vehicles. Vehicles that do not meet all the Tier 3 requirements are considered Interim Tier 3 vehicles. Paragraphs (b)(7) through (13) of this section describe how to comply with standards during a phase

- in period. (7) The Tier 3 PM standards ph ase in over several years. The following provisions describe the primary

approach for phasing in the Tier 3 PM standards: (i) You must meet the FTP and the US06 PM standards with 20, 20, 40, 70, and 100 percent of your projected nationwide sales of all vehicles subject to this section in model years 2017 through 2021, respectively
. In model years 2017 and 2018, an interim US06 PM standard o f 0.010 g/mile applies. Each vehicle meeting the Tier 3 FTP standard for PM must also meet the Tier 3 US06 standard for PM. In model year 2017, the phase

- in requirement applies only for vehicles at or below 6,000 pounds GVWR; however, you may meet an alternative phase

- in require ment of 10 percent in model year 2017 based on your full production of vehicles subject to standards under this section. (ii) You may

disregard the phase

- in percentages specified in paragraph (b)( 7 )(i) of this section if you instead comply with an indexe d PM phase

- in schedule as described in this paragraph (b)( 7 )(ii). To do this, you must notify us of your intent before January

1, 2017, and include a detailed plan for complying with the indexed phase

- in schedule. You compl y with the indexed phase

- in sch edule by calculating a PM phase

- in index at or above 540 using the following equation for model years 2017 through 2021: PM phase

- in index = 5 ∙APP 2017 + 4 ∙APP 2018 + 3 ∙APP 2019 + 2 ∙APP 2020 + APP 2021 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 PM standards for the indicated model year, based on actual sales, as described in paragraph (b)( 7 )(i) of this section. ( ii i) Vehicles meeting the Tier 3 PM standards must meet those standards over the useful life as specified in §86.1805. Note that Interim Tier 3 vehicles may have different useful life values for PM emission standards than for other emission standards. ( i v) An y vehicles not included for demonstrating compliance with the Tier 3 PM phase

- in requirement must instead comply with an FTP emission standard for PM of 0.010 g/mile, and a composite SFTP emission standard for PM of 0.070 g/mile. (v) Measure PM emissions from all vehicles using the same test fuel specified in paragraph (b)(8) of this section for measuring NMOG+NOx emiss ions. (vi) You may

certify Interim Tier 3 vehicles based on carryover data.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 78 of 378 (vii) You may

use the alternative phase

- in provisions described in paragraph (b)( 9 ) of this section to transition to the Tier 3 exhaust emission standards on a different schedule. ( 8 ) The following provisions describe the primary approach for phasing in the Tier 3 standards other than PM in 2025 and earlier model years: (i) FTP phase

- in . The fleet

- average FTP emission standard for NMOG+NOx phases in over several years as described in this paragraph (b)( 8 )(i). You must identify FELs as described in paragraph (b)(4) of this section and calculate a fleet

average emission level to show that you meet the FTP emission standard for NMOG+NOx that applies for each model year. For model year 2017, do not include vehicles above 6,000 pounds GVWR. Through model ye ar 2019, you may also certify

to transitional Bin 85 or Bin 110 standards, which c onsist of all

altitude FTP emission standards for NMOG+NOx of 0.085 or 0.110 g/mile, respectivel y; additional FTP standards for PM, CO, and formaldehyde apply as specified in this section for vehicles certified to Bin 125 standards. Fleet

- average FTP em ission standards decrease through the phase

- in period as shown in the following table: Table 3 of §86.1811

- 17

— Declining Fleet

- Average Tier 3 FTP Emission Standards for NMOG+NOx (g/mile) Model Year LDV, LDT1 1 LDT2, HLDT 2017 2 0.086 0.101 2018 0.079 0.092 2019 0.072 0.083 2020 0.065 0.074 2021 0.058 0.065 2022 0.051 0.056 2023 0.044 0.047 2024 0.037 0.038 2025 0.030 0.030 1 C alculate the adjusted fleet

- average standard for LDV and LDT1 test groups certified to standards based on a useful life of 120,000 miles or 10 ye ars in a given model year by multiplying the specified value by 0.85 and rounding to the nearest 0.001 g/mile. Through model year 2019, apply this adjustment only if one or more test groups is certified t o Bin 70 or lower standards based on a useful life of 120,000 miles or 10 years. 2 Vehicles above 6,000 pounds GVWR must meet the Tier 3 standards starting with mo del year 2018. (ii) SFTP phase

- in . The fleet

- average SFTP emission standard for NMOG+NOx phases in over several years as described in this paragraph (b)( 8 )(ii). You must identify FELs as described in paragraph (b)(5) of this section and calculate a fleet

average emission level to show that you meet the SFTP emission standard for NMOG+NOx that applies for each model year. (A) Calculate the fleet

- average emission level together for all your light

- duty vehicles and light

- duty trucks, except for those certified using the provisions of paragraph (b)( 8 )(ii)(C) of this section. For model year 2017, do not includeEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 79 of 378 vehicles above 6,000 pounds GVWR (in the numerator or denominator). (B) Fleet

- average FTP emission standards decrease through the phase

- in period as shown in the following table: Table 4 of § 86.1811
- 17

— Declining Fleet

- Average Tier 3 SFTP Emission Standards Model Year NMOG+NOx

(g/mile) 2017 1 0.103 2018 0.097 2019 0.090 2020 0.083 2021 0.077 2022 0.070 2023 0.063 2024 0.057 2025 0.050 1 Vehicles above 6,000 pounds GVWR must meet the Tier 3 standards starting with mo del year 2018
. (C) You may

use the Option 1 provisions specified in the LEV III program to demonstrate compliance with EPA’s SFTP standards . Do not include an y such test groups when demonstrating compliance with the phased

- in fleet

average SFTP standards specified in this paragraph (b)( 8 )(ii). Note that this option is not available for vehicles certified to the transitional bins described i n paragraph (b)(8)(i) of this section. (iii) Interim provisions . (A) For LDT2 and HLDT certified to bins higher than Bin 70 under this section through model ye ar 2019, the Tier 2 useful life period applies as specified in §86.1805

- 12 for all criteria pollutants other than PM
. A similar provisions applies for LDV and LDT1, as described in Table 3 of this section. (B) You may

use the E0 test fuel specified in §86.113 through model ye ar 2019 for gasoline

- fueled vehicles certi fied to bin s higher than Bin 70 . You may not certify

these vehicles using carryover data after model year 2019
. (iv) You may

use the alternative phase

- in provisions described in paragraph (b)( 9 ) of this section to transition to the Tier 3 exhaust emission standards on a different schedule. ( 9 ) This paragraph (b)( 9 ) describes an alternative approach to phasing in the Tier 3 emission standards for vehicles above 6,000 pounds GVWR . I f you choose this approach, you must phase in the Tier 3 standards for all your vehicles above 6,000 pounds GVWR that are subject to this section according to this schedule. Under this alternative phase

- in, you must meet the fully phased

- in standards specified in this paragraph (b) with 40, 70, and 100 percent of your projected nationwide sales of all ve hicles above 6,000 pounds GVWR that are subject to this section in model years 2019 through 2021, respectively . An y vehicles not subject to Tier 3 standards during the phase

- in period must continue to comply with the Tier 2 standards in §86.1811

- 04(c) and (f), including the Tier 2 SFTP emission standards for NMHC+NOx and COEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 80 of 378 for 4,000

- mile testing as specified in §86.1811

- 04(f)(1). Vehicle s s ubject to Tier 2 standards under this paragraph (b)( 9 ) are subject to the useful life provisions in §86.1805
- 12 relative to exhaust emission standards
. Each vehicle counting toward the phase

- in percentage under this paragraph (b)( 9 ) must meet all the standards that apply throughout the useful life as specified in §86.1805
- 17, and must use the Tier 3 test fuel specified in §86.113

- 07. The following exceptions and special provisions apply under this paragraph (b)( 9 ): (i) For model year 2019, yo u may exclud e from the phase

- in calculation any test groups with vehicles above 6,000 pounds GVWR that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SI GNATURE] (see 40 CFR 85.2304)
. (ii) The FTP and SFTP emission standard s for NMOG+N Ox are fleet

- average standard s . Calculate your fleet

- average value s based on all the vehicles that are subject to the standard in a given year. You may not generate credits for banking or trading in model years 2019 or 2020, and you may not use banked or traded credits to demonstrate compliance with the standards in thos e years. ( i ii) The US06 emission standard for PM is 0.010 g/mile in model year s 2019 through 2021, and 0.006 g/mile starting in model year 2022. The other standards described in this paragraph (b)( 9 ) apply to all your vehicles above 6,000 pounds GVWR in model years 2022 through 2024. ( 10 ) You may

not use credits generated from Tier 2 vehicles for demonstrating compliance with the Tier 3 standards except as specified in this paragraph (b)( 10 ). You may generate earl y credits with U.S. sales of Tier 2 vehicles in the two model ye ars before the Tier 3 standards start to appl y for a given vehicle model. Vehicles certified to the Tier 2 standards must meet all the Tier 2 requirements in §86.1811

- 10 , including the fleet

- average Tier 2 standards
. C alculat e earl y Tier 3 emission credits as described in §86.1861 by subtracting the appropriate Tier 2 fleet

- average value for FTP emissions of NMOG+NOx from 0.160 g/mile. Calculate your fleet

- average value for the model year based on vehicles at or below 6,000 p ounds GVWR in 2015, on all sizes of vehicles in 2016, and on vehicles above 6,000 pounds GVWR in 2017. You may use these earl y credits as described in §86.1861 for demonstrating compliance with the FTP emission standard for NMOG+NOx starting in model year 2017. For model year s 2018 and later , you may use these earl y credits for banking or trading subject to a limitation based on credits generated in California, as follows: (i) For the applicable model years in which you generate emission credits relative to California’s LEV III fleet

- average NMOG+NOx standard, determine the actual California sales of light

- duty vehicles and light

- duty

trucks and the actual nationwide sales o f those same vehicles. In 2015, count sales only from vehicle models at or below 6,000 pounds GVWR. For each model year, multiply the credits generated under the California program b y the ratio of nationwide vehicle sales to LE V III vehicle sales to calc ulate an effective nationwide quantity . Sum these results for model years 2015 through 2017. Note that this calculation results in a maximum credit quantity based on vehicle sales in all states, even though the initial credit calculation does not include vehicle sales in California or the section 177 states. If you comply with the LEV III standards based on pooled emission credits for California and the section 177 states, use those pooled emission creditsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 81 of 378 and corresponding sales for calculating the maxi mum credit quantity under this paragraph (b)( 10 )(i). (ii) You may

not use more earl y credits generated under this paragraph (b)( 10 ) for banking or trading to demonstrate compliance with Tier 3 emission standards than the calculated value of the effective nationwide credit quantity summed in paragraph (b)( 10 )(i) of this section. If your generated credits are greater than this threshold, determine the percentage of your generated early credits that exceed the threshold. Calculate an adjusted quantity of e arl y credits generated under this paragraph (b)( 10 ) b y decreasing the generated quantity from each model year b y the calculated percentage that exceed the applicable threshold. This adjusted quantity of credits may

be used for banking or trading relative to the Tier 3 standards, subject to the five

- ye ar credit life described in §86.1861. (1 1 ) You may

certify vehicles to the Tier 3 standards starting in model year 2015
. To do this, you may

either sell all your LEV III vehicles models nationwide, or you may certify a subset of your fleet to alternate fleet

- average emission standards as follows: (i) The alternate fleet

- average FTP emission standards for NMOG+NOx are 0.100 g/mile in 2015 and 0.093 g/mile in 2016 for LDV and LDT 1
. (ii) The alternate fleet

- average FTP emission standards for NMOG+NOx are 0. 119 g/mile in 2015, 0
. 11 0 g/mile in 2016 , and 0.101 g/mile in 2017 for LDT2 and HLDT
. (i ii ) The alternate fleet

- average SFTP emission standards for NMOG+NOx are 0.140 in 2015 for LDV and LD T 1 , 0.110 in 2016 for all vehicles, and 0.103 in 2017 for LDT2 and HLDT
. ( i v) The vehicles must meet FTP and SFTP standards for PM as specified in §86.1811
- 04. The PM testing provisions of §86.1829

- 01(b)(1)(iii)(B) apply for these vehicles. (v) Vehicles not certified to the Tier 3 standards in a given model year must meet all the requirements that apply for Tier 2 vehicles in that model year. (v i ) For cold temperature testing and for high

- altitude testing, you may use the E0 fuel specified in §86.113

- 04(a) or §86.213 instead of the E10 test fuel specified in §86.113
- 07. (v i i) For vehicles certified under th is paragraph (b)(11), you may generate emission credits and use those credits for demonstrating compliance with Tier 3 standards as described in paragraph (b)(10) of this section. ( 1 2 ) The following alternate standards apply for in

- use testing: (i) Alternate in

- use FTP standards for NMOG+NOx apply for 2021 and earlier model year vehicles certified to Bin 70 and lower. Calculate these alternate standards b y multiplying the applicable FEL by 1.4. These alternate standards apply onl y for testing at low

- altitude conditions. (i i ) The alternate in

- use FTP standard for PM is 0.006 g/mile for 2021 and earlier model year vehicles
. (ii i ) The in

- use US06 standard for PM is 0.010 g/mile for 202 3 and earlier model ye ar vehicles
. ( 1 3 ) Keep records as needed to show that you meet the requirements specified in this paragraph (b) for phasing in standards and for complying with declining fleet

- average average standards.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 82 of 378 (c) Highway

NMOG+NOx exhaust emission standard

. NMOG+NOx emissions measured on the federal Highway

Fuel Economy

Test in 40 CFR part 600, subpart B, may not exceed the applicable FTP bin standard for NMOG+NOx . Demonstrate compliance with this standard for low

- mileage vehicles by appl yi ng the appropriate deterioration factor. For vehicl es not certified to any Tier 3 emission standards specified in paragraph (b) of this section, the provisions of §86.1811

- 04(j) apply instead of this paragraph (c). (d) Special provisions for Otto

- cycle engines . The special provisions described in this paragraph (d) appl y for vehicles with Otto

- cycle engines . For vehicles not certified to any Tier 3 emission standards, the provisions of §86.1810

- 01(i)(6), (i)(13), and (i)(14) apply instead of this paragraph ( d). (1) Enrichment limits . The nominal air

- fuel ratio throughout the US06 cycle may not be richer than the leanest air

- fuel mixture required for lean best torque, except as allowed under paragraph (d)(2) of this section. Unless we approve otherwise in advance, lean best torque is the leanest air

- fuel ratio required at any speed and load point with a fixed spark advance to make peak torque. The allowable tolerance around the nominal value for any given speed and load point over the US06 cycle for a particular vehicle is 4 percent, which is calculated a s the nominal mass

- based air

fuel ratio for lean best torque divided by 1.04. (2) Engine protection . AECDs that use commanded enrichment to protect the engine or emission control hardware must not use enrichment more frequently or to a greater degree th an is needed for this purpose. For purposes of this section, commanded enrichment includes intended engine operation at air

- fuel ratios rich of stoichiometry , except the following: (i) Cycling back and forth in a narrow window between rich and lean operat ion as a result of feedback controls targeted to maintain overall engine operation at stoichiometry
. (ii) Small changes in the target air

- fuel ratio to optimize vehicle emissions or drivability . This may

be called “closed

- loop biasing.” (iii) Temporary

enrichment in response to rapid throttle motion. (iv) Enrichment during cold

- start and warm

- up conditions. (v) Temporary

enrichment for running OBD checks to comply with §86.1806. (3) A/C

- on specific calibrations. (i) A/C

- on specific calibrations (e.g., air

- fuel ratio, spark timing, and exhaust gas recirculation) that differ from A/C

- off calibrations may be used for a given set of engine operating conditions (e.g., engine speed, manifold pressure, coolant temperature, air charge temperature, and any other parameters). Such calibrations must not unnecessaril y reduce emission control effectiveness during A/C

- on operation when the vehicle is operated under conditions that may reasonabl y be expected during normal operation and use. If emission control effective ness decreases as a result of such calibrations, the manufacturer must describe in the Application for Certification the circumstances under which this occurs and the reason for using these calibrations. (ii) For AECDs involving commanded enrichment, these AECDs must not operate differently

for A/C

- on operation than for A/C

- off operation, except as provided under paragraph (d)(2) of this section. This includes both the sensor inputs for triggering enrichment and the degree of enrichment employed.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 83 of 378 (4) “ Lean

- on - cruise” calibration strategies. Manufacturers may use “lean

- on - cruise” strategies subject to the following specifications: (i) A “lean

- on - cruise” strategy is defined as the use of an air

- fuel ratio significantl y leaner than stoichiometry during non

- deceleration conditions at speeds above 40 mph. (ii) You must not employ “lean

- on - cruise” strategies during vehicle operation in normal driving conditions, including A/C usage, unless at least one of the following conditions is met: (A) Such strategies are substantially employed during the FTP, US06, or SC03 duty

cycle. (B) Such strategies are demonstrated not to significantly reduce vehicle emission control effectiveness over the operating conditions in which they are employed. (C) Such strategies are demonstrated to be necessary to protect the vehicle occupants, engine, or emission control hardware. (iii) If you propose to use a “lean

- on - cruise” strategy , you must describe in the application for certification the circumstances under which such a calibration would be used and the reasons for using it. (e) through (f) [Reserved] (g) Cold temperature exhaust emission standards . The following standards apply for vehicles tested over the test procedures specif ied in subpart C of this part: (1) Cold temperature CO standards . These cold temperature CO standards are applicable onl y to gasoline

- fueled vehicles. These standards apply for testing at low

altitude conditions and high

- altitude conditions. Cold temperature CO exhaust emission standards apply when measured using the test procedures specified in subpart C of this part, as follows: (i) For LDV and LDT1, the standard is 10.0 g/mile CO. (ii) For LDT2, LDT3 and LDT4, the standard is 12.5 grams per mile CO. (2) Cold temperature NMHC standards

. Fleet average cold temperature NMHC standards are applicable only to gasoline

- fueled vehicles, and appl y equally to certification and in

- use except as otherwise specified in §86.1811

- 10(u) for in

- use standards for appli cable phase

- in models. Testing with other fuels such as a high

level ethanol

- gasoline blend , or testing on diesel vehicles, is not required. Multi

- fuel, bi

- fuel or dual

- fuel vehicles must comply with requirements using gasoline only
. (i) The standards are shown in the following table: Table 5 of §86.1811

- 17

—Fleet Average Cold Temperature NMHC Exhaust Emission Standards Vehicle weight category Cold temperature NMHC sales

- weighted fleet average standard (g/mile) LDV and LLDT 0.3 HLDT 0.5 (ii) The manufacturer must calculate its fleet average cold temperature NMHC emission level(s) as described in §86.1864

– 10(m).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 84 of 378 (iii) The standards specified in this paragraph (g)(2) apply only for testing at low

altitude conditions. However, manufacturers must submit an engineering evaluation indicating that common calibration approaches are utilized at high altitudes. Any

deviation from low altitude emission control practices must be included in the auxiliary

emission control device (AECD) descriptions submitted at certification. Any AECD specific to high altitude must require engineering emission data for EPA evaluation to quantify any emission impact and validity of the AECD. (h) Small

- volume manufacturers
. Small

- volume manufacturers may use the following Tier 3 phase

- in provisions: (1) Instead of the fleet

- average FTP standards for NMOG+NOx specified in this section, s mall

- volume manufacturers may meet alternate fleet

- average standard s of 0.125 g/mile throu gh model year 202 1, and 0.051 g/mile for model years 2022 through 2027. The following additional provisions apply for v ehicles certified under this paragraph (h)(1) : (i) Vehicles are subject to exhaust emission standards over the useful life as specified in §86.1805

- 12 through model ye ar 2021 , and as specified in this section starting in model ye ar 2022
. (ii) Gasoline

- fueled vehicles may use the E0 test fuel specified in §86.113

- 04 for vehicles certi fied to bins higher than Bin 70 through model year 2021
. (iii) Vehicles certified under this paragraph (h)(1) may generate emission credits and they may use banked or traded emission credits relative to the alternate fleet

average FTP standard for NMOG+NOx only in model years 2022 through 2027
. (i v ) Vehicles are subject to all the other requirements specified in this section
. (2) Small

- volume manufacturers may delay complying with all the requirements of this section until model year 2022, and instead meet all the requirements that apply to Tier 2 vehicles under §86.1811

- 10 for 2021 and earlier model years . (3) If meeting the Tier 3 standards would cause severe economic hardsh ip, small

volume manufacturers may ask us to approve an extended compliance deadline under the provisions of 40 CFR 1068.250, except that the solvency criterion does not apply and there is no maximum duration of the hardship relief. **§§ 86.1812**  **- 01 and 86.1**  **813 -**  **01 [Removed]** 179. Remove **§§** 86.1812
- 01 and 86.1813
- 01
. 180. A new §86.1813
- 17 is added to subpart S to read as follows: **§ 86.1813**  **- 17**  **Evaporative and refueling emission standards.** Vehicles must meet evaporative and refueling emission standards as specified in this section. These standards apply for heavy duty vehicles above 14,000 pounds GVWR as specified in §86.1801. The emission standards apply for total h ydrocarbon equivalent (THCE) measurements using the test procedures specified in subpart B of this part, as appropriate. Note that § 86.1829 allows you to certify without testing in certain circumstances. Except as specified i n paragraph (b) of this section, evaporative and refueling emission standards do not apply for diesel

- fueled vehicles. Unless otherwise specified, MDPVs are subject to all the same provisions of this section that apply to LDT4.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 85 of 378 (a) Tier 3 evaporative emis sion standards . Vehicles may not exceed the Tier 3 evaporative emission standards, as follows: (1) Measure emissions using the test procedures of subpart B of this part, as follows: (i) Follow the vehicle preconditioning and exhaust testing procedures as described in subpart B of this part. (ii) Measure diurnal, running loss, and hot soak emissions as shown in §86.130. This includes separate measurements for the two

- diurnal test sequence an d the three

- diurnal test sequence; however, gaseous

- fuel ed veh icles are not subject to evaporative emission standards using the two

- diurnal test sequence. (iii) For gasoline

- fueled vehicles, u se E10 test fuel as required in §86.113, except as specified in this section. (iv) Emissions are generally measured with a flame ionization detector (FID)
. In the case of diurnal, hot soak, and running loss testing with E10 test fuel, multiply measured (unspeciated) FID values by 1.08 to account for the FID’s reduced response to ethanol. You may instead determine total hydrocarbon equivalent for E10 testing based on speciated measurements as described in § 86.143

- 96(c). You must use the same method (with or without speciation) for all of the specified evaporative testing for a given evaporative/refueling family . Similarly , any evaporative/refueling families certified in later model years using carryover data must use the same method that was used for the original testing. We may do testing with or without speciation , but we will apply the 1.08 correction factor to unspeciated measurements only if you also use it to determine your final test results. (2) Diurnal and hot soak emissions may not exceed the Tier 3 emission standards, as follows: (i) The emission standard for the sum of diurnal and hot soak measurements from the two

- diurnal test sequence and the three

- diurnal test sequence is based on a fleet average in a given model year. You must specify a family emission limit (FEL) for each evaporative family . The FEL serves as the emission standard for the evaporative famil y with respect to all required diurnal and hot soak testing. Calculate your fleet average emission level as described in §86.1860 based on the FEL that applies for low

- altitude testing to show that you meet the specified standard. For multi

- fueled vehicle s, calculate fleet

- average emission levels based only on emission levels for testing with gasoline. You may generate emission credits forbanking and trading and you may use banked or traded credits for demonstrating compliance with the diurnal plus hot so ak emission standard for vehicles required to meet the Tier 3 standards, other than electric vehicles and gaseous - fueled vehicles, as described in §86.1861 starting in model year 2017
. You comply

with the emission standard for a given model year if you have enough credits to show that your fleet

- average emission level is at or below the applicable standard. You may exchange credits between or among evaporative families within an averaging set as described in §86.1861. Separate diurnal plus hot s oak emission standards apply as shown for high

- altitude conditions. The sum of diurnal and hot soak measurements may not exceed the following fleet

average Tier 3 standards:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 86 of 378 Table 1 of §86.1813

- 17

— Tier 3 Diurnal Plus Hot Soak Emission Standards (grams p er test) Vehicle category Lo w - altitude conditions High

- altitude

conditions LDV, LDT1 0.300 0.65 LDT2 0.400 0.85 HLDT 0.500 1.15 1 HDV 0.600 1.75 1 1.25 g/test for MDPVs. (ii) Specify

FELs as follows: (A) You may

specify the low

- altitude FEL in increments of 0.025 g above or below the otherwise applicable Tier 3 diurnal plus hot soak standard, up to the maximum values specified in the following table: Table 2 of §86.1813

- 17

— Tier 3 FEL Caps for Low

- Altitude Testing Vehicle category FEL caps LDV 0.500 LLDT 0.650 HLDT 0.900 MDPV 1.000 HDV 1.4 (B) Calculate the FEL for testing at high

- altitude conditions based on the difference between the low

- altitude FEL and the standard. For example, if a light

- duty vehicle was certified with an FEL of 0.400 g instead of the 0.300 g standard, the FEL for tes ting under high

- altitude conditions would be 0.75 g (0.65+0.10). (iii) Hydrocarbon emissions must not exceed 0.020 g for LDV and LDT and 0.030 g for HDV when tested using the Bleed Emission Test Procedure adopted by the California Air Resources Board as part of the LEV III program. This procedure quantifies diurnal emissions without measuring hot soak emissions. The standards in this paragraph (a)(2)(iii) do not apply for testing at high

- altitude conditions. For vehicles with non

- integrated refueling canisters , the bleed emission test and standard do not apply to the refueling canister. You may perform the Bleed Emission Test Procedure using the analogous test temperatures and the E10 test fuel specified in subpart B o f this part. (3) Running losses m ay

not exceed 0.05 g per mile when measured using the test procedures specified in § 86.134. This standard does not apply for gaseous

- fuel ed vehicles. (4) Fuel sy stems for vehicles operating on one or more volatile liquid fuels may not exceed an effect ive leak diameter of 0.02 inches when measured using the procedure specified in 40 CFR 1066. 985 . For vehicles with fuel tanks exceeding 25 gallons nominal fuel tank capacity , you may request our approval for a leak standard greater than 0.020 inches, up t o a maximum value of 0.040 inches. (5) The Tier 3 evaporative emission standards start to phase in with model year 2017 for vehicles at or below 6,000 pounds GVWR and with model year 2018 for vehiclesEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 87 of 378 above 6,000 pounds GVWR. Table 3 of this section spec ifies the minimum percentage of each manufacturer’s sales in each model year that must be certified to the Tier 3 evaporative emission standards. Calculate annual percentages based on actual nationwide sales of all vehicles subject to standards under this paragraph (a) for the applicable model year; however, if all your FELs for Tier 3 evaporative families are at the applicable standard (neither generating nor using emission credits), the phase

- in requirements are based on projected sales. Also, if you ce rtify vehicles above 6,000 pounds GVWR to the Tier 3 evaporative emission standards in model ye ar 2017, you may

count projected U.S. sales of those vehicles toward your calculation for meeting the 40 percent requirement in 2017 (numerator only). Manufacturers may

meet this requirement using the additional alternative phase

- in provisions in paragraph (g) of this section. Vehicles from the identified model years not certified to the Tier 3 evaporative emission standards continue to be subject to the evaporative emission standards specified in § 86.1811

- 09(e) or § 86.1816
- 08(d) , including the useful life provisions of §86.1805

- 12. Note that this subjects LDV and LDT1 to a 150,000 mile useful life for evaporative emissions if the vehicles are subject to a 15 0,000 mile useful life for exhaust emissions. Keep records as needed to show that you meet the phase

- in requirements specified in this section. See paragraph (g) of this section for additional provisions that apply for model year 2017 and the rest of the phase

- in. Table 3 of §86.1813

- 17

— Default Phase

- in Schedule for Tier 3 Evaporative Emission Standards Model year Minimum percentage of vehicles

subject to the Tier 3 standards 2017 40% 1,2 2018 60% 2019 60% 2020 80% 2021 80% 2022 100% 1 The phase

- in percentage for model year 2017 applies only for vehicles at or below 6,000 pounds GVWR. 2 The leak standard specified in paragraph (a)(4) of this section does not apply for model year 2017. (6) For model year 2017, exclude vehicle sales from California and section 177 states from the calculation to demonstrate compliance with the phase

- in schedule in paragraph (a)(5) or (g) of this section, and from the credit calculation in §86.1860. (b) Re fueling emissions
. Li ght

- duty vehicles, light

- duty trucks, and c omplete heav y- duty v ehicles must meet the refueling emission standards in this paragraph (b) when measured over the procedure specified in §86.150. These standards appl y starting with model year 2018 for vehicles above 10,000 pounds GVWR. The following refueling standards apply : (1) 0.20 g THCE per gallon of fuel dispensed for vehicles using volatile liquid fuels
. This standard also applies for diesel

- fue led LDV
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 88 of 378 (2) 0.15 g THC per gallon of fuel dispensed for liquefied petroleum gas

- fueled vehicles and natural gas

- fueled vehicles
. (c) Fuel spitback . For vehicles fueled b y volatile liquid fuels, fuel spitback emissions may not exceed 1.0 g THCE when measured using the test procedures specified in § 86.146. The fuel spitback standard applies onl y t o newly assembled vehicles. (d) [Reserved] (e) Auxi liary

engines and separate fuel s ys tems . The provisions of 40 CFR 1037.103( g ) apply for vehicles with auxiliary engines. This includes any engines installed in the final vehicle configuration that contribute no motive power through the vehicle’s transmiss ion. (f) Refueling provisions for gaseous

- fuel ed vehicles . The following provisions apply specificall y for gaseous

- fuel ed vehicles: (1) Compressed natural gas vehicles must meet the requirements for fueling connection devices as specified in ANSI NGV1

- 2006 (incorporated b y reference in §86.1). (2) [Reserved] ( 3 ) With our advance approval, liquefied petroleum gas

- fueled vehicles with gauge s or valves that can be opened to release fuel or fuel vapor during refueling (such as fixed liquid level gauges) may be tested for refueling emissions without opening such gauges or valves, as outlined in §86.157

– 98(d)(2). We will approve your request if yo u can show that such gauges or valves will not be open during in

- use refueling due to inaccessibility

or other design features that would prevent them from opening or make this very

unlikel y. (g) Alternative phase

- in options for Tier 3 evaporative emiss ion standards . You may use any of the following alternative methods to transition to the Tier 3 evaporative emission standards: (1) Starting in model ye ar 2015, you may earn an “allowance” for each vehicle that yo u certify

earl y under this paragraph ( g )(1). For each allowance you earn, you may count it as one compliant vehicle in a later model year during the phase

- in period. Calculate the total phase

- in percentage in each model year b y adding the allowances to the number of compliant vehicles (in the numerator), without increasing total sales (in the denominator). For each allowance you earn, you may alternativel y count it as one compliant vehicle under the phase

- in schedule described in paragraph (g)(5) of this section , except that you may not use those allowances to increase the value of the phase

- in index from an y model year b y more than 10 percentage points. Vehicles earning allowances under this paragraph (g)(1) may not have an FEL above the applicable Tier 3 standard, and may not generate emiss ion credits for banking or trading . Allowances may not be traded to another company . You may earn allowances under this paragraph (g)(1) for earl y- compliant vehicles as follows: (i) Model year 2015 and 2016 vehicles at or below 6,000 pounds GVWR meeting the Tier 3 standards in paragraph (a) of this section or the equivalent California standards as specified in paragraph (g)(4) of this section earn allowances , as long as the vehicle s are not sold in California or any of the section 177 states. (ii) Model year 2015 through 2017 LDV and LDT above 6,000 pounds GVWR meeting the Tier 3 standards in paragraph (a) of this section or the equivalent California standards as specified in paragraph (g)(4) of this section earnEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 89 of 378 allowances , as long as the vehi cle s are not sold in California or any of the section 177 states. ( i ii) Model year 2015 through 2017 MDPV and HDV meeting the Tier 3 standards in paragraph (a) of this section or the equivalent California standards as specified in paragraph (g)(4) of thi s section earn allowances for vehicles sold in any state. (i v ) To the extent that you over - compl y with the 40

- percent phase

- in requirement in model year 2017, you may count your actual U.S. sales exceeding the required number of Tier 3 vehicles as allowan ces to ward meeting the phase

- in requirement in 2018 and later model years. (v ) For HDV above 10,000 pounds GVWR and at or below 14,000 pounds GVWR that you certify

to the refueling emission standards in paragraph (b) of this section in model years 2015 through 2017 and sell outside of California and the section 177 states , a single vehicle may produce two allowances if it is certified to the Tier 3 diurnal plus hot soak standard
. Allowances earned under this paragraph ( g)(1)(v ) may alternativel y be used in model years 2018 through 2022 to phase in the refueling standard , except that a single earl y- compliant vehicle produces onl y a single allowance
. (vi) Complete HDV above 14,000 pounds GVWR and all sizes of incomplete HDV earn allowances as described in pargraph (g)(1)(v) of this section if they are certified to the refueling emission standards in paragraph (b) of this section in model years 2015 through 2021. ( 2 ) The following alternative phase

- in option s apply for model year 2017: (i) You may

disregard the percentage phase

- in specified in paragraph (a)(5) of this section for 2017 if you choose 50

- state certification for all your vehicles meeting the LEV III PZEV evaporative standards in 2017. Under this option, you may not produce a higher

- emitting version of those vehicle models for sale outside of California or the section 177 states. Such vehicles may be certified using carryover data under the California program , but they may not generate or use emi ssion credits. LD V and LDT1 that comply under this paragraph (g)( 2 ) (i) may not generate allowances under paragraph (g)(1) of this section, regardless of the calculated percentage of compliant vehicles in model year 2017. (ii) You may

compl y with the phase

- in requirement for model year 2017 by meeting the Tier 3 emission standards for diurnal plus hot soak, running loss, and bleed emissions (or the equivalent set of California standards as allowed in this section) with 20 percent of vehicles at or below 6,000 pounds GVWR, and by meeting the leak standard in paragraph (a)(2 ) (iii) of this section with 20 percent of vehicles at or below 6,000 pounds GVWR. You may optionall y include vehicles above 6,000 pounds GVWR und er this paragraph (g)( 2 )(ii) to calculate the percentage (numerator only) if they meet the leak and/or evaporative emission standards in model year 2017. V ehicles compl yi ng with Tier 3 evaporative emission standards m ay

generate or use emission credits re lative to the diurnal plus hot soak standard as specified in this section , but they may not generate allowances. You may apply this option and use the alternative phase

- in calculation in paragraph (g)( 4 ) of this section, subject to the following conditions:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 90 of 378 (A) You must meet or exceed the 20 percent threshold for both evaporative emissions and the leak standard. (B) All the vehicles meeting the leak standard must also meet the Tier 3 evaporative emission standards and the OBD requirements in §86 .1806
- 17(b)(1)
. (C) Determine the appropriate percentage for calculating compliance under paragraph (g)( 4 ) of this section by adding 20 to the percentage of vehicles meeting the Tier 3 evaporative emission standards to account for vehicles meeting the leak standard . Do not increase the percentage based on meeting the leak standard with more than 20 percent of yo ur vehicles in model ye ar 2017. ( 3 ) If you certify

model year 2021 or earlier vehicles to the LEV III evaporative emission standards in California , you may certify those as Tier 3 vehicles that count toward meeting the phase

- in requirements of this section. Such vehicles must still be certified to the high

- altitude standards in paragraph (a)(2) of this section and the leak standard specified in p aragraph (a)(4) of this section . You may not certify

vehicles under this paragraph (g)( 3 ) after model year 2021 . Vehicles meeting the LEV III standards may

also generate allowances under paragraph (g)(1) of this section; however, these vehicles may gene rate or use emission credits under this subpart only if they are not used to generate allowances and if they are certified using the Option 2 procedures under the LEV III program (including the bleed emission test). Vehicles may be certified under this paragraph ( g )( 3 ) based on the rig test (“Option 1”) if they are certified to LEV III standards based on the rig test before model ye ar 2017 ; this certification option applies through model year 20 21
. In clude these Option 1 vehicles in the calculation of fleet average emissions by using the appropriate Tier 3 emission standard as the FEL. Note that the rig test is considered a diurnal test with respect to the provisions to account for ethanol emissions as described in paragraph (a)(1)(iv) of this section. ( 4 ) If you fall short of the phase

- in percentage specificati ons in paragraph (a)(5) of this section, you may

designate the requisite number of Tier 2 vehicles as Tier 3 vehicles for purposes of demonstrating compliance with the Tier 3 standards in this section. To do this, factor those Tier 2 vehicles into the Tie r 3 fleet

- average emission calculation using an FEL that is equal to the applicable diurnal plus hot soak standard from the two

- day

test sequence. The Tier 3 emission standards do not apply to these Tier 2 vehicles. In addition, you may disregard the pha se - in percentages specified in paragraph (a)(5) of this section if you instead comply based on one of the following alternative measures: (i) You may

compl y with an alternate phase

- in schedule described in this paragraph (g)( 4 ) (i) . To do this, you must give us a detailed plan for describing how you will meet the alternate phase

- in schedule. You comply with the alternate phase

- in schedule by

calculating an evaporative phase

- in index using the following equation that is at or above 1,280 for model years 2 017 through 2022 (or 1,040 for model ye ars 2018 through 2022 if yo u use the provisions of paragraph (g)( 2 ) (i ) of this section) : Evaporative phase

- in index = 6 ∙APP 2017 + 5 ∙APP 2018 + 4 ∙APP 2019 + 3 ∙APP 2020 + 2 ∙APP 2021 + APP 2022EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 91 of 378 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 evaporative emission standards for the indicated model ye ar, based on actual sales , as described in paragraph (a)(5) of this section. (ii) You may

compl y with an alternate phase

- in schedule described in this paragr aph (g)( 4 )(ii). To do this, you must give us a detailed plan for describing how you will meet the alternate phase

- in schedule. You comply with the alternate phase

- in schedule by

calculating an evaporative phase

- in index using the following equation that is at or above 420 for model years 2017 through 2022 (or 380 for model years 2018 through 2022 if you use the provisions of paragraph (g)( 2 ) (i ) of this section): Evaporative phase

- in index = APP 2017 + APP 2018 + APP 2019 + APP 2020 + APP 2021 + APP 2022 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 evaporative emission standards for the indicated model year, based on actual sales, as described in paragraph (a)(5) of this section. ( 5 ) This paragraph (g)( 5 ) describes an alternative approach to phasing in the evaporative and refueling emission standards for gaseous

fueled vehicles above 8,500 pounds GVWR. Under this alternative phase

- in, you may disregard the requirements of this section related to evaporative emission standards that appl y for these vehicles before model year 2019. Similarl y, you may disregard the refueling emission standards of this section before model year 2019 for vehicles above 10,000 pounds GVWR
. For model year 2019, you may exclude from the phase

- in calculation any evaporative families with vehicles that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SI GNATURE] (see 40 CFR 85.2304). An y vehicles not subject to Tier 3 evaporative emission standards during this phase

- in period must co ntinue to comply with the evaporative emission standards in §86.1816

- 08(d); such vehicles are subject to the useful life provisions in §86.1805
- 12 relative to evaporative emission standards. Each vehicle counting toward the phase

- in percentage under this paragraph (g)( 5 ) must meet all the standards that appl y throughout the useful life as specified in §86.1805

- 17
. (h) Small

- volume manufacturers . Small

- volume manufacturers meeting the eligibility requirements in § 86.1838 may delay compl yi ng with the requi rements in this section until model year 2022. If meeting the Tier 3 standards would cause severe economic hardship, such manufacturers may ask us to approve an extended compliance deadline under the provisions of 40 CFR 1068.250, except that the solvency criterion does not apply and there is no maximum duration of the hardship relief. **§§86.1814 -**  **01, 86.1814 -**  **02, 86.1815 -**  **01, and 86.1815 -**  **02 [Removed]** 181. Remove §§86.1814
- 01, 86.1814
- 02, 86.1815
- 01, and 86.1815
- 02
. 182. A new §86.1816
- 18 is added to subpart S to read as follows: **§ 86.1816**  **- 18**  **Emission standards for heavy -**  **duty vehicles.** (a) Applicability

and general provisions . This section describes exhaust emission standards that appl y for model year 2018 and later complete heav y- duty vehicles. These standards are optional for incomplete heav y- duty vehicles and for heav y duty vehiclesEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 92 of 378 above 14,000 pounds GVWR as described in §86.1801. Greenhouse gas emission standards are specified in §86.1818 for MDPVs and in 40 CFR 1037.104 for other HDV. See §86.1813 for ev aporative and refueling emission standards. This section may apply to vehicles before model year 2018 as specified in paragraph (b)( 11 ) of this section. Separate requirements apply for MDPVs as specified in §86.1811. See subpart A of this part for requirements that apply for incomplete heavy

- duty vehicles and for heav y- duty engines certified independent of the chassis. The following general provisions apply : (1) Test all vehicles as describ ed in this section using a chassis dynamometer; establish appropriate load settings based on adjusted loaded vehicle weight (see §86.1803). (2) Some provisions apply differentl y depending on the vehicle’s power

- to - weight ratio. Determine a vehicle’s power

- to - weight ratio by dividing the engine’s rated power b y the vehicle’s GVWR (in hp/pound). For purposes of this section, if a test group includes multiple configurations, use the vehicle with the highest power

- to weight ratio to characterize the test grou p. (3) Use E10 test fuel as required in §86.113, except as specified in this section. (4) Measure emissions from hy brid electric vehicles (including plug

- in hy brid electric vehicles) as described in 40 CFR part 1066, subpart F, except that these procedures do not apply

for plug

- in hy

brid electric vehicles during charge

- depleting operation. (b) Tier 3 exhaust emission standards . Exhaust emissions may not exceed the Tier 3 exhaust emission standards, as follows: (1) Measure emissions using the procedures of subpart B of this part, using specific driving schedules and additional procedures as follows: (i) The Federal Test Procedure (FTP) is based on testing with the Urban Dy namometer Driving Schedule (UDDS) specified in paragraph (a) of Appendix I of this part. (ii) The Heav y- Duty Supplemental Federal Test Procedure (HD

- SFTP) involves testing with the UDDS, the SC03 driving schedule specified in paragraph (h) of Appendix Iof this part, and one of the following additional driving schedules: (A) For Class 2b vehicles, the US06 driving schedule specified in paragraph (g) of Appendix Iof this part. (B) F or Class 2b vehicles with a power

- to - weight ratio at or below 0.024 hp/pound that are certified to optional standards under paragraphs (b)(2) and (4) of this section, the highway portion of the US06 driving schedule characterized as the “second bag” in §86 .159
- 08(a). (C) For Class 3 vehicles, the LA
- 92 driving schedule as specified in paragraph (c) of Appendix Iof this part. (iii) HD

- SFTP emissions are calculated as a composite of test results over these driving schedules based on the following calculatio n: HD
- SFTP (g/mi) = 0.35 ∙FTP + 0.28∙HDSIM + 0.37∙SC03 Where: HDSIM = the appropriate driving schedule specified in paragraph (b)(1)(ii)(A) through (C) of this section. (iv) You may

alternatively

use FTP emission results to substitute for the SC03 value i n the calculation under paragraph (b)(1)(iii) of this section for a givenEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 93 of 378 vehicle for an y testing under this section. Such v ehicles remain subject to the SFTP standard when tested over the SC03 driving s c hedule. (v) Hydrocarbon emission standards are expr essed as NMOG; however, yo u may measure exhaust emissions based on nonmethane hydrocarbon instead of NMOG as described in 40 CFR 1066. 635
. (2) Table 1 of this section describes full y phased

- in Tier 3 standards that apply as specified in this paragraph (b) for the identified driving schedules. The FTP standards for NMOG+NOx apply on a fleet

- average basis using discrete bin standards as described in paragraph (b)(4) of this section. The bin standards include additional emission standards for CO emissions, and for NMOG+NOx standards when testing over the HD

- SFTP driving schedule. Table 1 follows: Table 1 of §86.1816

- 18 Fully Phased

- in Tier 3 HDV Exhaust Emission Standards (g/mile) HDV Class Fleet

- average

NMOG+NOx PM Formaldehyde FTP FTP HD
- SFTP FTP 2b 0.178 0.008 0.010 1 0.006 3 0.247 0.010 0.007 0.006 1 For vehicles with a power - to - weight ratio at or below 0.024 hp/pound that are certified using the driving schedule described in paragraph (b)(1)(ii)(B) of this section, the HD

- SFTP standard for PM is 0.007 g/mile instead of the value specified in the tabl e. (3) The FTP standards specified in this section apply equally for testing at low

altitude conditions and high

- altitude conditions. The HD

- SFTP standards described in this section apply

onl y for testing at low

- altitude conditions. (4) The FTP emission standard for NMOG+NOx is based on a fleet average in a given model ye ar. You must specify a famil y em ission limit (FEL) for each test group. The FEL serves as the emission standard for the test group with respect to all required FTP testing. Calculate your fleet

- average emission level as described in §86.1860 to show that you meet the specified standard. For multi

- fueled vehicles, calculate fleet

- average emission levels based only on emission levels for testing with gasoline or dies el fuel. You may generate or use emission credits forbanking and trading and you may use banked or traded credits for demonstrating compliance with the FTP emission standard for NMOG+NOx as described in §86.186 1 . You comply with the emission standard for a given model ye ar if you have enough credits to show that your fleet

- average emission level is at or below the applicable standard. You may exchange credits between or among any test groups subject to standards under this section. S pecify one of the identified values from Table 2 or Table 3 of this section as the FE L for demonstrating that your fleet

- average emission level complies with the FTP emission standard for NMOG+NOx. These FEL values define emission bins that also deter

mine corresponding emission standards for NMOG+NOx emissions over the HD

- SFTP driving schedule and for CO emissions, as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 94 of 378 Table 2 of §86.1816

- 18 Tier 3 Bin Standards

—Class 2b (g/mile) FEL Name NMOG+NOx CO

FTP (FEL) HD
- SFTP 1 FTP HD
- SFTP Bin 250 0.250 0.800 6.4 22.0 Bin 200 0.200 0.800 4.2 22.0 Bin 170 0.170 0.450 4.2 12.0 Bin 150 0.150 0.450 3.2 12.0 Bin 0 2 0.000 0.000 0.0 0.0 1 Vehicles with a power

- to - we ight ratio at or below 0.024 hp/pound that are certified using the driving schedule described in paragraph (b)(1)(ii)(B) of this section, the following HD

- SFTP bin standards for NMOG+NOx apply instead of those identified in the table: 0.350 g/mile for Bin 150 and Bin 170; and 0.550 g/mile for Bin 200 and Bin 250. 2 Vehicles certified to Bin 0 must also meet PM and formaldehyde standards of 0.000 g/mile instead of the standards specified in paragraph (b)(2) of this section. Table 3 of §86.1816

- 18 Tier 3 Bin Standards

—Class 3 (g/mile) FEL Name NMOG+NOx CO

FTP (FEL) HD
SFTP FTP HD
- SFTP Bin 400 0.400 0.550 7.3 6.0 Bin 270 0.270 0.550 4.2 6.0 Bin 230 0.230 0.350 4.2 4.0 Bin 200 0.200 0.350 3.7 4.0 Bin 0 1 0.000 0.000 0.0 0.0 1 Vehicles certified to Bin 0 must also meet PM and formaldehyde standards of 0.000 g/mile instead of the standards specified in paragraph (b)(2) of this section. (5) [Reserved] (6) The full Tier 3 program includes new emission standards for NMOG+NOx, PM, CO, and formaldeh yd e; it also includes measurement with a new test fuel and a longer useful life. Vehicles meeting all these requirements are considered Final Tier 3 vehicles. Vehicles that do not meet all the Tier 3 requirements are consid ered Interim Tier 3 vehicles. The Tier 3 PM standards phase in over several years. Any vehicles not subject to Tier 3 PM standards during the phase

- in period must continue to comply

with the PM standards in §86.1816

- 08. Paragraph (b)(7) of this section describes how to transition to Tier 3 standards for emissions other than PM. The following provisions describe the primary approach for phasing in the Tier 3 PM standards: (i) You must meet the FTP emission standard for PM with 20, 40, 70, and 100 percent of your projected nationwide sales of all vehicles subject to this section in model years 2018 through 2021, respectivel y. Each vehicle meeting the Tier 3 FTP standard for PM must also meet the Tier 3 HD

- SFTP standard for PM. (ii) You may

disregard the phase

- in percentages specified in paragraph (b)(6)(i) ofEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 95 of 378 this section if you instead comply with an indexed PM phase

- in schedule as described in this paragraph (b)(6)(ii). To do this, you must notify us of your intent before January

1, 2018, and include a detailed plan for complying with the indexed phase

- in schedule. You compl y with the indexed phase

- in schedule by calculating a PM phase

- in index at or above 440 using the following equation for model years 2018 through 2021: PM phase

- in index = 4 ∙APP 2018 + 3 ∙APP 2019 + 2 ∙APP 2020 + APP 2021 Where: APP = The phase

- in percentage of vehicles meeting the Tier 3 PM standards for the indicated model year, based on actual sales. ( ii i) Vehicles meeting the Tier 3 PM standards must meet those standards over the usefu l life as specified in §86.1805. Note that Interim Tier 3 vehicles may have different useful life values for PM emission standards than for other emission standards. ( i v) Measure PM emissions from all vehicles using the same test fuel used for measuring NMOG+NOx emissions. (v) You may

certify Interim Tier 3 vehicles based on carryover data. (vi) You may

use the alternative phase

- in provisions described in paragraph (b)(8) of this section to transition to the Tier 3 exhaust emission standards on a different schedule. (7) The following provisions describe the primary approach for phasing in the Tier 3 standards other than PM in 2022 and earlier model years: (i) The fleet

- average FTP emission standard for NMOG+NOx phases in over several ye ars as described in this paragraph (b)(7)(i). You must identify FEL s as described in paragraph (b)(4) of this section and calculate a fleet

- average emission level to show th at you meet the FTP emission standard for NMOG+NOx that applies for each model year. You may certify using transitional bin standards specified in Table 5 of this section through model year 2021; these vehicles are subject to FTP emission standards for PM and formaldehyde as described in paragraph (b)(2) of this section. You may use the E0 test fuel specified in §86.113 for gasoline

- fueled vehicles certified to the transitional bins; the useful life period for these vehicles is 120,000 miles or 11 years. Fleet

- average FTP emission standards decrease as shown in the following table:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 96 of 378 Table 4 of §86.1816

- 18 Declining Fleet

- Average FTP Emission Standards for NMOG+NOx (g/mile) Model Year Class 2b Class 3 2016 1 0.333 0.548 2017 1 0.310 0.508 2018 0.278 0.451 2019 0.253 0.400 2020 0.228 0.349 2021 0.203 0.298 2022 0.178 0.247 1 Fleet

- average standards are shown for 2016 and 2017 for purposes of voluntary early compliance as described in paragraph (b)( 11 ) of this section. Table 5 of §86.1816

- 18 Transitional Tier 3 FTP Bin Standards (g/mile) 1 Class FEL Name NMOG +NO x NOx 2 CO 2b Bin 395 0. 3 95 0.2 6.4

Bin 340 0. 3 40 0.2 6.4 3 Bin 630 0. 6 30 0.4 7.3

Bin 570 0. 5 70 0.4 7.3 1 Vehicles certified to Transitional Tier 3 FTP bins are not subject to HD

SFTP standards. 2 The NOx standard applies only for certification testing with emission

- data vehicles
. (ii) You may

use the alternative phase

- in provisions described in paragraph (b)(8) of this section to transition to the Tier 3 exhaust emission standards on a different schedule. (8) This paragraph (b)(8) describes an alternative approach to phasing in the Tier 3 emission standards. If you choose this approach, you must phase in the Tier 3 standards for all your vehicles subject to this section according to this schedule. Under this alternative phase in, you must meet all the standards specified in paragraph (b)(2) of this section according to the phase

- in schedule specified in Table 6 of this section based on the indicated percentage of your projected nationwide sales in each mod el year. These vehicles must meet the applicable FTP emission standard for CO and the HD

- SFTP emission standards for NMOG+NOx and CO that apply for Class 2b Bin 170 and Class 3 Bin 230 as described in paragraph (b)(4) of this section. Any vehicles not s ubject to Tier 3 standards during the phase

- in period must continue to comply with the gaseous exhaust emission standards in §86.1816

- 08. Each vehicle counting toward the PM phase

- in percentage under this paragraph (b)(8) in model ye ars 2019 and 2020 must also be included in the portion of the fleet meeting the Tier 3 standards for pollutants other than PM. Each vehicle counting toward the phase

- in percentage for an y pollutant must use the Tier 3 test fuel specified in §86.113

- 07. The following exception s and special provisions apply under this paragraph (b)(8):EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 97 of 378 (i) For model year 2019, yo u may exclude from the phase

- in calculation any test groups that have a Job 1 date on or before [INSERT DATE FOUR YEARS AFTER FRM SIGNATURE] (see 40 CFR 85.2304). (ii) You may generate Tier 3 emission credits during the phase

- in period if all yo ur pre - Tier 3 vehicles in a given model year have FELs at or below the NOx and NMHC standards in §86.1816

- 08. Determine emission credits by calculating fleet

- average emission levels for Tier 3 and pre

- Tier 3 vehicles together; for pre

Tier 3 vehicles use an NMOG+NOx equivalent FELof 0.395 g/mile for Class 2b vehicles and 0.630 g/mile for Class 3 vehicles. Table 6 of §86.1816

- 18 Alternative Phase

- in Schedule Model Year Class 2b Class 3

PM Other

than PM PM Other than PM 2019 40 % 65% 40 % 60% 2020 70 % 77% 70 % 73% 2021 100 % 88% 100 % 87% 2022 100 % 100% 100 % 100% (9) You may

not use credits generated from vehicles certified under §86.1816

- 08 for demonstrating compliance with the Tier 3 standards. (10) [Reserved] (11) You may

voluntarily

certify your vehicles under this section in model years 2016 and 2017. If you do this, the fleet

- average FTP emission standards for NMOG+NOx apply to all your heav y- duty

vehicles under this section as specified in paragraph (b)(7)(i) of this section. Use an y of the available bin standards as described in this section. Vehicles certified under this paragraph (b)( 11 ) must comply with the PM standards specified in §86.1816

- 08 instead of the Tier 3 PM standards specified in this section. ( 12 ) A lternate standards apply for in

- use testing with 202 2 and earlier model year vehicles as described in this paragraph (b)(12). These alternate standards apply in the the first model year that a test group is certified to Tier 3 FTP or HD
- SFTP standards for NMOG+NOx or PM under this section. The alternate in

- use standards also apply in the following model year (but not beyond 2022) for carryover test groups certified to the same bin standards. If you certify a test group to more stringent bin standards under this section in a given model year, the alternate in

- use standards apply as if that were the first model year of certifying to the Tier 3 standards. The provisions of this section apply

separatel y for NMOG+NOx and PM. This paragraph (b)(12) does not apply for Bin 0 vehicles. (i) The alternate in

- use FTP standard s for PM are 0.0 1 6 g/mile for Class 2b vehicles and 0.020 g/mile for Class 3 vehicles
. (ii) The alternate in

- use HD
- SFTP standard s for PM are 0.012 g/mile for Class 2b vehicles with a power

- to - weight ratio at or below 0.024 hp/pound that are certified to optional standards under paragraphs (b)(2) and (4) of this section , and 0.0 15 g/mile for other Class 2b vehicles. The alternate in

- use HD
- SFTP standard for PM is 0.012 g/mile for Class 3 vehicles
. Alternate in

- use HD
- SFTP standardsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 98 of 378 do not apply

for vehicles certified to the transitional bins described in paragraph (b)(7) of this section. (iii) Alternate in

- u se FTP and HD

- SFTP standard s for NMOG+NOx apply as specified in the following table: Table 7 of §86.1816

- 1 8 Alternate In

- use NMOG+NOx Standards (g/mile) Class FEL Name FTP HD
- SFTP 1
2b Bin 250 0.370 1.120

Bin 200 0.300 1.120 Bin 170 0.250 0.630 Bin 15 0 0.220 0.630 3 Bin 400 0.600 0.770

Bin 270 0.400 0.770 Bin 230 0.340 0.490 Bin 20 0 0.300 0.490 1 For Class 2b vehicles with a power - to - weight ratio at or below 0.024 hp/pound that are certified to optional standards under paragraphs (b)(2) and (4) of this section, the following alternate in

- use FTP standards for NMOG+NOx apply instead of those identified in the table: 0.490 g/mile for Bin 150 an d Bin 170; and 0.770 g/mile for Bin 200 and Bin 250. Note that vehicles certified to transitional Tier 3 FTP bins are not subject to HD

SFTP standards. ( 13 ) Keep records as needed to show that you meet the requirements specified in this paragraph (b) for phasing in standards and for complying with declining fleet

- average average standards. (c) Highway

NMOG+NOx exhaust emission standard

. For vehicles certified to any of the Tier 3 standards specified in paragraph (b) of this section, NMOG+NOx emissions mea sured on the highway test cycle in 40 CFR part 600, subpart B, may not exceed the applicable NMOG+NOx bin standard for FTP testing. Demonstrate compliance with this standard for low

- mileage vehicles b y appl yi ng the appropriate deterioration factor. (d) P rovisions for Otto

- cycle engines . The special provisions described in §86.1811

- 17(d) apply to vehicles with Otto

- cycle engines that are certified under this section. (e) Small

- volume manufacturers . Small

- volume manufacturers meeting the eligibility requirements in § 86.1838 may delay compl yi ng with the requirements in this section until model year 2022. This also applies for continuing to use the E0 test fuel specified in §86.113 through model ye ar 2021. If meeting the Tier 3 standards would cause severe economic hardship, such manufacturers may ask us to approve an extended compliance deadline under the provisions of 40 CFR 1068.250, except that the solvency criterion does not apply

and there is no maximum duration of the hardship relief. 183. Section §86.1817

- 08 is amended b y revising the introductory text to read as follows: **§ 86.1817 -**  **08 Complete heavy -**  **duty vehicle averaging, trading, and banking program.**  Section 86.1817

– 08 includes text that specifies requirements that differ from §86.1817

– 05. Where a paragraph in §86.1817

–05 is identical and applicable to §86.1817

–08, this may be indicated by

specifying the corresponding paragraph and the statement “[Reserved]. For guidance see §86.1817

–05.” This section does not apply for NOx orEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 99 of 378 NMOG+NOx emissions for vehicles certified to the Tier 3 standards in §86.1816

- 18, including those vehicles that certify to the Tier 3 standards before model year 2018. See §§86.1860 and 86.1861 for provisions that a pply for vehicles certified to the Tier3 standards. * * * * * 184. Section 86.1818

- 12 is amended b y revising paragraph (a) to read as follows: **§ 86.1818 -**  **12 Greenhouse gas emission standards for light -**  **duty vehicles, light -**  **duty trucks, and medium**  **- duty**  **passenger vehicles.** (a) Applicability . (1) This section contains standards and other regulations applicable to the emission of the air pollutant defined as the aggregate group of six greenhouse gases: Carbon dioxide, nitrous oxide, methane, hydrofluorocarb ons, perfluorocarbons, and sulfur hexafluoride. This section applies to 2012 and later model year LDV, LDT and MDPV, including multi

- fuel vehicles, vehicles fueled with alternative fuels, hy brid electric vehicles, plug

- in hy brid electric vehicles, electric vehicles, and fuel cell vehicles. Unless otherwise specified, multi

- fuel vehicles must comply with all requirements established for each consumed fuel. The provisions of this section, except paragraph (c), also apply

to clean alternative fuel conversions as defined in 40 CFR 85.502, of all model ye ar light

- duty vehicles, light

- duty trucks, and medium

- duty passenger vehicles. Manufacturers that qualify as a small business according to the requirements of §86.1801

– 12(j) are exempt from the emission standards in this section. Manufacturers that have submitted a declaration for a model year according to the requirements of §86.1801

– 12(k) for which approval has been granted by the Administrator are conditionally

exempt from the emission standards in paragraphs ( c) through (e) of this section for the approved model year. (2) The standards specified in this section apply only for testing at low

- altitude conditions. However, manufacturers must submit an engineering evaluation indicating that common calibration approaches are utilized at high altitude. Any deviation from low altitude emission control practices must be included in the auxiliary emission control device (AECD) descriptions submitted at certification. Any AECD specific to high altitude requires engineeri ng emission data for EPA evaluation to quantify any emission impact and determine the validity of the AECD. * * * * * 185. Section §86.1821

- 01 is amended b y revising paragraphs (a) and (b) introductory text an adding paragraph s (b)(10) and (f) to read as follows: **§ 86.1821 -**  **01 Evaporative/refueling family determination.** (a) The gasoline

- , ethanol

- , methanol

- , liquefied petroleum gas

- , and natural gas

- fueled vehicles described in a certification application will be divided into groupings expected to have similar evaporative and/or refueling emission characteristics (as applicable) throughout their useful life. Each group of vehicles with similar evaporative and/or refueling emission characteristics shall be defined as a separate evaporative/refueling family . Manufacturers shall use good engineering judgment to determine evaporative/refueling families. (b) For vehicles that operate on volatile liquid fuels to be classed in the same evaporative/refueling famil y, they must be similar with respect to all the following items:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 100 of 378 * * * * * (10) Evaporative emission standard or family emission limit (FEL). * * * * * (f) For vehicles to be classed in the same leak family , they must be similar with respect to the items listed in paragraph (b) of this section and use the same OBD method for detecting leaks. 186. Section §86.1823

- 08 is amended as follows: a. By revising the introductory text. b. By removing and reserving paragraph (g)
. c. By adding paragraph (n). **§ 86.1823**  **- 08 Durability demonstration procedures for exhaust emissions.**  This section describes durability demonstration procedures for exhaust emissions. Eligible small

- volume manufacturers or small

- volume test groups may optionally

meet the requirements of §§ 86.1826 and 86.1838 instead of the requirements of paragraphs (a) through (m) of this section. A separate durability demonstration is required for each durability group. * * * * * (g) [Reserved]* * * * * (n) Emission component durability. [Reserved]. For guidance see 40 CFR 86.1823

- 01(e). 187. Section §86.1824

- 08 is amended as follows: a. By revising the introductory text. b. B y revising paragraphs (a) and (f)(1)
. c. By removing and reserving paragraph (h)
. d. By adding paragraph (k). **§ 86.18 24**  **- 08 Durability demonstration procedures for evaporative emissions.**  This section describes durability demonstration procedures for evaporative emissions. Eligible small

- volume manufacturers or small

- volume test groups may optionally

meet the requirements of §§ 86.1826 and 86.1838 instead of the requirements of paragraphs (a) through (j) of this section. A separate durability demonstration is required for each evaporative/refueling family
. (a) Durability

program objective

. The durability program must pr edict an expected in

- use emission deterioration rate and emission level that effectivel y represents a significant majority of the distribution of emission levels and deterioration in actual use over the full useful life of candidate in

- use vehicles of each vehicle design which uses the durability program. This requirement applies for all SHED

- based measurements except the bleed emission test
. The standard for bleed emissions applies for the full useful life, but manufacturers do not need to establish dete rioration factors for bleed emissions. The requirements of this section do not apply for spitback or leak standards. * * * * * (f) * * * (1) For gasoline fueled vehicles certified to meet the evaporative emission standards set forth in this subpart, any mileage accumulation method for evaporative emissions must employ gasoline fuel for the entire mileage accumulation period which contains ethanol in, at least, the highest concentration permissible in gasoline under federal law and that isEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 101 of 378 commerciall y available in any state in the United States. Unless otherwise approved by the Administrator, the manufacturer must determine the appropriate ethanol concentration by selecting the highest legal concentration commerciall y available during the calendar ye ar bef ore the one in which the manufacturer begins its mileage accumulation. The manufacturer must also provide information acceptable to the Administrator to indicate that the mileage accumulation method is of sufficient design, duration and severity to stabili ze the permeability of all non

- metallic fuel and evaporative s ys tem components to the mileage accumulation fuel constituents. * * * * * (h) [Reserved] * * * * * (k) Emission component durability

. [Reserved]. For guidance see 40 CFR 86.1824

- 01(d). 188. Section §86.1826
- 01 is revised to read as follows: **§ 86.1826**  **- 01**  **Assigned deterioration factors for small -**  **volume manufacturers and small**  **- volume test groups.**  (a) Applicability. This program is an option available for small

- volume manufacturers and small

- volume tes t groups as described in §86.1838. (b) Determination of deterioration factors. No service accumulation method or vehicle/component selection method is required. Deterioration factors for all ty pes of regulated emissions are assigned using the provisions i n this paragraph (b). A separate assigned deterioration factor is required for each durability group. Manufacturers shall use good engineering judgment in appl yi ng deterioration factors. Manufacturers may use assigned deterioration factors that the Admini strator determines and prescribes. (1) The deterioration factors will be the Administrator's estimate, periodically updated and published in a guidance document, of the 70th percentile deterioration factors calculated using the industry

- wide database of previousl y completed durability data vehicles or engines used for certification. (2) The Administrator may use discretion to develop assigned deterioration factors using alternative methods if there is insufficient information to calculate an appropriate i ndustry

- wide deterioration factor (for example: a new engine technology coupled with a proven emission control system). These methods may include the use of assigned deterioration factors based on similar durability vehicles. (3) Alternativel y, with advan ce approval from the Administrator, a manufacturer may use deterioration factors developed b y another manufacturer. The manufacturer seeking to use these deterioration factors must

— (i) Demonstrate that the engines from the two manufacturers share technic al parameters to the degree that would support the conclusion that a common deterioration factor should apply for both vehicle configurations as defined in §86.1803. (ii) Provide supporting information, such as histograms of exhaust temperature data, comp arisons of vehicle weight and road load horsepower, or comparisons of powertrains and emission control sy stems. 189. Section 86.1828

- 01 is amended b y removing and reserving paragraph (d) and adding paragraph (g) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 102 of 378 **§ 86.1828 -**  **01 Emission dat a vehicle selection.**  * * * * * (g) Cold temperature NMHC testing . For cold temperature NMHC exhaust emission compliance for each durability group, the manufacturer must select the vehicle expected to emit the highest NMHC emissions at 20 °F on candidate in

- use vehicles from the test vehicles specified in paragraph (a) of this section. When the expected worst

- case cold temperature NMHC vehicle is also the expected worst

- case cold temperature CO vehicle as selected in paragraph (c) of this section, then cold temperature testing is required onl y for that vehicle; otherwise, testing is required for both the worst

- case cold temperature CO vehicle and the worst

- case cold temperature NMHC vehicle. **§86.1828 -**  **10 [Removed]** 190. Remove §86.1828
- 10. 191. S ection 86.1829

- 01 is amended as follows: a. By removing and reserving paragraph (b)(1)(iii)(C). b. By revising paragraph (b)(2)(i). c. By adding paragraph (b)(2)(iv). d. By revising paragraph (b)(4). f. By removing and reserving paragraph (d). **§ 86.1829 -**  **01 Durability and emi ssion testing requirements; waivers.**  * * * * * (b) * * * (2) * * * (i) Testing at low altitude . One EDV in each evaporative/refueling family and evaporative/refueling emission control sy stem combination must be tested in accordance with the evaporative/refueling test procedure requirement of subpart B of this part. The configuration of the EDV will be determined under the provisions of §86.1828

– 01. The EDV must also be tested for exhaust emission compliance using the FTP and SFTP procedures o f subpart B of this part. In lieu of testing natural gas or hydrogen fueled vehicles to demonstrate compliance with the evaporative and refueling emission standards specified in this subpart, a manufacturer may provide a statement in its application for ce rtification that, based on the manufacturer's engineering evaluation of appropriate testing and/or design parameters, all light

- duty vehicles, light

- duty trucks, and complete heav y- duty vehicles comply

with applicable emission standards. This same testing exemption applies for vehicles fueled by liquefied petroleum gas, except that refueling tests are required for s ys tems that allow venting during the refueling operation. * * * * * (iv) For diesel

- fueled light

- duty vehicles, a manufacturer may provide a st atement in the application for certification that vehicles comply with the refueling emission standard instead of submitting test data. Such a statement must be based on previous emission tests, development tests, or other appropriate information, and goo d engineering judgment. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 103 of 378 (4) Electric vehicles and fuel cell vehicles . For electric vehicles and fuel cell vehicles, manufacturers may

provide a statement in the application for certification that vehicles comply with all the requirements of this subpart instead of submitting test data. Such a statement must be based on previous emission tests, development tests, or other appropriate information, and good engineering judgment. * * * * * 192. A new §86.1829
- 15 is added to subpart S to read as follows: **§86.1829 -**  **15 Durability and emission testing requirements; waivers.**  This section describes general testing requirements for certifying vehicles under this subpart, and includes several provisions allowing for statements of compliance instead of testing in certain circumstances. Where a manufacturer provides a statement instead of test data under this section, it must be based on previous emission tests, development tests, or other appropriate information, and on good engineering judgment. (a) One durabili ty

demonstration is required for each durability group. The configuration of the DDV is determined according to §86.1822. The DDV shall be tested and accumulate service mileage according to the provisions of §§86.1823, 86.1824, 86.1825, and 86.1831. Smal l

- volume manufacturers and small

- volume test groups may optionall y use the alternative durability provisions of §86.1838. (b) The manufacturer must test EDVs as follows to demonstrate compliance with emission standards: (1) Test one EDV in each durability group using the test procedures in 40 CFR part 1066 to demonstrate compliance with cold temperature CO and NMHC exhaust emission standards. (2) Test one EDV in each test group using the FTP and SFTP test procedures in 40 CFR part 1066 and the HFET test procedures of 40 CFR part 600, subpart B, to demonstrate compliance with other exhaust emission standards. (3) Test one EDV in each evaporative/refueling family and evaporative/refueling emission control sy stem combination using the test procedures in subpart B of this part to demonstrate compliance with evaporative and refueling emission standards. (c) The manufacturer must demonstrate compliance with emission standards at low

altitude conditions as described in paragraph (b) of this section. For standards that apply at high

- altitude conditions, the manufacturer may either perform the same tests or provide a statement in the application for certification that, based on an engineering evaluation of appropriate testing to measure or simulate high

- altitude emi ssions, all vehicles comply with applicable emission standards at high altitude. (d) Manufacturers may

omit exhaust testing for certification in certain circumstances as follows: (1) For vehicles subject to the Tier 3 PM standards in §§86.1811, a manufact urer may provide a statement in the application for certification that vehicles comply with applicable PM standards instead of submitting PM test data for a certain number of vehicles
. However, each manufacturer must test vehicles from a minimum number of durability data groups as follows: (i) Manufacturers with a single durability data group subject to the Tier 3 PM standards in §86.1811 must submit PM test data for that group.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 104 of 378 (ii) Manufacturers with two to eight durability data group s subject to the Tier 3 PM standards in §86.1811 must submit PM test data for at least two durability data group s each model year. EPA will work with the manufacturer to select durability data groups for testing, with the general expectation that testing will rotate t o cover a manufacturer’s whole product line over time. If a durability data group has been certified in an earlier model year based on submitted PM data, and that durability

data group is eligible for certification using carryover test data, that carryove r data may

count toward meeting the requirements of this paragraph (d)(1), subject to the selection of durability data groups. (iii) Manufacturers with nine or more durability data groups subject to the Tier 3 PM standards in §86.1811 must submit PM te st data for at least 25 percent of those durability

data groups each model year. We will work with the manufacturer to select durability data groups for testing as described in paragraph (d)(1)(ii) of this section. (2) Small

- volume manufacturers may provide a statement in the application for certification that vehicles comply with the applicable PM standard instead of submitting test data. (3) Manufacturers may

omit PM measurements for fuel economy and GHG testing conducted in addition to the testing needed to demonstrate compliance with the PM emission standards. (4) Manufacturers may

provide a statement in the application for certification that vehicles compl y with the applicable formaldeh yde standard instead of submitting test data. (5) When conduct ing Selective Enforcement Audit testing, a manufacturer may petition the Administrator to waive the requirement to measure PM emissions and formaldeh yde emissions. (e) Manufacturers may

omit evaporative or refueling testing for certification in certain circumstances as follows: (1) For diesel

- fueled vehicles, a manufacturer may provide a statement in the application for certification that vehicles compl y with the refueling emission standard instead of submitting test data. (2) For vehicles fueled by natural gas, a manufacturer may provide a statement in the application for certification that vehicles compl y with evaporative emission standards instead of submitting test data. Compressed natural gas vehicles meeting the requirements for fueling connection de vices in §86.1813

- 17(f)(1) are deemed to comply with evaporative and refueling emission standards. (3) For v ehicles fueled by liquefied petroleum gas , a manufacturer may provide a statement in the application for certification that vehicles compl y with eva porative and refueling emission standards instead of submitting test data , except that refueling tests are required for s ys tems that allow venting during the refueling operation. ( 4 ) Manufacturers may

provide a statement in the application for certificatio n that vehicles compl y with the leak standard in §86.1813 instead of submitting test data. ( 5 ) For vehicles certified to the refueling emission standards in §§86.1811 or 86.1813, a manufacturer may

provide a statement in the application for certification that vehicles compl y with the fuel dispensing spitback standard instead of submitting test data.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 105 of 378 ( 6 ) In lieu of testing vehicles for the supplemental two

- diurnal test sequence, a manufacturer may

optionally

provide a statement of compliance in its applicati on for certification that, based on the manufacturer's good engineering judgment, all vehicles in the evaporative/refueling emission family comply with the evaporative emission standard for the supplemental two

- diurnal test sequence. (i) The option to provide a statement of compliance in lieu of 2

- diurnal evaporative certification test data is limited to vehicles with conventional evaporative emission control sy stems (as determined by the Administrator). EPA may perform confirmatory

2
- diurnal evaporativ e emission testing on test vehicles certified using this option. If data shows noncompliance, it will be addressed through §86.1851. Also, if data shows noncompliance, EPA will generall y disallow subsequent waivers for the applicable evaporative family
. (i i) Manufacturers shall supply information if requested by EPA in support of the statement of compliance described in this paragraph (e)(6) . This information shall include evaporative calibration information for the emission

- data vehicle and for other vehic les in the evaporative/refueling family , including, but not limited to, canister type, canister volume, canister working capacity, canister shape and internal configuration, fuel tank volume, fuel tank geometry , the type of fuel delivery s ys tem (return, re turnless, variable flow fuel pump, etc.), a description of the input parameters and software strategy used to control the evaporative canister purge, the nominal purge flow volume (in bed volumes) when vehicles are driven over the 2

- diurnal (FTP) driving c ycl e, the nominal purge flow volume (in bed volumes) when vehicles are driven over the 3

- diurnal (FTP + running loss) driving cycle, and other supporting information as necessary to demonstrate that the purge flow rate calibration on the 2

- diurnal test sequence is adequate to comply with the evaporative emission standard for the supplemental two

- diurnal test sequence. ( 7 ) Where a California evaporative emission standard is at least as stringent as a comparable federal evaporative emission standard for a veh icle, we may accept test data demonstrating compliance with the California standard as demonstrating compliance with the comparable standard under this subpart. We may require you to provide test data clearl y demonstrating that a vehicle tested using the C alifornia

specified test procedures will meet the comparable standard under this subpart when tested using the test procedures specified in this part. ( 8 ) Through model ye ar 2019, we may accept test data demonstrating compliance with the California refueli ng emission standard as demonstrating compliance with the analogous refueling emission standard under this subpart if all the following conditions apply : (i) You certified the vehicles in model year 2016 to California’s refueling emission standards. (ii) Y ou are certifying the vehicles to refueling standards for the new model year based on carryover data instead of performing new testing. (iii) You are also certifying the vehicles for evaporative emissions based on California test procedures under the provi sions of paragraph (e)(6) of this section
. (9) For vehicles with fuel tanks exceeding 35 gallons nominal fuel tank capacity , and for an y incomplete vehicles, a manufacturer may provide a statement in theEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 106 of 378 application for certification that vehicles compl y with refueling emission standards instead of submitting test data, consistent with 40 CFR 1037.103(c). (f) For electric vehicles and fuel cell vehicles, manufacturers may provide a statement in the application for certification that vehicles comply with al l the requirements of this subpart instead of submitting test data. Tailpipe emissions of regulated pollutants from v ehicles powered solel y by electricity are deemed to be zero . 193. Section 86.1837

- 01 is amended b y revising paragraph (a) to read as follows: **§ 86.1837**  **- 01**  **Rounding of emission measurements.** (a) Unless otherwise specified, the results of all emission tests shall be rounded to the number of places to the right of the decimal point indicated b y expressin g the applicable emission standard of this subpart to one additional significant figure, in accordance with 40 CFR 1065.20. * * * * * 194. Section 86.1838

- 01 is amended b y revising paragraphs (a), (b), (c), and ( d) introductory

text to read as follows: **§ 86**  **.1838 -**  **01 Small**  **- volume manufacturer certification procedures.**  (a) Overview
. The small

- volume manufacturer certification procedures described in paragraphs (b) and (c) of this section are optional. Small

- volume manufacturers may use these optional procedures to demonstrate compliance with the general standards and specific emission requirements contained in this subpart. (b) Eligibility requirements

— (1) Small

- volume manufacturers. (i) Optional small

volume manufacturer certification procedures apply for vehicles produced by manufacturers with the following number of combined sales of vehicles subject to standards under this subpart in all states and territories of the United States in the model year for which certification is sought, including all vehicles and engines imported under the provisions of 40 CFR 85.1505 and 85.1509: (A) 5,000 units for the Tier 3 standards described in §§ 86.1811, 86.1813, and 86.1816. This volume threshold applies for phasing in the Tier 3 standards and for determining the corresponding deterioration factors. This is based on average nationwide sales volumes for model years 2012 through 2014 for manufacturers that sell vehicles in model year 2012. The provision allowing delayed compliance with the Tier 3 standards appl ies for qualifying companies even if sales after model ye ar 2014 increase beyond 5,000 units. Manufacturers with no sales in model year 2012 may instead rel y on projected sales volumes; however, if nationwide sales exceed an average value of 5,000 units i n any

three consecutive model years, the manufacturer is no longer eligible for provisions that apply to small

- volume manufacturers after two additional model years. For example, if actual sales in model years 2015 through 2017 exceed 5,000 units, the small

- volume provisions would no longer appl y starting in model year 2020. (B) 15,000 units for all other requirements. See §86.1845 for separate provisions that apply

for in

- use testing. (ii) If a manufacturer’s aggregated sales in the United States, as det ermined in paragraph (b)(3) of this section are fewer than the number of units specified inEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 107 of 378 paragraph (b)(1)(i) of this section, the manufacturer (or each manufacturer in the case of manufacturers in an aggregated relationship) may certify under the provis ions of paragraph (c) of this section. (iii) A manufacturer that qualifies as a small business under the Small Business Administration regulations in 13 CFR part 121 is eligible for all the provisions that apply for small

- volume manufacturers under this su bpart. See §86.1801

- 12(j) to determine whether companies qualify as small businesses. (iv) The sales volumes specified in this section are based on actual sales, unless otherwise specified. (v) Except for delayed implementation of new emission standards , an eligible manufacturer must transition out of the special provisions that apply for small

volume manufacturers as described in §86.1801

- 12(k)(2)(i) through (iii) if sales volumes increase above the applicable threshold. (2) Small

- volume test groups. (i) If the aggregated sales in all states and territories of the United States, as determined in paragraph (b)(3) of this section are equal to or greater than 15,000 units, then the manufacturer (or each manufacturer in the case of manufacturers in an aggregated relationship) will be allowed to certify a number of units under the small

- volume test group certification procedures in accordance with the criteria identified in paragraphs (b)(2)(ii) through (iv) of this section. (ii) If there are no additional m anufacturers in an aggregated relationship meeting the provisions of paragraph (b)(3) of this section, then the manufacturer may certify whole test groups whose total aggregated sales (including heav y- duty engines) are less than 15,000 units using the smal l

- volume provisions of paragraph (c) of this section. (iii) If there is an aggregated relationship with another manufacturer which satisfies the provisions of paragraph (b)(3) of this section, then the following provisions shall apply : (A) If none of the m anufacturers own 50 percent or more of another manufacturer in the aggregated relationship, then each manufacturer may certify whole test groups whose total aggregated sales (including heav y- duty engines) are less than 15,000 units using the small

- volume p rovisions of paragraph (c) of this section. (B) If an y of the manufacturers own 50 percent or more of another manufacturer in the aggregated relationship, then the limit of 14,999 units must be shared among the manufacturers in such a relationship. In total for all the manufacturers involved in such a relationship, aggregated sales (including heav y- duty engines) of up to 14,999 units may be certified using the small

volume provisions of paragraph (c) of this section. Only whole test groups shall be eligible for small

- volume status under paragraph (c) of this section. (iv) In the case of a joint venture arrangement (50/50 ownership) between two manufacturers, each manufacturer retains its eligibility for 14,999 units under the small

- volume test group certific ation procedures, but the joint venture must draw its maximum 14,999 units from the units allocated to its parent manufacturers. Only whole test groups shall be eligible for small

- volume status under paragraph (c) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 108 of 378 (3) Sales aggregation for related manufacturers. The projected or actual sales from different firms shall be aggregated in the following situations: (i) Vehicles and/or engines produced b y two or more firms, one of which is 10 percent or greater part owned b y another; (ii) Vehicle s and/or engines produced by any two or more firms if a third party has equity

ownership of 10 percent or more in each of the firms; (iii) Vehicles and/or engines produced b y two or more firms having a common corporate officer(s) who is (are) responsible f or the overall direction of the companies; (iv) Vehicles and/or engines imported or distributed by all firms where the vehicles and/or engines are manufactured b y the same entity and the importer or distributor is an authorized agent of the entity
. (c) Sma ll

- volume provisions
. Small

- volume manufacturers and small

- volume test groups shall demonstrate compliance with all applicable sections of this subpart, with the following exceptions: (1) Durability demonstration . Use the provisions of §86.1826 rather than the requirements of §§86.1823, 86.1824, and 86.1825. (2) In

- use verification testing. Measure emissions from in

- use vehicles as described in §86.1845, subject to the follo wing additional provisions: (i) In - use verification test vehicles may be procure d from customers or may be owned b y, or under the control of the manufacturer, provided that the vehicle has accumulated mileage in typical operation on public streets and has received ty pical maintenance. (ii) In lieu of procuring in

- use verification test vehicles that have a minimum odometer reading of 50,000 miles, a manufacturer may demonstrate to the satisfaction of the Agency that, based on owner survey data, the average mileage accumulated after 4 ye ars for a given test group is less than 50,000 mile s. The Agency may approve procurement of in

- use verification test vehicles that have a lower minimum odometer reading based on such data. (iii) The provisions of § 86.1845

–04(c)(2) that require one vehicle of each test group during high mileage in

- use veri fication testing to have a minimum odometer mileage do not apply
. (iv) Manufacturers intending to use the provisions of this paragraph (c) shall submit to the Agency a plan detailing how these provisions will be met before submitting an application for certification for the subject vehicles
. (d) Operationally independent manufacturers . Manufacturers may submit an application to EPA requesting treatment as an operationall y independent manufacturer. A manufacturer that is granted operationall y independent status may qualify for all the regulatory

provisions of this subpart that apply for small

- volume manufacturers on the basis of its own vehicle production and/or sales volumes, and would not require aggregation with related manufacturers. In this paragraph (d), the term “related manufacturer(s)” means manufacturers that would qualify for aggregation under the requirements of paragraph (b)(3) of this section. * * * * * 195. Section 86.1843

- 01 is amended b y revising paragraph (g) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 109 of 378 **§ 86.1843 -**  **01 General information requirements.**  * * * * * (g) Recordkeeping . (1) This subpart includes various requirements to record data or other information. Unless we specify otherwise, store these records in any format and on any media and keep them readily availa ble for eight years after you send an associated application for certification, or eight years after you generate the data if they do not support an application for certification. You must promptly send us organized, written records in English upon request . We may review them at any

time. (2) Upon written request by the Administrator, a manufacturer shall submit any information as described in §86.1844

–01 within 15 business day s. A manufacturer may request the Administrator to grant an extension. The reques t must clearl y indicate the circumstances necessitating the extension. * * * * * 196. Section 86.1844

- 01 is amended b y revising paragraphs (a), (d)(7), (d)(8), (d)(9), (d)(11), and (d)(16)(i) introductory text, removing paragraph (d)(16)(iv), and adding paragr aph (e)(7) to read as follows: **§ 86.1844 -**  **01 Information requirements: Application for certification and submittal of information upon request.**  (a) All the information listed in this section must be submitted to the Agency according to the requirements sp ecified in §86.1843; however, we may ask you to include less information than we specify , as long as you keep the specified records. * * * * * (d) * * * (7) A comprehensive list of all test results, including official certification levels, and the applicable intermediate and full useful life emission standards to which the test group is to be certified as required in §86.1829. In clude the following additi onal information related to testing: (i) Include a comparison of drive cycle energy and target cycle energy

relative to both inertia and road load forces as specified in 40 CFR 1066. 425 for each drive cycle or test phase, as appropriate. (ii) For gasoline

- fueled Tier 3 vehicles, identify the method of accounting for ethanol in determining evaporative emissions, as described in §86.1813. (iii) I dentify

an y aspects of testing for which the regulations obligate EPA testing to conform to your selection of tes t methods. (8) A statement that all applicable vehicles will conform to the emission standards for which emission data is not being provided, as allowed under §86.1806 or §86.1829. The statement shall clearl y identify the standards for which emission testing was not completed. (9) Information describing each emission control diagnostic s ys tem required by §86.1806, including all of the following: (i) A description of the functional operation characteristics of the diagnostic sy stem, with additional informati on demonstrating that the sy stem meets the requirements specified in §86.1806. Include all testing and demonstration data submitted to the California Air Resources Board for certification.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 110 of 378 (ii) The general method of detecting malfunctions for each emissio n - related powertrain component. (iii) Any deficiencies, including resolution plans and schedules. (iv) A statement that the diagnostic s ys tem is adequate for the performance warranty test described in 40 CFR part 85, subpart W. (v) For vehicles certified to meet the leak standard in §86.1813, a description of the anticipated test procedure. The description must in clude, at a minimum, a method for accessing the fuel s ys tem for measurements and a method for pressurizing the fuel sy stem to perform the proce dure specified in 40 CFR 1066. 985
. The recommended test m ethod must include at least two separate points for acessing the fuel sy stem, with additional access points as appropriate for multiple fuel tanks and multiple evaporative or refueling canisters. * * * * * (11) A list of all auxiliary emission control devices (AECD) installed on any applicable vehicles, including a justification for each AECD, the parameters they sense and control, a detailed justificati on of each AECD that results in a reduction in effectiveness of the emission control sy stem, and rationale for why it is not a defeat device as defined under §86.1809. The following specific provisions appl y for AECDs: (i) For an y AECD uniquely used at high altitudes, EPA may request engineering emission data to quantify any emission impact and validity of the AECD. (ii) For an y AECD uniquely used on multi

- fuel vehicles when operated on fuels other than gasoline, EPA may

request engineering emission data t o quantify any emission impact and validity

of the AECD. (iii) For Tier 3 vehicles with spark

- ignition engines, describe how AECDs are designed to comply

with the requirements of §86.1811

- 17(d). Identify which components need protection through enrichment strategies; describe the temperature limitations for those components; and describe how the enrichment strategy corresponds to those temperature limitations. We may also require manufacturers to submit this information for certification related to Tier 2 vehicles. * * * * * (16) * * * (i) A statement indicating that the manufacturer has conducted an engineering analy sis of the complete exhaust sy stem to ensure that the exhaust sy stem has been designed: * * * * * (e) * * * (7) The results of an y production vehicle evaluation testing required for OBD sy stems under §86.1806. * * * * * **§ 86.1845**  **- 01 [Removed]**  197. Remove § 86.1845
- 01
. 198. Section 86.1845

- 04 is amended b y revising paragraphs (a)(1), (a)(3), (b)(3) introductory

text, (b)(4), (b)(5), (b)(6), (b)(7), and (c ) to read as follows: **§ 86.1845**  **- 04**  **Manufacturer in -**  **use verification testing requirements.** (a) * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 111 of 378 (1) M anufacturer s of LDV, LDT, MDPV and complete HDV must test, or cause to have tested, a specified number of vehicles . Such testing must be conducted in accordance with the provisions of this section. * * * * * (3) The following provisions apply regarding the possibility

of residual effects from varying fuel sulfur levels: (i) Vehicles certified to Tier 3 standards under §86.1811 must alway s measure emissions over the FTP, then over the HFET (if applicable), then over the US06 portion of the SFTP. If a Tier 3 vehicle meets all the applicable emission standards except the FTP or HFET emission standard for NMOG+NOx, and a fuel sample from the tested vehicle (representing the as

- received condition) has a measured fuel sulfur level exceeding 15 ppm when measured as described in 40 CFR 1065.710, the manufacturer may repeat the FTP and HFET measurements and use the new emissio n values as the official results for that vehicle. For all other cases of testing Tier 3 vehicles, measured emission levels from the first test will be considered the official results for the test vehicle, regardless of any test results from additional te st runs. Where repeat testing is allowed, the vehicle may operate for up to two US06 cycles (with or without measurement) before repeating the FTP and HFET measurements. The repeat measurements must include both FTP and HFET, even if the vehicle failed o nly one of those tests, unless the HFET is not required for a particular vehicle. Tier 3 vehicles may not undergo an y other vehicle preconditioning to eliminate fuel sulfur effects on the emission control sy stem, unless we approve it in advance. (ii) Upon a manufacturer's written request, prior to in

- use testing, that presents information to EPA regarding pre

- conditioning procedures designed solel y to remove the effects of high sulfur in gasoline from vehicles produced through the 2007 model year, EPA will consider allowing such procedures on a case

- by

- case basis. EPA's decision will apply to manufacturer in

- use testing conducted under this section and to any

in

- use testing conducted b y EPA. Such procedures are not available for complete HDV. For model year 2007 and later Tier 2 vehicles, this provision can be used only in American Samoa, Guam, and the Commonwealth of the Northern Mariana Islands, and then onl y if low sulfur gasoline is determined by the Administrator to be unavailable in that specific locat ion. (b) * * * (3) Number of test vehicles

. For each test group, the minimum number of vehicles that must be tested is specified in Table S04

–06 and Table S04

–07 of this paragraph (b)(3). After testing the minimum number of vehicles of a specific test grou p as specified in Table S04

– 06 or S04

–07 of this paragraph (b)(3), a manufacturer may test additional vehicles upon request and approval by the Agency

prior to the initiation of the additional testing. Any additional testing must be completed within the te sting completion requirements shown in §86.1845

–04(b)(4). The request and Agency approval (if any) shall apply to test groups on a case b y case basis and appl y only to testing under this paragraph. Separate approval will be required to test additional vehi cles under paragraph (c) of this section. In addition to any testing that is required under Table S04

–06 and Table S04

–07, a manufacturer shall test one vehicle from each evaporative/refueling family for evaporative/refueling emissions. IfEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 112 of 378 a manufacturer b elieves it is unable to procure the test vehicles necessary to test the required number of vehicles in a test group, the manufacturer may request, subject to Administrator approval, a decreased sample size for that test group. The request shall include a d escription of the methods the manufacturer has used to procure the required number of vehicles. The approval of any such request, and the substitution of an alternative sample size requirement for the test group, will be based on a review of the procurement efforts made by the manufacturer to determine if all reasonable steps have been taken to procure the required test group size. Tables S04

–06 and S04

– 07 follow: * * * * * (4) Completion of testing . Testing of the vehicles in a test group and evaporative/refueling family must be completed within 12 months of the end of production of that test group (or evaporative/refueling famil y) for that model year. (5) Testing . (i) Each test vehicle of a test group shall be tested in accordance with the FTP and the US06 portion of the SFTP as described in subpart B of this part, when such test vehicle is tested for compliance with applicable exhaust emission standards under this subpart. Test vehicles subject to applicable exhaust CO 2 emission standards unde r this subpart shall also be tested in accordance with the HFET as described in part 600, subpart B, of this chapter. (ii) Manufacturers must measure PM emissions over the FTP and US06 driving schedules for at least 50 percent of the vehicles tested under paragraph (b)(5)(i) of this section. (iii) Starting with model year 2018 vehicles, manufacturers must demonstrate compliance with the Tier 3 leak standard specified in §86.1813, if applicable, as described in this paragraph (b)(5)(iii). Manufacturers must evaluate each vehicle tested under paragraph (b)(5)(i) of this section , except that leak testing is not required for vehicles tested under paragraph (b)(5)(iv) of this section for diurnal emissions . In addition, manufacturers must evaluate at least one v ehicle from each leak famil y for a given model year. Manufacturers may rel y on OBD monitoring instead of testing as follows: (A) A vehicle is considered to pass the leak test if the OBD s ys tem completed a leak check within the previous 750 miles of drivin g without showing a leak fault code. (B) Whether or not a vehicle’s OBD s ys tem has completed a leak check within the previous 750 miles of driving, the manufacturer may operate the vehicle as needed to force the OBD s ys tem to perform a leak check. If the OBD leak check does not show a leak fault, the vehicle is considered to pass the leak test. (C) If the most recent OBD leak check from paragraph (b)(5)(iii)(A) or (B) of this section shows a leak

- related fault code as specified in §86.1806

- 17(b) , the vehic le is presumed to have failed the leak test. Manufacturers may perform the leak measurement procedure described in 40 CFR 1066. 985 for an official result to replace the finding from the OBD leak check. (D) Manufacturers may

not perform repeat OBD checks o r leak measurements to over - ride a failure under paragraph (b)(5)(iii)(C) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 113 of 378 (iv) For nongaseous - fueled vehicles, one test vehicle of each evaporative/refueling family shall be tested in accordance with the supplemental 2
- diurnal

- plus

- hot

- soak evaporative emission and refueling emission procedures described in subpart B of this part, when such test vehicle is tested for compliance with applicable evaporative emission and refueling standards under this subpart. For gaseous
- fueled ve hicles, one test vehicle of each evaporative/refueling family shall be tested in accordance with the 3

- diurnal

- plus

- hot

- soak evaporative emission and refueling emission procedures described in subpart B of this part, when such test vehicle is tested for co mpliance with applicable evaporative emission and refueling standards under this subpart. The test vehicles tested to fulfill the evaporative/refueling testing requirement of this paragraph (b)(5)(ii) will be counted when determining compliance with the mi nimum number of vehicles as specified in Table S04

–06 and Table S04

–07 in paragraph (b)(3) of this section for testing under paragraph (b)(5)(i) of this section only if the vehicle is also tested for exhaust emissions under the requirements of paragraph (b )(5)(i) of this section. (6) Each test vehicle not rejected based on the criteria specified in appendix II to this subpart shall be tested in as

- received condition. (7) A manufacturer may

conduct subsequent diagnostic maintenance and/or testing of any ve hicle. An y such maintenance and/or testing shall be reported to the Agency as specified in §86.1847. (c) High

- mileage testing

— (1) Test groups . Testing must be conducted for each test group. (2) Vehicle mileage. All test vehicles must have a minimum odomet er mileage of 50,000 miles. At least one vehicle of each test group must have a minimum odometer mileage of 105,000 miles or 75 percent of the full useful life mileage, whichever is less. See §86.1838

– 01(c)(2) for small

- volume manufacturer mileage requirem ents. (3) Number of test vehicles . For each test group, the minimum number of vehicles that must be tested is specified in Table S04

–06 and Table S04

–07 in paragraph (b)(3) of this section. After testing the minimum number of vehicles of a specific test group as specified in Table S04

– 06 and Table S04

–07 in paragraph (b)(3) of this section, a manufacturer may

test additional vehicles upon request and approval by the Agency prior to the initiation of the additional testing. Any additional testing must be completed within the testing completion requirements shown in §86.1845

–04(c)(4). The request and Agency

approval (if any) shall apply to test groups on a case by case basis and appl y only to testing under this paragraph (c). In addition to any testing that is required under Table S04

–06 and Table S04

–07, a manufacturer shall test one vehicle from each evaporative/refueling family for evaporative/refueling emissions. If a manufacturer believes it is unable to procure the test vehicles necessary to test the requ ired number of vehicles in a test group as specified in Table S04

–06 or Table S04

– 07, the manufacturer may request, subject to Administrator approval, a decreased sample size for that test group. The request shall include a description of the methods the m anufacturer has used to procure the required number of vehicles. The approval of an y such request, and the substitution of an alternative sample size requirement for the test group, will be based on a review of the procurement effortsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 114 of 378 made b y the manufacturer to determine if all reasonable steps have been taken to procure the required test group size. (4) Initiation and completion of testing . Testing of a test group (or evaporative refueling family) must commence within 4 years of the end of production of the test group (or evaporative/refueling family) and be completed within 5 years of the end of production of the test group (or evaporative/refueling family). (5) Testing . (i) Each test vehicle shall be tested in accordance with the FTP and the US06 portion of the SFTP as described in subpart B of this part when such test vehicle is tested for compliance with applicable exhaust emission standards under this subpart. Test vehicles subject to applicable exhaust CO 2 emission standards under this subpart shall also be tested in accordance with the HFET as described in 40 CFR part 600, subpart B. One test vehicle from each test group shall be tested over the FTP at high altitude. The test vehicle tested at high altitude is not required to be o ne of the same test vehicles tested at low altitude. The test vehicle tested at high altitude is counted when determining the compliance with the requirements shown in Table S04

–06 and Table S04

–07 in paragraph (b)(3) of this section or the expanded sample size as provided for in this paragraph (c). (ii) Manufacturers must measure PM emissions over the FTP and US06 driving schedules for at least 50 percent of the vehicles tested under paragraph (c)(5)(i) of this section. (iii) Starting with model year 2018 vehicles, manufacturers must evaluate each vehicle tested under paragraph (c)(5)(i) of this section to demonstrate compliance with the Tier 3 leak standard specified in §86.1813 , except that leak testing is not required for vehicles tested under paragraph (c)(5)(iv) of this section for diurnal emissions . In addition, manufacturers must evaluate at least one vehicle from each leak famil y for a given model year. Manufacturers may rel y on OBD monitoring instead of testing as described in paragraph (c)(5)(iii ) of this section. (iv) For nongaseous - fueled vehicles, one test vehicle of each evaporative/refueling family shall be tested in accordance with the supplemental 2
- diurnal

- plus

- hot

- soak evaporative emission procedures described in subpart B of this part, when such test vehicle is tested for compliance with applicable evaporative emission and refueling standards under this subpart. For gaseous

fueled vehicles, one test vehicle of each evaporative/refueling family shall be tested in accordance with the 3

- diurnal

- plus

- hot

- soak evaporative emission procedures described in subpart B of this part, when such test vehicle is tested for compliance with applicable evaporative emission and refueling standards under this subpart. The test vehicles tested to fulfill the evaporative/refueling testing requirement of this paragraph (b)(5)(ii) will be counted when determining compliance with the minimum number of vehicles as specified in Table S04

– 06 and table S04

– 07 in paragraph (b)(3) of this section for testing under paragraph (b)(5)(i) of this section only if the vehicle is also tested for exhaust emissions under the requirements of paragraph (b)(5)(i) of this section. (6) Test condition . Each test vehicle not rejected based on the criteria specified in appendix I I to this subpart shall be tested in as

- received condition.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 115 of 378 (7) Diagnostic maintenance . A manufacturer may conduct subsequent diagnostic maintenance and/or testing on an y vehicle. An y s uch maintenance and/or testing shall be reported to the Agency as specified in §86.1847

–01. * * * * * (f)(1) A manufacturer must conduct in

- use testing on a test group b y determining NMOG exhaust emissions as described in 40 CFR 1066.6 3 5. (2) For flexible

- fueled vehicles certified to NMOG (or NMOG+NOx) standards, the manufac turer may ask for EPA approval to demonstrate compliance using an equivalent NMOG emission result calculated from a ratio of ethanol NMO G exhaust emission s to gasoline NMHC exhaust emission s. Ethanol NMOG exhaust emissions are measured values from testing with the ethanol test fuel , expressed as NMOG. Gasoline NMHC exhaust emissions are measured values from testing with the gasoline test fuel , expressed as NMHC. T his ratio must be established during certification for each emission

- data vehicle for the applicable test group. Use good engineering judgment to establish a different ratio for each duty c ycl e or test interval as appropriate
. Identify

the ratio values you develop under this paragraph (f)(1) and describe the duty cycle or test interval t o which they appl y in the Part II application for certification. Calculate the equivalent NMOG emission result by multiplying the measured gasoline NMHC exhaust emissions for a given duty cycle or test interval by the appropriate ratio. (3) If the manufa cturer measures NMOG as described in 40 CFR 1066.6 3 5(a), it must also measure and report HCHO emissions. As an alternative to measuring the HCHO content, if the manufacturer measures NMOG as permitted in 40 CFR 1066.6 3 5(c), the Administrator may

approve, u

pon submission of supporting data by a manufacturer, the use of HCHO to NMHC ratios. To request the use of HCHO to NMHC ratios, the manufacturer must establish during certification testing the ratio of measured HCHO exhaust emissions to measured NMHC exhau st emissions for each emission

- ` data vehicle for the applicable test group. The results must be submitted to the Administrator with the Part II application for certification. Following approval of the application for certification, the manufacturer may con duct in

- use testing on the test group b y measuring NMHC exhaust emissions rather than HCHO exhaust emissions. The measured NMHC exhaust emissions must be multiplied by the HCHO to NMHC ratio submitted in the application for certification for the test group to determine the equivalent HCHO exhaust emission values for the test vehicle. The equivalent HCHO exhaust emission values must be compared to the HCHO exhaust emission standard applicable to the test group. 199. Section 86.1846

- 01 is revised to read as follows: **§ 86.1846**  **- 01**  **Manufacturer in -**  **use confirmatory testing requirements.** (a) General requirements. (1) Manufacturers must test, or cause testing to be conducted, under this section when the emission levels shown by a test group sample from testing under §86.1845 exceeds the criteria specified in paragraph (b) of this section. The testing required under this section applies separatel y to each test group and at each test point (low and high mileage) that meets the specified criteria. The testing requi rements appl y s eparately for each model year. These provisions appl y to heav y-EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 116 of 37 8 duty vehicles starting with model year 2007. These provisions do not apply to emissions of CO 2 , CH4 , and N 2 O. (2) [Reserved] (3) [Reserved] (4) The provisions of §86.1845

- 04(a)(3 ) regarding fuel sulfur effects apply equally to testing under this section. (b) Criteria for additional testing. (1) A manufacturer shall test a test group or a subset of a test group as described in paragraph (j) of this section when the results from te sting conducted under §86.1845 show mean exhaust emissions for that test group of any pollutant(s) (except CO 2, CH 4 , and N 2 O) to be equal to or greater than 1.30 times the applicable in

- use standard and a failure rate, among the test group vehicles, for th e corresponding pollutant(s) of fifty percent or greater. (i) Additional testing is not required under this paragraph (b)(1) based on Supplemental FTP testing or evaporative/refueling testing. Testing conducted at high altitude under the requirements of §8 6.1845
- 04 (b) will be included in determining if a test group meets the criteria triggering testing required under this section. (ii) The vehicle tested under the requirements of §86.1845

–04(c)(2) with a minimum odometer miles of 75% of useful life will not be included in determining if a test group meets the triggering criteria. (iii) The SFTP composite emission levels shall include the IUVP FTP emissions, the IUVP US06 emissions, and the values from the SC03 Air Conditioning EDV certification test (without DFs applied). The calculations shall be made using the equations prescribed in §86.164. If more than one set of certification SC03 data exists (due to running change testing or other reasons), the manufacturer shall choose the SC03 result to use in the calculation from among those data sets using good engineering judgment. (2) If fewer than 50 percent of the vehicles from a leak famil y pass either the leak test or the diurnal test under §86.1845, EPA may require further leak testing under this paragraph (b )(2). Testing under this section must include five vehicles from the family . If all five of these vehicles fail the test, the manufacturer must test five additional vehicles. EPA will determine whether to require further leak testing under this section after providing the manufacturer an opportunity to discuss the results, including consideration of an y of the following information, or other items that may be relevant: (i) Detailed s ys tem design, calibration, and operating information, technical explanations as to why

the individual vehicles tested failed the leak standard. (ii) Comparison of the subject vehicles to other similar models from the same manufacturer. (iii) Data or other information on owner complaints, technical service bulletins, s ervice campaigns, special policy warranty programs, warranty repair data, state I/M data, and data available from other manufacturer

- specific programs or initiatives. (iv) Evaporative emission test data on any individual vehicles that did not pass leak tes ting during IUVP.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 117 of 378 (c) Useful life. Vehicles tested under the provisions of this section must be within the useful life specified for the emission standards which were exceeded in the testing under §86.1845. Testing should be within the useful life specifi ed, subject to sections 207(c)(5) and (c)(6) of the Clean Air Act where applicable. (d) Number of test vehicles. A manufacturer must test a minimum of ten vehicles of the test group or Agency
- designated subset. A manufacturer may , at the manufacturer's dis cretion, test more than ten vehicles under this paragraph for a specific test group or Agency
- designated subset. I f a manufacturer chooses to test more than the required ten vehicles, all testing must be completed within the time designated in the testing completion requirements of paragraph (g) of this section. Any vehicles which are eliminated from the sample either prior to or subsequent to testing, or any vehicles for which test results are determined to be void, must be replaced in order that the final sample of vehicles for which test results acceptable to the Agency are available equals a minimum of ten vehicles. A manufacturer may cease testing with a sample of five vehicles if the results of the first five vehicles tested show mean emissions for each pollutant to be less than 75.0 percent of the applicable standard, with no vehicles exceeding the applicable standard for any pollutant. (e) Emission testing. Each test vehicle of a test group or Agency

- designated subset shall be tested in accordance with the FTP and/or the SFTP (whichever of these tests performed under §86.1845 produces emission levels requiring testing under this section) as described in subpart B of this part, when such test vehicle is tested for compliance with applicable exhaust emis sion standards under this subpart. (f) Geographical limitations. (1) Test groups or Agency

- designated subsets certified to 50
- state standards: For low altitude testing no more than 50 percent of the test vehicles may

be procured from California. The test v ehicles procured from the 49 state area must be procured from a location with a heating degree day 30 year annual average equal to or greater than 4000. (2) Test groups or Agency

- designated subsets certified to 49 state standards: For low

altitude testing all vehicles shall be procured from a location with a heating degree day 30 year annual average equal to or greater than 4000. (3) Vehicles procured for high altitude testing may be procured from any area provided that the vehicle's primary area of operati on was above 4000 feet. (g) Testing. Testing required under this section must commence within three months of completion of the testing under §86.1845 which triggered the confirmatory testing and must be completed within seven months of the completion of the testing which triggered the confirmatory

testing. Any

industry review of the results obtained under §86.1845 and any additional vehicle procurement and/or testing which takes place under the provisions of §86.1845 which the industry believes may

affect the triggering of required confirmatory

testing must take place within the three month period. The data and the manufacturers reasoning for reconsideration of the data must be provided to the Agency within the three month period. (h) Limit on manufacturer conducted testing. For each manufacturer, the maximum number of test group(s) (or Agency

- designated subset(s)) of each model year for which testing under this section shall be required is limited to 50 percent of the total number of test groups of each mod el year required to be tested by each manufacturer as prescribed in §86.1845 , rounded to the next highest whole number where appropriate. For eachEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 118 of 378 manufacturer with onl y one test group under §86.1845, such manufacturer shall have a maximum potential testing requirement under this section of one test group (or Agency

designated subset) per model year. (i) Testing plan . Prior to beginning in

- use confirmatory testing the manufacturer must, after consultation with the Agency , submit a written plan describing th e details of the vehicle procurement, maintenance, and testing procedures (not otherwise specified b y regulation) it intends to use. EPA must approve the test plan before the manufacturer may start further testing. (j) Testing a subset. EPA may designate a subset of the test group based on transmission ty pe for testing under this section in lieu of testing the entire test group when the results for the entire test group from testing conducted under §86.1845 show mean emissions and a failure rate which meet these criteria for additional testing. 200. Section 86.1848

- 10 is amended b y revising paragraph (c)(7) to read as follows: **§ 86.1848**  **- 10**  **Compliance with emission standards for the purpose of certification.** * * * * * (c) * * * (7) All certificates of conformity issued are conditional upon compliance with all the provisions of §§86.1811 through 86.1816 and §§ 86.1860 through 86.1862 both during and after model year production. The manufacturer bears the burden of establishing to the satisfaction of the Administrator that the terms and conditions upon which each certificate was issued were satisfied. For recall and warranty purposes, vehicles not covered b y a certificate of conformity will continue to be held to the standards stat ed or referenced in the certificate that otherwise would have applied to the vehicles. (i) Failure to meet the applicable fleet average standard will be considered to be a failure to satisfy the terms and conditions upon which the certificate was issued an d the vehicles sold in violation of the fleet average standard will not be covered by the certificate. (ii) Failure to comply

fully with the prohibition against selling credits that it has not generated or that are not available, as specified in §86.1861, will be considered a failure to satisfy the terms and conditions upon which the certificate was issued and the vehicles sold in violation of this prohibition will not be covered b y the certificate. (iii) Failure to compl y fully with the phase

- in requirements of §§86.1811 through 86.1816 will be considered a failure to satisfy the terms and conditions upon which the certificate was issued and the vehicles sold that do not comply with the applicable standards, up to the number needed to compl y, will not be co vered b y the certificate. * * * * * 201. A new §86.1860
- 17 is added to subpart S to read as follows: **§ 86.1860**  **- 17**  **How to comply with the Tier 3 fleet -**  **average standards.** (a) You must show that you meet the applicable fleet

- average NMOG+NOx standards from §§ 86.1811 and 86.1816 and the fleet

- average evaporative emission standards from §86.1813 as described in this section. Note that separate fleet

- average calculations are required for the FTP and SFTP exhaust emission standards under §86.1811. (b) Calculate your fleet

- average value for each model year for all vehicle models subject to a separate fleet

- average standard using the following equation, rounded to the nearestEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 119 of 378 0. 001 g/mile for NMOG+NOx emissions and the nearest 0.001 g/test for evaporative emissions:

i i i 1 total ( ) b N F EL Fleet average value N  
 

## 
Where: i = A counter associated with each separate Tier 3 test group or evaporative family
. b = The number of separate Tier 3 test groups or evaporative families from a given averaging set to which you certify your vehicles. N i = The actual nationwide sales for the model ye ar for test group or evaporative family i
. In clude allowances for evaporative emissions as described in §86.1813. FEL i = The FEL selected for tes t group or evaporative family i . Disregard any separate standards that apply for in

- use testing or for testing under high

- altitude conditions. N total = The actual nationwide sales for the model year for all your Tier 3 vehicles from the averaging set , except as described in paragraph (c) of this section. The pool of vehicle models included in N total may vary by model year, and it may

be different for evaporative standards, FTP exhaust standards, and SFTP exhaust standards in a given model ye ar. (c) Do not include any

of the following vehicles to calculate your fleet

- average value: (1) Vehicles that you do not certify to the standards of this part because they are permanentl y exempted under 40 CFR part 85 or part 1068. (2) Exported vehicles. (3) Vehic les excluded under § 86.1801. (4) For model year 2017, do not include vehicle sales in California or the section 177 states for calculating the fleet average value for evaporative emissions. (d) Except as specified in paragraph (e) of this section, your ca lculated fleet

- average value may

not exceed the corresponding fleet

- average standard for the model year. (e) You may

generate or use emission credits related to your calculated fleet

- average value as follows: (1) You may

generate emission credits as described in §86.1861 if your fleet

- average value is below the corresponding fleet

- average standard. (2) You may

use emission credits as described in §86.1861 if your fleet

- average value is above the corresponding fleet

- average standard. Except as specified in paragraph (e)(3) of this section, you must use enough credits for each model ye ar to show that yo ur adjusted fleet average value does not exceed the fleet

- average standard. (3) The following provisions apply if you do not have enough emission credits to de monstrate compliance with a fleet

- average standard in a given mod el ye ar : (i) Y ou may have a credit deficit for up to three model years within an averaging set under §86.1861
- 17(c) . You may not bank emission credits with respect to a given emission standard during a model year in which you have a credit deficit in the same averaging set. If you fail to meet the fleet

- average standard for four consecutive model ye ars, the vehicles causing you to exceed the fleet

- average standard will be considered not covered by the certificate of conformity . You will be subject to penalties on an individual

- vehicle basis for sale of vehicles not covered b y a certificate of conformity.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 120 of 378 (ii) You must notify

us in writing how you plan to eliminate the credit deficit within the specified time frame. If we determine that your plan is unreasonable or unrealistic, we may

deny an application for certification for a test group or evaporative family if its bin standard or FEL would increase your credit deficit. We may determine that your plan is unreasonable or unrealistic based on a consideration of past and projected use of specific technologies, the historical sales mix of your vehicle models , your commitment to limit sales of higher

emission vehicles, and expected access to traded credits. We may also consider yo ur plan unreasonable if your fleet

- average emission level increases relative to the first model year of a credit deficit or an y later model year. We may require that you send us interim reports describing your progress toward resolving your credit deficit over the course of a model year. (f) If the applicable bin standards and FELs for all your vehicle models are at or below a corresponding fleet

- average standard for a given model year, and you do not want to generate emission credits, you may omit the calculations described in this section. (g) For purposes of calculating the statute of limitations, the following actions are all considered to occur at the expiration of the deadline for offsetting a deficit as specified in paragraph (e)(3) of this section: (1) Failing to meet the requirements of p aragraph (e)(3) of this section. (2) Failing to satisfy

the conditions upon which a certificate was issued relative to offsetting a deficit
. (3) Selling, offering for sale, introducing or delivering into U.S. commerce, or importing vehicles that are found not to be covered by a certificate as a result of failing to offset a deficit
. 202. A new §86.1861
- 17 is added to subpart S to read as follows: **§ 86.1861**  **- 17**  **How do the NMOG+NOx and evaporative emission credit programs work?**  You may use emission credits for purposes of certification to show compliance with the applicable fleet

- average NMOG+NOx standards from §§ 86.1811 and 86.1816 and the fleet

- average evaporative emission standards from §86.1813 as described in 40 CFR part 1037, subpart H, with certain excep tions and clarifications as specified in this section. MDPVs are subject to the same provisions of this section that apply to LDT4. (a) Calculate emission credits as described in this paragraph (a) instead of using the provisions of 40 CFR 1037.705. Calc ulate positive or negative emission credits relative to the applicable fleet

- average standard. Calculate positive emission credits if your fleet

average level is below the standard. Calculate negative emission credits if your fleet

average value is above the standard. Calculate credits separatel y for each type of standard and for each averaging set. Calculate emission credits using the following equation, rounded to the nearest whole number: 

### [ ] Emis sion credit V

olume F le et aver age st andard Fl

eet average val

ue    Where: Emission credit = The positive or negative credit for each discrete fleet

- average standard, in units of vehicle

- grams per mile for NMOG+NOx and vehicle

- grams per test for evaporative emissions.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 121 of 378 Volume = Sales volume in a given model year from the collection of test groups or evaporative families covered b y the fleet

- average value, as described in §86.1860. (b) The following restrictions apply instead of those specified in 40 CFR 1037.740: (1) Except as specified in paragraph (b)(3) of this section, emission credits may be exchanged only

within an averaging set, as follows: (i) HDV represent a separate averaging set with respect to all emission standards. (ii) LDV and LDT certified to standards based on a useful life of 150,000 miles and 15 years together represent a single averaging set with respect to NMOG+NOx emission standards. Note that FTP and SFTP credits are not interchangeable. ( i ii) LDV and LDT 1 certified to standards based on a useful life of 120,000 miles and 10 years together represent a single averaging set with respect to NMOG+NOx emission standards. Note that FTP and SFTP credits are not interchangeable. ( iv ) The following separate averaging sets appl y for evaporative emission standards: (A) LDV and LDT1 together represent a single averaging set. (B) LDT2 represents a single averaging set. (C) HLDT represents a single averaging set. (D) HDV represents a single averaging set. (2) You may

exchange evaporative emission credits across averaging sets as follows if you need additional credits to offset a deficit after the final ye ar of maintainin g deficit credits as allowed under paragraph (c) of this section: (i) You may

exchange LDV/LDT1 and LDT2 emission credits. (ii) You may

exchange HLDT and HDV emission credits. (3) Except as specified in paragraph (b)( 4 ) of this section, c redits expire afte r five ye ars. For example, credits you generate in model year 2018 may be used only through model year 2023. (4) For the Tier 3 declining fleet

- average FTP and SFTP emission standard s for NMOG+NOx described in §86.1811

- 17 (b)( 8 ) , credits generated in model years 2017 through 2024 expire after eight ye ars , or after model year 20 30 , whichever comes first; however, these credits may not be traded after five years. This extended credit life also applies for small

- volume manufacturers generating credits under §86.1811

- 17(h)(1) in model ye ars 2022 through 2024. Note that the longer credit life does not apply for heavy

- duty vehicles, for vehicles certified under the alternate phase

- in described in §86.1811

- 17(b)( 9 ), or for vehicles generating earl y Tier 3 credits under §86.1811
- 17(b)( 11 ) in model year 2017. (c) The credit

- deficit provisions 40 CFR 1037.745 apply to the NMOG+NOx and evaporative emission standards for Tier 3 vehicles. (d) The reporting and recordkeeping provisions of §86.1862 apply instead of those specified in 40 CFR 1037.730 and 1037.735. (e) The provisions of 40 CFR 1037.645 do not apply
. 203. Section 86.1862

- 04 is revised to read as follows: **§ 86.1862**  **- 04**  **Maintenance of records and submittal of information relevant to compliance with fleet**  **- average standards.** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 122 of 378 (a) Overview . This section describes reporting and recordkeeping requirements for vehicles subject to the following standards: (1) Tier 2 NOx emission standard for LDV and LDT in §86.1811

- 04. (2) Tier 3 FTP emission standard for NMOG+NOx for LDV and LDT in §86.1811
. (3) Tier 3 SFTP emission standard for NMOG+NOx for LDV and LDT (including MDPV) in §86.1811
. (4) Tier 3 evaporative emission standards in §86.1813
. (5) Tier 3 FTP emi ssion standard for NMOG+NOx for HDV (other than MDPV) in §86.1816
. (6) Cold temperature NMHC standards in §86.1811
. (b) Maintenance of records. (1) The manufacturer producing any vehicles subject to a fleet

- average standard under this subpart must e stablish and maintain all the following information in organized and indexed records for each model year: (i) Model year. (ii) Applicable fleet

- average standard. (iii) Calculated fleet

- average value. (iv) All values used in calculating the fleet

- average value achieved. (2) The manufacturer producing any vehicle subject to the provisions in this section must keep all the following information for each vehicle: (i) Model year. (ii) Applicable fleet

- average standard. (iii) EPA test group or evaporative family , as applicable
. (iv) Assembly

plant. (v) Vehicle identification number. (vi) The FEL and the fleet

- average standard to which the vehicle is certified. (vii) Information on the point of first sale, including the purchaser, city, and state. (3) The manufacturer must retain all records required to be maintained under this section for a period of eight ye ars from the due date for the annual report. Records may be stored in any

format and on any

media, as long as manufacturers can promptly send EPA organized written records in English if we ask for them. Manufacturers must keep records readil y available as EPA may review them at any time. (4) The Administrator may require the manufacturer to retain additional records or submit information not specificall y required b y this section. (5) EPA may

void ab initio a certificate of conformity for a vehicle certified to emission standards as set forth or otherwise referenced in this subpart for which the manufacturer fails to retain the records required in this se ction, to provide such information to the Administrator upon request, or to submit the reports required in this section in the specified time period. (c) Reporting. (1) Each manufacturer must submit an annual report. Except as provided in paragraph (b)(2) of this section, the annual report must contain, for each applicable fleet average standard, the fleet average value achieved, all values required to calculate the fleet

- average value, the number of credits generated or debits incurred, all the values required to calculate the credits or debits, and sufficient information to show compliance with all phase

- in requirements, if applicable. The annual report must also contain the resulting balance of credits or debits.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 123 of 378 (2) When a manufacturer calculates compliance with the fleet

- average standard using the provisions in §86.1860

– 04(c)(2) or §86.1860

- 17(f), the annual report must state that the manufacturer has elected to use such provision and must contain the fleet

average standard as the fleet

- average value for that model year. (3) For each applicable fleet

- average standard, the annual report must also include documentation on all credit transactions the manufacturer has engaged in since those included in the last report. Information for each transaction must in clude all the following information: (i) Name of credit provider. (ii) Name of credit recipient. (iii) Date the transfer occurred. (iv) Quantity

of credits transferred. (v) Model year in which the credits were earned. (4) Unless a manufacturer reports the data required by this section in the annual production report required under §86.1844

–01(e) and subsequent model year provisions, a manufacturer must submit an annual report for each model ye ar after production ends for all affected vehicles produced by th e manufacturer subject to the provisions of this subpart and no later than May 1 of the calendar ye ar following the given model ye ar. Annual reports must be submitted to: Director, Compliance Division, U.S. Environmental Protection Agency , 2000 Traverwood, Ann Arbor, Michigan 48105. (5) Failure b y a manufacturer to submit the annual report in the specified time period for all vehicles subject to the provisions in this section is a violation of Clean Air Act section 203(a)(1) (42 U.S.C 7522(a)(1)) for each s ubject vehicle produced by that manufacturer. (6) If EPA or the manufacturer determines that a reporting error occurred on an annual report previousl y submitted to EPA, the manufacturer's credit or debit calculations will be recalculated. EPA may void erro neous credits, unless transferred, and must adjust erroneous debits. In the case of transferred erroneous credits, EPA must adjust the selling manufacturer's credit or debit balance to reflect the sale of such credits and an y resulting generation of debits
. (d) Notice of opportunity for hearing. Any voiding of the certificate under paragraph (a)(6) of this section will be made onl y after EPA has offered the manufacturer concerned an opportunity

for a hearing conducted in accordance with §86.614 for light

- duty vehicles and light

- duty trucks and with 40 CFR part 1068, subpart G, for heavy

- duty vehicles. 204. Section 86.1863

- 07 is amended b y adding introductory text to read as follows: **§ 86.1863**  **- 07**  **Optional chassis certification for diesel vehicles.** This section does not apply for vehicles certified to the Tier 3 standards in §86.1816

- 18, including those vehicles that certify to the Tier 3 standards before model year 2018. * * * * * 205. Section 86.1864

- 10 is amended b y revising paragraph (p) to read as follows: **§ 86 .1864**  **- 10 How to comply with the fleet average cold temperature NMHC**  **standards.**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 124 of 378 * * * * * (p) Reporting and recordkeeping . Keep records and submit information for demonstrating compliance with the fleet average cold temperature NMHC standard as described in §86.1862

- 04. 206. Section 86.1868

- 12 is amended b y revising paragraphs (f)(1) and (g)(1) to read as follows: **§ 86.1868**

**– 12 CO**  **2 credits for improving the efficiency of air conditioning systems.**  * * * * * (f) * * * (1) The manufacturer shall perform the AC17 test specified in 40 CFR 1066. 8 4 5 on each unique air conditioning sy stem design and vehicle platform combination for which the manufacturer intends to accrue air conditioning efficiency credits. The manufacturer must test at least on e unique air conditioning s ys tem within each vehicle platform in a model ye ar, unless all unique air conditioning s ys tems within a vehicle platform have been previously

tested. A unique air conditioning s ys tem design is a s ys tem with unique or substantiall y different component designs or types and/or system control strategies (e.g., fixed displacement vs. variable displacement compressors, orifice tube vs. thermostatic expansion valve, single vs. dual evaporator, etc.). In the first year of such testing, th e tested vehicle configuration shall be the highest production vehicle configuration within each platform. In subsequent model years the manufacturer must test other unique air conditioning sy stems within the vehicle platform, proceeding from the highest p roduction untested sy stem until all unique air conditioning sy stems within the platform have been tested, or until the vehicle platform experiences a major redesign. Whenever a new unique air conditioning system is tested, the highest production configuration using that sy stem shall be the vehicle selected for testing. Air conditioning s ys tem designs which have similar cooling capacity , component types, and control strategies, yet differ in terms of compressor pulley

ratios or condenser or evaporator surfac e areas will not be considered to be unique system designs. The test results from one unique sy stem design may represent all variants of that design. Manufacturers must use good engineering judgment to identify

the unique air conditioning sy stem designs wh ich will require AC17 testing in subsequent model years. Results must be reported separatel y for all four phases (two phases with air conditioning off and two phases with air conditioning on) of the test to the Environmental Protection Agency , and the resu lts of the calculations required in 40 CFR 1066. 8 4 5 must also be reported. In each subsequent model year additional air conditioning sy stem designs, if such s ys tems exist, within a vehicle platform that is generating air conditioning credits must be tested using the AC17 procedure. When all unique air conditioning system designs within a platform have been tested, no additional testing is required within that platform, and credits may be carried over to subsequent model years until there is a significant c hange in the platform design, at which point a new sequence of testing must be initiated. No more than one vehicle from each credit

generating platform is required to be tested in each model year. * * * * * (g) * * * (1) For each air conditioning s ys tem se lected by the manufacturer to generate air conditioning efficiency

credits, the manufacturer shall perform the AC17 AirEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 125 of 378 Conditioning Efficiency

Test Procedure specified in 40 CFR 1066. 845 , according to the requirements of this paragraph (g). * * * * * 207. App endix Ito Part 86 is amended b y revising the appendix heading, paragraph (a) before the table, and paragraphs (b) and (c), and removing and reserving paragraph (d) to read as follows: **Appendix I to Part 86**

**— Dynamometer Schedules**  (a) EPA light

- duty

urban dy namometer driving schedule (UDDS) . This driving schedule is also known as the LA

- 4 cycle. (1) The driving schedule in this paragraph (a) applies for light

- duty vehicles, light

duty trucks, and heav y- duty

vehicles certified under subpart S of this part. (2) The driving schedule in this paragraph (a) applies for motorcycles with engine displacement at or above 170 cc. Calculate the speed

- versus - time sequence in kilometers per hour b y multiplying the listed speed by 1.6 and rounding to the nearest 0.1 kilo meters per hour. (3) The driving schedule follows: * * * * * (b) EPA driving schedule for motorcycles with engine displacement below 170 cc . Use the driving schedule specified in paragraph (a)(2) of this appendix, except that the schedule specified in thi s paragraph (b) applies for the portion of the driving schedule from 164 to 332 seconds. Speed Versus Time Sequence Time (sec.) Speed (kph) 164 3.4 165 6.8 166 10.3 167 13.7 168 17.1 169 20.5 170 23.0 171 25.2 172 26.7 173 27.4 174 26.6 175 26.0 176 25.6 177 25.9 178 26.1 179 26.3 180 26.7 181 28.2 182 27.5 183 24.9 184 23.5 185 20.1 186 18.3 187 17.8 188 18.8 189 19.3 190 20.7 191 23.0 192 25.4 193 28.3 194 31.6 195 34.7 196 37.5 197 38.6 198 40.7 199 42.0 200 43.6 201 45.1 202 46.7 203 47.7 204 48.5 205 49.2 206 49.2 207 49.0 208 48.9 209 48.7 210 48.7 211 48.7 212 48.7 213 48.7 214 48.9 215 49.1 216 49.6 217 50.2 218 50.9 219 51.3 220 51.8 221 52.4 222 52.8 223 53.4 224 54.1 225 55.1 226 56.0 227 56.6 228 56.9 229 57.0 230 56.9 231 56.6 232 56.6 233 56.8 234 57.1 235 57.5 236 57.7 237 58.1 238 58.3 239 58.6 240 58.7 241 58.7 242 58.5 243 58.5 244 58.5 245 58.5 246 58.5 247 58.5 248 58.4 249 58.1 250 57.8 251 57.1 252 56.6 253 56.2 254 55.9 255 55.6 256 55.5 257 55.8 258 55.9 259 56.0 260 56.0 261 55.7 262 55.3 263 54.9 264 54.5 265 54.0 266 54.3EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 126 of 378 267 53.9 268 53.8 269 53.6 270 53.4 271 53.5 272 53.7 273 54.0 274 54.4 275 54.9 276 55.4 277 55.9 278 56.9 279 57.4 280 57.6 281 58.0 282 58.0 283 57.8 284 57.2 285 56.5 286 55.5 287 54.4 288 53.4 289 53.4 290 53.4 291 52.9 292 51.9 293 51.8 294 51.9 295 51.8 296 51.4 297 51.3 298 51.3 299 51.3 300 50.9 301 50.3 302 49.8 303 48.9 304 47.8 305 46.6 306 45.4 307 44.1 308 43.0 309 41.8 310 39.9 311 38.3 312 36.5 313 35.0 314 33.7 315 32.6 316 31.7 317 31.6 318 31.1 319 30.0 320 28.5 321 25.7 322 22.3 323 20.8 324 19.8 325 19.2 326 17.6 327 16.1 328 12.9 329 11.2 330 8.3 331 4.9 332 1.5

(c) EPA driving schedule for class 3 heavy

- duty vehicles . This driving schedule is also known as the LA

- 92 cycle.
Time (sec.) Speed (mph) 1 0.0 2 0.0 3 0.0 4 0.0 5 0.0 6 0.0 7 0.0 8 0.0 9 0.0 10 0.0 11 0.0 12 0.0 13 0.0 14 0.0 15 0.0 16 0.0 17 0.0 18 0.0 19 0.0 20 0.0 21 1.2 22 4.2 23 7.3 24 8.8 25 10.8 26 12.3 27 13.1 28 12.3 29 12.3 30 11.5 31 11.5 32 11.1 33 11.1 34 11.1 35 13.1 36 15.0 37 16.9 38 16.9 39 16.1 40 15.7 41 15.4 42 15.0 43 13.8 44 10.8 45 8.4 46 6.1 47 4.2 48 3.5 49 3.5 50 1.5 51 0.0 52 0.0 53 0.0 54 0.0 55 0.0 56 0.0 57 0.0 58 0.0 59 0.0 60 0.0 61 0.0 62 0.0 63 1.2 64 3.5 65 7.7 66 11.1 67 13.8 68 16.5 69 18.4 70 20.4 71 20.7 72 19.6 73 17.3 74 12.3 75 8.1 76 6.1 77 9.6 78 12.7 79 15.7 80 18.0 81 20.4 82 21.9 83 23.4 84 23.8 85 24.6 86 25.0 87 26.1 88 26.1 89 26.9 90 26.9 91 26.9 92 26.5 93 25.7 94 21.9 95 16.5 96 10.0 97 4.6 98 1.5 99 0.4 100 0.0 101 0.0 102 0.0 103 0.0 104 0.0 105 0.0 106 0.0 107 0.0 108 0.4 109 1.2 110 1.9 111 3.8 112 7.7 113 11.5 114 14.6 115 18.0 116 21.5 117 25.0 118 28.4 119 30.7 120 31.9 121 32.3 122 32.3 123 31.9 124 30.3 125 28.0 126 24.2 127 20.0EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 127 of 378 128 16.1 129 11.5 130 8.1 131 5.0 132 3.5 133 1.9 134 0.0 135 0.0 136 0.0 137 0.0 138 0.0 139 0.0 140 0.0 141 0.0 142 0.0 143 1.5 144 6.9 145 12.7 146 16.5 147 20.0 148 23.0 149 25.7 150 28.0 151 30.7 152 32.6 153 34.2 154 35.3 155 36.9 156 36.9 157 37.2 158 37.6 159 37.6 160 37.6 161 37.2 162 37.2 163 36.9 164 36.5 165 36.5 166 34.9 167 33.4 168 31.9 169 29.2 170 25.0 171 25.0 172 26.1 173 27.6 174 29.2 175 31.1 176 32.3 177 34.2 178 34.9 179 35.7 180 36.5 181 36.9 182 36.9 183 37.2 184 37.6 185 37.2 186 37.6 187 38.0 188 38.4 189 39.2 190 39.6 191 39.9 192 40.7 193 40.3 194 41.1 195 41.1 196 40.7 197 31.9 198 23.9 199 15.9 200 7.9 201 2.7 202 0.4 203 0.4 204 2.7 205 3.8 206 3.8 207 1.5 208 0.0 209 0.0 210 0.0 211 0.0 212 0.0 213 0.0 214 0.0 215 0.0 216 0.0 217 0.0 218 0.0 219 0.0 220 0.0 221 0.0 222 0.0 223 0.0 224 0.0 225 0.0 226 0.0 227 0.0 228 0.0 229 0.0 230 0.0 231 0.0 232 0.0 233 0.0 234 0.0 235 0.0 236 0.0 237 0.0 238 1.5 239 5.0 240 8.8 241 11.5 242 14.2 243 15.4 244 16.1 245 16.1 246 16.9 247 16.5 248 16.9 249 18.0 250 19.2 251 20.4 252 20.4 253 21.1 254 21.1 255 22.3 256 23.0 257 23.8 258 24.2 259 24.6 260 25.0 261 25.7 262 25.7 263 26.5 264 27.6 265 28.4 266 29.2 267 30.3 268 31.1 269 31.1 270 30.7 271 31.1 272 29.6 273 29.2 274 29.2 275 28.8 276 28.0 277 23.0 278 21.1 279 21.5 280 20.7 281 20.7 282 19.6 283 16.5 284 13.1 285 9.6 286 7.3 287 3.8 288 0.8 289 0.0 290 0.0 291 0.0 292 0.0 293 0.0 294 0.0 295 0.0 296 0.0 297 0.0 298 0.0 299 0.0 300 0.0 301 0.0 302 0.0 303 0.0 304 0.0 305 0.0 306 0.0 307 0.0 308 0.0 309 0.0 310 0.0 311 0.0 312 0.0 313 0.4 314 2.7 315 7.3 316 11.5 317 15.4 318 18.4 319 20.7 320 24.2 321 26.9 322 29.6 323 31.1 324 32.6 325 33.8 326 34.9 327 36.9 328 39.2 329 41.1 330 43.0 331 43.8 332 44.5 333 45.3 334 45.3 335 44.9 336 44.5 337 43.8 338 43.4 339 42.6 340 41.9 341 41.5 342 40.7EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 128 of 378 343 40.3 344 41.1 345 41.5 346 42.6 347 43.4 348 44.2 349 44.9 350 45.7 351 46.5 352 46.8 353 47.2 354 48.0 355 47.6 356 48.4 357 48.0 358 47.2 359 46.1 360 45.7 361 44.9 362 44.2 363 43.8 364 44.5 365 44.9 366 45.3 367 46.5 368 48.0 369 48.8 370 49.5 371 49.9 372 49.9 373 49.9 374 49.5 375 49.5 376 48.8 377 48.8 378 48.8 379 48.4 380 48.8 381 49.5 382 50.3 383 50.7 384 51.8 385 52.6 386 53.4 387 54.1 388 55.3 389 55.3 390 56.1 391 56.4 392 56.4 393 56.4 394 57.2 395 56.8 396 57.6 397 57.6 398 57.6 399 58.0 400 58.0 401 58.4 402 58.4 403 58.8 404 59.1 405 58.8 406 58.8 407 58.0 408 58.0 409 57.6 410 57.6 411 57.6 412 57.6 413 57.6 414 59.1 415 59.5 416 59.9 417 60.3 418 60.3 419 61.1 420 60.3 421 59.9 422 59.5 423 59.1 424 59.1 425 59.5 426 59.5 427 59.5 428 59.9 429 60.3 430 60.7 431 60.7 432 61.4 433 61.8 434 61.8 435 61.8 436 61.8 437 61.1 438 60.7 439 60.3 440 60.3 441 60.3 442 59.5 443 58.8 444 59.1 445 58.8 446 58.8 447 58.8 448 58.4 449 58.0 450 58.0 451 58.0 452 58.4 453 59.1 454 59.5 455 59.9 456 59.9 457 60.3 458 61.1 459 61.1 460 61.1 461 61.4 462 61.4 463 61.1 464 60.7 465 59.9 466 59.1 467 59.1 468 59.1 469 59.9 470 59.5 471 59.9 472 58.8 473 58.0 474 57.6 475 56.8 476 56.1 477 55.3 478 54.1 479 52.6 480 49.2 481 46.1 482 43.0 483 37.2 484 29.6 485 21.5 486 16.5 487 15.7 488 18.4 489 21.5 490 25.0 491 27.3 492 29.2 493 30.7 494 31.5 495 31.1 496 31.1 497 30.3 498 30.0 499 30.0 500 29.6 501 30.0 502 28.8 503 28.8 504 28.0 505 28.4 506 28.0 507 28.4 508 28.4 509 28.8 510 28.4 511 28.4 512 28.0 513 26.5 514 24.2 515 22.7 516 20.4 517 17.7 518 15.7 519 13.1 520 10.8 521 8.4 522 7.3 523 5.0 524 3.8 525 3.5 526 1.9 527 0.8 528 0.0 529 0.0 530 0.0 531 0.8 532 1.9 533 3.8 534 6.9 535 9.6 536 11.1 537 11.1 538 10.4 539 8.8 540 9.2 541 10.0 542 10.4 543 10.4 544 5.4 545 1.9 546 0.0 547 0.0 548 0.0 549 0.0 550 0.0 551 0.0 552 0.0 553 0.0 554 0.0 555 0.0 556 0.0 557 0.0EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 129 of 378 558 0.0 559 0.0 560 0.0 561 0.0 562 0.0 563 0.0 564 0.0 565 0.0 566 0.0 567 0.0 568 0.0 569 0.0 570 0.0 571 0.0 572 0.4 573 1.5 574 3.5 575 6.1 576 10.4 577 14.2 578 16.9 579 19.2 580 20.0 581 21.5 582 23.4 583 24.6 584 24.2 585 20.0 586 16.9 587 13.4 588 13.4 589 15.7 590 18.4 591 21.1 592 23.4 593 25.3 594 27.6 595 28.8 596 30.3 597 30.7 598 31.5 599 31.1 600 31.1 601 30.3 602 30.3 603 30.3 604 30.7 605 31.1 606 32.3 607 32.6 608 32.6 609 32.6 610 31.1 611 26.9 612 22.3 613 18.0 614 13.8 615 9.6 616 4.6 617 6.1 618 10.0 619 14.2 620 17.3 621 20.0 622 21.5 623 22.3 624 22.3 625 22.3 626 22.3 627 23.0 628 23.0 629 22.7 630 22.3 631 21.9 632 22.7 633 23.8 634 25.0 635 25.3 636 25.7 637 26.5 638 26.9 639 27.3 640 28.0 641 29.2 642 30.0 643 30.0 644 29.6 645 29.6 646 28.8 647 28.4 648 28.0 649 27.3 650 25.7 651 24.6 652 25.0 653 26.5 654 28.0 655 29.6 656 30.7 657 32.3 658 33.0 659 34.2 660 34.6 661 35.3 662 36.1 663 36.1 664 36.9 665 36.9 666 37.6 667 37.6 668 38.4 669 38.0 670 37.6 671 37.6 672 37.2 673 36.9 674 36.1 675 35.7 676 36.1 677 35.7 678 35.7 679 35.7 680 36.1 681 36.1 682 35.7 683 35.7 684 34.9 685 34.6 686 34.2 687 33.8 688 33.4 689 33.0 690 30.3 691 29.2 692 28.4 693 25.0 694 21.1 695 16.9 696 13.4 697 13.1 698 12.3 699 12.7 700 15.7 701 19.2 702 22.3 703 24.6 704 25.7 705 26.5 706 26.5 707 26.9 708 27.3 709 27.3 710 27.6 711 28.4 712 28.8 713 28.8 714 29.2 715 28.8 716 28.8 717 28.0 718 28.0 719 27.6 720 26.5 721 24.6 722 20.7 723 16.5 724 15.0 725 14.2 726 14.2 727 13.8 728 13.8 729 11.9 730 8.4 731 4.2 732 1.2 733 0.0 734 0.0 735 0.0 736 0.0 737 0.0 738 0.0 739 0.0 740 0.0 741 0.0 742 0.0 743 0.0 744 0.0 745 0.0 746 0.0 747 0.0 748 0.0 749 0.0 750 0.0 751 0.0 752 0.0 753 0.0 754 0.0 755 0.0 756 0.0 757 0.0 758 0.0 759 0.0 760 0.0 761 0.0 762 0.0 763 1.5 764 5.4 765 9.2 766 11.5 767 14.6 768 17.3 769 19.2 770 21.1 771 20.7 772 20.7EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 130 of 378 773 19.6 774 18.4 775 16.9 776 16.9 777 16.5 778 16.9 779 16.9 780 16.9 781 17.3 782 19.2 783 20.4 784 21.1 785 22.3 786 22.3 787 22.7 788 22.3 789 22.7 790 22.3 791 23.8 792 25.7 793 27.6 794 29.6 795 30.0 796 29.2 797 27.6 798 25.0 799 23.8 800 23.4 801 24.2 802 23.4 803 23.0 804 20.4 805 18.8 806 17.3 807 15.0 808 13.1 809 9.2 810 6.9 811 4.6 812 4.6 813 4.6 814 4.2 815 5.4 816 4.6 817 3.5 818 2.3 819 2.3 820 1.9 821 3.1 822 6.1 823 4.6 824 2.7 825 2.3 826 2.3 827 3.1 828 4.2 829 3.5 830 3.8 831 4.2 832 3.5 833 3.5 834 3.5 835 4.6 836 5.8 837 3.5 838 0.8 839 3.5 840 3.8 841 2.3 842 0.0 843 1.2 844 6.9 845 13.8 846 18.8 847 23.8 848 27.3 849 30.7 850 33.8 851 37.6 852 40.7 853 43.8 854 46.1 855 48.0 856 49.5 857 51.5 858 53.0 859 54.5 860 55.7 861 56.8 862 58.0 863 59.1 864 60.3 865 61.1 866 61.8 867 61.8 868 61.8 869 61.8 870 62.6 871 63.4 872 63.0 873 63.0 874 62.6 875 61.8 876 61.8 877 62.2 878 62.2 879 62.6 880 63.7 881 64.5 882 64.9 883 66.0 884 66.0 885 66.8 886 66.4 887 66.8 888 67.2 889 66.4 890 66.4 891 66.0 892 65.7 893 65.7 894 66.4 895 66.0 896 65.7 897 65.3 898 65.3 899 64.5 900 64.5 901 64.1 902 63.7 903 63.7 904 63.7 905 64.5 906 64.5 907 64.9 908 64.5 909 64.1 910 64.9 911 65.3 912 65.3 913 65.3 914 64.1 915 63.4 916 63.0 917 63.4 918 64.1 919 64.9 920 65.3 921 64.5 922 64.1 923 63.4 924 63.7 925 63.4 926 63.4 927 63.4 928 63.4 929 63.7 930 64.5 931 65.3 932 64.9 933 63.7 934 63.0 935 59.9 936 55.3 937 50.7 938 49.2 939 48.0 940 46.1 941 44.2 942 41.1 943 39.9 944 36.1 945 32.6 946 29.2 947 24.6 948 20.7 949 19.2 950 16.5 951 15.0 952 11.9 953 9.6 954 8.4 955 5.8 956 1.2 957 0.0 958 0.0 959 0.0 960 1.2 961 3.1 962 5.0 963 8.4 964 11.5 965 14.6 966 16.9 967 18.8 968 21.1 969 23.8 970 26.5 971 28.0 972 29.6 973 30.7 974 32.6 975 34.2 976 35.3 977 36.1 978 36.9 979 38.0 980 38.0 981 38.0 982 38.0 983 38.0 984 37.2 985 36.9 986 36.1 987 35.7EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 131 of 378 988 34.9 989 34.9 990 33.8 991 31.5 992 28.8 993 25.7 994 24.6 995 23.4 996 22.3 997 21.5 998 20.0 999 20.0 1000 19.2 1001 19.2 1002 18.0 1003 11.9 1004 6.9 1005 2.7 1006 0.8 1007 0.4 1008 0.0 1009 0.0 1010 0.0 1011 0.0 1012 0.0 1013 0.0 1014 0.0 1015 0.0 1016 0.0 1017 0.0 1018 0.0 1019 0.0 1020 0.0 1021 0.0 1022 0.0 1023 0.4 1024 2.7 1025 6.1 1026 9.2 1027 11.5 1028 14.2 1029 16.1 1030 18.0 1031 20.0 1032 21.5 1033 23.0 1034 24.2 1035 25.0 1036 25.7 1037 26.9 1038 27.6 1039 27.6 1040 28.4 1041 29.2 1042 29.2 1043 30.0 1044 29.6 1045 29.6 1046 28.8 1047 28.0 1048 23.8 1049 18.8 1050 11.9 1051 6.1 1052 1.5 1053 1.5 1054 4.2 1055 8.1 1056 10.4 1057 13.1 1058 15.4 1059 18.0 1060 20.4 1061 23.0 1062 25.3 1063 27.3 1064 28.8 1065 30.3 1066 31.1 1067 32.3 1068 31.9 1069 32.3 1070 31.9 1071 31.1 1072 28.8 1073 25.0 1074 22.7 1075 18.8 1076 15.4 1077 13.4 1078 11.9 1079 8.8 1080 5.0 1081 1.9 1082 2.3 1083 2.7 1084 3.5 1085 6.5 1086 10.8 1087 13.8 1088 16.1 1089 18.4 1090 20.4 1091 21.9 1092 21.9 1093 20.7 1094 17.3 1095 13.1 1096 9.6 1097 8.8 1098 10.8 1099 12.7 1100 14.2 1101 14.6 1102 13.1 1103 11.1 1104 11.1 1105 11.1 1106 13.1 1107 15.7 1108 18.4 1109 20.7 1110 23.8 1111 25.7 1112 28.0 1113 30.0 1114 31.1 1115 32.3 1116 34.2 1117 35.7 1118 36.9 1119 38.8 1120 40.3 1121 41.5 1122 42.2 1123 43.0 1124 43.8 1125 43.8 1126 43.4 1127 43.0 1128 42.2 1129 41.9 1130 41.5 1131 41.9 1132 41.9 1133 41.9 1134 42.2 1135 42.6 1136 42.6 1137 42.6 1138 42.6 1139 42.6 1140 42.6 1141 42.6 1142 42.2 1143 43.0 1144 43.4 1145 43.0 1146 42.6 1147 41.9 1148 40.7 1149 36.9 1150 32.6 1151 28.0 1152 23.4 1153 18.4 1154 14.6 1155 12.3 1156 9.2 1157 5.8 1158 1.9 1159 0.4 1160 0.0 1161 0.0 1162 0.0 1163 0.0 1164 0.0 1165 0.4 1166 4.2 1167 9.2 1168 11.9 1169 14.2 1170 15.7 1171 15.0 1172 14.2 1173 13.4 1174 13.8 1175 14.6 1176 14.6 1177 14.2 1178 16.1 1179 15.7 1180 15.7 1181 14.6 1182 13.1 1183 10.0 1184 7.3 1185 3.5 1186 0.8 1187 0.0 1188 0.0 1189 0.0 1190 0.0 1191 0.4 1192 2.7 1193 7.3 1194 11.5 1195 15.4 1196 19.2 1197 21.9 1198 23.8 1199 25.0 1200 26.1 1201 27.3 1202 28.8EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 132 of 378 1203 30.0 1204 29.6 1205 29.6 1206 28.8 1207 26.1 1208 22.3 1209 19.2 1210 16.5 1211 12.7 1212 9.6 1213 6.9 1214 4.2 1215 2.3 1216 0.8 1217 0.0 1218 0.0 1219 0.0 1220 0.0 1221 0.0 1222 0.0 1223 0.0 1224 0.0 1225 0.0 1226 0.0 1227 0.0 1228 0.0 1229 0.0 1230 0.0 1231 0.0 1232 0.0 1233 0.0 1234 0.0 1235 0.0 1236 0.0 1237 0.0 1238 0.0 1239 0.0 1240 3.5 1241 10.4 1242 15.4 1243 17.3 1244 17.3 1245 18.4 1246 21.5 1247 24.6 1248 27.3 1249 30.0 1250 31.5 1251 31.9 1252 32.6 1253 33.4 1254 34.9 1255 36.5 1256 37.6 1257 39.2 1258 40.3 1259 40.7 1260 41.1 1261 40.7 1262 40.7 1263 40.7 1264 41.5 1265 42.6 1266 43.0 1267 44.5 1268 45.3 1269 45.3 1270 44.9 1271 43.4 1272 40.3 1273 38.0 1274 36.1 1275 36.5 1276 38.0 1277 39.2 1278 40.7 1279 42.2 1280 43.4 1281 44.9 1282 45.7 1283 46.1 1284 46.8 1285 46.5 1286 46.5 1287 46.5 1288 46.1 1289 46.1 1290 46.1 1291 46.8 1292 47.6 1293 48.0 1294 48.4 1295 48.0 1296 48.0 1297 47.2 1298 46.5 1299 46.8 1300 47.2 1301 48.4 1302 48.4 1303 48.8 1304 48.4 1305 47.6 1306 46.5 1307 44.2 1308 42.2 1309 41.5 1310 41.1 1311 40.7 1312 40.3 1313 39.6 1314 39.2 1315 38.8 1316 38.0 1317 37.6 1318 37.2 1319 36.5 1320 34.6 1321 31.5 1322 29.6 1323 29.2 1324 28.8 1325 28.8 1326 28.0 1327 28.0 1328 28.4 1329 29.6 1330 30.0 1331 30.3 1332 29.2 1333 26.5 1334 25.3 1335 25.0 1336 24.6 1337 24.6 1338 25.3 1339 26.1 1340 27.3 1341 28.4 1342 29.2 1343 29.2 1344 29.6 1345 30.0 1346 31.1 1347 32.6 1348 33.8 1349 34.6 1350 34.9 1351 34.6 1352 34.9 1353 34.6 1354 34.9 1355 34.9 1356 34.9 1357 34.2 1358 33.8 1359 32.6 1360 31.5 1361 30.0 1362 28.8 1363 27.3 1364 23.8 1365 23.0 1366 23.0 1367 22.3 1368 20.4 1369 18.8 1370 17.7 1371 16.1 1372 14.6 1373 12.7 1374 11.1 1375 9.2 1376 8.8 1377 7.3 1378 6.1 1379 5.0 1380 4.2 1381 3.5 1382 2.7 1383 2.3 1384 1.5 1385 1.2 1386 0.0 1387 1.2 1388 4.2 1389 7.3 1390 8.8 1391 10.8 1392 12.3 1393 13.1 1394 12.3 1395 12.3 1396 11.5 1397 11.5 1398 11.1 1399 11.1 1400 11.1 1401 13.1 1402 15.0 1403 16.9 1404 16.9 1405 16.1 1406 15.7 1407 15.4 1408 15.0 1409 13.8 1410 10.8 1411 8.4 1412 6.1 1413 4.2 1414 3.5 1415 3.5 1416 1.5 1417 0.0EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 133 of 378 1418 0.0 1419 0.0 1420 0.0 1421 0.0 1422 0.0 1423 0.0 1424 0.0 1425 0.0 1426 0.0 1427 0.0 1428 0.0 1429 0.0 1430 0.0 1431 0.0 1432 0.0 1433 0.0 1434 0.0 1435 0.0 1436 0.0 1437 0.0 1438 0.0 1439 0.0 1440 0.0 1441 0.0 1442 0.0 1443 0.0 1444 0.0 1445 0.0 1446 0.0 1447 0.0 1448 0.0 1449 0.0 1450 0.0 1451 0.0 1452 0.0 1453 0.0 1454 0.0 1455 0.0 1456 1.2 1457 4.2 1458 7.3 1459 8.8 1460 10.8 1461 12.3 1462 13.1 1463 12.3 1464 12.3 1465 11.5 1466 11.5 1467 11.1 1468 11.1 1469 11.1 1470 13.1 1471 15.0 1472 16.9 1473 16.9 1474 16.1 1475 15.7 1476 15.4 1477 15.0 1478 13.8 1479 10.8 1480 8.4 1481 6.1 1482 4.2 1483 3.5 1484 3.5 1485 1.5 1486 0.0 1487 0.0 1488 0.0 1489 0.0 1490 0.0 1491 0.0 1492 0.0 1493 0.0 1494 0.0 1495 0.0 1496 0.0 1497 0.0 1498 1.2 1499 3.5 1500 7.7 1501 11.1 1502 13.8 1503 16.5 1504 18.4 1505 20.4 1506 20.7 1507 19.6 1508 17.3 1509 12.3 1510 8.1 1511 6.1 1512 9.6 1513 12.7 1514 15.7 1515 18.0 1516 20.4 1517 21.9 1518 23.4 1519 23.8 1520 24.6 1521 25.0 1522 26.1 1523 26.1 1524 26.9 1525 26.9 1526 26.9 1527 26.5 1528 25.7 1529 21.9 1530 16.5 1531 10.0 1532 4.6 1533 1.5 1534 0.4 1535 0.0 1536 0.0 1537 0.0 1538 0.0 1539 0.0 1540 0.0 1541 0.0 1542 0.0 1543 0.4 1544 1.2 1545 1.9 1546 3.8 1547 7.7 1548 11.5 1549 14.6 1550 18.0 1551 21.5 1552 25.0 1553 28.4 1554 30.7 1555 31.9 1556 32.3 1557 32.3 1558 31.9 1559 30.3 1560 28.0 1561 24.2 1562 20.0 1563 16.1 1564 11.5 1565 8.1 1566 5.0 1567 3.5 1568 1.9 1569 0.0 1570 0.0 1571 0.0 1572 0.0 1573 0.0 1574 0.0 1575 0.0 1576 0.0 1577 0.0 1578 1.5 1579 6.9 1580 12.7 1581 16.5 1582 20.0 1583 23.0 1584 25.7 1585 28.0 1586 30.7 1587 32.6 1588 34.2 1589 35.3 1590 36.9 1591 36.9 1592 37.2 1593 37.6 1594 37.6 1595 37.6 1596 37.2 1597 37.2 1598 36.9 1599 36.5 1600 36.5 1601 34.9 1602 33.4 1603 31.9 1604 29.2 1605 25.0 1606 25.0 1607 26.1 1608 27.6 1609 29.2 1610 31.1 1611 32.3 1612 34.2 1613 34.9 1614 35.7 1615 36.5 1616 36.9 1617 36.9 1618 37.2 1619 37.6 1620 37.2 1621 37.6 1622 38.0 1623 38.4 1624 39.2 1625 39.6 1626 39.9 1627 40.7 1628 40.3 1629 41.1 1630 41.1 1631 40.7 1632 31.9EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 134 of 378 1633 23.9 1634 15.9 1635 7.9 1636 2.7 1637 0.4 1638 0.4 1639 2.7 1640 3.8 1641 3.8 1642 1.5 1643 0.0 1644 0.0 1645 0.0 1646 0.0 1647 0.0 1648 0.0 1649 0.0 1650 0.0 1651 0.0 1652 0.0 1653 0.0 1654 0.0 1655 0.0 1656 0.0 1657 0.0 1658 0.0 1659 0.0 1660 0.0 1661 0.0 1662 0.0 1663 0.0 1664 0.0 1665 0.0 1666 0.0 1667 0.0 1668 0.0 1669 0.0 1670 0.0 1671 0.0 1672 0.0 1673 1.5 1674 5.0 1675 8.8 1676 11.5 1677 14.2 1678 15.4 1679 16.1 1680 16.1 1681 16.9 1682 16.5 1683 16.9 1684 18.0 1685 19.2 1686 20.4 1687 20.4 1688 21.1 1689 21.1 1690 22.3 1691 23.0 1692 23.8 1693 24.2 1694 24.6 1695 25.0 1696 25.7 1697 25.7 1698 26.5 1699 27.6 1700 28.4 1701 29.2 1702 30.3 1703 31.1 1704 31.1 1705 30.7 1706 31.1 1707 29.6 1708 29.2 1709 29.2 1710 28.8 1711 28.0 1712 23.0 1713 21.1 1714 21.5 1715 20.7 1716 20.7 1717 19.6 1718 16.5 1719 13.1 1720 9.6 1721 7.3 1722 3.8 1723 0.8 1724 0.0 1725 0.0 1726 0.0 1727 0.0 1728 0.0 1729 0.0 1730 0.0 1731 0.0 1732 0.0 1733 0.0 1734 0.0 1735 0.0

(d) [Reserved] * * * * * **Appendix XIII through Appendix XVIII**  **to Part 86**

**— [Removed]**  208. Appendix XIII through Appendix XVIII to Part 86 are removed.
**PART 600**

**— FUEL ECONOMY AND GREENHOUSE GAS EXHAUST**  **EMISSIONS OF MOTOR VEHICLES** 209. The authority citation for part 600 continues to read as follows: Authority : 49 U.S.C. 32901

—23919q, Pub. L . 109

– 58. **Subpart A**

**— [Amended]**  210. Section 600.0 01 is amended by adding paragraph (e) to read as follows: **§600.001 General applicability.** * * * * * (e) You . The term “you” in this part refers to manufacturers subject to the requirements of this part.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 135 of 378 211. Section 600.0 02 is amended by revising the definitions for “Alcohol” and “Alcohol

- fueled automobile” and adding a definition for “We (us, our)” in alphabetical order to read as follows: **§ 600. 0**  **0 2**  **Definitions .**  * * * * * Alcohol means a mixture containing 85 percent or more by volume methanol, denatured ethanol, or other alcohols, in an y combination. Alcohol

- fueled automobile means an automobile designed to operate on alcohol , but not on gasoline
. * * * * * We (us, our) means the Administrator of the Environmental Protection Agency and any authorized representatives. * * * * * 212. Section 600.011 is amended by revising paragraphs (b), (c)(2), and (c)(3) to read as follows: **§ 600.011 Incorporation by reference.** * * * * * (b) ASTM International material
. The following documents are available from ASTM International , 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA, 19428

- 2959, ( 610) 832

- 9585, or http://www.astm.org/
. (1) ASTM D975
- 13 a , Standard Specification for Diesel Fuel Oils, approved December 1, 2013 , IBR approved for § 600.107

–08(b). (2) ASTM D1298
- 12b , Standard Test Method for Density , Relative Density , or API Gravity of Crude Petroleum and L iquid Petroleum Products by Hydrometer Method, approved June 1, 2012 , IBR approved for §§ 600.113

– 12(f) and (g) and 600.510

- 12(g). (3) ASTM D1945
- 03 (Reapproved 2010) , Standard Te st Method for Analysis of Natural Gas By

Gas Chromatography , approved January 1, 2010, IBR approved for § 600.113
- 12(f). (4) ASTM D3338/D3338M

- 09 , Standard Test Method for Estimation of Net Heat of Combustion of Aviation Fuels, approved April 15, 2009, IBR approved for § 600.113
- 12(f). (5) ASTM D3343
- 05 (Reapproved 2010) , Standard Test Method for Estimation of Hydrogen Content of Aviation Fuels, approved October 1, 2010, IBR approved for § 600.113
- 12(f). (c) * * * (2) SAE J1634, Batte ry

Electric Vehicle Energy

Consumption and Range Test Procedure, revised October 2012, IBR approved for §§ 600.116

- 12(a) and 600.311

- 12(j) and (k). (3) SAE J1711, Recommended Practice for Measuring the Exhaust Emissions and Fuel Econom y of H ybrid

- Electric Vehicles, Including Plug

- In H ybrid Vehicles, revised June 2010, IBR approved for §§ 600.114
- 12(c) and (f), 600.116

- 12(b) and (c), and 600.311

- 12( c ), (j), and (k). * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 136 of 378 **Subpart B**

**— [Amended]**  213. Section 600. 1 11
- 08 is revised to read as follows: **§ 600.111**  **- 08 Test procedures.**  This section describes test procedures for the FTP, highway fuel economy test (HFET) , US06, SC03, and the cold temperature FTP tests. Perform t esting according to test procedures and other requirements contained in this part 6 00 and in 40 CFR parts 86 and 1066, including the provisions of 40 CFR part 86, subparts B, C, and S. Manufacturers may certify vehicles based on data collected according to previousl y published test procedures for model years through 2021. In addition, w e may approve the use of previously

published test procedures for later model years as an alternative procedure under 40 CFR 1066.10(c). S ee 40 CFR 86.101 and 86.201 for detailed provisions related to this transition. (a) FTP testing procedures
. Conduct FTP test ing as described in 40 CFR 1066.810 through 1066.82 0
. You may omit evaporative emission measurements for testing under this part 600 unle ss we specificall y require it. (b) Highway

fuel economy

testing procedures
. Conduct HFET testing as described in 40 CFR 1066.8 40
. (c) US06 t esting procedures
. Conduct US06 test ing as described in 40 CFR 1066.83 0 and 1066.831
. (d) SC03 testing procedures
. Conduct SC03 test ing as described in 40 CFR 1066. 830 and 835
. (e) Cold temperature FTP procedures
. Conduct cold temperature FTP testing as described in 40 CFR part 1066, subpart H
. (f) Testing with alternative fuels
. For vehicles designed to operate on an alternative fuel in addition to gasoline or diesel fuel, perform FTP and HFET test ing as described in paragraphs (a) and (b) of this section for each ty pe of fuel on which the vehicle is designed to operate. No US06, SC03, or cold temperature FTP t esting is required on the alternative fuel
. (g) Testing for vehicles with rechargeable ener gy storage s ys tems
. Test electric vehicles and hy brid electric vehicles as described in §600.116
. (h) Special test procedures
. We may allow or require you to use procedures other than those specified in this section as described in 40 CFR 1066.10(c). For example, special test procedures may

be used for advanced technology vehicles, including, but not limited to fuel cell vehicles, h yb rid electric vehicles using hydraulic energy storage, and vehicles equipped with hydrogen internal combustion engines. Addi tionally , we may conduct fuel econom y and carbon

- related exhaust emissi on testing using the special test procedures approved for a specific vehicle. 214. Section 600.113

- 08 is redesignated as § 600.113, and n ewl y redesignated § 600.113 is revised to read as fo llows: **§600.113 Interim provisions.** The following provisions apply instead of other provisions specified in this part through model year 2019 : (a) Except as specified in paragraph (e) of this section, manufacturers must demonstrate compliance with greenhouse gas emission standards and determine fuel economy valuesEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 137 of 378 using gasoline test fuel as specified in 40 CFR 86.113

- 04(a), regardless of any testing with Tier 3 test fuel under paragraph (b) of this section. (b) Manufacturers may

demonstrate that vehicles comply with Tier 3 emission standards as specified in 40 CFR part 86, subpart S, during fuel econom y measurements using the gasoline test fuel specified in 40 CFR 86.113

- 04(a), as long as this te st fuel is used for all the duty cycles specified in 40 CFR part 86, subpart S. I f a vehicle fails to meet a Tier 3 emission standard using the gasoline test fuel specified in 40 CFR 86.113

- 04(a) , the manufacturer must retest the vehicle using the Tier 3 test fuel specified in 40 CFR 1065.710(b) to demonstrate compliance with all applicable emission standards over that test cycle. (c) If a manufacturer demonstrates compliance with emission standards for criteria pollutants over all five test cycles using the Tier 3 test fuel specified in 40 CFR 1065.710(b), the manufacturer may use the derived five

- cycle calculations to demonstrate compliance with greenhouse gas emission standards and determine fuel economy values. This also applies for fuel ec onom y labeling, as long as the test group meets the criteria described in §600.115. Vehicles tested over the FTP and HFET cycles with the test fuel specified in 40 CFR 86.113

- 04(a) under this paragraph (b) must meet the Tier 3 emission standards over thos e test cycles. (d) Manufacturers may

perform testing with either gasoline test fuel specified in 40 CFR 86.113
- 04(a) or in 40 CFR 1065.710(b) to evaluate whether their vehicles meet the criteria for derived 5

- cycle testing under 40 CFR §600.115; however, all five tests must use test fuel meeting the same specifications. (e) For IUVP testing under §86.1845, manufacturers may demonstrate compliance with greenhouse gas emission standards using a test fuel meeting specifications for demonstrating complian ce with emission standards for criteria pollutants. **§ 600.114 -**  **08**

**— [Removed]**  215. Remove § 600.114
- 08. 216. Section 600.116

- 12 is amended as follows: a. By revising the section heading. b. By revising paragraph (a)(5). c. By redesignating paragraphs (b) and (c) as paragraphs (c) and (d), respectively
. d. By adding a new paragraph (b). e. By revising the redesignated paragraphs (c) introductory text, (c)(1) introductory

text, (c)(2) introductory

text
. f. By revising paragraph (c)( 5 )
. g. By adding paragraph (c)(9)
. **§ 600.116**  **- 12 Special procedures related to electric vehicles and hybrid electric**  **vehicles.** (a) * * * (5) We may

approve alternate measurement procedures with respect to electric vehicles if they are necessary

or appropriate for meeting the objectives of th is part. For example, we may approve the use of an earlier version of SAE J1634 for carryover vehicles, or if you show that it is equivalent for your vehicle. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 138 of 378 (b) Determine performance values for h ybrid electric vehicles that have no plug

- in cap ability as specified in §§ 600.210 and 600.311 using the procedures for charge

sustaining operation from SAE J1711 (incorporated by reference in § 600.011). We may approve alternate measurement procedures with respect to these vehicles if that is necessary or appropriate for meeting the objectives of this part. For example, we may approve alternate Net Energy Change tolerances for charge

- sustain ing operation as described in paragraph (c)(5) of this section. (c) Determine performance values for h ybrid electric vehicles that have plug

- in capability as specified in §§ 600.210 and 600.311 using the procedures of SAE J1711 (incorporated by reference in § 600.011), with the following clarifications and modifications: (1) To determine fuel economy and CREE values to demonstrate compliance with CAFE and GHG standards, calculate composite values representing combined operation during charge

- depleting and charge

- sustaining operation using the following utility factors except as specified in this paragraph ( c ): * * * * * (2) To determine fuel economy and CO 2 emission values for labeling purposes, calculate composite values representing combined operation during charge

- depleting and charge

sustaining operation using the following utility factors except as specified in this paragraph ( c ): * * * * * (5) The End

- of

- T est criterion is based on a 1 percent Net Energy Change as specified in Section 3.8 of SAE J1711
. We may approve alternate Net Energy Change tolerances as specified in Section 3.9.1 or Appendix C of SAE J1711 if the 1 percent threshold is insufficient or inappropriate for marking the end of charge

- deplet ing operation. For c harge

- sustain ing tests, we may approve the use of alternate Net Energy Change tolerances as specified in Appendix C of SAE J17 11 to corre ct final fuel economy values, CO 2 emissions , and carbon

- related exhaust emissions. For charge

- sustain ing tests, do not use alternate Net Energy

Change tolerances to correct emissions of criteria pollutants
. Additionally , if we approve an alter nate End

- of

- Test criterion or Net Energy Change tolerances for a specific vehicle, we may use the alternate criterion or tolerances for an y testing we conduct on that vehicle
. * * * * * (9) The utility

factors described in this paragraph (c) are derived from equations in SAE J2841. You may

alternatively calculate utility factors directl y from the corresponding equations in SAE J2841. * * * * * **Subpart C**

**— [Amended]**  **§§ 600.206 -**  **08, 600.207 -**  **08, 600.208 -**  **08, 600.209 -**  **08, and**  **600.210 -**  **08**

**— [Removed]**  217. Remove §§ 600.206
- 08, 600.207
- 08, 600.208
- 08, 600.209
- 08, and 600.210
- 08. **Subpart D**

**— [Amended]**  **§§ 600.302 -**  **08 and**  **600.311 -**  **08**

**— [Removed]**  218. Remove 600.302
- 08 and 600.311
- 08. 219. Section 600.311

- 12 is amended b y revising paragraph (g) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 139 of 378 **§ 600.311**  **- 12**  **Determination of values for fuel economy labels.** * * * * * (g) Smog rating. Establish a rating for exhaust emissions other than CO 2 based on the applicable emission standards for the appropriate model year as shown in Tables 1 through 3 of thi s section. For Independent Commercial Importers that import vehicles not subject to Tier 2 or Tier 3 emission standards, the vehicle's smog rating is 1. Similarly, if a manufacturer certifies vehicles to emission standards that are less stringent than all the identified standards for any reason, the vehicle’s smog rating is 1. If EPA or California emission standards change in the future, we may revise the emission levels corresponding to each rating for future model years as appropriate to reflect the chan ged standards. If this occurs, we would publish the revised ratings as described in §600.302

– 12(k), allowing sufficient lead time to make the changes; we would also expect to initiate a rulemaking to update the smog rating in the regulation. Table 1 of §6 00.311

– 12

—Criteria for Establishing Smog Rating for Model Year 2025 and Later Rating U.S. EPA Tier 3 Emission

Standard California Air Resources Board LEV III Emission Standard 1 Bin 160 LEV 160 2 Bin 125 ULEV125 4 Bin 70 ULEV70 5 Bin 50 ULEV50 6 Bin 30 SULEV30 7 Bin 20 SULEV20 10 Bin 0 ZEV Table 2 of §600.311

– 12

—Criteria for Establishing Smog Rating for Model Years 2018

- 2024 Rating U.S. EPA Tier 3

Emission Standard U.S EPA Tier 2 Emission Standard California Air Resources Board

LEV III Emission Standard 1 Bin 160 Bin 5 through Bin 8 LEV 160 3 Bin 125 Bin 4 ULEV125 5 Bin 70 Bin 3 ULEV70 6 Bin 50

— ULEV50 7 Bin 30 Bin 2 SULEV30 8 Bin 20

— SULEV20 10 Bin 0 Bin 1 ZEVEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 140 of 378 Table 3 of §600.311

– 12

—Criteria for Establishing Smog Rating through Model Year 2017 Rating U.S. EPA Tier 2

Emission Standard California Air Resources Board LEV II Emission Standard California Air Resources Board LEV I II Emission Standard 1

— ULEV & LEV II large trucks 2 Bin 8 SULEV II large trucks 3 Bin 7

— 4 Bin 6 LEV II, option 1 5 Bin 5 LEV II LEV160 6 Bin 4 ULEV II ULEV125 7 Bin 3

— ULEV70, ULEV50 8 Bin 2 SULEV II SULEV30 9

— PZEV SULEV20, PZEV 10 Bin 1 ZEV ZEV * * * * * **Subpart F**

**— [Amended]**  **§§ 600.507 -**  **08, 600.509 -**  **08, 600.510 -**  **08, and**  **600.512 -**  **08**

**— [Removed]**  220. Remove §§ 600.507
- 08, 600.509
- 08, 600.510
- 08, and 600.512
- 08. **Appendix IV and Appendix V to Part 600** 

**— [Removed**  **and reserved ]**  221. R emov e and reserv e Appendix IV and Appendix V to Part 600
. **PART 1036** 

**— CONTROL OF EMISSIONS FROM NEW AND IN**  **- USE HEAVY**  **** **DUTY HIGHWAY ENGINES** 222. The authority citation for part 1036 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart B**

**— [Amended]**  223. Section 1036.115 is amended by adding paragraph (b) to read as follows: **§ 1036.115 Other requirements.** * * * * * (b) You must design and produce your engines to comply with evaporative emission standards as follows: (1) For complete heav y- duty vehicles you produce, you must certify the vehicles to emission standards as specified in 40 CFR 1037.103. (2) For incomplete heav y - duty vehicles, and for engines used in vehicles you do not produce, you do not need to certify your engines to evaporative emission standards or otherwise meet those standards. However, vehicle manufacturers certifying their vehicles with your engines may depend on you to produce your engines according to their specifications. Also, your engines must meet applicable exhaust emission standards in the installed configuration. **PART 1037**

**— CONTROL OF E**  **MISSIONS FROM NEW HEAVY -**  **DUTY MOTOR VEHICLES** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 141 of 378 224. The authority citation for part 1037 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart B**

**– [Amended]**  225. Section 1037.101 is amended by revising paragraph (b)(4) and adding paragraph (c)(3) to read as follows: **§ 1037.101 Overview of emission standards for heavy -**  **duty vehicles.** * * * * * (b) * * * (4) Fuel evaporative emissions . These requirements are described in 40 CFR part 86 and §1037.103. (c) * * * (3) For evaporative and refueling emissio ns, vehicles are regulated based on the ty pe of fuel they use. Vehicles fueled with volatile liquid fuels or gaseous fuels are subject to evaporative emission standards. Vehicles up to a certain size that are fueled with gasoline, diesel fuel, ethanol, m ethanol, or LPG are subject to refueling emission standards. 226. A new §1037.103 is added to read as follows: **§ 1037.103 Evaporative emission standards.** (a) Applicability . Evaporative emission standards apply to heavy

- duty vehicles as follows: (1) Complete and incomplete heav y- duty vehicles at or below 14,000 pounds GVWR must meet evaporative and refueling emission standards as specified in 40 CFR part 86, subpart S, instead of the requirements specified in this section
. (2) Heav y- duty vehicles above 14,000 pounds GVWR that run on volatile liquid fuel (such as gasolin e or ethanol) or gaseous fuel (such as natural gas or LPG) must meet evaporative and refueling emission standards as specified in this section
. (b) Emission standards . The evaporative and refueling emission standards an d measurement procedures specified in 40 CFR 86.1813 app ly for vehicles above 14,000 pounds GVWR , exc ept as described in this section. The evaporative emission standards phase in over model ye ars 2018 through 2022 , with provisions allowing for voluntary compliance with the standards as earl y as model year 2015 . Count vehicles subject to standards under this section the same as heav y- duty vehicles at or below 14,000 pounds GVWR to comply

with the phase

- in requi rements specified in 40 CFR 86.1813. These vehicles may

generate and use emission credits as described in 40 CFR part 86, subpart S, but only

for vehicles that are tested for certification instead of rel yi ng on the provisions of paragraph (c) of this sect ion. T he following provisions apply instead of what is specified in 40 CFR 86.181 3 : (1) The refueling standards in 40 CFR 86.1813(b) apply to complete vehicles starting in model year 2022; they are optional for incomplete vehicles. ( 2 ) The l eak standard in 40 CFR 86.1813(a)(4) does not apply
. ( 3 ) The FEL cap relative to the diurnal plus hot soak standard for low

- altitude testing is 1.9 grams per test. ( 4 ) The diurnal plus hot soak standard for high

- altitude testing is 2.3 grams per test.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 142 of 378 ( 5 ) T esting does not require measurement of exhaust emissions. Disregard references in subpart B of this part to procedures, equipment specifications, and recordkeeping related to measuring exhaust emissions. All references to the exhaust test under 40 CFR part 86, subpart B, are considered the “dy namometer run” as part of the evaporative testing sequence under this subpart. (6) Vehicles not yet subject to the Tier 3 standards in 40 CFR 86.1813 must meet evaporative emission standards as specified in §§86.008

- 10 (b) and 8 6.00 7
- 11 (b)(3) and (4)
. (c) Compliance demonstration . You may provide a statement in the application for certification that vehicles above 14,000 pounds GVWR comply with evaporative and refueling emission standards instead of submitting test data if you include an engineering anal ys is describing how vehicles include design parameters, equipment, operating controls, or other elements of design that adequately demonstrate that vehicles comply with the standards. We would expect emission control components and systems to exhibit a comparable degree of control relative to vehicles that compl y based on testing. For example, vehicles that comply under this paragraph (c) should rel y on comparable material specifications to limit fuel permeation, and components should be sized and calibrated to correspond with the appropriate fuel capacities, fuel flow rates, purge strategies, and other vehicle operating characteristics. You may alternatively

show that design parameters are comparable to those for vehicles at or below 14,000 pounds GVWR certified under 40 CFR part 86, subpart S. (d) CNG refueling requirement . C ompressed natural gas vehicles must meet the requirements for fueling connection devices as specified in 40 CFR 86.1813
- 17(f)(1). V ehicles meeting these requirements are deemed to comply with evaporative and refueling emission standards. ( e ) In complete vehicles . If you sell incomplete vehicles, you must identify the maximum fuel tank capacity for which you designed the vehicle’s evaporative emission contro l sy stem. ( f ) Useful life . Your vehicles must meet the evaporative emission standards of this section throughout their useful life, expressed in service miles or calendar years, whichever comes first. The useful life values for the standards of this secti on are those that apply for criteria pollutants under 40 CFR part 86. ( g ) Auxiliary

engines and separate fuel s ys tems . The provisions of this paragraph (g) apply for vehicles with auxiliary engines. This includes any engines installed in the final vehicle configuration that contribute no motive power through the vehicle’s transmission. (1) Auxiliary

engines and associated fuel

- sy stem components must be installed when testing complete vehicles. If the auxiliary engine draws fuel from a separate fuel tank, you must fill the extra fuel tank before the start of diurnal testing as described for the vehicle’s main fuel tank. Use good engineering judgment to ensure that any nonmetal portions of the fuel sy stem related to the auxiliary engine have reached stabil ized levels of permeation emissions. The auxiliary engine must not operate during the running loss test or any other portion of testing under this section. (2) For testing with incomplete vehicles, you may omit installation of auxiliary engines and associ ated fuel

- sy stem components as long as those components installed in the final configuration are certified to meet the applicable emission standards for Small SIequipment described in 40 CFR 1054.112 or for Large SI engines in 40 CFREO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 143 of 378 1048.105. For an y fu el

- sy stem components that you do not install, your installation instructions must describe this certification requirement. 227. Section 1037.104 is amended by adding paragraph (h)(2) to read as follows: **§ 1037.104 Exhaust emission standards for CO 2**  **, CH 4**  **, and N**  **2 O for heavy**  **- duty**  **vehicles at or below 14,000 pounds GVWR.** * * * * * (h) * * * (2) The evaporative and refueling emission standards in §1037.103. * * * * * **Subpart C**

**— [Amended]**  228. Section 1037.230 is amended by adding paragraph (e) to read as follows: **§ 1037.230 Vehicle families, sub**  **- families, and configurations.**  * * * * * (e) Divide your vehicles that are subject to evaporative emission standards into groups of vehicles with similar physical features expected to affect evaporative emissions. Group vehi cles in the same evaporative emission family if they are the same in all the following aspects, unless we approve a better way of grouping vehicles into families that have similar emission control characteristics: (1) Method of vapor storage, including the number of vapor storage devices, the working material, and the total working capacity of vapor storage (as determined under 40 CFR 86.132

- 96(h)(1)(iv)). You may consider the working capacity to be the same if the values differ b y 20 grams or less. (2) Me thod of purging stored vapors. (3) Material for liquid and vapor fuel lines. * * * * * 229. A new §1037.243 is added to subpart C to read as follows: **§1037.243 Demonstrating compliance with evaporative emission standards.** (a) For purposes of certification, your vehicle family is considered in compliance with the evaporative emission standards in subpart B of this part if you prepare an engineering anal ys is showing that your vehicles in the family will comply

with applicable standards throughout the useful life, and there are no test results from an emission

- data vehicle representing the famil y that exceed an emission standard. (b) Your evaporative emission family is deemed not to comply if your engineering anal ys is is not adequate to show that all the vehicles in the family will comply

with applicable emission standards throughout the useful life, or if a test result from an emission

- data vehicle representing the famil y exceeds an emission standard. (c) To compare emission levels with emission s tandards, appl y deterioration factors to the measured emission levels. Establish an additive deterioration factor based on an engineering anal ys is that takes into account the expected aging from in

- use vehicles. (d) Appl y the deterioration factor to the official emission result, as described in paragraph (c) of this section, then round the adjusted figure to the same number of decimal places as the emission standard. Compare the rounded emission levels to the emission standard for each emission

- data veh icle.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 144 of 378 (e) Your anal ys is to demonstrate compliance with emission standards must take into account your design strategy for vehicles that require testing. Specificall y, vehicles above 14,000 pounds GVWR are presumed to need the same technologies that are required for heav y- duty vehicles at or below 14,000 pounds GVWR. Similarly , your anal ys is to establish a deterioration factor must take into account your testing to establish deterioration factors for smaller vehicles. **Subpart F**

**— [Amended]**  230. Section 1037.501 is amended by adding paragraph (a) to read as follows: **§ 1037.501 General testing and modeling provisions.** * * * * * (a) Use the equipment and procedures specified in §1037.530 to determine whether vehicles meet the diurnal, running loss , and hot soak emission standards specified in § 1037.103. * * * * * **PART 1039**

**— CONTROL OF EMISSIONS FROM NEW AND IN**  **- USE NONROAD**  **COMPRESSION -**  **IGNITION ENGINES** 231. The authority citation for part 1039 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart F**

**— [Amended]**  232. Section 1039.505 is revised to read as follows: **§1039.505 How do I test engines using steady -**  **state duty cycles, including ramped**   ** modal testing?** This section describes how to test engines under steady- state conditions. In some cases, we allow you to choose the appropriate steady- state duty cycle for an engine ; you may also choose between discrete

- mode and ramped

- modal testing . In all cases, you must use the duty cycle you select in your application for certification for all testing you perform for that engine family . If we test your engines to confirm that they meet emission standards, we will use the duty cycle you select for your own testing. If you submit certification test data using more than one duty c ycle, an y of the selected duty cycles may be used for an y subsequent testing
. We may also perform other testing as allowed by the Clean Air Act. (a) You may

perform steady

- state testing with either discrete

- mode or ramped

- modal cycles as described in 40 CFR part 1065. (b) Measure emissions by testing the engine on a dy namometer with one of the following duty cycles to determine whether it meets the steady

- state emission standards in §1039.101(b): (1) Use the 5

- mode duty cycle or the corresponding ramped

- modal cycle desc ribed in paragraph (a) of Appendix II of this part for constant

- speed engines. Note that these cycles do not appl y to all engines used in constant

- speed applications, as described in §1039.801. (2) Use the 6

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (b) of Appendix II of this part for variable

- speed engines below 19 kW.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 145 of 378 You may instead use the 8

- mode duty cycle or the corresponding ramped

- modal cycle described in appendix IV of this part if some engines from your engine family will be used in applications that do not involve governing to maintain engine operation around rated speed. (3) Use the 8

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (c) of Appendix I I of this part for variable

- speed engines at or above 19 kW. (c) For constant

- speed engines whose design prevents full

- load operation for extended periods, you may

ask for approval under 40 CFR 1065.10(c) to replace full

- load operation with the maximum load for which the engine is designed to operate for extended periods. ( d) To allow non

- motoring dy namometers on cycles with idle, you may omit additional points from the duty

- cycle regression as follows: (1) For variable

- speed engines with low

- speed governors, you may omit speed, torque, and power points from the duty

- cycle regression statistics if the following are met: (i) The engine operator demand is at its minimum. (ii) The dynamometer demand is at its minimum. (iii) It is an idle point f nref = 0 % (idle) and T ref = 0 % (idle). (iv) T ref < T ≤ 5 % · T maxmapped . (2) For variable

- speed engines without low

- speed governors, you may omit torque and power points from the duty

- cycle regression statistics if the following are met: ( i) The dynamometer demand is at its minimum. (ii) It is an idle point f nref = 0 % (idle) and T ref = 0 % (idle). (iii) f nref − (2 % · f

ntest) < f

n < f nref + (2 % · f

ntest). (iv) T ref < T ≤ 5 % · T maxmapped . **§ 1039.510** 

**— [Amended]**  233. Section 1039.510 is amended by removing paragraph ( c ). **Part 1042**

**— Control of Emissions from New and In**  **- use Marine Compression**  **** **ignition Engines and Vessels** 234. The authority citation for part 10 42 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart F** 

**— [Amended]**  235. Section 1042.505 is revised to read as follows: **§1042.505 Testing engines using discrete -**  **mode or ramped -**  **modal duty cycles.** This section describes how to test engines under steady- state conditions. In some cases, we allow you to choose the appropriate steady- state duty cycle for an engine ; you may also choose between discrete

- mode and ramped

- modal testing . In all cases, you must use the duty cycle you select in your application for certification for all testing you perform for that engine family . I f we test your engines to confirm that they meet emission standards, we will use the duty cycles you select for your own testing. If yo u submit certification test data using more than one duty c ycle, an y of the selected duty cycles mayEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 146 of 378 be used for any subsequent testing
. We may also perform other testing as allowed by the Clean Air Act. (a) You may

perform steady

- state testing with either discrete

- mode or ramped

- modal cycles as described in 40 CFR part 1065. (b) Measure emissions by testing the engin e on a dy namometer with one of the following duty cycles (as specified) to determine whether it meets the emission standards in §§1042.101 or 1042.104: (1) General cycle. Use the 4

- mode duty c ycl e or the corresponding ramped

- modal cycle described in paragr aph (a) of Appendix II of this part for commercial propulsion marine engines that are used with (or intended to be used with) fixed

- pitch propellers, propeller

- law auxiliary engines, and any

other engines for which the other duty cycles of this section do not apply . Use this duty cycle also for commercial variable

- speed propulsion marine engines that are used with (or intended to be used with) controllable

- pitch propellers or with electrically coupled propellers, unless these engines are not intended for su stained operation (e.g., for at least 30 minutes) at all four modes when installed in the vessel. (2) Recreational marine engines. Except as specified in paragraph (b)(3) of this section, use the 5

- mode duty cycle or the corresponding ramped

- modal cycle de scribed in paragraph (b) of Appendix II of this part for recreational marine engines with maximum engine power at or above 37 kW. (3) Controllable

- pitch and electrically coupled propellers. Use the 4

- mode duty cycle or the corresponding ramped

- modal cycle described in paragraph (c) of Appendix II of this part for constant

- speed propulsion marine engines that are used with (or intended to be used with) controllable

- pitch propellers or with electricall y coupled propellers. Use this duty cycle also for variabl e - speed propulsion marine engines that are used with (or intended to be used with) controllable

- pitch propellers or with electrically

coupled propellers if the duty c ycl es in paragraph (b)(1) and (b)(2) of this section do not apply
. (4) Constant

- speed auxi liary engines. Use the 5

- mode duty cycle or the corresponding ramped

- modal cycle described in 40 CFR part 1039, Appendix II, paragraph (a) for constant - speed auxiliary

engines. (5) Variable

- speed auxiliary engines. (i) Use the duty cycle specified in paragraph (b)(1) of this section for propeller

- law auxiliary engines. (ii) Use the 6

- mode duty cycle or the corresponding ramped

- modal cycle described in 40 CFR part 1039, Appendix II, paragraph (b) for variable

- speed auxiliary engines with maximum engine power below 19 kW that are not propeller

- law engines. (iii) Use the 8

- mode duty cycle or the corresponding ramped

- modal cycle described in 40 CFR part 1039, Appendix III, paragraph (c) for variable

- speed auxiliary engines with maximum engine power at or above 1 9 kW that are not propeller

- law engines. (c) For constant

- speed engines whose design prevents full

- load operation for extended periods, you may

ask for approval under 40 CFR 1065.10(c) to replace full

- load operation with the maximum load for which the engi ne is designed to operate for extended periods.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 147 of 378 **Part 1048**

**— Control of Emissions from New, Large Nonroad Spark** **- ignition**  **Engines** 236. The authority citation for part 10 48 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart F**

**— [Amended]**  237. Section 104 8 .505 is amended b y revising the introductory text and paragraphs (a) and (c) and removing paragraphs (d) through (g) to read as follows: **§1048.505 How do I test engines using steady -**  **state duty cycles, including ramped**   ** modal testing?** This se ction describes how to test engines under steady- state conditions. In some cases, we allow you to choose the appropriate steady- state duty cycle for an engine ; you may also choose between discrete

- mode and ramped

- modal testing . In all cases, you must use the duty cycle you select in your application for certification for all testing you perform for that engine family . I f we test your engines to confirm that they meet emission standards, we will use the duty cycles you select for your own testing. If yo u sub mit certification test data using more than one duty c ycle, an y of the selected duty cycles may be used for an y subsequent testing. We may also perform other testing as allowed by the Clean Air Act. (a) You may

perform steady

- state testing with either disc rete - mode or ramped

- modal cycles described in 40 CFR part 1065. * * * * * (c) For full

- load operating modes, operate the engine at wide

- open throttle. **Part 1054**

**— Control of Emissions from New, Small Nonroad Spark** **- ignition Engines**  **and Equipment** 238. The authority citation for part 10 54 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart F**

**— [Amended]**  239. Section 1054.505 is amended b y revising paragraph (a) and removing paragraph (e) to read as follows: **§1054.505 How do I test engines?**  (a) This section describes how to test engines under steady- state conditions. For handheld engines you must perform tests with discrete

- mode sampling. For nonhandheld engines we allow you to perform tests with either discrete

- mode or ramped

- modal testing methods , as described in 40 CFR part 1065 . You must use the same modal testing method for certification and all other testing you perform for an engine family . I f we test your engines to confirm that they meet emission standards, we will use the mo dal testing method you select for yo ur own testing. If you submit certification test data collected with both discrete

- mode and ramped

- modal testing (either in your original application or in an amendment to your application), either method may be used fo r subsequent testing. We may also perform other testing as allowed b y the Clean Air Act. Conduct duty

- cycle testing as follows: (1) For discrete

- mode testing, sample emissions separatel y for each mode, then calculate an average emission level for the whole cycle using the weighting factorsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 148 of 378 specified for each mode. Control engine speed as specified in this section. Use one of the following methods for confirming torque values for nonhandheld engines: (i) Calculate torque

- related cycle statistics and compare with the established criteria as specified in 40 CFR 1065.514 to confirm that the test is valid. (ii) Evaluate each mode separately to validate the duty

cycle. All torque feedback values recorded during non

- idle sampling periods must be within ±2 percent of the reference value or within ±0.27 N·m of the reference value, whichever is greater. Also, the mean torque value during non

- idle sampling periods must be within ±1 percent of the reference value or ±0.12 N·m of the reference value, whichever is greater . Control torque during idle as specified in paragraph (c) of this section. (2) Unless we specify

otherwise, you may

simulate the governor for ramped

- modal testing consistent with good engineering judgment. * * * * * **PART 1065**

**— ENGINE**  **- TESTING PROCEDURES**  240. The authority citation for part 106 5 continues to read as follows: Authority : 42 U.S.C. 7401
- 7671q. **Subpart A**

**— [Amended]**  241. Section 1065
. 1 is amended by revising paragraph (h) to read as follows: **§1065.1 Applicability.** * * * * * (h) This part describes procedures and specifications for measuring an engine’s exhaust emissions. While the measurements are geared toward engine

- based measurements (in units of g/kW · hr), man y of these provisions appl y equally to vehicle

- based measurements (in units of g/mile or g/kilometer). 40 CFR part 1066 describes the analogous procedures for vehicle

- based emission measurements, and in many cases states that specific provisions of this part 1065 also apply for those vehicle

- based measurements. Where material from this part 1065 applies for vehicle

- based measurements under 40 CFR part 1066, it is sometimes necessary to include parenthetical statements in this part 1065 to properl y cite secondary

references that are different for vehicle

- based testing. See 40 CFR part 1066 and the standard

- setting part for additional information. 242. Section 1065
. 2 is amended by revising paragraph s (d) and ( e ) to read as follows: **§1065.2 Submitting information to EPA under this part.** * * * * * (d) We may

require an authorized representative of your company to approve and sign the submission, and to certify that all the information submitted is accurate and complete. This includes everyone who submits information, including manufacturers and others. (e) See 40 CFR 1068.10 for p rovisions related to confidential information. Note however that under 40 CFR 2.301, emission data are generally not eligible for confidential treatment. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 149 of 378 243. Section 1065
. 10 is amended by revising paragraph s ( a) and (c)(7) introductory text and ad ding a paragraph heading to paragraph (d) to read as follows: **§1065.10 Other procedures.** (a) Your testing . The procedures in this part apply for all testing you do to show compliance with emission standards, with certain exceptions noted in this section. In some other sections in this part, we allow you to use other procedures (such as less precise or less accurate procedures) if they do not affect your ability to show that your engines comply

with the applicable emission standards. This generally requires emission levels to be far enough below the applicable emission standards so that any errors caused by greater imprecision or inaccuracy do not affect your ability to state unconditionally that the engines meet all applicable emission standards. * * * * * (c) * * * (7) You may

request to use alternate procedures that are equivalent to the specified procedures , or procedures that are more accurate or more precise than the specified procedures. We may

perform tests with your engines using either the approved alternate procedures or the specified procedures. The following provisions appl y to requests for alternate procedures: * * * * * (d) Advance approval. If we require you to request approval to use other procedures under paragraph (c) of this section, you may not use them until we approve your request. 244. Section 1065
. 12 is amended by revising paragraph s ( a) , (d) introductory text, and (e) introductory

text to read as follows: **§1065.12 Approval of alternate procedures.**  (a) To get approval for an alternate procedure under §1065.10(c), send the Designated Compliance Officer an initial written request describing the alternate procedure and why yo u believe it is equivalent to the specified procedure. An yone may request alternate procedure approval. This means that an individual engine manufacturer may request to use an alternate procedure. This also means that an instrument manufacturer may request to have an instrument, equipment, or procedure app roved as an alternate procedure to those specified in this part. We may approve your request based on this information alone, whether or not it includes all the information specified in this section. Where we determine that your original submission does not include enough information for us to determine that the alternate procedure is equivalent to the specified procedure , we may ask you to submit supplemental information showing that your alternate procedure is consistently

and reliabl y at least as accur ate and repeatable as the specified procedure. * * * * * (d) If we do not approve your proposed alternate procedure based on the information in yo ur initial request, we may ask you to send additional information to fully evaluate your request
. While we consider the information specified in this paragraph (d) and the statistical criteria of paragraph (e) of this section to be sufficient to demonstrate equivalence, it may

not be necessary

to include all the information or meet the specified statistical cri teria. For example, sy stems that do not meet the statistical criteria in paragraph (e) of this section because they have a small bias toward high emission resultsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 150 of 378 could be approved since they would not adversely

affect your ability

to demonstrate complian ce with applicable standards
. * * * * * (e) Absent an y other directions from us, use a t- test and an F
- test calculated according to §1065.602 to evaluate whether your proposed alternate procedure is equivalent to the specified procedure. We may give you s pecific directions regarding methods for statistical analy sis, or we may approve other methods that you propose. Such alternate methods may

be more or less stringent than those specified in this paragraph (e). In determining the appropriate statistical c riteria, we will consider the repeatability of measurements made with the reference procedure. For example, less stringent statistical criteria may

be appropriate for measuring emission levels being so low that they adversel y affect the repeatability of r eference measurements. We recommend that you consult a statistician if you are unfamiliar with these statistical tests. Perform the tests as follows: * * * * * 245. Section 1065
. 15 is amended by revising paragraph s ( a) , (b), and (c)(2)(ii) to read as follows : **§1065.15 Overview of procedures for laboratory and field testing.** * * * * * (a) In the standard

- setting part, we set brake

- specific emission standards in g/(kW·hr) (or g/(hp·hr)), for the following constituents: (1) Total oxides of nitrogen, NO x . (2) Hydrocarbons , HC, which may be expressed in the following way s: (i) Total hydrocarbons, THC. (ii) Nonmethane h ydrocarbons, NMHC, which results from subtracting methane , CH 4 , from THC. (iii) Total hydrocarbon

- equivalent, THCE, which results from adjusting THC mathematically

to be equivalent on a carbon

- mass basis. (iv) Nonmethane h ydrocarbon

- equivalent, NMHCE, which results from adjusting NMHC mathematically

to be equivalent on a carbon

- mass basis. (3) Particulate matter , PM. (4) Carbon monoxide, CO. (5) Carbon dioxide, CO 2 . (6) Methane, CH 4 . (7) Nitrous oxide, N 2 O. (b) Note that some engines are not subject to standards for all the emission constituents identified in paragraph (a) of this section. Note also that the standard

- setting part may include standards for pollutants not listed in paragraph (a) of this section. (c) * * * (2) * * * (ii) Batch sampling. In batch sampling, continuously extract and store a sample of raw or dilute exhaust for later measurement. Extract a sample proportional to the raw or dilute exhaust flow rate. You may extract and store a proportional sample of exhaust in an appropriate container, such as a bag, and then measure NO x , HC, CO, CO 2 , CH 4 , N 2 O, and CH 2 O concentrations in the container after the test interval. You may deposit PMEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 151 of 378 from proportionall y extracted exhaust onto an appropriate substrate, such as a filter. In this case, divide the PM by the amount of filtered exhaust to calculate the PM concentration. Multiply

batch sampled concentrations by the total (raw or dilute) flow from which it was extracted during the test interval. This product is the total mass of the emitted constituent. * * * * * 246. Section 1065
. 20 is amended by revising paragraph s ( a) (3), (b) introductory text, (c), (f)(1) and (g) to read as follows: **§1065.20 Units of measure and overview of calculations.** (a) * * * (3) We generally designate temperatures in units of degrees Celsius (°C) unless a calculation requires an absolute temperature. In that case, we designate temperatures in units of Kelvin (K). For conversion purposes throughout this part, 0 °C equals 273.15 K. Unless specified otherwise, alway s use absolute temperature values for mul tiplying or dividing by

temperature. (b) Concentrations . This part does not rel y on amounts expressed in parts per million. Rather, we express such amounts in the following SIunits: * * * * * (c) Absolute pressure . Measure absolute pressure directly or calculate it as the sum of atmospheric pressure plus a differential pressure that is referenced to atmospheric pressure. Alway s use absolute pressure values for multiplying or dividing by pressure. * * * * * (f) * * * (1) Whenever we specify a range b y a single value and corresponding limit values above and below that value (such as X ±Y) , target the associated control point to that single value (X) . Examples of this ty pe of range include “±10 % of maximum pressure”, or “(30 ±10) kPa”. In these examples , you would target the maximum pressure or 30 kPa, respectivel y. * * * * * (g) Scaling of specifications with respect to an applicable standard
. Because this part 1065 is applicable to a wide range of engines and emission standards, some of the specifications in this part are scaled with respect to an engine’s applicable standard or maximum power. This ensures that the specification will be adequate to determine compliance, but not overly burdensome b y requiring unnecessarily high

- precision equipment. Many

of these specifications are given with respect to a “flow

- weighted mean” that is expected at the standard or during testing. Flow

- weighted mean is the mean of a quantity

after it is weighted proportional to a corresponding flow rate. For example, if a gas concentration is measured continuously from the raw exhaust of an engine, its flow

- weighted mean concentration is the sum of the products (dry- to - wet corrected, if applicable) of each recorded concentration times its respective exhaust flow rate, divided b y the sum of the recorded flow rates. As another example, the bag concentration from a CVS system is the same as the flow

- weighted mean conc entration, because the CVS sy stem itself flow

- weights the bag concentration. Refer to §1065.602 for information needed to estimate and calculate flow

- weighted means. Wherever a specification is scaled to a value based upon an applicable standard, interpr et the standardEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 152 of 378 to be the family

emission limit if the engine is certified under an emission credit program in the standard

- setting part. 247. Section 1065
. 25 is revised to read as follows: **§1065.25 Recordkeeping.** (a) The procedures in this part include variou s requirements to record data or other information. Refer to the standard

- setting part and §1065.695 regarding specific recordkeeping requirements. (b) You must promptly

send us organized, written records in English if we ask for them. We may review them at any

time. (c) We may

waive specific reporting or recordkeeping requirements we determine to be unnecessary

for the purposes of this part and the standard

- setting part. Note that while we will generally

keep the records required by this part, we are no t obligated to keep records we determine to be unnecessary for us to keep. For example, while we require yo u to keep records for invalid tests so that we may verify that your invalidation was appropriate, it is not necessary for us to keep records for our own invalid tests. **Subpart B**

**— [Amended]**  248. Section 1065
. 130 is amended by revising paragraph s ( a) and (c)(6) to read as follows: **§1065.130 Engine exhaust.** (a) General . Use the exhaust sy stem installed with the engine or one that represents a ty pical in

- use configuration. This includes any applicable aftertreatment devices. We refer to exhaust piping as an exhaust stack; this is equivalent to a tailpipe for vehicle configurations. * * * * * (c) * * * (6) We recommend that you connect multiple exhaust stack s from a single engine into one stack upstream of any emission sampling. For raw or dilute partial

- flow emission sampling, t o ensure mixing of the multiple exhaust streams before emission sampling, w e recommend a minimum Rey nolds number, Re # , of 4000 for the combined exhaust stream, where Re # is based on the inside diameter of the combined flow at the first sampling point. Y ou may

configure the exhaust sy stem with turbulence generators, such as orifice plates or fins, to achieve good mixing ; inclusion of turbulence generators may be required for Re # less than 4000 to ensure good mixing
. Re # is defined in §1065.640. For dilute full

- flow (CVS) emission sampling, you may configure the exhaust system without regard to mixing in th e laboratory section of the raw exhaust. For example you may size the laboratory

section to reduce its pressure drop even if the Re # in the laboratory section of the raw exhaust is less than 4000. * * * * * 249. Section 1065
. 140 is revised to read as follows: **§1065.140 Dilution for gaseous and PM constituents.** (a) General . You may

dilute exhaust with ambient air, purified air, or nitrogen. References in this part to “dilution air” may include any

of these. For gaseous emissionEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 153 of 378 measurement , the dilution air must be at least 15 °C. Note that the composition of the dilution air affects some gaseous emission measurement instruments’ response to emissions. We recommend diluting exhaust at a location as close as possible to the location where ambient air dilutio n would occur in use. Dilution may occur in a single stage or in multiple stages. For dilution in multiple stages, the first stage is considered primary dilution and later stages are considered secondary dilution. (b) Dilution

- air conditions and background concentrations . Before dilution air is mixed with exhaust, you may

precondition it by

increasing or decreasing its temperature or humidity . You may

also remove constituents to reduce their background concentrations. The following provisions apply to removing constituents or accounting for background concentrations: (1) You may

measure constituent concentrations in the dilution air and compensate for background effects on test results. See §1065.650 for calculations that compensate for background conc entrations (40 CFR 1066.610 for vehicle testing)
. (2) M easure these background concentrations the same way you measure diluted exhaust constituents, or measure them in a way that does not affect your ability to demonstrate compliance with the applicable st andards. For example, you may use the following simplifications for background sampling: (i) You may

disregard any

proportional sampling requirements. (ii) You may

use unheated gaseous sampling s ys tems. (iii) You may

use unheated PM sampling s ys tems. (iv) You may

use continuous sampling if you use batch sampling for diluted emissions. (v) You may

use batch sampling if you use continuous sampling for diluted emissions. (3) For removing background PM, we recommend that you filter all dilution air, including primary

full

- flow dilution air, with high

- efficiency particulate air (HEPA) filters that have an initial minimum collection efficiency specification of 99.97 % (see §1065.1001 for procedures related to HEPA

- filtration efficiencies). Ensure that HEPA filte rs are installed properly so that background PM does not leak past the HEPA filters. If you choose to correct for background PM without using HEPA filtration, demonstrate that the background PM in the dilution air contributes less than 50 % to the net PM collected on the sample filter. You may correct net PM without restriction if you use HEPA filtration. (c) Full

- flow dilution; constant

- volume sampling (CVS) . You may dilute the full flow of raw exhaust in a dilution tunnel that maintains a nominally con stant volume flow rate, molar flow rate or mass flow rate of diluted exhaust, as follows: (1) Construction . Use a tunnel with inside surfaces of 300 series stainless steel. Electricall y ground the entire dilution tunnel. We recommend a thin

- walled and i nsulated dilution tunnel to minimize temperature differences between the wall and the exhaust gases. You may

not use any

flexible tubing in the dilution tunnel upstream of the PM sample probe. You may

use nonconductive flexible tubing downstream of the P M sample probe and upstream of the CVS flow meter; use good engineering judgment to select a tubing material that is not prone to leaks, and configure the tubing to ensure smooth flow at the CVS flow meter. (2) Pressure control . Maintain static pressure at the location where raw exhaust is introduced into the tunnel within ±1.2 kPa of atmospheric pressure. You may use a booster blower to control this pressure. If you test using more careful pressure controlEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 154 of 378 and you show by

engineering anal ys is or by te st data that you require this level of control to demonstrate compliance at the applicable standards, we will maintain the same level of static pressure control when we test. (3) Mixing . Introduce raw exhaust into the tunnel by directing it downstream alo ng the centerline of the tunnel. If you dilute directl y from the exhaust stack, the end of the exhaust stack is considered to be the start of the dilution tunnel. You may introduce a fraction of dilution air radially from the tunnel’s inner surface to mi nimize exhaust interaction with the tunnel walls. You may configure the s ys tem with turbulence generators such as orifice plates or fins to achieve good mixing. We recommend a minimum Rey

nolds number, Re # , of 4000 for the diluted exhaust stream, where Re # is based on the inside diameter of the dilution tunnel. Re # is defined in §1065.640. (4) Flow measurement preconditioning . You may condition the diluted exhaust before measuring its flow rate, as long as this conditioning takes place downstream of any heated HC or PM sample probes, as follows: (i) You may

use flow straighteners, pulsation dampeners, or both of these. (ii) You may

use a filter. (iii) You may

use a heat exchanger to control the temperature upstream of any flow meter, but you must take steps to prevent aqueous condensation as described in paragraph (c)(6) of this section. (5) Flow measurement . Section 1065.240 describes measurement instruments for diluted exhaust flow. (6) Aqueous condensation . This paragraph (c)(6) describes how you mu st address aqueous condensation in the CVS. As described below, you may meet these requirements b y preventing or limiting aqueous condensation in the CVS from the exhaust inlet to the last emission sample probe. See that paragraph for provisions related to the CVS between the last emission sample probe and the CVS flow meter. You may heat and/or insulate the dilution tunnel walls, as well as the bulk stream tubing downstream of the tunnel to prevent or limit aqueous condensation. Where we allow aqueous condensation to occur, use good engineering judgment to ensure that the condensation does not affect your ability to demonstrate that your engines comply with the applicable standards (see §1065.10(a)). (i) Preventing aqueous condensation . To prevent condensation, you must keep the temperature of internal surfaces, excluding any s ample probes, above the dew point of the dilute exhaust passing through the CVS tunnel. Use good engineering judgment to monitor temperatures in the CVS. For the purposes of this paragraph (c)(6), assume that aqueous condensation is pure water condensate only , even though the definition of “aqueous condensation” in §1065.1001 includes condensation of any constituents that contain water. No specific verification check is required under this paragraph (c)(6)(i), but we may

ask you to show how you comply with this requirement. You may use engineering anal ys is, CVS tunnel design, alarm systems, measurements of wall temperatures, and calculation of water dew point t o demonstrate compliance with this requirement. For optional CVS heat exchangers, you may use the lowest water temperature at the inlet(s) and outlet(s) to determine the minimum internal surface temperature.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 155 of 378 (ii) Li miting aqueous condensation
. This paragraph (c)(6)(ii) specifies limits of allowable condensation and requires you to verify that the amount of condensation that occurs during each test interval does not exceed the specified limits. (A) Use chemical balance equations in § 1065.655 to calculat e the mole fraction of water in the dilute exhaust continuously during testing. Alternativel y, you may continuously measure the mole fraction of water in the dilute exhaust prior to any condensation during testing. Use good engineering judgment to select , calibrate and verify water anal yz ers/detectors. The linearity verification requirements of §1065.307 do not apply to water anal yz ers/detectors used to correct for the water content in exhaust samples. (B) Use good engineering judgment to select and mon itor locations on the CVS tunnel walls prior to the last emission sample probe. If you are also verifying limited condensation from the last emission sample probe to the CVS flow meter, use good engineering judgment to select and monitor locations on the CVS tunnel walls, optional CVS heat exchanger, and CVS flow meter. For optional CVS heat exchangers, you may use the lowest water temperature at the inlet(s) and outlet(s) to determine the minimum internal surface temperature. Identify the minimum surfac e temperature on a continuous basis. (C) Identify

the maximum potential mole fraction of dilute exhaust lost on a continuous basis during the entire test interval. This value must be less than or equal to 0.02. Calculate on a continuous basis the mole fraction of water that would be in equilibrium with liquid water at the measured minimum surface temperature. Subtract this mole fraction from the mole fraction of water that would be in the exhaust without condensation (either measured or from the chemic al balance), and set any negative values to zero. This difference is the potential mole fraction of the dilute exhaust that would be lost due to water condensation on a continuous basis. (D) Integrate the product of the molar flow rate of the dilute exhau st and the potential mole fraction of dilute exhaust lost, and divide by the totalized dilute exhaust molar flow over the test interval. This is the potential mole fraction of the dilute exhaust that would be lost due to water condensation over the entire test interval. Note that this assumes no re - evaporation. This value must be less than or equal to 0.005. (7) Flow compensation . Maintain nominally constant molar, volumetric or mass flow of diluted exhaust. You may maintain nominally

constant flow by either maintaining the temperature and pressure at the flow meter or b y directly controlling the flow of diluted exhaust. You may

also directly

control the flow of proportional samplers to maintain proportional sampling. For an individual test, verify proportional sampling as described in §1065.545. (d) Partial

- flow dilution (PFD) . You may dilute a partial flow of raw or previously diluted exhaust before measuring emissions. Section 1065.240 describes PFD

- related flow measurement instruments. PFD may c onsist of constant or varying dilution ratios as described in paragraphs (d)(2) and (3) of this section. An example of a constant dilution ratio PFD is a “secondary dilution PM” measurement sy stem. (1) Applicability . (i) You may use PFD to extract a propo rtional raw exhaust sample for any batch or continuous PM emission sampling over any transient duty

cy cle, an y steadystate duty cycle, or any

ramped

- modal cycle.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 156 of 378 (ii) You may

use PFD to extract a proportional raw exhaust sample for any batch or continuous gaseous emission sampling over an y transient duty cycle, any

steady

- state duty cycle, or an y ramped

- modal cycle. (iii) You may

use PFD to extract a proportional raw exhaust sample for any batch or continuous field

- testing. (iv)You may

use PFD to extract a proportional diluted exhaust sample from a CVS for any batch or continuous emission sampling. (v) You may

use PFD to extract a constant raw or diluted exhaust sample for any continuous emission sampling. (vi) You may

use PFD to extract a constant raw or d iluted exhaust sample for an y steadystate emission sampling. (2) Constant dilution

- ratio PFD. Do one of the following for constant dilution

- ratio PFD: (i) Dilute an already proportional flow. For example, you may do this as a way of performing secondary dilution from a CVS tunnel to achieve overall dilution ratio for PM sampling. (ii) Continuously

measure constituent concentrations. For example, you might dilute to precondition a sample of raw exhaust to control its temperature, humidity , or constituent concentrations upstream of continuous anal yz ers. In this case, you must take into account the dilution ratio before multiplying the continuous concentration by the sampled exhaust flow rate. (iii) Extract a proportional sample from a separate constant dilution ratio PFD s ys tem. For example, you might use a variable

- flow pump to proportionally fill a gaseous storage medium such as a bag from a PFD s ys tem. In this case, the proportional sampling must meet the same specifications as varying dilution ratio PFD in paragraph (d)(3) of this section. (iv) For each mode of a discrete

- mode test (such as a locomotive notch setting or a specific setting for speed and torque), use a constant dilution ratio for any PM sampling. You must change the overall PM samplin g sy stem dilution ratio between modes so that the dilution ratio on the mode with the highest exhaust flow rate meets §1065.140(e)(2) and the dilution ratios on all other modes is higher than this (minimum) dilution ratio by the ratio of the maximum exhaus t flow rate to the exhaust flow rate of the corresponding other mode. This is the same dilution ratio requirement for RMC or field transient testing. You must account for this change in dilution ratio in your emission calculations. (3) Varying dilution

- ratio PFD. All the following provisions apply for varying dilution

ratio PFD: (i) Use a control s ys tem with sensors and actuators that can maintain proportional sampling over intervals as short as 200 ms (i.e., 5 Hz control). (ii) For control input, you may use any sensor output from one or more measurements; for example, intake

- air flow, fuel flow, exhaust flow, engine speed, and intake manifold temperature and pressure. (iii) Account for an y emission transit time in the PFD s ys tem, as necessary
. (iv) You may

use preprogrammed data if they have been determined for the specific test site, duty cycle, and test engine from which you dilute emissions. (v) We recommend that you run practice cycles to meet the verification criteria in §1065.545. Note that you mu st verify every emission test by

meeting the verificationEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 157 of 378 criteria with the data from that specific test. Data from previousl y verified practice cycles or other tests may

not be used to verify a different emission test. (vi) You may

not use a PFD s ys tem th at requires preparatory tuning or calibration with a CVS or with the emission results from a CVS. Rather, you must be able to independentl y calibrate the PFD. (e) Dilution air temperature, dilution ratio, residence time, and temperature control of PM samp les . Dilute PM samples at least once upstream of transfer lines. You may dilute PM samples upstream of a transfer line using full

- flow dilution, or partial

- flow dilution immediately

downstream of a PM probe. In the case of partial

- flow dilution, you may have up to 26 cm of insulated length between the end of the probe and the dilution stage, but we recommend that the length be as short as practical. The intent of these specifications is to minimize heat transfer to or from the emission sample before the final stage of dilution , other than the heat you may need to add to prevent aqueous condensation. T his is accomplished by initially cooling the sample through dilution. Configure dilution sy stems as follows: (1) Set the dilution air temperature to (25 ± 5) °C. Use good engineering judgment to select a location to measure this temperature that is as close as practical upstream of the point where dilution air mixes with raw exhaust. (2) For an y PM dilution system (i.e., CVS or PFD), add dilution air to the raw exhaust such that the minimum overall ratio of diluted exhaust to raw exhaust is within the range of (5:1 to 7:1) and is at least 2:1 for any primary dilution stage. Base this minimum value on the maximum engine exhaust flow rate for a given test interval. Either measure the maximum exhaust flow during a practice run of the test interval or estimate it based on good engineering judgment (for example, you might rely on manufacturer

- published literature). (3) Configure an y PM dilution system to have an overall residence time of (1 .0 to 5 .5 ) s, as measured from the location of initial dilution air introduction to the location where PM is collected on the sample media. Also configure the sy stem to have a residence time of at least 0.5 0 s, as measured f rom the location of final dilution air introduction to the location where PM is collected on the sample media. When determining residence times within sampling sy stem volumes, use an assumed flow temperature of 25 °C and pressure of 101.325 kPa. (4) Control sample temperature to a (47 ±5) °C tolerance, as measured anywhere within 20 cm upstream or downstream of the PM storage media (such as a filter). Measure this temperature with a bare

- wire junction thermocouple with wires that are (0.500 ±0.025) mm diameter, or with another suitable instrument that has equivalent performance. 250. Section 1065
. 145 is amended by revising paragraph s ( a) , (c)(1), (c)(2)(ii), (d)(1)(ii), (e)(2)(ii), and (e)(3)(ii) to read as follows: **§1065.145 Gaseous and PM probes, transfer li nes, and sampling system**  **components.** (a) Continuous and batch sampling . Determine the total mass of each constituent with continuous or batch sampling. Both types of sampling s ys tems have probes, transfer lines, and other sampling sy stem components that are described in this section. * * * * * (c) * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 158 of 378 (1) Probe design and construction . Use sample probes with inside surfaces of 300 series stainless steel or, for raw exhaust sampling, use any nonreactive material capable of withstanding raw exhaust temp eratures. Locate sample probes where constituents are mixed to their mean sample concentration. Take into account the mixing of any crankcase emissions that may be routed into the raw exhaust. L ocate each probe to minimize interference with the flow to other probes. We recommend that all probes remain free from influences of boundary layers, wakes, and eddies

—especially near the outlet of a raw

- exhaust stack where unintended dilution might occur. Make sure that purging or back

- flushing of a probe does not influence another probe during testing. You may use a single probe to extract a sample of more than one constituent as long as the probe meets all the specifications for each constituent. (2) * * * (ii) For probes that extract hydrocarbons for THC or NMHC anal ys is from the diluted exhaust of compression

- ignition engines, two - stroke spark

- ignition engines, or four

stroke spark

- ignition engines at or below 19 kW, we recommend heating the probe to minim ize hydrocarbon contamination consistent with good engineering judgment. If you routinely fail the contamination check in the 1065.520 pretest check, we recommend heating the probe section to approximately 190 °C to minimize contamination. * * * * * (d) * * * (1) * * * (ii) For THC transfer lines for testing compression

- ignition engines, two - stroke spark

ignition engines, or four

- stroke spark

- ignition engines at or below 19 kW, maintain a wall temperature tolerance throughout the entire line of (191 ±11)  C. If you sample from raw exhaust, you may

connect an unheated, insulated transfer line directl y to a probe. Design the length and insulation of the transfer line to cool the highest expected raw exhaust temperature to no lower than 191  C, as measured at the transfer line’s outlet. For dilute sampling, you may use a transition zone between the probe and transfer line of up to 92 cm to allow your wall temperature to transition to (191 ±11) °C. * * * * * (e) * * * (2) * * * (ii) Thermal chiller . You may use a thermal chiller upstream of some gas analyzers and storage media. You may not use a thermal chiller upstream of a THC measurement sy stem for compression

- ignition engines, two - stroke spark

- ignition engines, or four

stroke spark

- ignition engines at or below 19 kW. If you use a thermal chiller upstream of an NO 2 - to -NO converter or in a sampling s ys tem without an NO 2 - to -NO converter, the chiller must meet the NO 2 loss

- performance check specified in §1065.376. Monitor the dewpoint, T

dew , and absolute pr essure, p total , downstream of a thermal chiller. You may use continuously

recorded values of T dew and p total in the amount of water calculations specified in §1065.645. If it is valid to assume the degree of saturation in the thermal chiller, you may

cal culate T

dew based on the known chiller performance and continuous monitoring of chiller temperature, T chiller . If it is valid to assume a constant temperature offset between T

chiller and T

dew , due to a known and fixed amount of sample reheat between the c hiller outlet and the temperature measurement location, you may factor in this assumed temperature offset value into emission calculations. If we ask for it, youEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 159 of 378 must show by

engineering anal ys is or by data the validity

of an y assumptions allowed by this paragraph (e)(2)(ii). For our testing we may use average temperature and pressure values over the test interval or a nominal pressure value that we estimate as the dryer’s average pressure expected during testing as constant values in the calculations spe cified in §1065.645. For your testing you may use the maximum temperature and minimum pressure values observed during a test interval or duty cycle or the high alarm temperature setpoint and the low alarm pressure setpoint as constant values in the amount of water calculations specified in §1065.645. For your testing you may also use a nominal p total , which you may estimate as the dryer’s lowest absolute pressure expected during testing. (3) * * * (ii) For testing compression

- ignition engines, two - stroke spark

- ignition engines, or four

stroke spark

- ignition engines at or below 19 kW, if you use a THC sample pump upstream of a THC anal yzer or storage medium, its inner surfaces must be heated to a tolerance of (191 ±11)  C. * * * * * 251. Section 1065
. 170 is amended by revising paragraph s ( a) (1), (b) including Table 1, (c)(1)(i) and Figure 1 to read as follows: **§1065.170 Batch sampling for gaseous and PM constituents.** * * * * * (a) * * * (1) Verify proportional sampling after an emission test as described in §1065.545. Use good engineering judgment to select storage media that will not significantly change measured emission levels (either up or down). For example, do not use sample bags for storin g emissions if the bags are permeable with respect to emissions or if they off gas emissions to the extent that it affects your ability to demonstrate compliance with the applicable gaseous emission standards. As another example, do not use PM filters that irreversibl y absorb or adsorb gases to the extent that it affects your ability to demonstrate compliance with the applicable PM emission standard. * * * * * (b) Gaseous sample storage media . Store gas volumes in sufficiently clean containers that minimally

off

- gas or allow permeation of gases. Use good engineering judgment to determine acceptable thresholds of storage media cleanliness and permeation. To clean a container, you may repeatedly purge and evacuate a container and you may heat it. Use a fl exible container (such as a bag) within a temperature

- controlled environment, or use a temperature controlled rigid container that is initially evacuated or has a volume that can be displaced, such as a piston and cylinder arrangement. Use containers meeti ng the specifications in the T able 1 of this section , noting that you may request to use other container materials under §1065.10 . Sample temperatures must stay within the following ranges for each container material:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 160 of 378 (1) Up to 40 °C for TedlarTM and Ky narTM
. (2) (191 ±11) °C for TeflonTM and 300 series stainless steel used with measuring THC or NMHC from compression

- ignition engines, two

- stroke spark

- ignition engines, and four

stroke spark

- ignition engines at or below 19 kW. For all other engines and pollut ants, these materials may

be used for sample temperatures u p to 202 °C
. T ABLE 1 OF §1065.170

– C ONTAINER M ATERIALS FOR GASEOUS B AT CH S AMPLING
Emissions Engine ty pe Compression

- ignition Two
- stroke spark

- ignition Four
- stroke spark

- ignition at or below

19 kW All other engines CO, CO 2 , O 2 , CH 4 , C 2 H 6 , C 3 H 8 , NO, NO 2 , N 2 O TedlarTM, Ky narTM, TeflonTM, or 300 series stainless steel TedlarTM, Ky narTM, TeflonTM, or 300 series stainless steel THC, NMHC TeflonTM or

300 series stainless steel TedlarTM, Ky narTM, TeflonTM, or 300 series stainless steel (c) * * * (1) * * * (i) If you expect that a filter’s total surface concentration of PM will exceed 400 μg, assuming a 38 mm diameter filter stain area, for a given test interval, you may use filter media with a minimum initial collection efficiency of 98 %; otherwise you must use a filter media with a minimum initial collection efficiency of 99.7 %. Collection efficiency must be measured as described in ASTM D2986 (incorporated b y reference in §1065.1010) , though you may rel y on the sample

- media manufacturer’s measurements reflected in their product ratings to show that you meet this requirement. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 161 of 378 0

0 .10
- 0.80 BETW EEN IN ADDITION TO TYPICAL RANGES GIVEN FOR PERFORATION  AND PERFORATION PATTERNS, W E RECOMMEND THE FOLLOWING:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 162 of 378 **Subpart C**

**— [Amended]**  252. Section 1065
. 201 is amended by revising paragraph s (b ) , (d), (e), and (h) to read as follows: **§1065.201 Overview and general provisions.**  * * * * * (b) Instrument types . You may use any of the specified instruments as described in this subpart to perform emission tests. I f you want to use one of these instruments in a way that is not specified in this subpart, or if you want to use a different instrument, you must first get us to approve yo ur alternate procedure under §1065.10. Where we specify more than one instrument for a particular measurement, we may identify which instrument serves as the reference for comparing with an a lternate procedure. You may generall y use instruments with compensation algorithms that are functions of other gaseous measurements and the known or assumed fuel properties for the test fuel . The target value for an y compensation algorithm is 0 % (that is, no bias high and no bias low), regardless of the uncompensated signal’s bias. * * * * * (d) Redundant s ys tems . For all measurement instruments described in this subpart, you may use data from multiple instruments to calculate test results for a single test. If you use redundant s ys tems, use good engineering judgment to use multiple measured values in calculations or to disregard individual measurements. Note that you must keep your results from all measurements. This requirement applies wheth er or not you actuall y use the measurements in your calculations. (e) Range . You may

use an instrument’s response above 100 % of its operating range if this does not affect your ability to show that your engines comply with the applicable emission standards. Note that we require additional testing and reporting if an anal yz er responds above 100 % of its range. Auto

- ranging anal yz ers do not require additional testing or reporting. * * * * * (h) Recommended practices . This subpart identifies a variety of recommended but not required practices for proper measurements. We believe in most cases it is necessary to follow these recommended practices for accurate and repeatable measurements. However, we do not specifically require you to follow these recommend ed practices to perform a valid test, as long as you meet the required calibrations and verifications of measurement s ys tems specified in subpart D of this part. Similarly , we are not required to follow all recommended practices, as long as we meet the re quired calibrations and verifications. Our decision to follow or not follow a given recommendation when we perform a test does not depend on whether you followed it during your testing. 253. Section 1065
. 202 is revised to read as follows: **§1065.202 Data updat ing, recording, and control.**  Your test sy stem must be able to update data, record data and control sy stems related to operator demand, the dyn amometer, sampling equipment, and measurement instruments. Use data acquisition and control sy stems that can reco rd at the specified minimum frequencies, as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 163 of 378 T ABLE 1 OF §1065.202

–D ATA RECORDING AND C ONTROL M IN IMUM F REQUENCIES Applicable Test Protocol Section Measured Values Minimum Command and Control Frequency a Minimum

Recording Frequency

b,c §1065.510 Speed and torque during an engine step

- map 1 Hz 1 mean value per step §1065.510 Speed and torque during an engine sweep

- map 5 Hz 1 Hz means §1065.514 §1065.530 Transient duty cycle reference and feedback speeds

and torques 5 Hz 1 Hz means §1065.514 §1065.530 Steady

- state and ramped

- mo dal duty cycle reference

and feedback speeds and torques 1 Hz 1 Hz §1065.520 §1065.530 §1065.550 Continuous concentrations of raw or dilute analyzers

— 1 Hz §1065.520 §1065.530 §1065.550 Batch concentrations of raw or dilute analyzers

— 1 mean value per test interval §1065.530 §1065.545 Diluted exhaust flow rate from a CVS with a heat

exchanger upstream of the flow measurement — 1 Hz §1065.530 §1065.545 Diluted exhaust flow rate from a CVS without a heat

exchanger upstream of the flow measurement 5 Hz 1 Hz means §1065.530 §1065.545 Intake

- air or raw

- exhaust flow rate

— 1 Hz means §1065.530 §1065.545 Dilution air flow if actively controlled (for example,

a partial

- flow PM sampling system) d 5 Hz 1 Hz means §1065.530 §1065.545 Sam

ple flow from a CVS that has a heat exchanger 1 Hz 1 Hz §1065.530 §1065.545 Sam

ple flow from a CVS that does not have a heat exchanger 5 Hz 1 Hz means
a The specifications for minimum command and control frequency do not apply for CFVs that are not using active control
. b 1 Hz means are data reported from the instrument at a higher frequency, but recorded as a series of 1 s mean values at a rate of 1 Hz. c For CFVs in a CVS, the minimum recording frequency is 1 Hz. The minimum recording frequency does not apply for CFVs used to control sampling from a CVS utilizing CFVs
. dDilution air flow specif

ications do not apply

for CVS dilution air. 254. Section 1065
. 205 is revised to read as follows: **§1065.205 Performance specifications for measurement instruments.** Your test sy stem as a whole must meet all the calibrations, verifications, and test validation criteria specified outside this section for laboratory testing or field testing, as applicable. We recommend that your instruments meet the specifications in Table 1 of this section for all ranges you use for testing. We also recommend that you keep an y documentation you receive from instrument manufacturers showing that your instruments meet the specifications in Table 1 of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 164 of 378 T ABLE 1 OF §1065.205

–RECOMMENDED P ERFORMANCE S PECIFICATIONS FOR M EASUREMENT INSTRUMENTS
Me asurement Instrument Measure d quantity symbol Complete System

Rise time ( t 10
- 90 ) and Fall time ( t90
- 10 ) a Recording update frequency Accuracy b Repeatability b Noise b Engine speed transducer f n 1 s 1 Hz means 2 % of pt. or 0.5 % of max. 1 % of pt. or 0.25 % of max. 0.05 % of max Engine torque transducer T 1 s 1 Hz means 2 % of pt. or 1 % of max. 1 % of pt. or

0.5 % of max 0.05 % of max. Electrical work (active

- power meter) W 1 s 1 Hz means 2 % of pt. or 0.5 % of max. 1 % of pt. or 0.25 % of max. 0.05 % of max General pressure transducer (not a part of another instrument) p 5 s 1 Hz 2 % of pt. or 1 % of max. 1 % of pt. or

0.5 % of max. 0.1 % of max Atmospheric pressure meter for PM

stabilization and balance environments p atmos 50 s 5 times per hour 50 Pa 25 Pa 5 Pa General purpose atmospheric pressure meter p atmos 50 s 5 times per hour 250 Pa 100Pa 50 Pa Temperature sensor for PM

stabilization and balance environments T 50 s 0.1 Hz 0.25 K 0.1 K 0.1 K Other temperature sensor (not a part of another instrument) T 10 s 0.5 Hz 0.4 % of pt. K or 0.2 % of max. K 0.2 % of pt. K or 0.1 % of max. K 0.1 % of max Dewpoint sensor for intake air, PM

stabilization and balance environments T dew 50 s 0.1 Hz 0.25 K 0.1 K 0.02 K Other dewpoint sensor T dew 50 s 0.1 Hz 1 K 0.5 K 0.1 K Fuel flow meterc (Fuel totalizer) m  5 s

(

—) 1 Hz (

—) 2 % of pt. or

1.5 % of max. 1 % of pt. or

0.75 % of max. 0.5 % of max. Total diluted exhaust meter (CVS) c (With heat exchanger before meter) n  1 s

(5 s) 1 Hz means

(1 Hz) 2 % of pt. or

1.5 % of max. 1 % of pt. or

0.75 % of max. 1 % of max. Dilution air, inlet air, exhaust, and sample flow meters c n  1 s 1 Hz means of 5 Hz samples 2.5 % of pt. or

1.5 % of max. 1.25 % of pt. or

0.75 % of max. 1 % of max. Continuous gas analyzer x 5 s 1 Hz 2 % of pt. or 2 % of meas. 1 % of pt. or 1 % of meas. 1 % of max. Batch gas analyzer x
— — 2 % of pt. or 2 % of meas. 1 % of pt. or 1 % of meas. 1 % of max. Gravimetric PM balance m PM — — See §1065.790 0.5  g — Inertial PM balance m PM 5 s 1 Hz 2 % of pt. or 2 % of meas. 1 % of pt. or 1 % of meas. 0.2 % of max. The performance specifications identified in the table apply separately for rise time and fall time. Accuracy, repeatability, and noise are all determined with the same collected data, as described in §1065.305, and based on a bsolute values. “pt.” refers to the overall flow

- weighted mean value expected at the standard; “max.” refers to the peak v alue expected at the standard over any test interval, not the maximum of the instrument’s range; “meas” refers to the actual weighted mean measured over any test interval. The procedure for accuracy, repeatability and noise measurement described in §1065.305 may be modified for flow meters to allow noise to be measured at the lowest calibrated value instead of zero flow rate.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 165 of 378 255. Section 1065
. 210 is amended by revising paragraph ( c ) to read as follows: **§1065.210 Work input and output sensors.** * * * * * (c) Electrical work . Use a watt
- hour meter output to calculate total work according to §1065.650. Use a watt
- hour meter that outputs active power. Watt

- hour meters typicall y combine a Wheatston e bridge voltmeter and a Hall

- effect clamp

- on ammeter into a single microprocessor

- based instrument that anal yz es and outputs several parameters, such as alternating or direct current voltage, current, power factor, apparent power, reactive power, and acti ve power. * * * * * 256. Section 1065
. 225 is amended by revising paragraph ( a) to read as follows: **§1065.225 Intake -**  **air flow meter.** (a) Application . You may use an intake

- air flow meter in combination with a chemical balance of fuel, inlet air, and exhaust to calculate raw exhaust flow as described in §1065.65 5(e) and (f) , as follows: (1) Use the actual value of calculated raw exhaust in the following cases: (i) For multiplying raw exhaust flow rate with continuously sampled concentrations. (ii) For multiplyin g total raw exhaust flow with batch

- sampled concentrations. (iii) For verifying minimum dilution ratio for PM batch sampling as described in §1065.546. (iv) For calculating the dilution air flow for background correction as described in §1065.667. (2) In the following cases, you may use an intake

- air flow meter signal that does not give the actual value of raw exhaust, as long as it is linearl y proportional to the exhaust flow rate’s actual calculated value: (i) For feedback control of a proportional sampli ng s ys tem, such as a partial

- flow dilution sy stem. (ii) For multiplying with continuously sampled gas concentrations, if the same signal is used in a chemical

- balance calculation to determine work from brake

- specific fuel consumption and fuel consumed. * * * * * 257. Section 1065
. 230 is amended by revising paragraph ( d) to read as follows: **§1065.230 Raw exhaust flow meter.** * * * * * (d) Exhaust cooling . You may cool raw exhaust upstream of a raw

- exhaust flow meter, as long as you observe all the following prov isions: (1) Do not sample PM downstream of the cooling. (2) If cooling causes exhaust temperatures above 202 °C to decrease to below 180 °C, do not sample NMHC downstream of the cooling for compression

- ignition engines, two stroke spark

- ignition engines, or four

- stroke spark

- ignition engines at or below 19 kW. (3) The cooling must not cause aqueous condensation. 258. Section 1065
. 240 is amended by revising paragraph ( d) to read as follows: **§1065.240 Dilution air and diluted exhaust flow meters.**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 166 of 378 * * * * * (d) Exhaust cooling . You may cool diluted exhaust upstream of a dilute

- exhaust flow meter, as long as you observe all the following provisions: (1) Do not sample PM downstream of the cooling. (2) If cooling causes exhaust temperatures above 202 °C to decreas e to below 180 °C, do not sample NMHC downstream of the cooling for compression

- ignition engines, two stroke spark

- ignition engines, or four

- stroke spark

- ignition engines at or below 19 kW. (3) The cooling must not cause aqueous condensation as described i n §1065.140(c)(6). 259. Section 1065
. 250 is amended by revising paragraph (b ) to read as follows: **§1065.250 Nondispersive infrared analyzer.** * * * * * (b) Component requirements . We recommend that you use an NDIR anal yzer that meets the specifications in Tabl e 1 of §1065.205. Note that your NDIR
- based s ys tem must meet the calibration and verifications in §§1065.350 and 1065.355 and it must also meet the linearity

verification in §1065.307. 260. Section 1065
. 260 is amended by revising paragraph s (b ) , (c), and (e) to read as follows: **§1065.260 Flame -**  **ionization detector.** * * * * * (b) Component requirements . We recommend that you use a FID anal yz er that meets the specifications in Table 1 of §1065.205. Note that your FID

- based s ys tem for measuring THC, THCE, or CH 4 must meet all the verifications for hydrocarbon measurement in subpart D of this part, and it must also meet the linearity verification in §1065.307. (c) Heated FID anal yz ers . For measuring THC or THCE from compression

- ignition engines, two

- stroke spark

- ignition engines, and four

- stroke spark

- ignition engines at or below 19 kW, you must use heated FID anal yz ers that maintain all surfaces that are exposed to emissions at a temperature of (191 ±11) °C. * * * * * (e) NMHC and NMOG . For demonstrating compliance with NMHC standards , you may either measure THC and CH 4 and determine NMHC as described in §1065.660(b)(2) or (3) , or you may measure THC and determine NMHC mass as described in §1065.660(b)(1). See 40 CFR 1066.635 for methods to demonstrate compliance with NMOG standards for vehicle testing. * * * * * 261. Section 1065
. 267 is amended by revising paragraph (b ) to read as follows: **§1065.267 Gas chromatograph with a flame ioniza tion detector.**  * * * * * (b) Component requirements . We recommend that you use a GC
- FI D that meets the specifications in Table 1 of §1065.205 and that the measurement be done according to SAE J1151 (incorporated by reference in §1065.1010) . The GC

- FID mu st meet the linearity verification in §1065.307.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 167 of 378 262. A new § 1065
. 269 is added to subpart C under the center header “Hydrocarbon Measurements” to read as follows: **§1065.2 69**  **Photoacoustic analyzer for ethanol and methanol**  **.** (a) Application
. You may u se a photoacoustic analy zer to measure ethanol and/or methanol concentrations in diluted exhaust for batch sampling. (b) Component requirements . We recommend that you use a photoacoustic anal yz er that meets the specifications in Table 1 of §1065.205. Note that your photoacoustic sy stem must meet the verification in §1065.369 and it must also meet the linearity verification in §1065.307. Use an optical wheel configuration that gives anal yt ical priority to measurement of the least s table components in the sample. Select a sample integration time of at least 5 seconds. Take into account sample chamber and sample line volumes when determining flush times for your instrument. 263. Section 1065
. 270 is amended by revising paragraph (b ) to read as follows: **§1065.270 Chemiluminescent detector.** * * * * * (b) Component requirements . We recommend that you use a CLD that meets the specifications in Table 1 of §1065.205. Note that your CLD

- based s ys tem must meet the quench verification in §1065.370 and it must also meet the linearity verification in §1065.307. You may

use a heated or unheated CLD, and you may use a CLD that operates at atmospheric pressure or under a vacuum. * * * * * 264. Section 1065
. 272 is amended by revising paragraph (b ) to read as follows: **§1065.272 Nondispersive ultraviolet analyzer.** * * * * * (b) Component requirements . We recommend that you use an NDUV analyzer that meets the specifications in Table 1 of §1065.205. Note that your NDUV
- based sy stem must meet the verifications in §1065.372 and it must also meet the linearity verification in §1065.307. * * * * * 265. Section 1065
. 275 is amended by revising paragraph (b ) to read as follows: **§1065.275 N 2**  **O measurement devices.** * * * * * (b) Instrument types . You may use any of the following anal yz ers to measure N 2 O: (1) Nondispersive infrared (NDIR) anal yz er. (2) Fourier transform infrared (FTIR) anal yz er. Use appropriate anal yt ical procedures for interpretation of infrared spectra. For example, EPA Test Method 320 is co nsidered a valid method for spectral interpretation (see http://www.epa.gov/ttn/emc/methods/method320.html). (3) Laser infrared anal yz er. Examples of laser infrared anal yz ers are pulsed

- mode high

resolution narrow band mid

- infrared anal yz ers, and modulate d continuous wave high

resolution narrow band mid

- infrared anal yz ers. (4) Photoacoustic anal yz er. Use an optical wheel configuration that gives analy tical priority to measurement of the least stable components in the sample. Select a sampleEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 168 of 378 integration time of at least 5 seconds. Take into account sample chamber and sample line volumes when determining flush times for your instrument. (5) Gas chromatograph analyzer. Y ou may use a gas chromatograph with an electron

capture detector (GC

- ECD) to measure N 2 O concentrations of diluted exhaust for batch sampling. (i)You may

use a packed or porous layer open tubular (PLOT) column phase of suitable polarity and length to achieve adequate resolution of the N 2 O peak for analysis. Examples of acceptable columns are a PLOT column consisting of bonded poly styrene divinylbenzene or a Porapack Q packed column. Take the column temperature profile and carrier gas selection into consideration when setting up your method to achieve adequate N 2 O peak resolution. (ii) Use g ood engineering judgment to zero your instrument and correct for drift. You do not need to follow the specific procedures in §§1065.530 and 1065.550(b) that would otherwise appl y. For example, you may perform a span gas measurement before and after sampl e anal ys is without zeroing and use the average area counts of the pre

- span and post - span measurements to generate a response factor (area counts/span gas concentration), which yo u then multiply by the area counts from your sample to generate the sample con centration. * * * * * 266. Section 1065
. 280 is amended by revising paragraph (b ) to read as follows: **§1065.280 Paramagnetic and magnetopneumatic O 2**  **detection analyzers.** * * * * * (b) Component requirements . We recommend that you use a PMD or MPD anal yz er that meets the specifications in Table 1 of §1065.205. Note that it must meet the linearity verification in §1065.307. 267. Section 1065
. 284 is amended by revising paragraph (b ) to read as follows: **§1065.284 Zirconia (ZrO 2**  **) analyzer.** * * * * * (b) Component requi rements . We recommend that you use a ZrO 2 anal yz er that meets the specifications in Table 1 of §1065.205. Note that your ZrO 2 - based s ys tem must meet the linearity

verification in §1065.307. 268. Section 1065
. 295 is amended by revising paragraph (b ) to read a s follows: **§1065.295 PM inertial balance for field -**  **testing analysis.** * * * * * (b) Component requirements . We recommend that you use a balance that meets the specifications in Table 1 of §1065.205. Note that your balance

- based s ys tem must meet the linearity

verification in §1065.307. If the balance uses an internal calibration process for routine spanning and linearity verifications, the process must be NI ST
- traceable. * * * * * **Subpart D**

**— [Amended]**  269. Section 1065
. 303 is revised to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 169 of 378 **§1065.303 Summary of required calibration and verifications.** The following table summarizes the required and recommended calibrations and verifications described in this subpart and indicates when these have to be performed: T ABLE 1 OF §1065.303

– S UMMARY O F REQUIRED C ALIBRATION AND V ERIFICATIONS Type of calibration or verification Minimum frequency 1 §1065.305: Accuracy, repeatability and noise Accuracy: Not required, but recommended for initial installation. Repeatability: Not required, but recommended for initial installation. Noise: Not required, but recommended for initial installation.

§1065.307: Linearity verification Speed: Upon initial installation, within 370 days before testing and after major maintenance. Torque: Upon initial installation, within 370 days before testing and after major maintenance. Electrical power , current, and voltage : Upon initial installation, within 370 days before testing and after major maintenance. 2 Fuel flow rate: Upon initial installation, within 370 days before testing, and after major maintenance. Intake

- air, dilution air, diluted exhaust, and batch sampler flow rates: Upon initial installation, within 370 days before testing and after major maintenance, unless flow is verified by propane check or by carbon or oxygen balance. Raw exhaust flow rate: Upon initial installation, within 185 days before testing and after major maintenance, unless flow is verified by propane check or by carbon or oxygen balance. Gas dividers: Upon initial installation, within 370 days before te sting, and after major maintenance. Gas analyzers (unless otherwise noted): Upon initial installation, within 35 days before testing and after major maintenance. FTIR and photoacoustic analyzers: Upon initial installation, within 370 days before testing an d after major maintenance. GC
- ECD: Upon initial installation and after major maintenance. PM balance: Upon initial installation, within 370 days before testing and after major maintenance. Pressure, temperature, and dewpoint: Upon initial installation, within 370 days before testing and after major maintenance. §1065.308: Continuous gas analyzer system response and updating

- recording verification

— for gas analyzers not continuously compensated for other gas species Upon initial installation or after syst em modification that would affect response. §1065.309: Continuous gas analyzer system

response and updating

- recording verification

— for gas analyzers continuously compensated for other gas species Upon initial installation or after system modification that would affect response. §1065.310: Torque Upon initial installation and after major maintenance. §1065.315: Pressure, temperature, dewpoint Upon initial installation and after major maintenance. §1065.320: Fuel flow Upon initial installation and after major maintenance. §1065.325: Intake flow Upon initial installation and after major maintenance. §1065.330: Exhaust flow Upon initial installation and after major maintenance. §1065.340: Diluted exhaust flow (CVS) Upon initial installation and after maj or maintenance. §1065.341: CVS and batch sampler verification 3 Upon initial installation, within 35 days before testing, and after major maintenance. § 1065.342 Sample dryer verification For thermal chillers: upon installation and after major maintenance. For osmotic membranes; upon installation, within 35 days of testing, and after major maintenance.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 170 of 378 §1065.345: Vacuum leak For laboratory testing: upon initial installation of the sampling sy stem, within 8 hours before the start of the first test interval of each duty

- cycle sequence, and after maintenance such as pre

- filter changes. For field testing: after each installation of the sampling system on the vehicle, prior to the start of the field test, and after maintenance such as pre

- filter changes. §1065. 350: CO 2 NDIR H 2 O interference Upon initial installation and after major maintenance. §1065.355: CO NDIR CO 2 and H 2 O interference Upon initial installation and after major maintenance. §1065.360: FID calibration THC FID optimiz ation, and THC FID verification Calibrate all FID analyzers: upon initial installation and after major maintenance. Optimize and determine CH 4 response for THC FID analyzers: upon initial installation and after major maintenance. Verify CH 4 response for THC FID analyzers: upon initial installation, within 185 days before testing, and after major maintenance. §1065.362: Raw exhaust FID O 2 interference For all FID analyzers: upon initial installation, and after major maintenance. For THC FID analyzers: upon initial installation, after major maintenance, and after FID optimization according to §1065.360. §1065.365: Nonmethane cutter penetration Upon initial installation, within 185 days before testing, and after major maintenance. §1065.36 9 : H 2 O, CO, and CO 2 interference verification for ethanol photoacoustic analyzers Upon initial installation and after major maintenance. §1065.370: CLD CO 2 and H 2 O quench Upon initial installation and after major maintenance. §1065.372: NDUV HC and H 2 O inte rference Upon initial installation and after major maintenance. §1065.375: N 2 O analyzer interference Upon initial installation and after major maintenance. §1065.376: Chiller NO 2 penetration Upon initial installation and after major maintenance. §1065.378: NO 2 - to - NO converter conversion Upon initial installation, within 35 days before testing, and after major maintenance. §1065.390: PM balance and weighing Independent verification: upon initial installation, within 370 days before testing, and a fter major maintenance. Zero, span, and reference sample verifications: within 12 hours of weighing, and after major maintenance. §1065.395: Inertial PM balance and weighing Independent verification: upon initial installation, within 370 days before test ing, and after major maintenance. Other verifications: upon initial installation and after major maintenance. 1 Perform calibrations and verifications more frequently than we specify , according to measurement system manufacturer instructions and good engineering judgment. 2 Perform linearity verification either for electrical power or for current and voltage. 3 The CVS verification described in §1065.341 is not required for systems that agree within ±2 % based on a chemical balance of carbon or oxygen of the intake air, fuel, and diluted exhaust. 270. Section 1065
. 305 is amended by revising paragraph ( d) (10)(i) to read as follows: **§1065.305 Verifications for accuracy, repeatability, and noise.** * * * * * (d) * * * (10) * * * (i) Your measurement s ystems meet all the other required calibration, verification, and validation s pecifications that apply as specified in the regulations
. * * * * * 271. Section 1065
. 307 is revised to read as follows: **§1065.307 Linearity verification.**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 171 of 378 (a) Scope and frequency . Perform linearity verification on each measurement sy stem listed in Table 1 of this section at least as frequently as indicated in Table 1 of §1065.303, consistent with measurement sy stem manufacturer ’s recommendations and good engineering judgment. The intent of linearity verification is to determine that a measurement s ys tem respo nds accuratel y and proportionally over the measurement range of interest. L inearity

verification generally

consists of introducing a series of at least 10 reference values to a measurement s ys tem. The measurement sy stem quantifies each reference value. The measured values are then collectively compared to the reference values by using a least

- squares linear regression and the linearity criteria specified in Table 1 of this section. (b) Performance requirements . I f a measurement sy stem does not meet the applicable linearity criteria referenced in Table 1 of this section, correct the deficiency by re calibrating, servicing, or replacing components as needed. Repeat the linearity verification after correcting the deficiency to ensure that the measurement sy stem meets the linearity

criteria. Before you may use a measurement s ys tem that does not meet linearity criteria, you must demonstrate to us that the deficiency does not adversel y affect yo ur ability

to demonstrate compliance with the applicable standards. (c) Procedure . Use the following linearity verification protocol, or use good engineering judgment to develop a different protocol that satisfies the intent of this section, as described in paragraph (a) of this section: (1) In this paragraph (c), the letter “y” denote s a generic measured quantity, the superscript over

- bar denote s an arithmetic mean (such as y ), and the subscript “ ref ” denote s the known or reference quantity being measured. (2) Use good engineering judgment to o perate a measurement sy stem at normal operating conditions . This may

include any

specified adjustment or periodic calibration of the measurement s ys tem. (3) If applicable, z ero the instrument as you would before an emission test by introducing a zero signal. Depending on the instrument, this may be a zero

- concentration gas, a reference signal, a set of reference thermodyn amic conditions, or some combination of these. For gas analyzers, use a zero gas that meets the specifications of §1065.750 and introduce it directl y at the anal yz er port. (4) If applicable, s pan the instrument as you would before an emission test by introducing a span signal. Depending on the instrument, this may be a span

- concentration gas, a reference signal, a set of reference th ermodyn amic conditions, or some combination of these. For gas analyzers, use a span gas that meets the specifications of §1065.750 and introduce it directl y at the anal yz er port. (5) If applicable, a fter spanning the instrument, check zero with the same s ignal you used in paragraph (c)(3) of this section. Based on the zero reading, use good engineering judgment to determine whether or not to rezero and or re

- span the instrument before continuing
. (6) For all measured quantities, use the instrument manufac turer ’s recommendations and good engineering judgment to select reference values, yrefi , that cover a range of values that you expect would prevent extrapolation beyond these values during emission testing. We recommend selecting a zero reference signal a s one of the reference values for the linearity verification. For pressure, temperature, dewpoint, power, current, voltage, photoacoustic anal yz ers, and GC

- ECD linearity verifications, we recommend at leastEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 172 of 378 three reference values. For all other linearity verifications select at least ten reference values. (7) Use the instrument manufacturer ’s recommendations and good engineering judgment to select the order in which you will introduce the series of reference values. For example , you may select the reference values randomly to avoid correlation with previous measurements and to avoid hy steresis; yo u may select reference values in ascending or descending order to avoid long settling times of reference signals ; or you may select values to ascend and then des cend to incorporate the effects of any instrument hy steresis into the linearity verification. (8) Generate reference quantities as described in paragraph (d) of this section. For gas anal yz ers, use gas concentrations known to be within the specifications of §1065.750 and introduce them directly

at the anal yz er port. (9) Introduce a reference signal to the measurement instrument. (10) Allow time for the instrument to stabilize while it measures the value at the reference condition . Stabilization time may i nclude time to purge an instrument and time to account for its response. (11) At a recording frequency of at least f Hz, specified in Table 1 of §1065.205, measure the value at the reference condition for 30 seconds (you may select a longer sampling period if the recording update frequency is less than 0.5 Hz) and record the arithmetic mean of the recorded values, i 

### y . Refer to §1065.602 for an example of calculating an arithmetic mean. (12) Repeat the steps in paragraphs (c)(9) thou gh (11) of this section until measurements are complete at each of the reference conditions
. (13) Use the arithmetic means, i 

### y , and reference values, yrefi , to calculate least

- squares linear regression parameters and statistical values to compare to the minimum performance criteria specified in Table 1 of this section. Use the calculations described in §1065.602. Using good engineering judgment, you may w eight the results of individual data pairs (i.e. ( yrefi , i 

### y )), in the linear regression calculations. (d) Reference signals . This paragraph (d) describes recommended methods for generating reference values for the linearity

- verific ation protocol in paragraph (c) of this section. Use reference values that simulate actual values, or introduce an actual value and measure it with a reference

- measurement sy stem. In the latter case, the reference value is the value reported by the reference - measurement s ys tem. Reference values and reference

- measurement sy stems must be NIST

- traceable. We recommend using calibration reference quantities that are NIST

- traceable within 0.5 % uncertainty , if not specified elsewhere in this part 1065. Use the following recommended methods to generate reference values or use good engineering judgment to select a different reference: (1) Speed . Run the engine or dy namometer at a series of steady- state speeds and use a strobe, photo tachometer, or laser tachom eter to record reference speeds. (2) Torque . Use a series of calibration weights and a calibration lever arm to simulate engine torque. You may

instead use the engine or dy namometer itself to generate a nominal torque that is measured b y a reference load cell or proving ring in series with the torque - measurement s ys tem. In this case , use the reference load cell measurement as theEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 173 of 378 reference value. Refer to §1065.310 for a torque

- calibration procedure similar to the linearity verification in this section. (3) Electrical power , current, and voltage
. You must perform linearity verification for either electrical power meters, or for current and voltage meters. Perform linearity verifications using a reference meter and controlled sources of current and volt age. We recommend using a complete calibration s ys tem that is suitable for the electrical power distribution industry
. (4) Fuel rate . Operate the engine at a series of constant fuel

- flow rates or re

- circulate fuel back to a tank through the fuel flow met er at different flow rates. Use a gravimetric reference measurement (such as a scale, balance, or mass comparator) at the inlet to the fuel

- measurement s ys tem. Use a stopwatch or timer to measure the time intervals over which reference masses of fuel are introduced to the fuel measurement s ys tem. The reference fuel mass divided by the time interval is the reference fuel flow rate. (5) Flow rates

—inlet air, dilution air, diluted exhaust, raw exhaust, or sample flow . Use a reference flow meter with a blow er or pump to simulate flow rates. Use a restrictor, diverter valve, a variable

- speed blower or a variable

- speed pump to control the range of flow rates. Use the reference meter’s response as the reference values. (i) Reference flow meters . Because the flow range requirements for these various flows are large, we allow a variety of reference meters. For example, for diluted exhaust flow for a full

- flow dilution system, we recommend a reference subsonic venturi flow meter with a restrictor valve and a bl ower to simulate flow rates. For inlet air, dilution air, diluted exhaust for partial

- flow dilution, raw exhaust, or sample flow, we allow reference meters such as critical flow orifices, critical flow venturis, laminar flow elements, master mass flow standards, or Roots meters. Make sure the reference meter is calibrated and its calibration is NI ST
- traceable. If you use the difference of two flow measurements to determine a net flow rate, you may use one of the measurements as a reference for the other. (ii) Reference flow values . Because the reference flow is not absolutely constant, sample and record values of refi



### n  for 30 seconds and use the arithmetic mean of the values, ref n  , as the reference value. Refer to §1065.602 for an example of calculating arithmetic mean. (6) Gas division . Use one of the two reference signals: (i) At the outlet of the gas

- division system, connect a gas analyzer that meets the linearity verification described in this section and h as not been linearized with the gas divider being verified. For example, verify the linearity

of an anal yz er using a series of reference anal yt ical gases directl y from compressed gas cylinders that meet the specifications of §1065.750. We recommend using a FID anal yz er or a PMD or MPD O 2 analyzer because of their inherent linearity . Operate this analyzer consistent with how you would operate it during an emission test. Connect a span gas to the gas

- divider inlet. Use the gas - division sy stem to divide the span gas with purified air or nitrogen. Select gas divisions that you typically use. Use a selected gas division as the measured value. Use the anal yz er response divided by the span gas concentration as the reference gas

- division value. Because the instrument response is not absolutely constant, sample and record values of xrefi for 30 seconds and use the arithmetic mean of the values, ref 

### x , as the reference value. Refer to §1065.602 for an example of calculating arithmetic mea n.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 174 of 378 (ii) Using good engineering judgment and the gas divider manufacturer ’s recommendations, use one or more reference flow meters to measure the flow rates of the gas divider and verify

the gas

- division value. (7) Continuous constituent concentration . For reference values, use a series of gas cylinders of known gas concentration or use a gas

- division system that is known to be linear with a span gas. Gas cylinders, gas

- division sy stems, and span gases that you use for reference values must meet the specif ications of §1065.750. (8) Temperature. You may perform the linearity verification for temperature measurement s ys tems with thermocouples, RTDs, and thermistors by removing the sensor from the s ys tem and using a simulator in its place. Use a NIST

- traceab le simulator that is independently calibrated and, as appropriate, cold

- junction

compensated. The simulator uncertainty scaled to absolute temperature must be less than 0.5 % of T

max . If you use this option, you must use sensors that the supplier states are accurate to better than 0.5 % of T max compared with their standard calibration curve. (9) Mass . For linearity verification for gravimetric PM balances, use external calibration weights that meet the requirements in §1065.790. (e) Measurement s ys t ems that require linearity verification . Table 1 of this section indicates measurement sy stems that require linearity verification, subject to the following provisions: (1) Perform linearity verification more frequentl y based on the instrument manufacturer’s recommendation or good engineering judgment. (2) The expression “

xmin ” refers to the reference value used during linearity verification that is closest to zero. This is the value used to calculate the first tolerance in Table 1 of this sect ion using the intercept, a 0 . Note that this value may be zero, positive, or negative depending on the reference values. For example, if the reference values chosen to validate a pressure transducer vary from

- 10 to
- 1 kPa, xmin is

- 1 kPa. If the referen ce values used to validate a temperature device vary from 290 to 390 K, xmin is 290 K. (3) The expression “max” generally refers to the absolute value of the reference value used during linearity verification that is furthest from zero. This is the value used to scale the first and third tolerances in Table 1 of this section using a 0 and SEE . For example, if the reference values chosen to validate a pressure transducer vary from

- 10 to
- 1 kPa, then p max is +10 kPa. If the reference values used to validate a temperature device vary from 290 to 390 K, then T max is 390 K . For gas dividers where “max” is expressed as, xmax/ x span ; xmax is the maximum gas concentration used during the verification, x span is the undivided, undiluted, span gas concentration, and the resulting ratio is the maximum divider point reference value used during the verification (ty pically 1) . The following are special cases where “max” refers to a different value: (i) For linearity v erification with a PM balance, m max refers to the typical mass of a PM filter. (ii) For linearity

verification of torque on the engine’s primary output shaft, T

max refers to the manufacturer’s specified engine torque peak value of the lowest torque engine to be tested. (4) The specified ranges are inclusive. For example, a specified range of 0.98

- 1.02 for a 1 means 0.98  a 1  1.02. (5) L inearity

verification is optional for sy stems that pass the flow

- rate verification for diluted exhaust as described in §1065.3 41 (the propane check) or for s ys tems that agreeEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 175 of 378 within ±2 % based on a chemical balance of carbon or ox ygen of the intake air, fuel, and exhaust. (6) You must meet the a 1 criteria for these quantities only if the absolute value of the quantity is required , as opposed to a signal that is only linearl y proportional to the actual value. (7) L inearity verification is required for the following temperature measurements: (i) The following temperature measurements always require linearity verification : (A) Air intake. (B) Aftertreatment bed(s), for engines tested with aftertreatment devices subject to cold

start testing. (C) Dilution air for gaseous and PM sampling, including CVS, double

- dilution, and partial

- flow s ys tems. (D) PM sample. (E) Chiller sample, for ga seous sampling s ys tems that use thermal chillers to dry samples and use chiller temperature to calculate the dewpoint at the outlet of the chiller. For your testing, if you choose to use a high alarm temperature setpoint for the chiller temperature as a c onstant value in determining the amount of water removed from the emission sample, you may use good engineering judgment to verify the accuracy

of the high alarm temperature setpoint instead of linearity verification on the chiller temperature. To verify that the alarm trip point value is no less than 2.0 °C below the reference value at the trip point , w e recommend that you input a reference simulated temperature signal below the alarm trip point and increase this signal until the high alarm trips
. (ii) L i nearity verification is required for the following temperature measurements if these temperature measurements are specified b y the engine manufacturer: (A) Fuel inlet. (B) Air outlet to the test cell’s charge air cooler air outlet, for engines tested with a laboratory

heat exchanger that simulates an installed charge air cooler. (C) Coolant inlet to the test cell’s charge air cooler, for engines tested with a laboratory heat exchanger that simulates an installed charge air cooler. (D) Oil in the sump/pan. ( E) Coolant before the thermostat, for liquid

- cooled engines. (8) L inearity verification is required for the following pressure measurements: (i) The following pressure measurements alway s require linearity verification : (A) Air intake restriction. (B) Exha ust back pressure as required in §1065.130(h)
. (C) Barometer. (D) CVS inlet gage pressure where the raw exhaust enters the tunnel
. (E) Sample dryer, for gaseous sampling s ys tems that use either osmotic

- membrane or thermal chillers to dry

samples. For your testing, if you choose to use a low alarm pressure setpoint for the sample dryer pressure as a constant value in determining the amount of water removed from the emission sample, you may use good engineering judgment to verify

the accuracy

of the low alarm pressure setpoint instead of linearity verification on the sample dryer pressure. To verify that the trip point value is no more than 4.0 kPa above the reference value at the trip point , w e recommend that you input a reference pressure signal ab ove the alarm trip point and decrease this signal until the low alarm trips.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 176 of 378 (ii) L inearity verification is required for the following pressure measurements if these pressure measurements are specified b y the engine manufacturer: (A) The test cell’s charge air cooler and interconnecting pipe pressure drop, for turbo

charged engines tested with a laboratory heat exchanger that simulates an installed charge air cooler. (B) Fuel outlet. T ABLE 1 OF §1065.307

–M EASUREMENT S YSTEMS THAT REQUIRE L INEARITY V ERIFICAT ION Measurement system Quantity Linearity criteria | x min ( a 1 - 1)+ a 0 | a 1 SEE r 2 Speed f n ≤ 0.05 % ∙ f n max 0.98
- 1.02 ≤ 2 % ∙ nmax f ≥ 0.990 Torque T ≤ 1 % ∙ max T 0.98
- 1.02 ≤ 2 % ∙ max T ≥ 0.990 Electrical power P ≤ 1 % ∙ max P 0.98
- 1.02 ≤ 2 % ∙ max P ≥ 0.990 Current I ≤ 1 % ∙ ma x I 0.98
- 1.02 ≤ 2 % ∙ ma x I ≥ 0.990 Voltage U ≤ 1 % ∙ ma x U 0.98
- 1.02 ≤ 2 % ∙ ma x U ≥ 0.990 Fuel flow rate m  ≤ 1 % ∙ ma x m  0.98
- 1.02 ≤ 2 % ∙ ma x m  ≥ 0.990 Intake

- air flow rate 1 n  ≤ 1 % ∙ max

n  0.98
- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Dilution air flow rate 1 n  ≤ 1 % ∙ max

n  0.98
- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Diluted exhaust flow rate 1 n  ≤ 1 % ∙ max

n  0.98
- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Raw exhaust flow rate 1 n  ≤ 1 % ∙ max

n  0.98
- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Batch sampler flow rates 1 n  ≤ 1 % ∙ max

n  0.98
- 1.02 ≤ 2 % ∙ max n  ≥ 0.990 Gas dividers x/x span ≤ 0.5 % ∙ xmax /x span 0.98
- 1.02 ≤ 2 % ∙ xma x /x span ≥ 0.990 Gas analyzers for laboratory testing x ≤ 0.5 % ∙ max x 0.99
- 1.01 ≤ 1 % ∙ max x ≥ 0.998 Gas analyzers for field testing x ≤ 1 % ∙ max x 0.99
- 1.01 ≤ 1 % ∙ max x ≥ 0.998 PM balance m ≤ 1 % ∙ ma x m 0.99
- 1.01 ≤ 1 % ∙ ma x m ≥ 0.998 Pressures p ≤ 1 % ∙ max p 0.99
- 1.01 ≤ 1 % ∙ max p ≥ 0.998 Dewpoint for intake air, PM

- stabilization and balance environments T dew ≤ 0.5 % ∙ dew ma x T 0.99
- 1.01 ≤ 0.5 % ∙ dew ma x T ≥ 0.998 Other dewpoint measurements T dew ≤ 1 % ∙ dew ma x T 0.99
- 1.01 ≤ 1 % ∙ dew ma x T ≥ 0.998 Analog

- to - digital conversion of temperature signals T ≤ 1 % ∙ max T 0.99
- 1.01 ≤ 1 % ∙ max T ≥ 0.998
1 For flow meters that determine volumetric flow rate, std V  , you may substitute std

V  for n  as the quantity and substitute stdmax

V  for max

n 

. 272. Section 1065
. 308 is amended by revising paragraph ( d)(2) and adding paragraph (g ) to read as follows: **§1065.308 Continuous gas analyzer system -**  **respon se and updating**  **- recording**  **verification**

**— for gas analyzers not continuously compensated for other gas species**  **.** * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 177 of 378 (d) * * * (2) Equipment setup . We recommend using minimal lengths of gas transfer lines between all connections and fast

- acting three

- way valves (2 inlets, 1 outlet) to control the flow of zero and blended span gases to the sample sy stem’s probe inlet or a tee near the outlet of the probe. If yo u inject the gas at a tee near the outlet of the probe, you may correct the transformation time , t50 , for an estimate of the transport time from the probe inlet to the tee. Normally the gas flow rate is higher than the sample flow rate and the excess is overflowed out the inlet of the probe. If the gas flow rate is lower than the sample flow rate, the gas concentrations must be adjusted to account for the dilution from ambient air drawn into the probe. We recommend you use the final, stabilized analyzer reading as the final gas concentration. Select span gases for the species being mea sured. You may use binary

or multi

- gas span gases. You may use a gas blending or mixing device to blend span gases. A gas blending or mixing device is recommended when blending span gases diluted in N 2 with span gases diluted in air. You may use a multi

- gas span gas, such as NO

- CO
- CO 2 - C 3 H 8 - CH4 , to verify multiple anal yz ers at the same time. If you use standard binary span gases, you must run separate response tests for each anal yz er. In designing your experimental setup, avoid pressure pulsations due to stopping the flow through the gas

- blending device. The change in gas concentration must be at least 20 % of the analyzer ’ s range. * * * * * (g) Optional procedure . Instead of using a three

- way valve to switch between zero and span gases, you may use a fast

- acting two

- way valve to switch sampling between ambient air and span gas at the probe inlet. For this alternate procedure, the following provisions apply : (1) If your probe is sampling from a continuously flowing gas stream (e.g ., a CVS tunnel), you may

adjust the span gas flow rate to be different than the sample flow rate. (2) If your probe is sampling from a gas stream that is not continuously flowing (e.g ., a raw exhaust stack), you must adjust the span gas flow rate to be les s than the sample flow rate so ambient air is alway s being drawn into the probe inlet. This avoids errors associated with overflowing span gas out of the probe inlet and drawing it back in when sampling ambient air. (3) When sampling ambient air or ambient air mixed with span gas, all the anal yz er readings must be stable within ±0.5 % of the target gas concentration step size. I f an y anal yz er reading is outside the specified range, you must resolve the problem and verify that all the anal yz er readings meet this specification. (4) For ox ygen anal yz ers, you may use purified N 2 as the zero gas and ambient air (plus purified N 2 if needed) as the reference gas. Perform the verification with seven repeat measurements that each consist of stabilizing with purified N 2 , switching to ambient air and observing the anal yz er’s rise and stabilized reading, followed b y switching back to purified N 2 and observing the anal yz er’s fall and stabilized reading. 273. Section 1065
. 309 is amended by revising paragraph s ( a) and (d)(2) and adding paragraphs (g) and (h) to read as follows: **§1065.309 Continuous gas analyzer system -**  **response and updating -**  **recording verification** 

**— for gas analyzers continuously compensated for other gas species.** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 178 of 378 (a) Scope and frequency . This section describes a verification procedure for sy stem response and updating

- recording frequency for continuous gas analyzers that output a single gas species mole fraction (i.e., concentration) based on a continuous combination of multiple gas species measured wi th multiple detectors (i.e., gas anal yz ers continuously compensated for other gas species). See §1065.308 for verification procedures that appl y to continuous gas anal yz ers that are not continuously compensated for other gas species or that use only

one d etector for gaseous species. Perform this verification to determine the sy stem response of the continuous gas anal yz er and its sampling s ys tem. This verification is required for continuous gas anal yz ers used for transient or ramped

- modal testing. You ne ed not perform this verification for batch gas anal yz ers or for continuous gas anal yz ers that are used only for discrete

- mode testing. For this check we consider water vapor a gaseous constituent. This verification does not apply to any processing of individual analyzer signals that are time

- aligned to their t 50 times and were verified according to §1065.308. For example, this verification does not apply to correction for water removed from the sample done in post

- processing according to §1065.659 (40 CF R 1066.620 for vehicle testing) and it does not appl y to NMHC determination from THC and CH 4 according to §1065.660. Perform this verification after initial installation (i.e., test cell commissioning) and after an y modifications to the sy stem that would change the sy stem response
. * * * * * (d) * * * (2) Equipment setup . We recommend using minimal lengths of gas transfer lines between all connections and fast

- acting three

- way valves (2 inlets, 1 outlet) to control the flow of zero and blended span gases to the sample sy stem’s probe inlet or a tee near the outlet of the probe. If yo u inject the gas at a tee near the outlet of the probe, you may correct the transformation time, t50 , for an estimate of the transport time from the probe inlet to the tee. No rmally the gas flow rate is higher than the sample flow rate and the excess is overflowed out the inlet of the probe. If the gas flow rate is lower than the sample flow rate, the gas concentrations must be adjusted to account for the dilution from ambient air drawn into the probe. We recommend you use the final, stabilized analyzer reading as the final gas concentration. Select span gases for the species being continuously

combined, other than H 2 O. Select concentrations of compensating species that will yield concentrations of these species at the anal yz er inlet that covers the range of concentrations expected during testing. You may use binary

or multi

- gas span gases. You may use a gas blending or mixing device to blend span gases. A gas blending or mixing device is recommended when blending span gases diluted in N 2 with span gases diluted in air. You may

use a multi

- gas span gas, such as NO
- CO
- CO 2 - C 3 H 8 - CH 4 , to verify multiple anal yz ers at the same time . In designing your experimental setup, avoi d pressure pulsations due to stopping the flow through the gas blending device. The change in gas concentration must be at least 20 % of the anal yz er ’ s range. If H 2 O correction is applicable, then s pan gases must be humidified before entering the anal yz e r; however, you may

not humidify

NO 2 span gas b y passing it through a sealed humidification vessel that contains water. You must humidify NO 2 span gas with another moist gas stream. We recommend humidifying your NO

- CO
- CO 2 - C 3 H 8 - CH 4 , balance N 2 blended gas by

flowing the gas mixture through a sealed vessel that humidifies the gas by bubbling it through distilled water and then mixing the gas with dry NO 2 gas, balanceEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 179 of 378 purified air. If your s ys tem does not use a sample dryer to remove water from the sample g as, you must humidify

y our span gas to the highest sample H 2 O content that you estimate during emission sampling. If your s ys tem uses a sample dryer during testing, it must pass the sample dryer verification check in §1065.342, and you must humidify your span gas to an H 2 O content greater than or equal to the level determined in §1065.145(e)(2). If you are humidifying span gases without NO 2 , use good engineering judgment to ensure that the wall temperatures in the transfer lines, fittings, and valves from the humidifying s ys tem to the probe are above the dewpoint required for the target H 2 O content. If you are humidifying span gases with NO 2 , use good engineering judgment to ensure that there is no condensation in the transfer lines, fittings, or valves f rom the point where humidified gas is mixed with NO 2 span gas to the probe. We recommend that you design your setup so that the wall temperatures in the transfer lines, fittings, and valves from the humidifying s ys tem to the probe are at least 5 oC above the local sample gas dewpoint. Operate the measurement and sample handling s ys tem as you do for emission testing. Make no modifications to the sample handling s ystem to reduce the risk of condensation. Flow humidified gas through the sampling s ys tem bef ore this check to allow stabilization of the measurement sy stem’s sampling handling s ys tem to occur, as it would for an emission test. * * * * * (g) Optional procedure . Follow the optional procedures in §1065.308(g), noting that you may use compensating gases mixed with ambient air for ox ygen anal yz ers. (h) Anal yz ers with H 2 O compensation sampling downstream of a sample dryer . You may omit humidifying the span gas as described in this paragraph (h). If an anal yz er compensates onl y for H 2 O, you may appl y the requirements of §1065.308 instead of the requirements of this section. You may omit humidifying the span gas if you meet the following conditions: (1) The anal yz er is located downstream of a sample dryer. (2) The maximum value for H 2 O mole fraction do wnstream of the dryer must be less than or equal to 0.010. Verify this during each sample dryer verification according to §1065.342. 274. Section 1065
. 310 is revised to read as follows: **§1065.310 Torque calibration.** (a) Scope and frequency . Calibrate all torque - measurement s ys tems including dy namometer torque measurement transducers and sy stems upon initial installation and after major maintenance. Use good engineering judgment to repeat the calibration. Follow the torque transducer manufacturer’s instru ctions for linearizing yo ur torque sensor’s output. We recommend that you calibrate the torque

- measurement sy stem with a reference force and a lever arm. (b ) Recommended procedure to quantify l ever - arm length . Quantify the lever

- arm length, NI ST
- traceabl e within  0.5 % uncertainty. The lever arm’s length must be measured from the centerline of the dy namometer to the point at which the reference force is measured. The lever arm must be perpendicular to gravity (i.e., horizontal), and it must be perpendi cular to the dy namometer’s rotational axis. Balance the lever arm’s torque or quantify

its net hanging torque, NIST

- traceable within  1 % uncertainty , and account for it as part of the reference torque.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 180 of 378 ( c ) Recommended procedure to quantify reference forc e . We recommend dead

- weight calibration, but you may

use either of the following procedures to quantify the reference force, NIST

- traceable within  0.5 % uncertainty. ( 1 ) Dead

- weight calibration . This technique applies a known force b y hanging known weights at a known distance along a lever arm. Make sure the weights’ lever arm is perpendicular to gravity (i.e., horizontal) and perpendicular to the dynamometer’s rotational axis. Apply

at least six calibration

- weight combinations for each applicable torque - measuring range, spacing the weight quantities about equally over the range. Oscillate or rotate the dynamometer during calibration to reduce frictional static hy steresis. Determine each weight’s reference force b y multiplying its NI ST
- traceable mass by the local acceleration of Earth’s gravity , as described in §1065.630. C alculate the reference torque as the weights’ reference force multiplied by the lever arm reference length. ( 2 ) Strain gage , load transducer, or proving ring calibration . This technique applies force either b y hanging weights on a lever arm (these weights and their lever arm length are not used as part of the reference torque determination) or by operating the dyn amometer at different torques. Appl y at least six force combinations for each applicable torque

measuring range, spacing the force quantities about equally over the range. Oscillate or rotate the dynamometer during calibration to reduce frictional static hysteresis. In this case, the reference torque is determined by multiplyi ng the force output from the reference meter (such as a strain gage , load transducer, or proving ring) by its effective lever

- arm length, which you measure from the point where the force measurement is made to the dynamometer’s rotational axis. Make sure you measure this length perpendicular to the reference meter’s measurement axis and perpendicular to the dy namometer’s rotational axis. 275. Section 1065
. 315 is amended by revising paragraph ( a) (2) to read as follows: **§1065.315 Pressure, temperature, and dew point calibration.**  (a) * * * (2) Temperature . We recommend digital dry

- block or stirred

- liquid temperature calibrators, with data logging capabilities to minimize transcription errors. We recommend using calibration reference quantities that are NI ST
- tra ceable within 0.5 % uncertainty. You may

perform linearity verification for temperature measurement sy stems with thermocouples, RTDs, and thermistors by removing the sensor from the sy stem and using a simulator in its place. Use a NIST

- traceable simulato r that is independentl y calibrated and, as appropriate, cold

- junction compensated. The simulator uncertainty scaled to absolute temperature must be less than 0.5 % of T max . If you use this option, you must use sensors that the supplier states are accurat e to better than 0.5 % of T max compared with their standard calibration curve. * * * * * 276. Section 1065
. 341 is amended by revising the section heading and paragraph s ( a) introductory

text, (d) introductory

text, and (f)(3) to read as follows: **§1065.341 CVS ,**  **PFD, and batch sampler verification (propane check).**  (a) A propane check serves as a CVS verification to determine if there is a discrepancy in measured values of diluted exhaust flow. You may use the same procedure to verifyEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 181 of 378 PFDs and batch samplers. Fo r purposes of PFD and batch sampler verification, read the term CVS to mean PFD or batch sampler as appropriate. A propane check also serves as a batch

- sampler verification to determine if there is a discrepancy in a batch sampling sy stem that extracts a sample from a CVS, as described in paragraph (g) of this section. Using good engineering judgment and safe practices, this check may be performed using a gas other than propane, such as CO 2 or CO. A failed propane check might indicate one or more problems that may require corrective action, as follows: * * * * * (d) If you performed the vacuum

- side leak verification of the HC sampling sy stem as described in paragraph (c)(8) of this section, you may use the HC contamination procedure in §1065.520( f ) to verify HC contamination. Otherwise, zero, span, and verify contamination of the HC sampling s ys tem, as follows: * * * * * (f) * * * (3) Calculate total C 3 H 8 mass based on your CVS and HC data as described in §1065.650 (40 CFR 1066.605 for vehicle testing) and §1065.660, using the molar mass of C 3 H 8 , M C3H8 , instead the effective molar mass of HC, M HC . * * * * * 277. Section 1065
. 350 is amended by revising paragrap h s ( d) and (e)(1) to read as follows: **§1065.350 H 2**  **O interference verification for CO 2**  **NDIR analyzers.** * * * * * (d) Procedure . Perform the interference verification as follows: (1) Start, operate, zero, and span the CO 2 NDIR analyzer as you would before an emission test. If the sample is passed through a dryer during emission testing, you may run this verification test with the dryer if it meets the requirements of §1065.342. Operate the dryer at the same conditions as you will for an emission test. You may also run this verification test without the sample dryer. (2) Create a humidified test gas b y bubbling zero gas that meets the specifications in §1065.750 through distilled H 2 O in a sealed vessel. If the sample is not passed through a dryer during em ission testing, control the vessel temperature to generate an H 2 O level at least as high as the maximum expected during emission testing. If the sample is passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the level determined in §1065.145(e)(2) for that dryer. (3) Introduce the humidified test gas into the sample sy stem. You may introduce it downstream of an y sample dryer, if one is used during testing. (4) If the sample is not pa ssed through a dryer during this verification test, m easure the H 2 O mole fraction, xH2O , of the humidified test gas, as close as possible to the inlet of the anal yz er. For example, measure dewpoint, T dew , and absolute pressure, p total , to calculate xH2O . Verify

that the H 2 O content meets the requirement in paragraph (d)(2) of this section. If the sample is passed through a dryer during this verification test, you must verify that the H 2 O content of the humidified test gas downstream of the vessel meets the requirement in paragraph (d)(2) of this section based on either direct measurement of the H 2 O content (e.g., dewpoint and pressure) or an estimate based on the vessel pressure and temperature. Use good engineering judgment to estimate the H 2 O content. For example,EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 182 of 378 yo u may use previous direct measurements of H 2 O content to verify the vessel’s level of saturation. (5) If a sample dryer is not used in this verification test, use good engineering judgment to prevent condensation in the transfer lines, fittings, or valves from the point where x H2O is measured to the analyzer. We recommend that you design your s ys tem so the wall temperatures in the transfer lines, fittings, and valves from the point where x H2O is measured to the anal yz er are at least 5 oC ab ove the local sample gas dewpoint
. (6) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the transfer line and to account for analyzer response. (7) While the anal yz er measures the sample’s concentration, reco rd 30 seconds of sampled data. Calculate the arithmetic mean of this data. The analyzer meets the interference verification if this value is within (0.0 ±0.4) mmol/mol. (e) * * * (1) You may

omit this verification if you can show by engineering anal ys is that for your CO 2 sampling sy stem and your emission

- calculation procedures, the H 2 O interference for yo ur CO 2 NDIR anal yz er alway s affects your brake

- specific emission results within  0.5 % of each of the applicable standards. This specification also applies for vehicle testing, except that it relates to emission results in g/mile or g/kilometer. * * * * * 278. Section 1065
. 355 is amended by revising paragraph s ( d) (2) and (d)(4) to read as follows: **§1065.355 H 2**  **O and CO 2**  **interference verification for CO NDIR analyzers.** * * * * * (d) * * * (2) Create a humidified CO 2 test gas by bubbling a CO 2 span gas that meets the specifications in §1065.750 through distilled H 2 O in a sealed vessel. If the sample is not passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the maximum expected during emission testing. If the sample is passed through a dryer during emission testing, control the vessel temperature to g enerate an H 2 O level at least as high as the level determined in §1065.145(e)(2) for that dryer. Use a CO 2 span gas concentration at least as high as the maximum expected during testing. * * * * * (4) If the sample is not passed through a dryer during thi s verification test, m easure the H 2 O mole fraction, xH2O , of the humidified CO 2 test gas as close as possible to the inlet of the anal yz er. For example, measure dewpoint, T dew , and absolute pressure, p total , to calculate xH2O . Verify

that the H 2 O content meets the requirement in paragraph (d)(2) of this section. I f the sample is passed through a dryer during this verification test, you must verify that the H 2 O content of the humidified test gas downstream of the vessel meets the requirement in paragraph (d)(2) of this section based on either direct measurement of the H 2 O content (e.g., dewpoint and pressure) or an estimate based on the vessel pressure and temperature. Use good engineering judgment to estimate the H 2 O content. For example, yo u may use previous direct measurements of H 2 O content to verify the vessel’s level of saturation. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 183 of 378 279. Section 1065
. 360 is amended by revising paragraph s ( a) (3), (b), (d), and (e) to read as follows: **§1065.360 FID optimization and verification.** (a) * * * (3) Verify the CH 4 response within 185 day s before testing as described in paragraph (e) of this section. (b) Calibration . Use good engineering judgment to develop a calibration procedure, such as one based on the FID

- anal yz er manufacturer’s instructions and recommended frequency for calibrating the FID. Alternatel y, yo u may remove s ys tem components for off

- site calibration. For a FID that measures THC, calibrate using C 3 H 8 calibration gases that meet the specifications of §1065.750. For a FID that meas ures CH 4 , calibrate using CH 4 calibration gases that meet the specifications of §1065.750. We recommend FID anal yz er zero and span gases that contain approximately the flow

- weighted mean concentration of O 2 expected during testing. If yo u use a FID to measure CH 4 downstream of a nonmethane cutter, you may calibrate that FID using CH 4 calibration gases with the cutter. Regardless of the calibration gas composition, calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. As another example, if you use a CH 4 span gas with a concentration of 200  mol/mol, span the FID to respond with a value of 200 mol/mol. * * * * * (d) THC FID CH 4 response factor determination . This procedure is only for FID anal yz ers that measure THC. Since FID anal yz ers generall y have a different response to CH 4 versus C 3 H 8 , determine each THC

- FI D analyzer’s CH 4 response factor, RF CH4[THC
FID] , after FID optimization. Use the most recent RF CH4[THC
- FID] measured according to this section in the calculations for HC determination described in §1065.660 to compensate for CH 4 response. Determine RF CH4[THC
- FID] as follows, not ing that you do not determine RF CH4[THC
- FID] for FIDs that are calibrated and spanned using CH 4 with a nonmethane cutter: (1) Select a C 3 H 8 span gas concentration that you use to span your analyzers before emission testing. Use only span gases that meet the specifications of §1065.750. Record the C 3 H 8 concentration of the gas. (2) Select a CH 4 span gas concentration that you use to span your analyzers before emission testing. Use only span gases that meet the specifications of §1065.750. Record the CH 4 concentration of the gas. (3) Start and operate the FID anal yz er according to the manufacturer’s instructions. (4) Confirm that the FID analy zer has been calibrated using C 3 H 8 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. (5) Zero the FID with a zero gas that you use for emission testing. (6) Span the FID with the C 3 H 8 span gas that you selected under paragraph (d)(1) of this section. (7) Introduce at the sample port of the FID analyzer, the CH 4 span gas that you selected under paragraph (d)(2) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 184 of 378 (8) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the anal yz er and to account for its response. (9) While the anal yz er measures the CH 4 concentration, record 30 seconds of sampled data. Calculate the arithme tic mean of these values. (10) For anal yz ers with multiple ranges, you need to perform the procedure in this paragraph (d) onl y on a single range. (1 1 ) Divide the mean measured concentration by the recorded span concentration of the CH 4 calibration gas. The result is the FID anal yz er’s response factor for CH 4 , RF CH4[THC
FID] . (e) THC FID CH 4 response verification . This procedure is onl y for FID analyzers that measure THC. Verify RF CH4[THC
- FID] as follows: (1) Perform a CH 4 response factor determinatio n as described in paragraph (d) of this section. If the resulting value of RF CH4[THC
- FID] is within  5 % of its most recent previously

determined value, the THC FID passes the CH 4 response verification. For example, if the most recent previous value for RF CH4[THC
- FID] was 1.05 and it increased by 0.05 to become 1.10 or it decreased by 0.05 to become 1.00, either case would be acceptable because  4.8 % is less than  5 %. ( 2 ) If RF

CH4[THC
- FID] i s not within the tolerance specified in paragraph (e)(1) of this section, use good engineering judgment to verify that the flow rates and/or pressures of FID fuel, burner air, and sample are at their most recent previously recorded values, as determined in paragraph (c) of this section. You may adjust these flow rates as necessary . Then determine the RF CH4[THC
- FID] as described in paragraph (d) of this section and verify

that it is within the tolerance specified in this paragraph (e). ( 3 ) If RF

CH4[THC
- FID] is not within the tolerance specified in this paragraph (e), re

- optimize the FID response as described in paragraph (c) of this section. ( 4 ) Determine a new RF CH4[THC
- FID] as described in paragraph (d) of this section. Use this new value of RF

CH4[THC
- FID ] in the calculations for HC determination, as described in §1065.660. (5) For anal yz ers with multiple ranges, you need to perform the procedure in this paragraph (e) onl y on a single range. 280. Section 1065
. 362 is amended by adding paragraph ( d ) (15) to read as follows: **§1065.362 Non -**  **stoichiometric raw exhaust FID O 2**  **interference verification.** * * * * * (d) * * (15) For anal yz ers with multiple ranges, you need to perform the procedure in this paragraph (d) onl y on a single range. 281. Section 1065
. 365 is amended by revising paragraph s ( a) , (b), (d)(1), (e)(1), (f) introductory

text, and (f)(1) to read as follows: **§1065.365 Nonmethane cutter penetration fractions.** (a) Scope and frequency . If you use a FID anal yz er and a nonmethane cutter (NMC) to measure methane (CH 4 ), determine the nonmethane cutter’s penetration fractions of CH 4 , PF CH4 , and ethane, PF C2H6 . As detailed in this section, these penetration fractions may be determined as a combination of NMC penetration fractions and FID anal yz er res ponse factors, depending on yo ur particular NMC and FID anal yz er configuration. Perform thisEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 185 of 378 verification after installing the nonmethane cutter. Repeat this verification within 185 day s of testing to verify

that the catal yt ic activity of the cutter has not deteriorated. Note that because nonmethane cutters can deteriorate rapidly and without warning if they are operated outside of certain ranges of gas concentrations and outside of certain temperature ranges, good engineering judgment may dictate that you determine a nonmethane cutter’s penetration fractions more frequently
. (b) Measurement principles . A nonmethane cutter is a heated catal ys t that removes nonmethane h ydrocarbons from an exhaust sample stream before the FID analyzer measures the remainin g hydrocarbon concentration. An ideal nonmethane cutter would have a CH 4 penetration fraction, PF CH4 , of 1.000, and the penetration fraction for all other nonmethane h ydrocarbons would be 0.000, as represented b y PF C2H6 . The emission calculations in §106 5.660 use the measured values from this verification to account for less than ideal NMC performance. * * * * * (d) * * * (1) Select CH 4 and C 2 H 6 anal yt ical gas mixtures and ensure that both mixtures meet the specifications of §1065.750. Select a CH 4 conce ntration that you would use for spanning the FID during emission testing and select a C 2 H 6 concentration that is ty pical of the peak NMHC concentration expected at the h ydrocarbon standard or equal to the THC anal yz er’s span value. For CH 4 analyzers with multiple ranges, perform this procedure on the highest range used for emission testing. * * * * * (e) * * * (1) Select CH 4 and C 2 H 6 anal yt ical gas mixtures and ensure that both mixtures meet the specifications of §1065.750. Select a CH 4 concentration that you would use for spanning the FID during emission testing and select a C 2 H 6 concentration that is ty pical of the peak NMHC concentration expected at the h ydrocarbon standard and the C 2 H 6 concentration ty pical of the peak total hydrocarbon (THC) concentration expected at the hydrocarbon standard or equal to the THC anal yz er’s span value. For CH 4 anal yz ers with multiple ranges, perform this procedure on the highest range used for emission testing. * * * * * (f) Procedure for a FID calibrated with CH 4 , by passing the NMC . If you use a FID with an NMC that is calibrated with CH 4 , by by passing the NMC, determine its combined ethane (C 2 H 6 ) response factor and penetration fraction, RF PF C2H6[NMC
- FID] , as well as its CH 4 penetration fraction, PF CH4[NMC
- FID ], as follows: (1) Select CH 4 and C 2 H 6 anal yt ical gas mixtures and ensure that both mixtures meet the specifications of §1065.750. Select a CH 4 concentration that you would use for spanning the FID during emission testing and select a C 2 H 6 concentration that is ty pical of the peak NMHC concentration expected at the h ydrocarbon standard or equal to the THC anal yz er’s span value. For CH 4 analyzers with multiple ranges, perform this procedure on the highest range used for emission testing. * * * * * 282. A new § 1065
. 369 is added to subpart D under the center header “Hydrocarbon Measurements” to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 186 of 378 **§1065.369 H 2**  **O, CO, and CO 2**  **interference verification for photoacoustic alcohol**  **analyzers.** (a) Scope and frequency . If you measure ethanol or methanol using a photoacoustic anal yz er, verify

the amount of H 2 O , CO, and CO 2 interference after initial analyzer installation and after major maintenance. (b) Measurement principles . H 2 O , CO, and CO 2 can positively interfere with a photoacoustic anal yz er by cau sing a response similar to ethanol or methanol . I f the photoacoustic anal yz er uses compensation algorithms that utilize measurements of other gases to meet this interference verification, simultaneously conduct these other measurements to test the compens ation algorithms during the anal yz er interference verification. (c) Sy stem requirements
. Photoacoustic anal yz ers must have combined interference that is within (0.0 ± 0.5 ) μmol/mol. We strongly recommend a lower interference that is within (0.0 ± 0. 2 5) μ mol/mol. (d) Procedure . Perform the interference verification by following the procedure in §1065.375(d), comparing the results to paragraph (c) of this section. 283. Section 1065
. 370 is amended by revising paragraph s ( d) (9) and (e)(5) to read as follows: **§10 65.370 CLD CO**  **2 and H**  **2 O quench verification.**  * * * * * (d) * * * (9) While flowing NO and CO 2 through the gas divider, stabilize the output of the gas divider. Determine the CO 2 concentration from the gas divider output, applying gas property correction as necessary to ensure accurate gas division , or measure it using an NDIR . Record this concentration, x CO2act , and use it in the quench verification calculations in §1065.675. A lternativel y, you may use a simple gas blending device and use an NDIR to determine this CO 2 concentration. If you use an NDIR, it must meet the requirements of this part for laboratory testing and you must span it with the CO 2 span gas from paragraph (d) (4) of this section. * * * * * (e) * * * (5) Humidify

the NO span gas b y bubbling it through distilled H 2 O in a sealed vessel. If the humidified NO span gas sample does not pass through a sample dryer for this verification test, control the vessel temperature to generate an H 2 O level approximately equal to the maximum mole fraction of H 2 O expected during emission testing. If the humidified NO span gas sample does not pass through a sample dryer, the quench verification calculations in §1065.675 scale the measured H 2 O quench to the highest mole fraction of H 2 O expected during emission testing. If the humidified NO span gas sample passes through a dryer for this verification test, control the vessel temperature to generate an H 2 O level at least as hi gh as the level determined in §1065.145(e)(2). For this case, the quench verification calculations in §1065.675 do not scale the measured H 2 O quench. * * * * * 284. Section 1065
. 375 is amended by revising paragraph ( d) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 187 of 378 **§1065.375 Interferen ce verification for N**  **2 O analyzers.**  * * * * * (d) Procedure . Perform the interference verification as follows: (1) Start, operate, zero, and span the N 2 O anal yz er as you would before an emission test. If the sample is passed through a dryer during emission testing, you may run this verification test with the dryer if it meets the requirements of §1065.342. Operate the dryer at the same conditions as you will for an emission test. You may also run this verification test without the sample dryer. (2 ) Create a humidified test gas b y bubbling a multi component span gas that incorporates the target interference species and meets the specifications in §1065.750 through distilled H 2 O in a sealed vessel. If the sample is not passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the maximum expected during emission testing. If the sample is passed through a dryer during emission testing, control the vessel temperature to generate an H 2 O level at least as high as the level determined in §1065.145(e)(2) for that dryer. Use interference span gas concentrations that are at least as high as the maximum expected during testing. (3) Introduce the humidified interference test gas into the sample sy stem. You may introduce it downstream of an y sample dryer, if one is used during testing. (4) If the sample is not passed through a dryer during this verification test, m easure the H 2 O mole fraction, xH2O , of the humidified interference test gas as cl ose as possible to the inlet of the anal yz er. For example, measure dewpoint, T dew , and absolute pressure, p total , to calculate x H2O . Verify

that the H 2 O content meets the requirement in paragraph (d)(2) of this section. If the sample is passed through a dryer during this verification test, you must verify

that the H 2 O content of the humidified test gas downstream of the vessel meets the requirement in paragraph (d)(2) of this section based on either direct measurement of the H 2 O content (e.g., dewpoint and pressure) or an estimate based on the vessel pressure and temperature. Use good engineering judgment to estimate the H 2 O content. For example, you may use previous direct measurements of H 2 O content to verify the vessel’s level of saturation. (5) If a sample dryer is not used in this verification test, use good engineering judgment to prevent condensation in the transfer lines, fittings, or valves from the point where x H2O is measured to the analyzer. We recommend that you design your s ys tem so that the wall temperatures in the transfer lines, fittings, and valves from the point where x H2O is measured to the anal yz er are at least 5 oC above the local sample gas dewpoint
. ( 6) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the transfer line and to account for analyzer response. (7) While the anal yz er measures the sample’s concentration, record its output for 30 seconds. Calcu late the arithmetic mean of this data. When performed with all the gases simultaneously , this is the combined interference. (8) The anal yz er meets the interference verification if the result of paragraph (d)(7) of this section meets the tolerance in paragraph (c) of this section. (9) You may

also run interference procedures separatel y for individual interference gases. If the interference gas levels used are higher than the maximum levels expected during testing, you may scale down each observed interference value (the arithmetic mean of 30 second data described in paragraph (d)(7) of this section) by multiplying the observed interference b y the ratio of the maximum expected concentration value to the actual valueEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 188 of 378 used during this procedure. You may run s eparate interference concentrations of H 2 O (down to 0.025 mol/mol H 2 O content) that are lower than the maximum levels expected during testing, but you must scale up the observed H 2 O interference b y multiplying the observed interference b y the ratio of the maximum expected H 2 O concentration value to the actual value used during this procedure. The sum of the scaled interference values must meet the tolerance for combined interference as specified in paragraph (c) of this section. 285. Section 1065
. 376 is amended by revising paragraph s (b ) , (d)(2)(vi), and (d)(2)(viii) to read as follows: **§1065.376 Chiller NO 2**  **penetration.** * * * * * (b) Measurement principles . A chiller removes H 2 O , which can otherwise interfere with a NO x measurement. However, liquid H 2 O remaining in an improperly designed chiller can remove NO 2 from the sample. If a chiller is used without an NO 2 - to -NO converter upstream, it could remove NO 2 from the sample prior NO x measurement. * * * * * (d) * * * (2) * * * (vi) Next saturate the sampling sy stem by overflowing a dewpoint generator’s output, set at a dewpoint of 50  C, to the gas sampling s ys tem’s probe or overflow fitting. Sample the dewpoint generator’s output through the sampling s ys tem and chiller for at least 10 minutes until the chiller is expected to be removing a constant rate of H 2 O
. * * * * * (viii) Correct x

NOxmeas to x

NOxdry based upon the residual H 2 O vapor that passed through the chiller at the chiller’s outlet temperature and pressure. * * * * * **Subpart E**

**— [Amended]**  286. Section 1065
. 405 is revised to read as follows: **§1065.405 Test engine preparation and maintenance.** This part 1065 describes how to test engines for a variety of purposes, including certification testing, production

- line testin g, and in

- use testing. Depending on which ty pe of testing is being conducted, different preparation and maintenance requirements apply for the test engine. (a) If you are testing an emission

- data engine for certification, make sure it is built to repres ent production engines , consistent with paragraph (f) of this section . This includes governors that you normally install on production engines. Production engines should also be tested with their installed governors. If yo ur engine is equipped with multiple user - selectable governor ty pes and if the governor does not manipulate the emission control sy stem (i.e
. , the governor onl y modulates an "operator demand" signal such as commanded fuel rate , torque , or power), cho ose the governor typ e that allows the test cell to most accuratel y follow the duty cycle. If the governor manipulates the emission control sy stem, treat it as an adjustable parameter. See paragraph (b) of this section for guidance on settin g adjustable parameters. If you do not install governors on productionEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 189 of 378 engines, simulate a governor that is representative of a governor that others will install on yo ur production engines. Incertain circumstances, you may incorporate test cell components to simulate an in

- use configuration, consistent with good engineering judgment. For example, §§1065.122 and 1065.125 allow the use of test cell components to represent engine cooling and intake air s ys tems. The provisions in §1065.110(e) also apply to emission

- data engines for certification. (b) We may

set adjustable parameters to any value in the valid range , and you are responsible for controlling emissions over the full valid range. For each adjustable parameter, if the standard

- setti ng part has no unique requirements and if we have not specified a value, use good engineering judgment to select the most common setting. If information on the most common setting is not available, select the setting representing the engine’s original shipped configuration
. If information on the most common and original settings is not available, set the adjustable parameter in the middle of the valid range. (c) Testing generall y occurs only after the test engine has undergone a stabilization step (or in

- use operation). If the engine has not already been stabilized, run the test engine, with all emission control sy stems operating, long enough to stabilize emissi on levels. Note that you must generally use the same stabilization procedures for emission

- data engines for which you apply the same deterioration factors so low

- hour emission

- data engines are consistent with the low

- hour engine used to develop the deteri oration factor. (1) Unless otherwise specified in the standard

- setting part, you may consider emission levels stable without measurement after 50 h of operation. If the engine needs less operation to stabilize emission levels, record your reasons and the methods for doing this, and give us these records if we ask for them. If the engine will be tested for certification as a low

- hour engine, see the standard

- setting part for limits on testing engines to establish low

- hour emission levels. (2) You may

stabi lize emissions from a catal yt ic exhaust aftertreatment device b y operating it on a different engine, consistent with good engineering judgment. Note that good engineering judgment requires that you consider both the purpose of the test and how your stabil ization method will affect the development and application of deterioration factors. For example, this method of stabilization is generall y not appropriate for production engines. We may also allow you to stabilize emissions from a catal yt ic exhaust afte rtreatment device by operating it on an engine

- exhaust simulator. ( d) Record an y maintenance, modifications, parts changes, diagnostic or emissions testing and document the need for each event. You must provide this information if we request it. ( e ) For a ccumulating operating hours on your test engines, select engine operation that represents normal in

- use operation for the engine family
. ( f ) If your engine will be used in a vehicle equipped with a canister for storing evaporative h ydrocarbons for eventual combustion in the engine and the test sequence involves a cold

- start or hot

- start duty cycle, attach a canister to the engine before running an emission test. You may omit using an evaporative canister for any hot

- stabilized duty cycles. You may

request to omit using an evaporative canister during testing if you can show that it would not affect your ability to show compliance with the applicable emission standards. You may operate the engine without an installed canister for serviceEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 190 of 378 accumulation. Prio r to an emission test, use the following steps to precondition a canister and attach it to your engine: (1) Use a canister and plumbing arrangement that represents the in

- use configuration of the largest capacity canister in all expected applications. (2) Precondition the canister as described in 40 CFR 86.132

- 96 (j). (3) Connect the canister ’ s purge port to the engine. (4) Plug the canister port that is normally connected to the fuel tank. (g) This paragraph (g) defines the components that are considered to be part of the engine for laboratory

testing. See §1065.110 for provisions related to s ys tem boundaries with respect to work inputs and outputs. (1) This paragraph (g)(1) describes certain criteria for considering a component to be part of the test eng ine. The criteria are intended to apply broadly , such that a component would generall y be considered part of the engine in cases of uncertainty. Except as specified in paragraph (g)(2) of this section, an engine

- related component meeting both the followi ng criteria is considered to be part of the test engine for purposes of testing and for stabilizing emission levels, preconditioning, and measuring emission levels: (i) The component directly affects the functioning of the engine, is related to controlling emissions, or transmits engine power. This would include engine cooling sy stems, engine controls, and transmissions. (ii) The component is covered b y the applicable certificate of conformity . For example, this criterion would ty

pically exclude radiators not described in an application for certification. (2) This paragraph (g)(2) applies for engine

- related components that meet the criteria of paragraph (g)(1) of this section, but that are part of the laboratory setup or are used for other engines. Such components are considered to be part of the test engine for preconditioning, but not for engine stabilization. For example, if you test your engines using the same laboratory exhaust tubing for all tests, there would be no restrictions on the number of test hours that could be accumulated with the tubing, but it would need to be preconditioned separately for each engine. 287. Section 1065
. 410 is amended by revising paragraph ( c) to read as follows: **§1065. 4**  **10 Maintenance lim its for stabilized**  **test engines .**  * * * * * ( c ) If you inspect an engine, k eep a record of the inspection and update your application to document an y changes that result . You may use an y kind of equipment, instrument, or tool to identify

bad engine components or perform maintenance if it is available at dealerships and other service outlets. * * * * * **Subpart F**

**— [Amended]**  288. Section 1065
. 501 is revised to read as follows: **§1065.501 Overview.** (a) Use the procedures detailed in this subpart to measure engine emissions over a specified duty c ycl e. Refer to subpart J of this part for field test procedures that describe how to measure emissions during in

- use engine operation. This section describes how to:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 191 of 378 (1) Map your engine, if applicable, b y recording specified speed and torq ue data, as measured from the engine’s primary output shaft. (2) Transform normalized duty cycles into reference duty c ycl es for your engine b y using an engine map. (3) Prepare your engine, equipment, and measurement instruments for an emission test. (4) Perform pre

- test procedures to verify proper operation of certain equipment and anal yz ers. (5) Record pre

- test data. (6) Start or restart the engine and sampling s ys tems. (7) Sample emissions throughout the duty c ycl e. (8) Record post

- test data. (9) Perfor m post - test procedures to verify proper operation of certain equipment and anal yz ers. (10) Weigh PM samples. (b) Unless we specify

otherwise, you may control the regeneration timing of infrequentl y regenerated aftertreatment devices such as diesel particul ate filters u sing good engineering judgment. You may control the regeneration timing using a sequence of engine operating conditions or you may initiate regeneration with an external regeneration switch or other command. This provision also allows you to ensure that a regeneration event does not occur during an emission test
. ( c ) An emission test generally consists of measuring emissions and other parameters while an engine follows one or more duty c yc les that are specified in the standard

- setting part. There are two general ty pes of duty c ycl es: (1) Transient cycles . Transient duty cycles are ty

pically specified in the standard

- setting part as a second

- by

- second sequence of speed commands and normalized torque (or power) commands. Operate an engine over a transient cycle such that the speed and torque of the engine’s primary output shaft follows the target values. Proportionally sample emissions and other parameters and use the calculations in subpart G of this part to calculate emissions. Start a tran sient test according to the standard

- setting part, as follows: (i) A cold

- start transient cycle where you start to measure emissions just before starting an engine that has not been warmed up. (ii) A hot

- start transient cycle where you start to measure emi ssions just before starting a warmed

- up engine. (iii) A hot running transient cycle where you start to measure emissions after an engine is started, warmed up, and running. (2) Steady- state cycles . Steady

- state duty c ycl es are typicall y specified in the s tandard

setting part as a list of discrete operating points (modes or notches), where each operating point has one value of a normalized speed command and one value of a normalized torque (or power) command. Ramped

- modal cycles for steady

- state testing al so list test times for each mode and transition times between modes where speed and torque are linearly ramped between modes, even for cycles with % power. Start a steady

- state cycle as a hot running test, where you start to measure emissions after an eng ine is started, warmed up and running. R un a steady- state duty cycle as a discrete

- mode cycle or a ramped

- modal cycle, as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 192 of 378 (i) Discrete

- mode cycles . Before emission sampling, stabilize an engine at the first discrete mode of the duty cycle specifi ed in the standard

- setting part . Sample emissions and other parameters for that mode in the same manner as a transient cycle, with the exception that reference speed and torque values are constant . Record data for that mode, transition to the next mode, and then stabilize the engine at the next mode. Continue to sample each mode discretely as a separate test interval and calculate composite brake

specific emission results according to §1065.650(g)(2)
. (A) Use good engineering judgment to determine the time required to stabilize the engine. You may

make this determination before starting the test based on prior experience, or you may

make this determination in real time based an automated stability criteria. If needed, you may cont inue to operate the engine after reaching stability to get laboratory equipment ready for sampling. (B) Collect PM on separate PM sample media for each mode. (C) The minimum sample time is 60 seconds. We recommend that you sample both gaseous and PM emissions over the same test interval. If you sample gaseous and PM emissions over different test intervals, there must be no change in engine operation between the two test intervals. These two test intervals may completel y or partially overlap, the y may run consecutively , or they may be separated in time. (ii) Ramped

- modal cycles . Perform ramped

- modal cycles similar to the way you would perform transient cycles, except that ramped

- modal cycles involve mostly steady

- state engine operation. Generate a ramped

- modal duty cycle as a sequence of second

- by

second (1 Hz) reference speed and torque points. Run the ramped

- modal duty cycle in the same manner as a transient cycle and use the 1 Hz reference speed and torque values to validate the cycle, even f or cycles with % power. Proportionally sample emissions and other parameters during the cycle and use the calculations in subpart G of this part to calculate emissions. ( d) Other subparts in this part identify how to select and prepare an engine for testing (subpart E), how to perform the required engine service accumulation (subpart E), and how to calculate emission results (subpart G). ( e ) Subpart J of this part describes how to perform field testing. 289. Section 1065
. 510 is amended by revising paragraph ( d) (5)(ii) to read as follows: **§1065.510 Engine mapping.** * * * * * (d) * * * (5) * * * (ii) For an y constant - speed engine, you may perform an engine map with a continuous torque sweep b y continuing to record the mean feedback speed and torque at 1 Hz or mo re frequently . Use the dy namometer to increase torque. Increase the reference torque at a constant rate from no

- load to the end point torque as defined in paragraph (d)(5)(i) of this section. You may continue mapping at higher torque setpoint s. Unless th e standard

setting part specifies otherwise, target a torque sweep rate equal to the manufacturer

declared test torque ( or a torque derived from your published power level if the declared test torque is not known) divided by 180 seconds . Stop recording af ter you complete the sweep. Verify

that the average torque sweep rate over the entire map is within ±7 % of the target torque sweep rate. U se linear interpolation to determine intermediate valuesEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 193 of 378 f rom this series of mean feedback speed and torque values. Use this series of mean feedback speeds and torques to generate the power map as described in paragraph (e) of this section. * * * * * 290. Section 1065
. 512 is amended by revising paragraph (b ) (5) to read as follows: **§1065.512 Duty cycle generation.** * * * * * (b) * * * (5) Ramped

- modal cycles . For ramped

- modal cycles, generate reference speed and torque values at 1 Hz and use this sequence of points to run the cycle and validate it in the same manner as with a transient cycle. During the transition between modes, linearl y ramp the denormalized reference speed and torque values between modes to generate reference points at 1 Hz. Do not linearly ramp the normalized reference torque values between modes and then denormalize them. Do not linearly ramp normali zed or denormalized reference power points. These cases will produce nonlinear torque ramps in the denormalized reference torques. If the speed and torque ramp runs through a point above the engine’s torque curve, continue to command the reference torque s and allow the operator demand to go to maximum. Note that you may omit power and either torque or speed points from the cycle

- validation criteria under these conditions as specified in §1065.514. * * * * * 291. A new § 1065
. 516 is added to subpart F to read as follows: **§1065.516 Sample s**  **ystem d**  **econtamination and p**  **reconditioning.** T his section describes how to manage the impact of sampling s ys tem contamination on emission measurements. Use good engineering judgement to determine if you should decontaminate and precondition your sampling s ystem. Contamination occurs when a regulated pollutant accumulates in the sample sy stem in a high enough concentration to cause release during emission tests
. H ydrocarbon s and PM are generall y the only regulated pollutants that contaminate sample s ys tems. Note that although th is section focuses on avoiding excessive contamination of sampling sy stems, you must also use good engineering judgment to avoid loss of sample to a sampling s ys tem that is too clean. The goal of decontamination is not to perfectly clean the sampling s ys t em, but rather to achieve equilibrium between the sampling s ys tem and the exhaust so emission components are neither lost to nor entrained from the sampling s ys tem. ( a) You may

p erform contamination checks as follows to determine if decontamination is need ed: (1) For dilute exhaust sampling sy stems , measure hydrocarbon and PM emissions by sampling with the CVS dilution air turned on , without an engine connected to it
. (2) For raw anal yz ers and sy stems that collect PM samples from raw exhaust , measure hydroc arbon and PM emissions by sampl ing purified air or nitrogen. (3) When calculating zero emission levels, apply all applicable corrections, including initial THC contamination and diluted (CVS) exhaust background corrections. (4) Sampling s ys tems are conside red contaminated if either of the following conditions applies:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 194 of 378 (i) The hydrocarbon emission level exceeds 2 % of the flow

- weighted mean concentration expected at the HC standard. (ii) T he PM emission level exceeds 5 % of the level expected at the standard and exceeds 20 μg on a 47 mm PTFE membrane filter. (b ) To precondition or decontaminate sampling s ystems , u se the following recommended procedure or select a different procedure using good engineering judgment : (1) Start the engine and use good engineering judgment to operate it at a condition that generates high exhaust temperatures at the sample probe inlet. (2) Operate an y dilution sy stems at their expected flow rates. Prevent aqueous condensation in the dilution sy stems. (3) Operate an y PM sampling s ys tems at their expected flow rates. (4) Sample PM for at least 10 min using any sample media. You may

change sample media at an y time during this process and you may discard them without weighing them. (5) You may purge an y gaseous sampling s ys tems that do not require decontamination during this procedure. (6) You may

conduct calibrations or verifications on any idle equipment or anal yz ers during this procedure. ( c ) If your sampling s ys tem is still contaminated fo llowing the procedure s specified in paragraph (b ) of this section, you may use more aggressive procedures to decontaminate the sampling s ys tem , as long as the decontamination does not cause the sampling sy stem to be cleaner than an equilibrium condition su ch that artificiall y low emission measurements may

result. 292. A new § 1065
. 518 is added to subpart F to read as follows: **§1065.518 Engine p**  **reconditioning.** (a) This section applies for engines where measured emissions are affected by prior operation, such as with a diesel engine that relies on urea

- based selective cataly tic reduction
. Note that §1065.520(e) allows you to run practice duty cycles before the emission test; this section recommends how to do this for the purpose of preconditioning the engine. Fo llow the standard

- setting part if it specifies a different engine preconditioning procedure. (b) The intent of engine preconditioning is to manage the representativeness of emissions and emission controls over the duty c ycl e and to reduce bias
. (c) This paragraph (c) specifies the engine preconditioning procedures for different ty pes of duty cycles . You must identify the amount of preconditioning before starting to precondition. You must run the predefined amount of preconditioning. You may measure emissions during preconditioning. You may not abort an emission test sequence based on emissions measured during preconditioning. For confirmatory testing, you may ask us to run more preconditioning cycles than we specify in this paragraph (c); we will agree to this onl y if you show that additional preconditioning cycles are required to meet the intent of paragraph (b ) of this section, for example, due to the effect of DPF regeneration on NH 3 storage in the SCR catal ys t. Perform preconditioning as fo llows, noting that the specific cycles for preconditioning are the same ones that apply for emission testing: (1) Cold

- start transient cycle. Precondition the engine b y running at least one hot

- start transient cycle. We will precondition your engine by r unning two hot

- start transientEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 195 of 378 cycles. Immediately

after completing each preconditioning cycle, shut down the engine and complete the engine

- off soak period. Immediately after completing the last preconditioning cycle, shut down the engine and begin the cold soak as described in §1065.530(a)(1). (2) Hot
- start transient cycle. Precondition the engine by running at least one hot

- start transient cycle. We will precondition your engine by running two hot

- start transient cycles. Immediately

after completing each preconditioning cycle, shut down the engine, then start the next cycle (including the emission test) as soon as practical
. For an y repeat cycles, start the next cycle within 60 seconds after completing the last preconditioning cycle (this is optional for manufacturer testing)
. (3) Hot
- running transient cycle. Precondition the engine by running at least one hot

running transient cycle. We will precondition your engine by running two hot

- running transient cycles. Do not shut down the engine between cycles. Immediately after completing each preconditioning cycle, start the next cycle (including the emission test) as soon as practical
. For any repeat cycles, start the next cycle within 60 seconds after completing the last preconditioning cycle (this is optional for manufacturer testing)
. See §1065.530(a)(1)(iii) for additional instructions if the cycle begins and ends under different operating conditions. (4) Discrete

- mode cycle for steady- state t esting. Precondition the engine at the same operating condition as the next test mode, unless the standard

- setting part specifies otherwise . We will precondition your engine by running it for at least five minutes before sampling
. (5) Ramped

- modal cycle for steady- state testing. Precondition the engine by running at least the second half of the ramped

- modal cycle , based on the number of test modes
. For example, for the five

- mode cycle specified in 40 CFR 1039.505(b)(1), the second half of the cycle cons ists of modes three through five. We will precondition your engine by running one complete ramped

- modal cycle. Do not shut down the engine between cycles. Immediately

after completing each preconditioning cycle, start the next cycle (including the emiss ion test) as soon as practical. For an y repeat cycles, start the next cycle within 60 seconds after completing the last preconditioning cycle
. See §1065.530(a)(1)(iii) for additional instructions if the cycle begins and ends under different operating conditions. (d) You may

conduct calibrations or verifications on any idle equipment or anal yz ers during engine preconditio ning. 293. Section 1065.520 is revised to read as follows: **§1065.520 Pre -**  **test verific ation procedures and pre**  **- test data collection.**  (a) For tests in which yo u measure PM emissions , follow the procedures for PM sample preconditioning and tare weighing according to §1065.590. (b) Unless the standard

- setting part specifies different tolerance s, verify at some point before the test that ambient conditions are within the tolerances specified in this paragraph (b). For purposes of this paragraph (b), “before the test” means any time from a point just prior to engine starting (excluding engine re starts) to the point at which emission sampling begins. (1) Ambient temperature of (20 to 30) °C. See §1065.530(j) for circumstances under which ambient temperatures must remain within this range during the test.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 196 of 378 (2) Atmospheric pressure of (80.000 to 103.325) kPa and within ±5 kPa of the value recorded at the time of the last engine map. You are not required to verify atmospheric pressure prior to a hot start test interval for testing that also includes a cold start. (3) Dilution air conditions as spe cified in §1065.140, except in cases where you preheat yo ur CVS before a cold start test. We recommend verifying dilution air conditions just prior to the start of each test interval. (c) You may

test engines at any

intake

- air humidity , and we may test en gines at an y intake

- air humidity
. (d) Verify that auxiliary

- work inputs and outputs are configured as they were during engine mapping, as described in§1065.510(a). (e) You may

perform a final calibration of the speed, torque, and proportional

- flow control sy stems, which may include performing practice duty c ycl es (or portions of duty cycles)
. This may

be done in conjunction with the preconditioning in §1065.518. ( f ) Verify the amount of nonmethane h ydrocarbon contamination in the exhaust and background HC sampling s ys tems within 8 hours before the start of the first test interval of each duty- cycle sequence for laboratory tests. You may

verify the contamination of a background HC sampling s ys tem by reading the last bag fill and purge using zero gas. For any NMHC measurement sy stem that involves separatel y measuring CH 4 and subtracting it from a THC measurement or for any CH 4 measurement sy stem that uses an NMC, verify

the amount of THC contamination using onl y the THC analyzer response. There is no need t o operate any separate CH 4 analyzer for this verification ; however , you may measure and correct for THC contamination in the CH 4 sample path for the cases where NMHC is determined by subtracting CH 4 from THC or , where CH 4 is determined, using an NMC a s configured in §1065.365(d), (e), and (f); and using the calculations in §1065.660(b)(2). Perform this verification as follows: (1) Select the HC anal yz er range for measuring the flow

- weighted mean concentration expected at the HC standard. (2) Zero the H C anal yz er at the anal yz er zero or sample port. Note that FID zero and span balance gases may

be any combination of purified air or purified nitrogen that meets the specifications of §1065.750. We recommend FID anal yz er zero and span gases that contain ap proximately

the flow

- weighted mean concentration of O 2 expected during testing. (3) Span the HC analyzer using span gas introduced at the anal yz er span or sample port. Span on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. (4) Overflow zero gas at the HC probe inlet or into a tee near the probe outlet. (5) Measure the THC concentration in the sampling and background sy stems as foll ows: (i) For continuous sampling, record the mean THC concentration as overflow zero gas flows. (ii) For batch sampling, fill the sample medium (e.g., bag) and record its mean THC concentration. (iii) For the background system, record the mean THC concentr ation of the last fill and purge. (6) Record this value as the initial THC concentration, x THC[THC
- FID]init , and use it to correct measured values as described in §1065.660. (7) You may

correct the measured initial THC concentration for drift as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 197 of 378 ( i) For batch and continuous HC analyzers, after determining the initial THC concentration, flow zero gas to the anal yz er zero or sample port. When the anal yz er reading is stable, record the mean anal yz er value. (ii) Flow span gas to the anal yz er span or s ample port. When the anal yz er reading is stable, record the mean analyzer value. (iii) Use mean anal yz er values from paragraphs ( f )(2), ( f )(3), ( f )(7)(i), and ( f

)(7)(ii) of this section to correct the initial THC concentration recorded in paragraph ( f )(6) of this section for drift, as described in §1065.550. (8) If an y of the xTHC[THC
- FID]init values exceed the greatest of the following values, determine the source of the contamination and take corrective action, such as purging the sy stem during an additi onal preconditioning cycle or replacing contaminated portions: (i) 2 % of the flow

- weighted mean concentration expected at the HC (THC or NMHC) standard. (ii) 2 % of the flow

- weighted mean concentration of HC (THC or NMHC) measured during testing. (iii) 2 mol/mol. (9) If corrective action does not resolve the deficiency , you may request to use the contaminated s ys tem as an alternate procedure under §1065.10. 294. Section 1065
. 526 is revised to read as follows: **§1065.526 Repeating of void modes or test intervals.**  (a) Test modes and test intervals can be voided because of instrument malfunction, engine stalling, emissions exceeding instrument ranges , and other unexpected deviations from the specified procedures . This section specifies circumstances for which a test mode or test interval can be repeated without repeating the entire test. (b) This section is intended to result in replicate test modes and test intervals that are identical to what would have occurred if the cause of the voiding had not occurred. It does not allow you to repeat test modes or test intervals in any circumstances that would be inconsistent with good engineering judgment. For example, the procedures specified here for repeating a mode or interval may not apply

for c ertain engines that include hy brid energy

storage features or emission controls that involve phy sical or chemical storage of pollutants. This section applies for circumstances in which emission concentrations exceed the anal yz er range onl y if it is due to operator error or anal yz er malfunction. It does not apply for circumstances in which the emission concentrations exceed the range because they were higher than expected. (c) If one of the modes of a discrete

- mode duty c ycle is voided while running the d uty cycle as provided in this section, you may void the results for that individual mode and continue the duty

cycle as follows: (1) If the engine has stalled or been shut down, restart the engine. (2) Use good engineering judgment to restart the duty cycle using the appropriate steps in §1065.530(b). (3) Stabilize the engine by operating it at the mode at which the duty c yc le was interrupted and continue with the duty cycle as specified in the standard

- setting part. (d) If an individual mode of a disc rete - mode duty cycle sequence is voided after running the full duty

cycle, you may

void results for that mode and repeat testing for that mode as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 198 of 378 (1) Use good engineering judgment to restart the test sequence using the appropriate steps in §1065.5 30(b). (2) Stabilize the engine by operating it at that mode. (3) Sample emissions over an appropriate test interval. (4) If you sampled gaseous and PM emissions over separate test intervals for a voided mode, you must void both test intervals and repeat s ampling of both gaseous and PM emissions for that mode. (e) If a transient or ramped

- modal cycle test interval is voided as provided in this section, yo u may repeat the test interval as follows: (1) Use good engineering judgment to restart (as applicable) and precondition the engine to the same condition as would apply for normal testing. This may require you to complete the voided test interval. For example, you may generally repeat a hot

- start test of a heav y- duty highway engine after completing the voi ded hot

- start test and allowing the engine to soak for 20 minutes. (2) Complete the remainder of the test according to the provisions in this subpart. ( f ) Keep records from the voided test mode or test interval in the same manner as required for unvoided t ests. 295. Section 1065
. 530 is amended by revising paragraph s ( a) , (b), and (c) to read as follows: **§1065.530 Emission test sequence.** (a) Time the start of testing as follows: (1) Perform one of the following if you precondition the engine as described in §1065.5 18 : (i) For cold

- start duty c ycles, shut down the engine. Unless the standard

- setting part specifies that you may only perform a natural engine cooldown, you may perform a forced engine cooldown. Use good engineering judgment to s et up s ys tems to send cooling air across the engine, to send cool oil through the engine lubrication sy stem, to remove heat from coolant through the engine cooling s ys tem, and to remove heat from any exhaust aftertreatment sy stems. In the case of a forced aftertreatment cooldown, good engineering judgment would indicate that you not start flowing cooling air until the aftertreatment s ys tem has cooled below its catal yt ic activation temperature. For platinum

- group metal cataly sts, this temperature is about 200 °C. Once the aftertreatment sy stem has naturall y cooled below its catal yt ic activation temperature, good engineering judgment would indicate that you use clean air with a temperature of at least 15 °C, and direct the air through the aftertreatment s ys tem in the normal direction of exhaust flow. Do not use an y cooling procedure that results in unrepresentative emissions (see §1065.10(c)(1)). You may start a cold

- start duty

cycle when the temperatures of an engine ’ s lubricant, coolant, and aftertreatment s ys tems are all between (20 and 30) °C. (ii) For hot

- start emission measurements, shut down the engine immediately after completing the last preconditioning cycle
. For any repeat cycles, start the hot

- start transient emission test within 60 seconds af ter completing the last preconditioning cycle (this is optional for manufacturer testing )
. (iii) For testing that involves hot

- stabilized emission measurements, such as any steady

state testing with a ramped

- modal cycle , start the hot

- stabil ized emission test within 60 seconds after completing the last preconditioning cycle ( the time between cycles isEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 199 of 378 optional for manufacturer testing ) . If the hot

- stabilized cycle begins and ends with different operating condition s , add a li near transition period of 20 seconds between hot

stabilized cycles where you linearly ramp the (denormalized) reference speed and torque values over the transition period. See §1065.501(c)(2)(i) for discrete

- mode cycles. (2) If you do not precondition the engine as described in §1065.518 , perform one of the following: (i) For cold

- start duty c ycles, prepare the engine according to paragraph (a)(1)(i) of this section. (ii) For hot

- start duty

cycles, first operate the engine at any speed above peak

- torque speed and at (65 to 85) % of maximum mapped power until either the engine coolant, block, or head absolute temperature is within ±2 % of its mean value for at least 2 min or until the engine thermostat controls engine temperature. Shut down the engine. S tart the duty cycle within 20 min of engine shutdown. (iii) For testing that involves hot

- stabilized emission measurements, bring the engine either to warm idle or the first operating point of the duty cycle. Start the test within 10 min of achieving temp erature stability . Determine temperature stability either as the point at which the engine coolant, block, or head absolute temperature is within ±2 % of its mean value for at least 2 min, or as the point at which the engine thermostat controls engine temperature. (b) Take the following steps before emission sampling begins: (1) For batch sampling, connect clean storage media, such as evacuated bags or tare

weighed filters. (2) Start all measurement instruments according to the instrument manufacturer’s in structions and using good engineering judgment. (3) Start dilution systems, sample pumps, cooling fans, and the data

- collection sy stem. (4) Pre

- heat or pre

- cool heat exchangers in the sampling sy stem to within their operating temperature tolerances for a t est. (5) Allow heated or cooled components such as sample lines, filters, chillers, and pumps to stabilize at their operating temperatures. (6) Verify that there are no significant vacuum

- side leaks according to §1065.345. (7) Adjust the sample flow rates to desired levels, using by pass flow, if desired. (8) Zero or re

- zero an y electronic integrating devices, before the start of any test interval. (9) Select gas anal yz er ranges. You may automatically

or manuall y switch gas anal yz er ranges during a test on ly

if switching is performed by changing the span over which the digital resolution of the instrument is applied. During a test you may not switch the gains of an anal yz er’s analog operational amplifier(s). (10) Zero and span all continuous analy zers usin g NI ST
- traceable gases that meet the specifications of §1065.750. Span FID anal yz ers on a carbon number basis of one (1), C 1 . For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. Span FID anal yz ers consistent with the determination of their respective response factors, RF , and penetration fractions, PF , according to §1065.365. (11) We recommend that you verify gas anal yz er responses after zeroing and spanning by sampling a calibration gas that has a concentration near one

- half of the span gas concentration. Based on the results and good engineering judgment, you may decide whether or not to re

- zero, re - span, or re - calibrate a gas anal yz er before starting a test.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 200 of 378 (1 2 ) Drain an y accumulated condensate from the intake air s ys tem before starting a duty cycle, as described in § 1065.125(e)(1). If engine and aftertreatment preconditioning cycles are run before the duty cycle, treat the preconditioning cycles and any associated soak period as part of the duty cycle for the purpose of opening drains and draining condensate. Note that yo u must close any intake air condensate drains that are not representative of those normally open during in

- use operation. (c) Start and run each test interval as described in this paragraph (c). The procedure varies depending on whether the test interval is part of a discrete

- mode cycle, and whether the test interval includes engine starting. Note that the standard

- setting part may apply different requirements f

or running test intervals. For example, 40 CFR part 1033 specifies a different way

to perform discrete

- mode testing. ( 1 ) For s teady- state discrete

- mode duty cycles , start the duty cycle with the engine warmed

- up and running as described in §1065.501(c)(2) (i). Run each mode in the sequence specified in the standard

- setting part
. This will require controlling engine speed, engine load, or other operator demand settings as specified in the standard

- setting part. S imultaneously

start any electronic integrating devices, continuous data recording, and batch sampling. We recommend that you stabilize the engine for at least 5 minutes for each mode. Once sampling begins, sample continuously for at least 1 minute. Note that longer sample times may be needed fo r accurately measuring very

low emission levels. ( 2 ) For transient and steady

- state ramped

- modal duty cycles that do not include engine starting , start the test interval with the engine running as soon as practical after completing engine preconditioning
. Simultaneously start an y electronic integrating devices, continuous data recording, batch sampling, and execution of the duty cycle. ( 3 ) If engine starting is part of the test interval, simultaneously start an y electronic integrating devices, continuous d ata recording, and batch sampling before attempting to start the engine. Initiate the sequence of points in the duty cycle when the engine starts. ( 4 ) For batch sampling sy stems , you may advance or delay the start and end of sampling at the beginning and end of the test interval to improve the accuracy of the batch sample , consistent with good engineering judgment
. * * * * * 296. Section 1065
. 545 is revised to read as follows: **§1065.545 Verification**  **of proportional flow control for batch sampling.** For an y proportional batch sample such as a bag or PM filter, demonstrate that proportional sampling was maintained using one of the following, noting that you may omit up to 5 % of the total number of data points as outliers: (a) For an y pair of flow rates , use recorded sample and total flow rates, where total flow rate means the raw exhaust flow rate for raw exhaust sampling and the dilute exhaust flow rate for CVS sampling, or their 1 Hz means with the statistical calculations in §1065.602. Determine the standard error of the estimate, SEE , of the sample flow rate versus the total flow rate. For each test interval, demonstrate that SEE was less than or equal to 3.5 % of the mean sample flow rate. (b) For an y pair of flow rates , use recorded sample and total flo w rates, where total flow rate means the raw exhaust flow rate for raw exhaust sampling and the dilute exhaust flow rate for CVS sampling, or their 1 Hz means to demonstrate that each flow rate wasEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 201 of 378 constant within ±2.5 % of its respective mean or target fl ow rate. You may use the following options instead of recording the respective flow rate of each type of meter: (1) Critical

- flow venturi option . For critical

- flow venturis, you may use recorded venturi

inlet conditions or their 1 Hz means. Demonstrate that the flow density at the venturi inlet was constant within ±2.5 % of the mean or target density over each test interval. For a CVS critical

- flow venturi, you may demonstrate this by

showing that the absolute temperature at the venturi inlet was constant within ±4 % of the mean or target absolute temperature over each test interval. (2) Positive

- displacement pump option . You may use recorded pump

- inlet conditions or their 1 Hz means. Demonstrate that the flow density at the pump inlet was constant within ±2.5 % of the mean or target density over each test interval. For a CVS pump, yo u may demonstrate this by

showing that the absolute temperature at the pump inlet was constant within ±2 % of the mean or target absolute temperature over each test interv al. (c) Using good engineering judgment, demonstrate with an engineering analy sis that the proportional

- flow control sy stem inherently ensures proportional sampling under all circumstances expected during testing. For example, you might use CFVs for both sample flow and total dilute exhaust (CVS) flow and demonstrate that they alway s have the same inlet pressures and temperatures and that they alway s operate under critical

- flow conditions. 297. Section 1065
. 546 is amended by revising the section heading and th e introductory text to read as follows: **§1065.546 Verification**  **of minimum dilution ratio for PM batch sampling.** Use continuous flows and/or tracer gas concentrations for transient and ramped

- modal cycles to verify the minimum dilution ratios for PM batch sampling as specified in §1065.140(e)(2) over the test interval. You may use mode

- average values instead of continuous measurements for discrete mode steady

- state duty cycles. Determine the minimum primary

and mi nimum overall dilution ratios using one of the following methods (you may

use a different method for each stage of dilution): * * * * * 298. Section 1065
. 550 is revised to read as follows: **§1065.550 Gas analyzer range verification**  **and drift verification**  **.** (a) Range verification . If an anal yz er operated above 100 % of its range at any time during the test, perform the following steps: (1) For batch sampling, re

- anal yz e the sample using the lowest anal yz er range that results in a maximum instrument response belo w 100 %. Report the result from the lowest range from which the anal yz er operates below 100 % of its range. (2) For continuous sampling, repeat the entire test using the next higher analy zer range. If the analyzer again operates above 100 % of its range, repeat the test using the next higher range. Continue to repeat the test until the anal yz er alway s operates at less than 100 % of its range. (b) Drift verification
. Gas analyzer drift verification is required for all gaseous exhaust constituents for whi ch an emission standard applies. It is also required for CO 2 even if there is no CO 2 emission standard. It is not required for other gaseous exhaust constituents for which only a reporting requirement applies ( such as CH 4 and N 2 O).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 202 of 378 (1) Verify drift usi ng one of the following methods : (i) For regulated exhaust constituents determined from the mass of a single component, perform drift verification based on the regulated constituent. For example, when NO x mass is determined with a dry sample measured with a CLD and the removed water is corrected based on measured CO 2 , CO, THC, and NO x concentrations , you must verify the calculated NO x value. (ii) For regulated exhaust constituents determined from the masse s of multiple subcomponents, perform the drift verification based on either the regulated constituent or all the mass subcomponents. For example, when NO x is measured with separate NO and NO 2 analyzers, you must verify either the NO x value or both the NO and NO 2 values. (iii) For regulated exhaust constituents determined from the concentrations of multiple gaseous emis sion subcomponents prior to performing mass calculations, perform drift verification on the regulated constituent. You may not verify the c oncentration subcomponents (e.g., THC and CH 4 for NMHC) separately. For example, for NMHC measurements, perform drift verification on NMHC; do not verify THC and CH 4 separately
. (2) Drift verification requires two sets of emission calculations. For e ach set of calculations, include all the constituents in the drift verification
. Calculate one set using the data before drift correction and calculate the other set after correcting all the data for drift according to §1065.672. Note that for purposes of drift verification , you must leave unaltered an y negative emission results over a given test interval (i.e., do not set them to zero). These unaltered results are used when verifying either test interval results or composite brake

- specific emissions over the entire duty cycle for drift. For each constituent to be verified , both sets of calculations must include the following: (i) Calculated m ass (or mass rate) emission values over ea ch test interval. (ii) If you are verifying each test interval based on brake

- specific values, calculate brake

specific emission values over each test interval. (iii) If you are verifying over the entire duty cycle, calculate composite brake

- specific emiss ion values. (3) The duty c ycl e is verified for drift if you satisfy the following criteria: (i) For each regulated gaseous exhaust constituent, you must satisfy one of the following: (A) For each test interval of the duty cycle , the difference between the uncorrected and the corrected brake

- specific emission values of the regulated constituent must be within ±4 % of the uncorrected value or the applicable emissions standard, whichever is greater
. Alternativel y, the difference between the uncorrected and th e corrected emission mass (or mass rate) values of the regulated constituent must be within  4 % of the uncorrected value or the composite work (or power) multiplied by the applicable emissions standard, whichever is greater. For purposes of verifying eac h test interval, you may use either the reference or actual composite work (or power). (B) For each test interval of the duty cycle and for each mass subcomponent of the regulated constituent , the difference between the uncorrected and the corrected brake

specific emission values must be within ±4 % of the uncorrected value . Alternativel y, the difference between the uncorrected and the corrected emissions mass (or mass rate) values must be within ±4 % of the uncorrected value.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 203 of 378 (C) For the entire duty c ycle , the difference between the uncorrected and the corrected composite brake

- specific emission values of the regulated constituent must be within ±4 % of the uncorrected value or applicable emission standard, whichever is greater. (D) For the entire duty

cyc le and for each subcomponent of the regulated constituent, the difference between the uncorrected and the corrected composite brake

- specific emission values must be within ±4 % of the uncorrected value. (ii) Where no emission standard applies for CO 2 , you must satisfy one of the following: (A) For each test interval of the duty cycle, the difference between the uncorrected and the corrected brake

- specific CO 2 values must be within ±4 % of the uncorrected value; or the difference between the uncorrected and the corrected CO 2 mass (or mass rate) values must be within ±4 % of the uncorrected value. (B) For the entire duty c ycle, the difference between the uncorrected and the corrected composite brake

- specific CO 2 values must be within ±4 % of the uncorrected value. (4) If the test is not verified for drift as described in paragraph (b)(1) of this section, you may consider the test results for the duty cycle to be valid only

if, using good engineering judgment, the observed drift does not affect your ability to d emonstrate compliance with the applicable emission standards. For example, if the drift

- corrected value is less than the standard b y at least two times the absolute difference between the uncorrected and corrected values, you may consider the data to be v erified for demonstrating compliance with the applicable standard. **Subpart G**

**— [Amended]**  **[Note to Editor: The equations and other mathematical expressions in this subpart depend on careful use of italics. In general, variable expressions are italicized**  **and subscripts are not. Please take steps to avoid changing the font from the original**  **Word file. This has been a problem in some published rules.]** 299. Section 1065
. 601 is amended by revising paragraph (b ) to read as follows: **§1065.601 Overview.** * * * * * (b) You may

use data from multiple systems to calculate test results for a single emission test, consistent with good engineering judgment. You may also make multiple measurements from a single batch sample, such as multiple weighings of a PM filter or mu ltiple readings from a bag sample. Although you may use an average of multiple measurements from a single test, you may not use test results from multiple emission tests to report emissions. (1) We allow weighted means where appropriate. (2) You may

discard statistical outliers, but you must report all results. (3) For emission measurements related to durability testing, we may

allow you to exclude certain test points other than statistical outliers relative to compliance with emission standards, consistent with good engineering judgment and normal measurement variability ; however, you must include these results when calculating the deterioration factor. This would allow you to use durability data from an engine that has an intermediate test result above the standard that cannot be discarded as a statistical outlier, as long as good engineering judgment indicates that the test result does not represent theEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 204 of 378 engine’s actual emission level. Note that good engineering judgment would preclude you from excluding endpoints. Also, if normal measurement variability causes emission results below zero, include the negative result in calculating the deterioration factor to avoid an upward bias. These provisions related to durability testing are intended to address ve ry

stringent standards where measurement variability is large relative to the emission standard. * * * * * 300. Section 1065
. 602 is amended by revising paragraph s ( f

) , (j), (k), and (l)(1)(ii) to read as follows: **§1065.602 Statistics.** * * * * * (f) t- test . De termine if your data passes a t- test by using the following equations and tables: (1) For an unpaired t- test, calculate the t statistic and its number of degrees of freedom, , as follows:

ref 2 2 y ref ref y y t N N

     Eq. 1065.602
- 5 2 2 2 y ref ref 2 2 2 2 y ref ref ref 

### 1 1 N N v N N N N  

                        

  Eq. 1065.602
- 6 Example: ref 

### y = 1205.3 y = 1123.8  ref = 9.399  y = 10.583 N ref = 11 N = 7

2 2 1205.3 1123.8 9.399 10.583 11 7 t    t = 16.63
 ref = 9.399  y = 10.583EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 205 of 378 N ref = 11 N = 7 2

2 2

2 2 2 2 9.399 10.583 11 7 9.399 10.583 11 7 11 1 7 1 v  

                 



  

### v = 11.76 (2) For a paired t- test, calculate the t statistic and its number of degrees of freedom, , as follows, noting that the i



###  are the errors (e.g., differences) between each pair of yrefi an d y i :

ε N t     Eq. 1065.602
- 7 Example: 

###  = – 0.12580 N = 16

ε 

###  = 0.04837 0.12580 16 0.04837 t    t = 10.403


### v = N

– 1 Example: N = 16 

### v = 16

– 1 

### v = 15 (3) Use Table 1 of this section to compare t to the tcrit values tabulated versus the number of degrees of freedom. If t is less than tcrit , then t passes the t- test. T he Microsoft Excel software has a TINV function that returns results equivalent results and may be used in place of Table 1 , which follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 206 of 378 T ABLE 1 OF §1065.602

– C RITICAL t VALUES V ERSUS NUMBER OF D EGREES OF F REEDOM ,  1

 Confidence

90% 95% 1 6.314 12.706 2 2.920 4.303 3 2.353 3.182 4 2.132 2.776 5 2.015 2.571 6 1.943 2.447 7 1.895 2.365 8 1.860 2.306 9 1.833 2.262 10 1.812 2.228 11 1.796 2.201 12 1.782 2.179 13 1.771 2.160 14 1.761 2.145 15 1.753 2.131 16 1.746 2.120 18 1.734 2.101 20 1.725 2.086 22 1.717 2.074 24 1.711 2.064 26 1.706 2.056 28 1.701 2.048 30 1.697 2.042 35 1.690 2.030 40 1.684 2.021 50 1.676 2.009 70 1.667 1.994 100 1.660 1.984 1000+ 1.645 1.960 1 Use linear interpolation to establish values not shown here.
* * * * * (j) Standard estimate of error . Calculate a standard estimate of error, SEE , as follows: 2 i 0y 1 y refi i 1 y 

### ( )

2 N 

### y a a y SEE N

 

###  

    



 

#  Eq. 1065.602
- 11 Example:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 207 of 378 N = 6000 y 1 = 2045.8 a 0y = – 16.8083 a 1y = 1.0110 y ref1 = 2045.0 

##   2 2 6000 ref 6000 y 2045.8 ( 1 6.8083 ) ( 1.0110 2045.0)
... ( 1 6.8083 ) ( 1.0110 ) 6000 2 y y SEE  

     
     

 SEE y = 5.348 (k) Coefficient of determination . Calculate a coefficient of determination , 2 y r , as follows: 

##   2

i 0 y 1 y r efi 2 i 1 y 2 i i 1 ( ) 1 N

N y a a y r y y



  

    

 

 

##   Eq. 1065.602
- 12 Example: N = 6000 y 1 = 2045.8 a 0y = – 16.8083 a 1y = 1.0110 yref1 = 2045.0 y = 1480.5 

##  

  2 2 6000 ref6000 2 y 2 2 6000 2045.8 ( 1 6.8083 ) ( 1.0110 2045.0)
... ( 1 6.8083 ) ( 1.0110 ) 1 2045.8 1480.5
... 1480.5 y y r y  

     
          


 

2 y r = 0.9859 (l) * * * (1) * * * (ii) Based on your engine design, estimate maximum power, P max , the design speed at maximum power, f nmax , the design maximum intake manifold boost pressure, p inmax , and temperature, T

inmax . Also, estimate a mean fraction of power that is lost due to friction and pumping, frict

P . Use this information along with the engine displacement volume, V disp , an approximate volumetric efficiency,  V, and the number of engine strokes per power stroke ( two - stroke or four

- stroke), N stroke , to estimate the maximum raw exhaust molar flow rate, exhm ax 

### n 

. ***** ***** ***** ***** ***** 301. Section 1065
. 610 is amended by revising paragraph s (a) introductory text, ( a) (1), (c)(3), and (d)(3)(ii) to read as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 208 of 378 **§1065.610 Duty cycle generation.** * * * * * (a) Maximum test speed, f ntest . This section generally applies to duty c ycl es for variable

speed engines. For constant

- speed engines subject to duty cycles that specify

normalized speed commands, use the no

- load governed speed as the measured f ntest . This is the highest engine speed where an engine outputs zero torque. For variable

- speed engines, determine f

ntest as follows: (1) Develop a measured value for f ntest as follows: (i) Determine maximum power, P max , from the engine map generated according to §1065.510 and calculate the value for power equal to 98 % of P max . (ii) Determine the lowest and highest engine speeds corresponding to 98 % of P max , using linear interpolation as appropriate. (iii) Determine the engine speed corresponding t o maximum power, f nPmax , by calculating the average of the two speed values from paragraph (a)(1)(ii) of this section. (iv) Transform the map into a normalized power

- versus - speed map by dividing power terms by P

max and dividing speed terms by f nPmax . Us e the following equation to calculate a quantity representing the sum of squares from the normalized map:

2 2 nnormi normi Sum of squares f P

  Eq. 1065.610
- 1 Where: i = an indexing variable that represents one recorded value of an engine map. f nnormi = an engine speed normalized by dividing it by f

nPmax . P normi = an engine power normalized by dividing it by P

max . (v) Determine the maximum value for the sum of the squares from the map and multiply that value b y 0.98. (vi) Determine the lowest and highest engine speeds corresponding to the value calculated in paragraph (a)(1)(v) of this section, using linear interpolation as appropriate. Calculate f

ntest as the average of these two speed values. (viii) The following ex ample illustrates a calculation of f ntest : ( f n1 = 23 60, P 1 = 223.1, f nnorm1 = 1.002, P

norm1 = 0.9 67 ) ( f n2 = 2364 , P2 = 227.7, f nnorm2 = 1.004, P

norm2 = 0.9 86 ) ( f n3 = 2369 , P3 = 230.0, f nnorm3 = 1.006, P

norm3 = 0.9 9 4 ) ( f n4 = 23 74, P

4 = 220.8, f

nnorm4 = 1.00 8 , P

norm4 = 0.951 ) 

###    
ntest 0.98 230.0 223.1 0.98 230.0 230.0 2360 2364 2360 2369 2374 2369 227.7 223.1 220.8 230.0

2 2363 2371 2367 r min 2 f  
                    

            Sum of squares = (1.002 2 + 0.9 67 2 ) = 1.9 4 Sum of squares = (1.004 2 + 0.9 86 2 ) = 1.9 8 Sum of squares = (1.006 2 + 0.9 94 2 ) = 2.00 Sum of squares = (1.00 8 2 + 0.951 2 ) = 1.92EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 209 of 378 

##    

npmax 

### 0.98 2.0 1.94 0.98 2.0 2.0 2360 2364 2360 2369 2374 2369

1.98 1.94 1.92 2.0

2 2363 2371 2367 r min 2 f  
                    

          

* * * * * (c) * * * (3) Intermediate speed . Based on the map, determine maximum torque , T max , and the corresponding speed , f nT max , calculated as the average of the lowest and highest speeds at which torque is equal to 98 % of T max . Use linear interpolation between points to determine the speeds where torque is equal to 98% of T max . Id entify

your reference intermediate speed as one of the following values: (i) f nTmax if it is between (60 and 75) % of maximum test speed. (ii) 60 % of maximum test speed if f nTmax is less than 60 % of maximum test speed. (iii) 75 % of maximum test spee d if f nTmax is greater than 75 % of maximum test speed. (d) * * * (3) * * * (ii) If the cycle begins with a set of contiguous idle points (zero

- percent speed, and zero

percent torque), leave the reference torques set to zero for this initial contiguous idle segment. This is to represent free idle operation with the transmission i n neutral or park at the start of the transient duty cycle, after the engine is started. If the initial idle segment is longer than 24 seconds , change the reference torques for the remaining idle points in the initial contiguous idle segment to CITT (i.e. , change idle points corresponding to 25 seconds to the end of the initial idle segment to CI TT). This is to represent shifting the transmission to drive. * * * * * 302. Section 1065
. 630 is revised to read as follows: **§1065.630 Local acceleration of**  **gravity.** (a) The acceleration of E arth ’ s gravity, a g , varies depending on the test location. Determine a g at your location by entering latitude, longitude, and elevation data into the U.S. National Oceanographic and Atmospheric Administration ’ s surface gravity pre diction Web site at http://www.ngs.noaa.gov/cgi

- bin/grav_pdx.prl. (b) If the Web site specified in paragraph (a) of this section is unavailable, you may calculate a g for your latitude as follows: a g = 9.7803267715 ∙ [1 + 5.2790414 ∙ 10 - 3 ∙sin2 (  ) + 2.3271 8 ∙ 10 - 5 ∙sin4 ( 

) + 1.262 ∙ 10 - 7 ∙sin 6 ( 

) + 7 ∙ 10 - 10 ∙sin 8 ( 

)] Eq. 1065.630
- 1 Where:  = Degrees north or south latitude. Example:  = 45 ° a g = 9.7803267715 ∙ (1 + 5.2790414 ∙ 10 - 3 ∙sin2 (45) + 2.32718 ∙ 10 - 5 ∙sin4 (45) + 1.262 ∙ 10 - 7 ∙sin 6 (45) + 7 ∙ 10 - 10 ∙sin 8 (45)EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 210 of 378 a g = 9.8061992026 m/s 2 303. Section 1065
. 640 is revised to read as follows: **§1065.640 Flow meter calibration calculations.** This section describes the calculations for calibrating various flow meters. After you calibrate a flow meter using these calculations, use the calculations described in §1065.642 to calculate flow during an emission test. Paragraph (a) of this section first describes how to convert reference flow meter outputs for use in the calibration equations, which are presented on a mol ar basis. The remaining paragraphs describe the calibration calculations that are specific to certain ty pes of flow meters. (a) Reference meter conversions . The calibration equations in this section use molar flow rate, ref 

### n  , as a re ference quantity . If your reference meter outputs a flow rate in a different quantity , such as standard volume rate, stdref V  , actual volume rate, actref V  , or mass rate, ref 

### m  , convert your reference meter output to a molar flow rate using the following equations, noting that while values for volume rate, mass rate, pressure, temperature, and molar mass may

change during an emission test, you should ensure that they are as constant as practic al for each individual set point during a flow meter calibration:

stdref std actref act ref ref std act mix 

### V p V p m n T R T R M

  

    

 Eq. 1065.640
- 1 Where: ref 

### n  = reference molar flow rate.
stdref V  = reference volume flow rate, corrected to a standard pressure and a standard temperature. actref V  = reference volume flow rate at the actual pressure and temperature of the flow rate.
ref 

### m  = reference mass flow. p std = standard pressure. p act = actual pressure of the flow rate. T std = standard temperature. T act = actual temperature of the flow rate. R = molar gas constant. M mix = molar mass of the flow rate. Example 1:
stdref V  = 1000.00 ft 3 /min = 0.471948 m 3 /s p std = 29.9213 in Hg @ 32 °F = 101.325 kPa = 101325 Pa = 101325 kg/(m ∙s 2 ) T std = 68.0 °F = 293.15 K R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K)

ref 0.471948 101325 293.15 8.314472 n  

 

ref 

### n  = 19.619 mol/sEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 211 of 378 Example 2: ref 

### m  = 17.2683 kg/min = 287.805 g/s M mix = 28.7805 g/mol

ref 287.805 28.7805 n  

ref 

### n  = 10.0000 mol/ s (b) PDP calibration calculations . For each restrictor position, calculate the following values from the mean values determined in §1065.340, as follows: (1) PDP volume pumped per revolution, V rev (m 3 /r):
ref in rev in nPDP n R T V p f

  

  Eq. 1065.640
- 2 Example:
ref n  = 25.096 mol/s R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K)
in T = 299.5 K
in 

### p = 98.290 kPa = 98290 Pa = 98290 kg/(m ∙s 2 )
nPDP f = 1205.1 r/min = 20.085 r/s 25.096 8.314472 299.5 98290 20.085 rev V   

 V rev = 0.03166 m 3 /r (2) PDP slip correction factor, K s (s/r):

out in s nPDP out 1 p p K f p    Eq. 1065.640
- 3 Example:
nPDP f = 1205.1 r/min = 20.085 r/s

out 

### p = 100.103 kPa
in 

### p = 98.290 kPa

s 1 1 00.103 98.290 20.085 100.103 K    K s = 0.006700 s/r (3) Perform a least

- squares regression of PDP volume pumped per revolution, V rev , versus PDP slip correction factor, K s , by calculating slope, a 1 , and intercept, a 0 , as described in §1065.602. (4) Repeat the procedure in paragraphs (b)(1) through (3) of this section for every speed that you run your PDP. (5) The following example illustrates these calculations:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 212 of 378 T ABLE 1 OF §1065.640

– E XAMPLE OF PDP C ALIBRATION D ATA

nPDP f ( r evolution/ s ) a 1

(m3 / s ) a 0 (m3 /r evolution ) 12.6 0.841 0.056 16.5 0.831
- 0.013 20.9 0.809 0.028 23.4 .788
- 0.061 (6) For each speed at which you operate the PDP, use the corresponding slope, a 1 , and intercept, a 0 , to calculate flow rate during emission testing as described in §1065.642. (c) Venturi governing equations and permissible assumptions . This section describes the governing equations and permissible assumptions for calibrating a venturi and calculating flow using a venturi. Because a subsonic venturi (SSV) and a critical

- flow venturi (CFV) both operate similarl y, their governing equations are nearl y the same, except for the equation describing their pressure ratio, r (i.e., r SSV versus rCFV). These governing equations assume one

- dimensional i sentropic inviscid compressible flow of an ideal gas. In paragraph (c)(4) of this section, we describe other assumptions that you may make, depending upon how you conduct your emission tests. If we do not allow you to assume that the measured flow is an ideal gas, the governing equations include a first

- order correction for the behavior of a real gas; namely , the compressibility factor, Z. I f good engineering judgment dictates using a value other than Z =1, you may

either use an appropriate equation of st ate to determine values of Z as a function of measured pressures and temperatures, or you may develop your own calibration equations based on good engineering judgment. Note that the equation for the flow coefficient, C f , is based on the ideal gas assumpt ion that the isentropic exponent,  , is equal to the ratio of specific heats, C p / C v . I f good engineering judgment dictates using a real gas isentropic exponent, you may either use an appropriate equation of state to determine values of  as a function of measured pressures and temperatures, or you may develop your own calibration equations based on good engineering judgment. Calculate molar flow rate, , as follows:
t in d f mix in



### A p n C C Z M R T

   

    Eq. 1065.640
- 4 Where: C d = discharge coefficient, as determined in paragraph (c)(1) of this section. C f = f low coefficient, as determined in paragraph (c)(2) of this section. A t = v enturi throat cross

- sectional area. p in = v enturi inlet ab solute static pressure. Z = c ompressibility

factor. M mix = m olar mass of gas mixture. R = m olar gas constant. T in = v enturi inlet absolute temperature
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 213 of 378 (1) Using the data collected in §1065.340, calculate C d using the following equation:
mix in d ref f t in Z M R T C n C A p

    

   Eq. 1065.640
- 5 Where: ref 

### n  = a reference molar flow rate
. (2) Determine C

f using one of the following methods: (i) For CFV flow meters only , determine C fCFV from the following table based on your values for  and 

, using linear interpolation to find intermediate values:

T ABLE 2 OF §1065.640

– C f CFV VERSUS  AND  FO R CFV F LO W M ETERS C f CFV  

exh = 1.385 

dexh =  ai r = 1.399 0.000 0.6822 0.6846 0.400 0.6857 0.6881 0.500 0.6910 0.6934 0.550 0.6953 0.6977 0.600 0.7011 0.7036 0.625 0.7047 0.7072 0.650 0.7089 0.7114 0.675 0.7137 0.7163 0.700 0.7193 0.7219 0.720 0.7245 0.7271 0.740 0.7303 0.7329 0.760 0.7368 0.7395 0.770 0.7404 0.7431 0.780 0.7442 0.7470 0.790 0.7483 0.7511 0.800 0.7527 0.7555 0.810 0.7573 0.7602 0.820 0.7624 0.7652 0.830 0.7677 0.7707 0.840 0.7735 0.7765 0.850 0.7798 0.7828 (ii) For an y CFV or SSV flow meter, you may use the following equation to calculate C f :EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 214 of 378 

#     

#   1

2 1

2
f 4 2 1 1 r C r  

   



  

    


     Eq. 1065.640
- 6 Where:  = isentropic exponent. For an ideal gas, this is the ratio of specific heats of the gas mixture, C

p / C v . r = p ressure ratio, as determined in paragraph (c)(3) of this section.  = ratio of venturi throat to inlet diameters. (3) Calculate r as foll ows: (i) For SSV s ys tems only, calculate r SSV using the following equation:

SSV SSV in 1 p r p    Eq. 1065.640
- 7 Where: Δ p SSV = Differential static pressure; venturi inlet minus venturi throat. (ii) For CFV s ys tems only , calculate rCF V iteratively using the following equation:

1 2 4 CFV CFV

1 1 2 2 r r

                   Eq. 1065.640
- 8 (4)You may

make any

of the following simplifying assumptions of the governing equations, or you may use good engineering judgment to develop more appropriate values for your testing: (i) For emission testing over the full ranges of raw exhaust, diluted exhaust and dilution air, you may

assume that the gas mixture behaves as an ideal gas: Z =1. (ii) For the full range of raw exhaust you may assume a c onstant ratio of specific heats of  =1.385. (iii) For the full range of diluted exhaust and air (e.g., calibration air or dilution air), you may assume a constant ratio of specific heats of  =1.399. (iv) For the full range of diluted exhaust and air, you may assume the molar mass of the mixture is a function only of the amount of water in the dilution air or calibration air, xH2O , determined as described in §1065.645, as follows: M mix = M

air ∙ (1

– xH2O ) + M H2O ∙ xH2O Eq. 1065.640
- 9 Example: M air = 28.965 59 g/mol xH2O = 0.0169 mol/mol M H2O = 18.01528 g/mol M mix = 28.96559 ∙ (1

– 0.0169) + 18.01528 ∙ 0.0169 M mix = 28.7805 g/mol (v) For the full range of diluted exhaust and air, you may assume a constant molar mass of the mixture, M mix , for all calibration and all testing as long as your assumed molar mass differs no more than ±1 % from the estimated minimum and maximum molar massEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 215 of 378 during calibration and testing. You may assume this, using good engineering judgment, if you sufficientl y control the amount of water in calibration air and in dilution air or if yo u remove sufficient water from both calibration air and dilution air. The following table gives examples of permissible ranges of dilution air dewpoint versus calibration air dewpoint: T ABLE 3 OF §1065 .640

–

E XAMPLES OF D ILUTION A IR AND C ALIBRATION A IR D EWPOINTS AT W HI CH YOU M AY A SSUME A C ONSTANT M mix If calibration T dew (  C) is... assume the following

constant M

mix (g/mol)... for the following ranges of T dew (  C) during emission tests a dry 28.96559 dry to 18 0 28.89263 dry to 21 5 28.86148 dry to 22 10 28.81911 dry to 24 15 28.76224 dry to 26 20 28.68685
- 8 to 28 25 28.58806 12 to 31 30 28.46005 23 to 34
aRange valid for all calibration and emission testing over the atmospheric pressure range (80.000 to 103.325) kPa. (5) The following example illustrates the use of the governing equations to calculate the discharge coefficient, C d of an SSV flow meter at one reference flow meter value. Note that calculating C d for a CFV flow meter would be similar, except that C f would be determined from Table 2 of this section or calculated iterativel y using values of  and  as described in paragraph (c)(2) of this section. Example: ref 

### n  = 57.625 mol/s Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mol R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 298.15 K A t = 0.01824 m 2 p in = 99.132 kPa = 99132.0 Pa = 99132 kg/(m ∙s 2 )  = 1.399  = 0.8 Δ p = 2.312 kPa

SSV 2.312 1 0 .977 99.132 r    

#     

#   1.399 1 1.399
2

1.399 1 2 f 4 2 1 .399 0.977 1 1.399 1 0 .8 0.977 C 

  

     

    EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 216 of 378 C f = 0.274

d 1 0 .0287805 8.314472 298.15 57.625 0.274 0.01824 99132.0 C     

  C d = 0.982 (d) SSV calibration . Perform the following steps to calibrate an SSV flow meter: (1) Calculate the Rey

nolds number, Re # , for each reference molar flow rate, ref 

### n  , using the throat diameter of the venturi, d t . Because the dy

namic viscosity, μ , is needed to compute Re # , you may

use your own fluid viscosity model to determine μ for your calibration gas (usually

air), using good engineering judgment. Alternatively , you may use the Sutherland three

- coefficient viscosity model to approximate μ , as shown in the following sample calculation for Re # : # mix ref

t 4 M n Re = d    

   Eq. 1065.640
- 10 Where, using the Sutherland three

- coefficient viscosity model: 3 2 in 0 0 0 in 

### T T S T T S      

       

     Eq. 1065.640
- 11 Where: μ 0 = Sutherland reference viscosity. T 0 = Sutherland reference temperature. S = Sutherland constant. T ABLE 4 OF §1065.640

–

S UTHERLAND T HREE - C OEFFICIENT V ISCOSITY M ODEL P ARAMETERS
Gas a μ 0 T 0 S Temp range

within ±2 % error b Pressure

limitb kg/(m ∙ s) K K K kPa Air 1.716 ∙10 - 5 273 111 170 to 1900 ≤ 1800 CO 2 1.370 ∙10 - 5 273 222 190 to 1700 ≤ 3600 H 2 O 1.12 ∙10 - 5 350 1064 360 to 1500 ≤ 10000 O 2 1.919 ∙10 - 5 273 139 190 to 2000 ≤ 2500 N 2 1.663 ∙10 - 5 273 107 100 to 1500 ≤ 1600

aUse tabulated parameters only for the pure gases, as listed. Do not combine parameters in calculations to calculate viscosities of gas mixtures. b The model results are valid only for ambient conditions in the specified ranges. Example: μ 0 = 1.716 ∙10 - 5 kg/(m ∙ s) T 0 = 273 KEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 217 of 378 S = 11 1 K 3 2 5 

### 298.15 273 111 1.716 10 273 298.15 111   

### 

   
   

   

     μ = 1.83 8 ∙10 - 5 kg/(m ∙s) M mix = 28.7805 g/mol ref 

### n  = 57.625 mol/s d t = 152.4 mm = 0.1524 m T in = 298.15 K # 5 4 2 8.7805 57.625 3.14159 0.1524 1.838 10 Re =



 

   Re # = 7.5 38 ∙10 8 (2) Create an equation for C d as a function of Re #

, using paired values of the two quantities
. T he equation may involve an y mathematical expression, including a poly nomial or a power series. The following equation is an example of a commonly used mathematical expression for relating C d and Re # : 6 d 0 1 #



### 10 C a a Re    Eq. 1065.640
- 12 (3) Perform a least

- squares regression anal ys is to determine the best

- fit coefficients for the equation and calculate the equation’s regression statistic, SEE, according to §1065.602. (4) If the equation meets the criterion of SEE ≤ 0.5 %, you may use the equation to determine C

d for emission tests, as described in §1065.642. (5) If the equation does not meet the specified statistical criterion , you may use good engineering judgment to omit calibration data points ; however you must use at least seven calibration data points to demonstrate that you meet the statistical criterion
. This will usually

involve narrowing the range of flow rates for a better curve fit. (6) Take corrective action i f the equation does not mee t the specified statistical criterion even after omitting calibration data points. For example, select another mathematical expression for the C d versus Re # equation, check for leaks, or repeat the calibration process. If you must repeat the proc ess, we recommend applying tighter tolerances to measurements and allowing more time for flows to stabilize. (7) Once you have an equation that meets the specified statistical criterion , you may use the equation only for the corresponding range of Re #

. (e) CFV calibration. Some CFV flow meters consist of a single venturi and some consist of multiple venturis, where different combinations of venturis are used to meter different flow rates. For CFV flow meters that consist of multiple venturis, eith er calibrate each venturi independentl y to determine a separate discharge coefficient, C d , for each venturi, or calibrate each combination of venturis as one venturi. In the case where you calibrate a combination of venturis, use the sum of the active venturi throat areas as A t , the square root of the sum of the squares of the active venturi throat diameters as d t , and the ratio of the venturi throat to inlet diameters as the ratio of the square root of the sum of the activeEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 218 of 378 venturi throat diameters ( d t) t o the diameter of the common entrance to all the venturis ( D ). To determine the C d for a single venturi or a single combination of venturis, perform the following steps: (1) Use the data collected at each calibration set point to calculate an individual C d for each point using Eq. 1065.640

- 4. (2) Calculate the mean and standard deviation of all the C d values according to Eqs. 1065.602
- 1 and 1065.602

- 2. (3) If the standard deviation of all the C d values is less than or equal to 0.3 % of the mean C d , use the mean C d in Eq
. 1065.642
- 4 , and use the CFV onl y up to the highest r measured during calibration using the following equation:

CFV in 1 p r p    Eq. 1065.640
- 13 Where:  p CFV = Differential static pressure; venturi inlet minus venturi outl et. (4) If the standard deviation of all the C d values exceeds 0.3 % of the mean C d , omit the C d value corresponding to the data point collected at the highest r measured during calibration. (5) If the number of remaining data points is less than seven, ta ke corrective action by checking your calibration data or repeating the calibration process. If you repeat the calibration process, we recommend checking for leaks, appl yi ng tighter tolerances to measurements and allowing more time for flows to stabilize. (6) If the number of remaining C d values is seven or greater, recalculate the mean and standard deviation of the remaining C d values. (7) If the standard deviation of the remaining C d values is less than or equal to 0.3 % of the mean of the remaining C d , use that mean C d in Eq
. 1065.642
- 4 , and use the CFV values only

up to the highest r associated with the remaining C d . (8) If the standard deviation of the remaining C d still exceeds 0.3 % of the mean of the remaining C

d values, repeat the steps in paragraph (e)(4) through (8) of this section. 304. Section 1065
. 642 is revised to read as follows: **§1065.642 SSV, CFV, and PDP molar flow rate calculations.** This section describes the equations for calculating molar flow rates from various flow meters. After you calibrate a flow meter according to §1065.640, use the calculations described in this section to calculate flow during an emission test. (a) PDP mol ar flow rate . Based upon the speed at which you operate the PDP for a test interval, select the corresponding slope, a 1 , and intercept, a 0 , as calculated in §1065.640, to calculate molar flow rate, 

### n  as follows:
in rev nPDP in p V n f R T

  

  Eq. 1065.642
- 1 Where:

out in

1 rev 0

nPDP out p p a V a f p    EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 219 of 378 Eq. 1065.642
- 2 Example: a 1 = 0.8405 (m 3 /s) f nPDP = 12.58 r/s p out = 99
. 950 kPa p in = 98.575 kPa = 98575 Pa = 98575 kg/(m ∙s 2 ) a 0 = 0.056 (m 3 /r) R = 8.314472 J/(mol ∙ K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 323.5 K

rev 0.8405 99.950 98.575 0.056 12.58 99.950 V     V rev = 0.06383 m 3 /r

98575 0.06383 12.58 8.314472 323.5 n   

  

### n  = 29.428 mol/s (b) SSV molar flow rate . Based on the C d versus Re # equation you determined according to §1065.640, calculate SSV molar flow rate, 

### n  during an emission test as follows: t in d f mix in



### A p n C C Z M R T

   

    Eq. 1065.642
- 3 Example: A t = 0.01824 m 2 p in = 99.132 kPa = 99132 Pa = 99132 kg/(m ∙s 2 ) Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mol R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 298.15 K Re # = 7.232·10 5  = 1.399  = 0.8  p = 2.312 kPa Using Eq. 1065.640

- 7, rssv = 0.997 Using Eq. 1065.640

- 6, C f = 0.274 Using Eq. 1065.640

- 5, C d = 0.990 

### 0.01824 99132 0.990 0.274 1 0 .0287805 8.314472 298.15 n    

   EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 220 of 378 

### n  = 58.173 mol/s (c) CFV molar flow rate . Some CFV flow meters consist of a single venturi and some consist of multiple venturis, where different combinations of venturis are used to meter different flow rates. If you use multiple venturis and you calibrated each venturi independentl y to deter

mine a separate discharge coefficient, C d (or calibration coefficient , K v) , for each venturi, calculate the individual molar flow rates through each venturi and sum all their flow rates to determine 

### n  . I f you use multiple venturis and you calibrated each combination of venturis, calculate 

### n  using the sum of the active venturi throat areas as A t , the square root of the sum of the squares of the active venturi throat diameters as d t , and the ratio of the venturi throat to inlet diameters as the ratio of the square root of the sum of the active venturi throat diameters ( d t) to the diameter of the common entrance to all the venturis (

D ). (1) To calculate the molar flow rate through one venturi or one combinatio n of venturis, use its respective mean C d and other constants you determined according to §1065.640 and calculate its molar flow rate 

### n  during an emission test, as follows:
t in d f mix in



### A p n C C Z M R T

   

    Eq. 1065.642
- 4 Example: C d = 0.985 C f = 0.7219 A t = 0.00456 m 2 p in = 98.836 kPa = 98836 Pa = 98836 kg/(m ∙s 2 ) Z = 1 M mix = 28.7805 g/mol = 0.0287805 kg/mol R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 378.15 K 

### 0.00456 98836 0.985 0.7219 1 0 .0287805 8.314472 378.15 n    

   


### n  = 33.690 mol/s (2) To calculate the molar flow rate through one venturi or a combination of venturis, you may use its respective mean , K v , and other constants you determined according to §1065.640 and calculate its molar flow rate 

### n  during an emission test . Note that if you follow the permissible ranges of dilution air dewpoint versus calibration air dewpoint in Table 3 of §1065.640, yo u may set M mix

- cal and M

mix equal to 1. Calculate 

### n

 as follows:
mi x-cal in std std in mix v 

### M K p p n T R T M    

  Eq. 1065.642
- 5 Where:

stdref in-cal in-cal v V T K p   Eq. 1065.642
- 6EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 221 of 378 V stdref = volume flow rate of the standard at reference conditions of 293.15 K and 101.325 kPa. T in

- cal = v enturi inlet temperature during calibration

. Pin

- cal = v enturi inlet pressure during calibration

. M mix

- cal = m olar mass of gas mixture used during calibration
. M mix = molar mass of gas mixture during the emission test calculated using Equation 1065.640
- 9. Example: V stdref = 0.4895 m 3 T in

- cal = 302.52 K Pin

- cal = 99.654 kPa = 99654 Pa = 99654 kg/(m ∙s 2 ) p in = 98.836 kPa = 98836 Pa = 98836 kg/(m ∙s 2 ) p std = 101.325 kPa = 101325 Pa = 101325 kg/(m ∙s 2 ) M mix

- cal = 28.9656 g/mol = 0.0289656 kg/mol M mix = 28.7805 g/mol = 0.0287805 kg/mol T in = 353.15 K T std = 293.15 K R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K)
4 0 .5 0.4895 302.52 0.000074954 m s K kg 99654 v K      

### 0.000074954 98936 101325 0. 0289656

293.15 8.314472 353.15 0.0287805 n    

 


### n  = 16.457 mol/s 305. Section 1065
. 644 is revised to read as follows: **§1065.644 Vacuum -**  **decay leak rate.** This section describes how to calculate the leak rate of a vacuum

- decay leak verification, which is described in §1065.345(e). Use the following equation to calculate the leak rate, leak 

### n  , and compare it to the criterion specified in §1065.345(e ) : 

##   2 1 2 1 vac leak 2 1



### p p T T V n R t t

 

      

  Eq. 1065.644
- 1 Where: V vac = geometric volume of the vacuum

- side of the sampling s ys tem. R = molar gas constant. p 2 = v acuum - side absolute pressure at time t 2 . T 2 = v acuum - side absolute temperature at time t 2 . p 1 = v acuum - side absolute pressure at time t 1 . T 1 = v acuum - side absolute temperature at time t 1 . t 2 = time at completion of vacuum

- decay leak verification test. t 1 = time at start of vacuum

- decay leak verification test.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 222 of 378 Example: V vac = 2.0000 L= 0.00200 m 3 R = 8.314472 J/(mol·K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) p 2 = 50.600 kPa = 50600 Pa = 50600 kg/(m ∙s 2 ) T 2 = 293.15 K p 1 = 25.300 kPa = 25300 Pa = 25300 kg/(m ∙s 2 ) T 1 = 293.15 K t 2 = 10:57:35 AM t 1 = 10:56:25 AM 

##   leak 

### 50600 25300 0.0002 293.15 293.15 8.314472 10 :5 7 : 35 10 :5 6:2 5 n  

      

 

leak 0.00200 86.304 8.314472 70 n   

leak 

### 0.00030 m

ol/s n   306. Section 1065
. 645 is amended by revising the introductory text and paragraph ( a) and adding paragraph (d) to read as follows: **§1065.645 Amount of water in an ideal gas.** This section describes how to determine the amount of water in an ideal gas, which you need for various performance verifications and emission calculations. Use the equation for the vapor pressure of w ater in paragraph (a) of this section or another appropriate equation and, depending on whether you measure dewpoint or relative humidity , perform one of the calculations in paragraph (b) or (c) of this section. Paragraph (d) of this section provides an e quation for determining dewpoint from relative humidity and dry bulb temperature measurements. T he equations for the vapor pressure of water as presented in this section are derived from equations in “Saturation Pressure of Water on the New Kelvin Temperature Scale” (Go ff , J.A., Transactions American Society of Heating and Air

- Conditioning Engineers, Vol. 63, No. 1607, pages 347

– 354). Note that the equations were originally published to derive vapor pressure in units of atmospheres and have been modifie d to derive results in units of kPa by converting the last term in each equation. (a) Vapor pressure of water . Calculate the vapor pressure of water for a given saturation temperature condition, T sat , as follows, or use good engineering judgment to use a different relationship of the vapor pressure of water to a given saturation temperature condition: (1) For humidity

measurements made at ambient temperatures from (0 to 100) °C, or for humidity measurements made over super

- cooled water at ambient temperatures from (

– 50 to 0) °C, use the following equation:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 223 of 378 sat

sat 8.2969 1 4 273.16 sat 10 H2O 10 sat 273.16 4.76955 1 3 273.16 log ( ) 10.79574 1 5 .02800 log 1.50475 10 1 1 0 273.16 0.42873 10 10 1 0 .2138602 T

T T p T  

    

  
 

   

    

   
          

                    

  Eq. 1065.645
- 1 Where: p H2 O = vapor pressure of water at saturation temperature condition, kPa. T sat = saturation temperature of water at measured conditions, K. Example: T sat = 9.5 °C = 282.65 K 282.65 8.2969 1 4 273.16 10 H2O 10
273.16 4.76955 1 3 282.65

273.16 282.65 log ( ) 10.79574 1 5 .02800 log 1.50475 10 1 1 0 282.65 273.16 0.42873 10 10 1 0 .2138602 p  

    

  
 

   

    

   
                           

    log 10 ( p H2 O ) = 0.074297 p H2 O = 10 0.074297 = 1.186581 kPa (2) For humidity

measurements over ice at ambient temperatures from (

– 100 to 0) °C, use the following equation:

10 H2O 10 sat sat
sat 273.16 273.16 log ( ) 9.096853 1 3 .566506 log
0.876812 1 0 .2138602

273.16 p T T

T    
     

           
 

    Eq. 1065.645
- 2 Example: T ice = – 15.4 °C = 257.75 K

10 H2O 10

273.16 273.16 log ( ) 9.096853 1 3 .566506 log 257.75 257.75 257.75 0.876812 1 0 .2138602

273.16 p    
     

           
 

    log 10 ( p H20 ) =

– 0.798207 p H2 O = 10 – 0.79821 = 0.159145 kPaEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 224 of 378 * * * * * ( d) Dewpoint determination from relative humidity and dry bulb temperature
. This paragraph (d) describes how to calculate dewpoint temperature from relative humidity , RH % . This is based on “ITS

- 90 Formulations for Vapor Pressure, Frostpoint Temperature, Dewpoint Temperature, and Enhancement Factors in the Range

– 100 to +100 °C ” (Hardy, B., The Proceedings of the Third International S ymposium on Humidity & Moisture , Teddington, London, England, April 1998 ). Calculate p H20 sat as described in paragraph (a) of this section based on setting T sat equal to T

amb . Calculate p H20 scaled by

multiplying p H20 sat by RH % . Calculate the dewpoint , T dew , from p H20 using the following equation: 

###             2 3 2 1 1 6 H2O H2O H2O dew 2 3 1 3 5

H2O H2O H2O 2.0798233 10 2.0156028 10 ln 4.6778925 10 ln 9.2 288067 10 ln 1 1 .3319669 10 ln 5.6577518 10 ln 7.5172865 10 ln p p p T p p p  

             

         Eq. 1065.645
- 5 Where: ln( p H2 O ) = the natural log of p H2O scaled , which is the water vapor pressure scaled to the relative humidity

at the location of the relative humidity measurement, T

sat = T amb . Example: RH % = 39.61 % T sat = T amb = 20 .00 °C = 293.15K Using Eq. 1065.645

- 1, p H2 Osat = 2.3371 kPa p H2O scaled = ( 39.61 %   ) = 0.925717 kPa = 925.717 Pa 

###             2 3 2 1 1 6 dew 2 3 1 3 5 2.0798233 10 2.0156028 10 ln 925.717 4.6778925 10 ln 925.717 9.2288067 10 ln 925.717 1 1 .3319669 10 ln 925.717 5.6577518 10 ln 925.71 7 7 .5172865 10 ln 925.717 T  

             

         T dew = 279.00 K = 5.85 °C 307. Section 1065
. 650 is amended by revising paragraph s ( c ) (1)(i), (c)(1)(ii), and (f)(4) to read as follows: **§1065.650 Emission calculations.** * * * * * (c) * * * (1) * * * ( i) Correct all gaseous emission analy zer concentration readings, including continuous readings, sample bag readings, and dilution air background readings, for drift as described in §1065.672. Note that you must omit this step where brake

- specific emiss ions are calculated without the drift correction for performing the drift validation according to §1065.550(b). When applying the initial THC and CH 4 contamination readings according to §1065.520( f ), use the same values for both sets of calculations. You may also use as

- measured values in the initial set of calculations and corrected values in the drift

- corrected set of calculations as described in §1065.520(g)(7). (ii) Correct all THC and CH 4 concentrations for initial contamination as described in § 1065 .660(a), including continuous readings, sample bags readings, and dilution airEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 225 of 378 background readings. * * * * * (f) * * * (4) Example . The following example shows how to calculate mass of emissions using proportional values: N = 3000 f record = 5 Hz e fuel = 2 85 g/(kW ∙hr) w fuel = 0.869 g/g M c = 12.0107 g/mol
1 n   = 3.922 mol/s = 14119.2 mol/hr x Ccombdry1 = 91.634 mmol/mol = 0.091634 mol/mol xH2Oexh1 = 27.21 mmol/mol = 0.02721 mol/mol Using Eq. 1065.650

- 5,  t = 0.2 s
2 C combdry2 3000 Ccombdry3000 H2Oexh2 H2Oexh3000 

### 3.922 0.091634 12.0107
... 0.2

1 0 .02721 1 1

285 0.869 n x n x x x W  

              

    

 W  = 5.09 (kW ∙hr) * * * * * 308. Section 1065
. 655 is amended by revising paragraph s ( c ) introductory text, (c)(3), (d), (e), and (f)(2) to read as follows: **§1065.655 Chemical balances of fuel, intake air, and exhaust.** * * * * * (c) Chemical balance procedure . The calculations for a chemical balance involve a sy stem of equations that require iteration. We recommend using a computer to solve this sy stem of equations. You must guess the initial values of up to three quantities: the amount of water in the meas ured flow, xH2Oexh , fraction of dilution air in diluted exhaust, x dil/exh , and the amount of products on a C 1 basis per dry mole of dry

measured flow, x Ccombdry . You may

use time

- weighted mean values of combustion air humidity and dilution air humidity

in the chemical balance; as long as your combustion air and dilution air humidities remain within tolerances of ±0.0025 mol/mol of their respective mean values over the test interval. For each emission concentration, x , and amount of water, xH2Oexh , you mus t determine their completel y dry concentrations, x dry and xH2Oexhdry . You must also use your fuel’s atomic hydrogen

- to - carbon ratio,  , oxygen - to - carbon ratio,   sulfur

- to - carbon ratio, 

, and nitrogen

- to - carbon ratio,  . You may calculate 

,  ,  , and  based on measured fuel composition as described in paragraph (d)(1) or (d)(2) of this section, or you may

use default values for a given fuel as described in paragraph (d) (3 ) of this section
. Use the following steps to complete a ch emical balance: * * * * * (3) Use the following s ymbols and subscripts in the equations for this paragraph (c): x dil/exh = amount of dilution gas or excess air per mole of exhaust. xH2Oexh = amount of H 2 O in exhaust per mole of exhaust.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 226 of 378 x Ccombdry = amount of carbon from fuel in the exhaust per mole of dry exhaust. xH2dry = amount of H 2 in exhaust per amount of dry exhaust. K H2Ogas = water - gas reaction equilibrium coefficient. You may use 3.5 or calculate your own value using good engineering judgment. xH2O exhdry = amount of H 2 O in exhaust per dry mole of dry

exhaust. xprod/intdry = amount of dry stoichiometric products per dry mole of intake air. x dil/exhdry = amount of dilution gas and/or excess air per mole of dry exhaust. x int/exhdry = amount of intake air required to produce actual combustion products per mole of dry (raw or diluted) exhaust. xraw/exhdry = amount of undiluted exhaust, without excess air, per mole of dry (raw or diluted) exhaust
. x O2int = amount of intake air O 2 per m ole of intake air. x CO2intdry = amount of intake air CO 2 per mole of dry intake air. You may use x CO2intdry = 375 μmol/mol, but we recommend measuring the actual concentration in the intake air. xH2Ointdry = amount of intake air H 2 O per mole of dry intake air. x CO2int = amount of intake air CO 2 per mole of intake air. x CO2dil = amount of dilution gas CO 2 per mole of dilution gas. x CO2dildry = amount of dilution gas CO 2 per mole of dry dilution gas. If you use air as diluent, you may

use x CO2dildry = 375 μmol/mol, but we recommend measuring the actual concentration in the intake air. xH2Odildry = amount of dilution gas H 2 O per mole of dry dilution gas. xH2Odil = amount of dilution gas H 2 O per mole of dilution gas. x [emission]meas = amount of measured emiss ion in the sample at the respective gas anal yz er. x [emission]dry = amount of emission per dry mole of dry

sample. xH2O[emission]meas = amount of H 2 O in sample at emission

- detection location. Measure or estimate these values according to §1065.145(e)(2). xH2Oint = amount of H 2 O in the intake air, based on a humidity measurement of intake air.  = atomic hydrogen

- to - carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption.  = atomic ox ygen - to - carbon ratio of the mixture of fuel( s) being combusted, weighted by molar consumption.  = atomic sulfur

- to - carbon ratio of the mixture of fuel(s) being combusted, weighted b y molar consumption.  = atomic nitrogen

- to - carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. * * * * * (d) Carbon mass fraction and fuel composition . Determine carbon mass fraction of fuel, w c , and fuel composition represented b y α , β , γ , and δ using one of the following methods: (1) You may

calculate w c as described in this paragraph (d)(1) based on measured fuel properties. To do so, yo u must determine values for  and  in all cases, but you may set  and  to zero if the default value listed in Table 1 of this section is zero. Calculate w c using the following equation: C c C H O S N

1 1 M w M M M M M

   

          EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 227 of 378 Eq. 1065.655
- 19 Where: **[Note to Editor: The following expression for w**  **c is a lower**  **- case omega in the**  **Federal Register. It should be an italicized lower -**  **case w.]** w c = carbon mass fraction of fuel. M C = molar mass of carbon.  = atomic hydrogen

- to - carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. M H = molar mass of h ydrogen.  = atomic ox ygen - to - carbon ratio of the mixture of fuel(s) being combusted, weighted by mol ar consumption. M O = molar mass of ox ygen.  = atomic sulfur

- to - carbon ratio of the mixture of fuel(s) being combusted, weighted b y molar consumption. M S = molar mass of sulfur.  = atomic nitrogen

- to - carbon ratio of the mixture of fuel(s) being combusted, weighted by molar consumption. M N = molar mass of nitrogen. Example:  = 1.8  = 0.05  = 0.0003  = 0.0001 M C = 12.0107 M H = 1.0 0794 M O = 15.9994 M S = 32.065 M N = 14.0067

c 1 1 2.0107 1 1 2.0107 1.8 1.00794 0.05 15.9994 0.0003 32.06 5 0 .0001 14.0067 w           
w c = 0.820 6 (2) Determine a fuel’s elemental mass fractions and values for α , β , γ , and δ as follows: (i) For gaseous fuels, use the default values for α , β , γ , and δ in Table 1 of this section or use good engineering judgment to determine those values based on measurem ent. (ii) Determine mass fractions of liquid fuels as follows: (A) You may

determine the carbon and h ydrogen mass fractions according to ASTM D5291 (incorporated b y reference in §1065.1010 ). When using ASTM D5291 to determine carbon and h ydrogen mass fractions of gasoline (with or without blended ethanol), use good engineering judgment to adapt the method as appropriate. (B) Determine ox ygen mass fraction of gasoline (with or without blended ethanol) according to ASTM D5599 (incorporated by reference in §1065.1010). For all other liquid fuels, d etermine the ox ygen mass fraction using go od engineering judgment.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 228 of 378 (C) Determine the nitrogen mass fraction according to ASTM D 4629 or ASTM D 5762 (incorporated b y referenc e in §1065.1010) for all liquid fuel s. Select the correct method based on the expected nitrogen content. (D) Determine the sulfur mass fraction according to subpart H of this part. (iii) For liquid fuels, u se the default values for α , β , γ , and δ in Table 1 of this section, or yo u may determine the value for any of these parameters based on measure ment. Calculate these values using the following equations:

H C C H w M w M   

 Eq. 1065.655
- 20 O C C O w M w M   

 Eq. 1065.655
- 2 1 S C C S w M w M   

 Eq. 1065.655
- 22 N C C N w M w M   

 Eq. 1065.655
- 23 Where: w C = carbon mass fraction of fuel
. w H = hydrogen mass fraction of fuel
. w O = ox ygen mass fraction of fuel
. w S = sulfur mass fraction of fuel
. w N = nitrogen mass fraction of fuel
. Example: w C = 0.8206 w H = 0.1239 w O = 0.0547 w S = 0.00066 w N = 0.000095 M C = 12.0107 M H = 1.0 0794 M O = 15.9994 M S = 32.065 M N = 14.0067 0.1239 12.0107 0.8206 1.00794   

 0.0547 12.0107 0.8206 15.9994   

 0.00066 12.0107 0.8206 32.065   

EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 229 of 378 0.000095 12.0107 0.8206 14.0067   

  = 1.8  = 0.05  = 0.0003  = 0.0001 T ABLE 1 OF §1065.655

–D EFAULT VALUES OF  ,  ,  ,  , AND w c, FOR VARIOUS F UELS
Fuel Atomic hydrogen,

oxygen, sulfur, and nitrogen

- to - carbon ratios CH α O β S  N  Carbon mass

fraction, w c g/g Gasoline CH 1.85 O 0 S 0N 0 0.866 E10 Gasoline CH 1.92 O 0. 03 S 0N 0 0.833 E15 Gasoline CH 1.95 O 0. 0 5 S 0N 0 0.817 E85 Gasoline CH 2.73 O 0. 38 S 0N 0 0.576 #1 Diesel CH 1.93 O 0 S 0N 0 0.861 #2 Diesel CH 1.80 O 0 S 0N 0 0.869 Liquefied p etroleum g as CH 2.64 O 0 S 0N 0 0.819 Natural gas CH 3.78 O 0.016 S 0N 0 0.747 E100 Ethanol CH 3 O 0.5 S 0N 0 0.521 M100 Methanol CH 4 O 1 S 0N 0 0.375 Residual fuel blends Must be determined by measured fuel properties as described in paragraph (d)(1) of this section. (e) Calculated raw exhaust molar flow rate from measured intake air molar flow rate or fuel mass flow rate . You may calculate the raw exhaust molar flow rate from which you sampled emissions, exh



### n  , based on the measured intake air molar flow rate, int 

### n  , or the measured fuel mass flow rate, fuel 

### m  , and the values calculated using the chemical balance in paragraph (c) of this section. T he chemical balance mu st be based on raw exhaust gas concentrations. Solve for the chemical balance in paragraph (c) of this section at the same frequency

that you update and record int 

### n  or fuel 

### m 

. For laboratory

tests, calculating raw exhaust molar flow rate using measured fuel mass flow rate is valid only for steadystate testing. S ee § 1065.915(d)(5)(iv) for application to field testing
. (1) Crankcase flow rate
. If engines are not subject to crankcase controls under the standard

- setting part, you may calculate raw exhaust flow based on int 

### n  or fuel 

### m  using one of the following: (i) You may

measure flow rate through the crankcase vent and subtract it from the calculated exhaust flow. (ii) You m ay

estimate flow rate through the crankcase vent by engineering analy sis as long as the uncertainty

in your calculation does not adversel y affect your ability to show that your engines compl y with applicable emission standards. (iii) You may

assume your crankcase vent flow rate is zero.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 230 of 378 (2) Intake air molar flow rate calculation
. C alculate exh 

### n  b ased on int



### n  using the following equation : 

#     int exh int/exhdry raw/exhdry H2Oexhdry 1 1 n n x x

x   

   

  




Eq. 1065.655
- 2 4 Where: exh 

### n  = raw exhaust molar flow rate from which you measured emissions.
int 

### n  = intake air molar flow rate including humidity in intake air. Example: int 

### n  = 3.780 mol/s x int/exhdry = 0.69021 mol/mol xraw/exhdry = 1.10764 mol/mol xH20exhdry = 107.64 mmol/mol = 0.10764 mol/mol 

##     exh 3.780

0.69021 1.10764 1 1 0 .10764 n   

   

   

exh 

### n  = 6.066 mol/s (3) Fuel mass flow rate calculation
. This calculation may be used onl y for steady

- state laboratory

testing. S ee § 1065.915(d)(5)(iv) for application to field testing
. C alculate exh 

### n  b ased on fuel



### m  using the following equation : 

#   fuel c H2Oexhdry exh c Ccombdry



### 1 m w x n M x

   

 

 Eq. 1065.655
- 2 5 Where: exh 

### n  = raw exhaust molar flow rate from which you measured emissions.
fuel 

### m  = fuel mass flow rate. Example: fuel 

### m  = 7.559 g/s w c = 0.869 g/g M C = 12.0107 g/mol x Ccombdry = 99.87 mmol/mol = 0.09987 mol/mol xH20exhdry = 107.64 mmol/mol = 0.10764 mol/mol



##   exh 

### 7.559 0.869 1 0 .10764 12.0107 0.09987 n    

 

exh 

### n  = 6.066 mol/sEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 231 of 378 (f) * * * (2) Dilute exhaust and intake air molar flow rate calculation
. C alculate exh 

### n  as follows: 

#     exh raw/exhdry int/exhdry H2 Oexh dexh int 

### 1 n x x x n n          Eq. 1065.655
- 2 6 Example: int 

### 7.930 mol/ s n   raw/exhdry 0.1544 mol/mol x  mol/mol

1451
. 0 int/exhdry  xH2Oexh 

### 32.46 mmo l/mol 0.03246 mol/mo l x   dexh 

### 49.02 mo l/s n   

###     exh 0.1544 0. 1451 1 0 .03246 49. 02 7.930 0.4411 7.93 0 8 .371 mol /s n           309. Section 1065
. 659 is amended by revising paragraph s ( a) and (d) to read as follows: **§1065.659 Removed water correction.** (a) If you remove water upstream of a concentration measurement, x , correct for the removed water. Perform this correction based on the am ount of water at the concentration measurement, xH2O[emission]meas , and at the flow meter, xH2Oexh , whose flow is used to determine the mass emission rate or total mass over a test interval. For continuous analyzers downstream of a sample dryer for transi ent and ramped

- modal cycles, you must appl y this correction on a continuous basis over the test interval, even if yo u use one of the options in §1065.145(e)(2) that results in a constant value for xH2O[emission]meas because x H2Oexh varies over the test interval. For batch analyzers, determine the flow

- weighted average based on the continuous xH2Oexh values determined as described in paragraph (c) of this section. For batch anal yz ers, you may determine the flow

- weighted average x H2 Oexh based on a single value of xH2Oexh determined as described in paragraphs (c)(2) and (3) of this section, using flow

- weighted average or batch concentration inputs. * * * * * (d) Perform a removed water correction to the concentration measurement using the following equation:
H2Oexh [emission]meas H2O[emission]m eas 

### 1 1 x x x x

 

    

   Eq. 1065.659
- 1 Example: x COmeas = 29.0 μmol/mol xH2OCOmeas = 8.601 mmol/mol = 0.008601 mol/mol xH2Oexh = 34.04 mmol/mol = 0.03404 mol/mol

CO 1 0 .03404 29.0 1 0 .008601 x 

 
   

  EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 232 of 378 x CO = 2 8.3 μmol/mol 310. Section 1065
. 665 is revised to read as follows: **§1065.665 THCE and NMHCE determination.** (a) If you measured an ox ygen ated h ydrocarbon's mass concentration, first calculate its molar concentration in the exhaust sample stream from which the sample was taken (raw or diluted exhaust), and convert this into a C 1 - equivalent molar concentration. Add these C 1 - equivalent molar concentrations to the molar concentration of non - oxygenated total hydrocarbon (NOTHC ) . The result is the molar concentration of total hydrocarbon equivalent ( THCE ) . Calculate THCE concentration using the following equations, noting that Eq. 1065.665
- 3 is required only if you need to convert your oxygenated hydrocarbon ( OHC ) concentration from mass to moles :



##   THCE NOTHC OHCi OHCi-init 1 N
i x x x x

  
 

##  Eq. 1065.665
- 1 

##  



#   NOTHC THC[THC-FID]cor OHCi OHCi-init OHCi[TH C-FID] 1 N
i x x x x RF

    



##  Eq. 1065.665
- 2

dexhOHCi dexhOHCi OHCi OHCi dexh dexh

dexh m n M x m n M   Eq. 1065.665
- 3 Where: x THCE = The sum of the C 1 - equivalent concentration s of non

- oxygenated hydrocarbons, alcohols, and aldeh yd es. x NOTHC = The sum of the C 1 - equivalent concentration s of NO THC. x OHCi = The C 1 - equivalent concentration of ox yge nated species i in diluted exhaust, not corrected for initial contamination. x OHCi

- ini t = The C 1 - equivalent concentration of the initial system contamination (optional) of ox ygenated species i , dry

- to - wet corrected. x THC[THC
- FID]cor = The C 1 - equivalent response to NOTHC and all OHC in diluted exhaust, HC contamination and dry

- to - wet corre cted, as measured b y the THC

- FID. RF OHCi[THC

- FID] = The response factor of the FID to species i relative to propane on a C 1 - equivalent basis. C# = the mean number of carbon atoms in the particular compound. M dexh = The molar mass of diluted exhaust as determine in §1065.340. m dexhOHCi = The mass of ox ygen ated species i in dilute exhaust. M OHCi = The C 1 - equivalent molecular weight of oxygenated species i
. m dexh = The mass of diluted exhaust n dexhOHCi = The number o f moles of ox ygenated species i in total diluted exhaust flow. n dexh = The total diluted exhaust flow. (b) If we require you to determine nonmethane hydrocarbon equivalent (NMHCE ) , use the following equation: x NMHCE = x THCE – RF CH4[THC
- FID]  x CH4EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 233 of 378 Eq. 1065 .665
- 4 Where: x NMHCE = The sum of the C 1 - equivalent concentration s of nonox ygenated nonmethane hydrocarbon (NONMHC ) , alcohols, and aldeh ydes. RF CH4[THC
- FID] = response factor of THC

- FI D to CH 4 . x CH4 = concentration of CH 4 , HC contamination (optional) and dry

- to - wet corrected, as measured b y the gas chromatograph FID. (c) The following example shows how to determine NMHCE emissions based on ethanol (C 2 H 5 OH), methanol (CH 3 OH), acetaldeh yde (C 2 H 4 O), and formaldeh yd e ( CH 2 O ) as C 1 - equivalent molar conc entrations: x THC[THC
- FID]cor = 145.6 μmol/mol x CH4 = 18.9 μmol/mol x C2H5OH = 100.8 μmol/mol x CH3OH = 1.1 μmol/mol x C2H4O = 19.1 μmol/mol x CH 2 O = 1.3 μmol/mol RF CH4[THC
- FID] = 1.07 RF C2H5OH[THC
- FID] = 0.76 RF CH3OH[THC
- FID] = 0.74 RF H2H4O[THC
- FID] = 0.50 RF CH 2 O[ THC
- FID] = 0.0

x NMHCE = x THC[THC
- FID]cor – ( x C2H5OH  RF

C2H5OH[THC
- FID] + x CH3OH  RF CH3OH[THC
- FID] + x C2H4O  RF

C2H4O[THC
- FID] + x CH 2 O  RF CH 2 O[ THC
- FID]  + x C2H5OH + x CH3OH + x C2H4O + x CH 2 O – ( RF CH4[THC
- FID]  x CH4 )

x NMHCE = 145.6

– ( 100.8 ∙ 0.76 + 1.1  0.74 + 19.1  0.50 + 1.3  0  + 100.8 + 1.1 + 19.1 + 1.3

– (1.07  18.9) x NMHCE = 160.71 μmol/mol
311. Section 1065
. 690 is amended by revising paragraph ( e ) to read as follows: **§1065.690 Buoyancy correction for PM sample media.** * * * * * (e) Correction calculation . Correct the PM sample media for buo yancy using the following equations: air weight cor uncor air media 

### 1 1 m m 

    

        

     Eq. 1065.690
- 1 Where: m cor = PM mass corrected for buo yanc y. m uncor = PM mass uncorrected for buo yanc y.  air = density

of air in balance environment.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 234 of 378  weight = density

of calibration weight used to span balance.  media = density

of PM sample media, such as a filter. abs mix air amb p M R T   

 Eq. 1065.690
- 2 Where: p abs = absolute pressure in balance environment. M mix = molar mass of air in balance environment. R = molar gas constant. T amb = absolute ambient temperature of balance environment. Example: p abs = 99.980 kPa T sat = T dew = 9.5 °C Using Eq. 1065.645

- 1, p H20 = 1.1866 kPa Using Eq. 1065.645

- 3, xH2O = 0.011868 mol/mol Using Eq. 1065.640

- 9, M mix = 28.83563 g/mol R = 8.314472 J/(mol·K) T amb = 20 °C

air 99.980 28.83563 8.314472 293.15   

  air = 1.18282 kg/m 3 m uncorr = 100.0000 mg  weight = 8000 kg/m 3  media = 920 kg/m 3

cor 1.18282

1 8000 100.0000 1.18282

1 920 m  

  

   

 

   m cor = 100.1139 mg 312. Section 1065
. 695 is amended by revising paragraph ( c ) (4)(i) and adding paragraph (c)(6)(x) to read as follows: **§1065.695 Data requirements.** * * * * * (c) * * * (4) * * * (i) L inearity verification
. * * * * * (6) * * * (x) Number and type of preconditioning cycles. * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 235 of 378 **Subpart H**

**— [Amended]**  313. Section 1065
. 701 is amended by revising paragraph s ( a) , (d), and (f) to read as follows: **§1065.701 General requirements for test fuels.**  (a) General . For all emission measurements, use test fuels that meet the specifications in this subpart, unless the standard

- setting part directs otherwise. Section 1065.10(c)(1) does not apply

with respect to test fuels. Note that the stand ard

- setting parts generall y require that you design your emission controls to function properl y when using commerciall y available fuels, even if they differ from the test fuel. Where we specify multiple grades of a certain fuel ty pe (such as diesel fuel w ith different sulfur concentrations), see the standard

- setting part to determine which grade to use. * * * * * (d) Fuel specifications
. Specifications in this section apply as follows: (1) Measure and calculate values as described in the appropriate reference procedure. Record and report final values expressed to at least the same number of decimal places as the applicable limit value. The right

- most digit for each limit value is signi ficant unless specified otherwise. For example, for a specified distillation temperature of 60 °C, determine the test fuel’s value to at least the nearest whole number. (2) The fuel parameters specified in this subpart depend on measurement procedures that are incorporated b y reference. For an y of these procedures, you may instead rely

upon the procedures identified in 40 CFR part 80 for measuring the same parameter. For example, we may

identify different reference procedures for measuring gasoline parameters in 40 CFR 80.46. * * * * * (f) Service accumulation and field testing fuels . If we do not specify a service

accumulation or field

- testing fuel in the standard

- setting part, use an appropriate commerciall y available fuel such as those meeting minimum specifications from the following table: T ABLE 1 OF §1065.701

–E XAMPLES OF S ERVICE - A CCUMULATION AND F IELD - T ESTING F UELS Fuel category Subcategory Reference procedure 1 Diesel Light distillate and light blends with residual AS TM D975 Middle distillate AS TM D6985 Biodiesel (B100) AS TM D6751 Intermediate and residual fuel All See §1065.705 Gasoline Automotive gasoline AS TM D4814 Automotive gasoline with ethanol concentration up to 10 volume %. AS TM D4814 Alcohol Ethanol (E 51
- 83 ) AS TM D5798 Methanol (M70

- M85) AS TM D5797 Aviation fuel Aviation gasoline AS TM D910 Gas turbine AS TM D1655 Jet B wide cut AS TM D6615 Gas turbine fuel General AS TM D2880 1 AS TM specifications are incorporated by reference in §1065.1010.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 236 of 378 314. Section 1065
. 703 is amended by revising paragraph (b) to include Table 1 to read as follows: **§1065.703 Distillate diesel fuel.** * * * * * (b) There are three grades of #2 diesel fuel specified for use as a test fuel. See the standard

- setting part to determine which grade to use. If the standard

- setting part does not specify

which grade to use, use good engineering judgment to select the grade that represents the fuel on which the engines will operate in use. The three grades are specified in the following table: T ABLE 1 OF §1065.703

– T EST F UEL S PECIFICATIONS F OR D IS TILLATE D IESEL F UEL Property Unit Ultra Low Sulfur Low

Sulfur High

Sulfur Reference

Procedure 1 Cetane Number

— 40
- 50 40
- 50 40
- 50 AS TM D613 Distillation range: Initial boiling point 10 pct. point 50 pct. point 90 pct. point Endpoint °C 171
- 204 204
- 238 243
- 282 293
- 332 321
- 366 171
- 204

204
- 238 243
- 282 293
- 332 321
- 366 171
- 204

204
- 238 243
- 282 293
- 332 321
- 366 AS TM D86

Gravity °API 32
- 37 32
- 37 32
- 37 AS TM D4052 Total sulfur, ultra low sulfur mg/kg 7

– 15 See 40 CFR 80.580 Total sulfur, low and high sulfur mg/kg 300
- 500 800
- 2500 AS TM D2622or alternates as allowed under 40 CFR 80.580 Aro matics, min. (Remainder shall be paraffins, naphthenes, and olefins) g/kg 100 100 100 AS TM D5186 Flashpoint, min. °C 54 54 54 AS TM D93 Kinematic Viscosity cSt 2.0
- 3.2 2.0
- 3.2 2.0
- 3.2 AS TM D445 1 AS TM procedures are incorporated by reference in §1065.1010. See §1065.701(d) for other allowed procedures. * * * * * 315. Section 1065
. 705 is revised to read as follows: **§1065.705 Residual and intermediate residual fuel.** This section describes the specifications for fuels meeting the definition of residual fuel in 40 CFR 80.2, including fuels marketed as intermediate fuel. Residual fuels for service accumulation and an y testing must meet the following specifications: (a) The fuel must be a commercially available fuel that is representative of the fuel that will be used by

the engine in a ctual use. (b) The f uel must be free of used lubricating oil. Demonstrate this by showing that the fuel meets at least one of the following specifications. (1) Zinc is at or below 15 mg per kg of fuel based on the procedures specified in IP470, IP501, or IS O 8217 (incorporated by reference in §1065.1010). (2) Phosphorus is at or below 15 mg per kg of fuel based on the procedures specified in IP500, IP501, or ISO 8217 (incorporated b y reference in §1065.1010). (3) Calcium is at or below 30 mg per kg of fue l based on the procedures specified in IP470, IP501, or ISO 8217 (incorporated b y reference in §1065.1010). ( c ) The fuel must meet the specifications for one of the categories in the following table:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 237 of 378 T ABLE 1 OF §1065.705

– S ERVICE A CCUMULATION AND T EST F UEL S PECIFICATIONS FOR RESIDUAL F UEL Property Unit Category ISO
- F
- Reference Procedure 1 RMA 30 RMB

30 RMD

80 RME

180 RMF

180 RMG

380 RMH

380 RMK

380 RMH

700 RMK

700 Density at 15 °C, max. kg/m3 960.0 975.0 980.0 991.0 991.0 1010.0 991.0 1010.0 ISO 3675 or ISO 12185 (see also ISO 8217) Kinematic viscosity at 50 °C, max. cSt 30.0 80.0 180.0 380.0 700.0 ISO 3104 Flash point, min. °C 60 60 60 60 60 ISO 2719 (see also ISO 8217) Pour point (upper) Winter quality, max. Summer quality, max. °C 0 6 24

24 30

30 30

30 30 30 30 30 ISO 3016 Carbon residue, max. (kg/kg) % 10 14 15 20 18 22 22 ISO 10370 Ash, max. (kg/kg) % 0.10 0.10 0.10 0.15 0.15 0.15 ISO 6245 Water, max. (m3 /m 3 ) % 0.5 0.5 0.5 0.5 0.5 ISO 3733 Sulfur, max. (kg/kg) % 3.50 4.00 4.50 4.50 4.50 ISO 8754 or ISO 14596 (see also ISO 8217) Vanadium, max. mg/kg 150 350 200 500 300 600 600 ISO 14597 or IP 501 or IP 470 (see also ISO 8217) Total sediment potential, max. (kg/kg) % 0.10 0.10 0.10 0.10 0.10 ISO 10307
- 2 (see also ISO 8217) Aluminium plus silicon, max. mg/kg 80 80 80 80 80 ISO 10478 or IP 501 or IP 470 (see also ISO 8217: 2012 ) 1 ISO procedures are incorporated by reference in §1065.1010. See §1065.701(d) for other allowed procedures.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 238 of 378 316. Section 1065
. 710 is revised to read as follows: **§1065.710 Gasoline.** (a) This section specifies test fuel properties for gasoline with ethanol (low

- level blend only) and for gasoline without ethanol. Note that the “fuel type” for the fuels specified in paragraphs (b) and (c ) of this section is considered to be gasoline. In contrast, fuels with higher ethanol concentrations, such as fuel containing 82 percent ethanol, are considered to be ethanol fuels rather than gasoline. We specify some test fuel parameters that apply un iquely for low

- temperature testing and for testing at altitudes above 1,219 m. For all other testing , use the test fuel parameters specified for general testing
. Unless the standard

- setting part specifies otherwise, use the fuel specified in paragraph (c ) of this section for general testing. (b) The following specifications apply for a blended gasoline test fuel that has nominally 10 % ethanol (commonl y called E10 test fuel): (1) Prepare the blended test fuel from typical refinery gasoline blending compo nents. You may not use p ure compounds , except as follows: (i) You may

use neat ethanol as a blendstock. (ii) You may

adjust the test fuel’s vapor pressure by adding butane. (iii) You may adjust the test fuel’s benzene content by adding benzene. (iv) You may

adjust the test fuel’s sulfur content by adding sulfur compounds that are representative of those found with in

- use fuels. (2) Table 1 of this section identifies limit values consistent with the units in the reference procedure for each fuel property. These values are generally specified in international units. Values presented in parentheses are for information only . Table 1 follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 239 of 378 T ABLE 1 OF §1065.710

– T EST F UEL S PECIFICATIONS F OR A L OW - L EVEL E THANOL - G ASOLINE B LEND

Property Unit SPECIFICATION Refe rence Procedure 1 General Testing Low
Temperature Testing High Altitude

Testing Antiknock Index (R+M)/2

- 87.0
- 88.4 2 87.0 Minimum AS TM D2699 and D2700 Sensitivity (R

- M)

- 7.5 Minimum AS TM D2699 and D2700 Dry Vapor Pressure Equivalent ( DVPE) 3 ,4 kPa (psi) 60.0
- 63.4 ( 8.7
- 9.2) 77.2
- 81.4

(11.2

- 11.8) 52.4
- 55.2

(7.6

- 8.0) AS TM D5191 Distillation 4 10% evaporated ° C ( ° F) 49
- 60 (120

- 140) 43
- 54

(110

- 130) 49
- 60

(120

- 140)
AS TM D86 50% evaporated ° C ( ° F) 88
- 99 (190

- 210) 90% evaporated ° C ( ° F) 157
- 168 (315

- 335) Evaporated final boiling point ° C ( ° F) 193
- 216 (380

- 420 ) Residue milliliter 2.0 Maximum Total Aromatic Hydrocarbons volume % 21.0
- 25.0

AS TM D5769 C6 Aromatics (benzene) volume % 0.5
- 0.7 C7 Aromatics (toluene) volume % 5.2
- 6.4 C8 Aromatics volume % 5.2
- 6.4 C9 Aromatics volume % 5.2
- 6.4 C10+ Aromatics volume % 4.4
- 5.6 Olefins 5 mass % 4.0
- 10.0 AS TM D6550 Ethanol blended volume % 9.6
- 10.0 See paragraph (b)(3) of this section. Ethanol confirmatory6 volume % 9.4
- 10.2 AS TM D4815 or D5599 Total Content of Oxygenates Other than Ethanol 6 volume % 0.1 Maximum AS TM D4815 or D5599 Sulfur mg/kg 8.0
- 11.0 AS TM D2622, D5453 or D7039 Lead g/l iter 0.0026 Maximum AS TM D3237 Phosphorus g/l iter 0.0013 Maximum AS TM D3231 Copper Corrosion

- No. 1 Maximum AS TM D130 Solvent

- Washed Gum Content mg/ 100 milli l iter 3.0 Maximum AS TM D381 Oxidation Stability minute 1 000 Minimum AS TM D525 1 AS TM procedures are incorporated by reference in §1065.1010. See §1065.701(d) for other allowed procedures. 2 Octane specifications apply only for testing related to exhaust emissions. F or engines or vehicles that require the use of premium fuel, as described in paragraph (d) of this section, the adjusted specification for antiknock index is a minimum value of 91.0 ; n o maximum value applies. All other specifications apply for this high

- octane fuel. 3 C alculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , using the followi ng equation: DVPE (kP a) = 0.956 ∙ p T - 2.39 or DVPE (psi) = 0.956 ∙ p T – 0.347. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. 4 Parenthetical values are shown for informational purposes only. 5 The re ference procedure prescribes measurement of olefin concentration in mass %. Multiply this result by 0.857 and round to the first decimal place to determine the olefin concentration in volume %. 6 AS TM D5599 prescribes concentration measurement s for ethanol and other oxygenates in mass %. Convert results to volume % as specified in Section 14.3 of ASTM D4815.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 240 of 378 (3) The ethanol

- blended specification in Table 1 of this section is based on the volume % ethanol content of the fuel as determined during blending b y the fuel supplier and as stated by the supplier at the time of fuel delivery
. Use good engineering judgment to determine the volume % of ethanol based on the volume of each blendstock. We recommend using a flow

- based or gravimetric procedure that has an accuracy and repeatability

of ± 0.1 %. (c) The specifications of this paragraph (c) apply for testing with neat gasoline. This is sometimes called indolene or E0 test fuel. Gasoline for testing must have octane values that represent commercially available fuels for the ap propriate application. Test fuel specifications appl y as follows: T ABLE 2 OF §1065.710

– T EST F UEL S PECIFICATIONS F OR N EAT (E0) GASOLINE Property Unit SPECIFICATION Reference Procedure 1 General Testing Low
- Temperature Testing Distillation Range: Evaporated i nitial boiling point

10% evaporated 50% evaporated 90% evaporated Evaporated final boiling point °C 24
- 35 2 49
- 57 93
- 110 149
- 163 Maximum, 213 24
- 36

37
- 48 82

– 101 158
- 174 Maximum, 212 AS TM D86

Hydrocarbon composition:

Olefins Aro matics Saturates volume % Maximum, 0.10 Maximum, 0.35 Remainder Maximum, 0.175

Maximum, 0.304 Remainder AS TM D1319

Lead g/liter Maximum, 0.013 Maximum, 0.013 AS TM D3237 Phosphorous g/liter Maximum, 0.0013 Maximum, 0.005 AS TM D3231 Total sulfur mg/kg Maximum, 80 Maximum, 80 AS TM D2622 Dry vapor pressure equivalent 3 kPa 60.0
- 63. 4 2 ,4 77.2
- 81.4 AS TM D5191 1 AS TM procedures are incorporated by reference in §1065.1010. See §1065.701(d) for other allowed procedures. 2 For testing at altitudes above 1219 m, the specified initial boiling point range is (23.9 to 40.6) °C and the specified volatility range is (52.0 to 55.2) kPa. 3 C alculate dry vapor pressure equivalent, DVPE , based on the measured total vapor pressure, p T , in kPa using the following equation: DVPE (kP a) = 0.956 ∙ p T - 2.39 or DVPE (psi) = 0.956 ∙ p T – 0.347
. DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method. 4 For testing unrelated to evaporative emissions, the specified range is (55.2 to 63.4) kPa. (d) Use the high

- octane gasoline specified in paragraph (b) of this section only for engines or vehicles for which the manufacturer conditions the warranty on the use of premium gasoline. 317. Section 1065
. 715 is amended by revising paragraph ( a) to read as follows: **§1065 .715 Natural gas.** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 241 of 378 (a) Except as specified in paragraph (b) of this section, n atural gas for testing must meet the specifications in the following table: T ABLE 1 OF §1065.715

– T EST F UEL S PECIFICATIONS F OR NATURAL GAS

Property Value 1 Methane, CH 4 Minimum, 0.87 mol/mol Ethane, C 2 H 6 Maximum, 0.055 mol/mol Propane, C 3 H 8 Maximum, 0.012 mol/mol Butane, C 4 H 10 Maximum, 0.0035 mol/mol Pentane, C 5 H 12 Maximum, 0.0013 mol/mol C 6 and higher Maximum, 0.001 mol/mol Oxygen Maximum, 0.001 mol/mol Inert gases (sum of CO 2 and N 2 ) Maximum, 0.051 mol/mol 1 Demonstrate compliance with fuel specifications based on the reference procedures in AS TM D1945 (incorporated by reference in §1065.1010) , or on other measurement procedures using good engineering judgment . See §1065.701(d) for other allowed procedures. * * * * * 318. Section 1065
. 720 is amended by revising paragraph ( a) to read as follows: **§1065.720 Liquefied petroleum gas.** (a) Except as specified in paragraph (b) of this section, liquefied petroleum gas for testing must meet the specifications in the following table: T ABLE 1 OF §1065.720

– T EST F UEL S PECIFICATIONS F OR L IQUEFIED P ETROLEUM GAS

Property Value Reference Procedure 1 Propane, C 3 H 8 Minimum, 0.85 m3 /m3 AS TM D2163 Vapor pressure at 38 °C Maximum, 1400 kP a AS TM D1267or D 2598 2 Volatility residue (evaporated temperature, 35 °C) Maximum,

- 38 °C AS TM D1837 Butanes Maximum, 0.05 m3 /m3 AS TM D2163 Butenes Maximum, 0.02 m3 /m3 AS TM D2163 Pentenes and heavier Maximum, 0.005 m3 /m3 AS TM D2163 Propene Maximum, 0.1 m3 /m3 AS TM D2163 Residual matter (residue on evap. of 100) ml oil stain observ.) Maximum, 0.05 ml pass 3 AS TM D2158 Corrosion, copper strip Maximum, No. 1 AS TM D1838 Sulfur Maximum, 80 mg/kg AS TM D2784 Moisture content pass AS TM D2713 1 AS TM procedures are incorporated by reference in §1065.1010. See §1065.701(d) for other allowed procedures. 2 If these two test methods yield different results, use the results from ASTM D1267. 3 The test fuel must not yield a persistent oil ring when you a dd 0.3 ml of solvent residue mixture to a filter paper in 0.1 ml increments and examine it in daylight after two minutes.
* * * * * 319. A new § 1065
. 725 is added to subpart H to read as follows: **§1065.725 High**  **- level ethanol**  **- gasoline blends.**  For testing vehicles capable of operating on a high

- level ethanol

- gasoline blend , create a test fuel as follows: (a) Add ethanol to an E10 fuel meeting the specifications described in §1065.710 until the ethanol content of the blended fuel is between 80 and 83 volume %. (b) You may

alternatively

add ethanol to a gasoline base fuel with no ethanol if you can demonstrate that such a base fuel blended with the proper amount of ethanol would meetEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 242 of 378 all the specifications for E10 test fuel describe d in §1065.710, other than the ethanol content. (c) The ethanol used for blending must be either denatured ethanol meeting the specifications in 40 CFR 80. 1610 , or fuel

- grade ethanol with no denaturant. Account for the volume of an y denaturant when calculating volumetric percentages. (d) The blended test fuel must have a dry vapor pressure equivalent between 41.5 and 45.1 kPa ( 6.0 and 6.5 psi) when measured using the procedure specified in §1065.710. You may add commercial grade butane as n eeded to meet this specification. 320. Section 1065
. 750 is amended by revising the introductory text and paragraph ( a) to read as follows: **§1065.750 Analytical Gases.** Analy tical gases must meet the accuracy and purity

specifications of this section, unless yo u can show that other specifications would not affect your ability to show that you comply with all applicable emission standards. (a) Subparts C, D, F, and J of this part refer to the following gas specifications: (1) Use purified gases to zero measurement instruments and to blend with calibration gases. Use gases with contamination no higher than the highest of the following values in the gas cylinder or at the outlet of a zero

- gas generator: (i) 2 % contamination, measured relative to the flow

- weighted m ean concentration expected at the standard. For example, if you would expect a flow

- weighted CO concentration of 100.0 mol/mol, then you would be allowed to use a zero gas with CO contamination less than or equal to 2.000 mol/mol. (ii) Contamination as specified in the following table: T ABLE 1 OF §1065.750

– G ENERAL S PECIFICATIONS F OR P URIFIED GASES 1 Constituent Purified Air Purified N 2 THC (C 1 - equivalent) ≤ 0.05 mol/mol ≤ 0.05 mol/mol CO ≤ 1 mol/mol ≤ 1 mol/mol CO 2 ≤ 10 mo l/mol ≤ 10 mo l/mol O 2 0.205 to 0.215 mol/mol ≤ 2 mol/mol NO x ≤ 0.02 mol/mol ≤ 0.02 mol/mol N 2 O 2 ≤ 0.02 mol/mol ≤ 0.02 mol/mol 1 We do not require these levels of purity to be NIST

- traceable. 2 The N 2 O limit applies only if the standard

- setting part requires you to report N 2 O or certify to an N 2 O standard. (2) Use the following gases with a FID anal yz er: (i) FID fuel . Use FID fuel with a stated H 2 concentration of (0.39 to 0.41) mol/mol, balance He or N 2 , and a stated total hydrocarbon concentration of 0.05 mol/mol or less. For GC
- FIDs that measure methane (CH 4 ) using a FID fuel that is balance N 2 , perform the CH 4 measurement as described in SAE J1151 (incorporated b y reference in §1065.1010)
. (ii) FID burner air . Use FID burner air that meets the specifications of purified air in paragraph (a)(1) of this section. For field testing, you may use ambient air. (iii) FID zero gas . Zero flame

- ionization detectors with purified gas that meets the specifications in paragraph (a)(1) of this section, except that the purified g as O 2EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 243 of 378 concentration may

be any value. Note that FID zero balance gases may be any combination of purified air and purified nitrogen. We recommend FID analyzer zero gases that contain approximately the expected flow

- weighted mean concentration of O 2 in th e exhaust sample during testing. (iv) FID propane span gas . Span and calibrate THC FID with span concentrations of propane, C 3 H 8 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span a FID to respond with a value of 600 mol/mol. Note that FID span balance gases may be any combination of purified air and purified nitrogen. We recommend FID anal yz er span gases that contain approximately

the flow

- weighted mean concentration of O 2 expe cted during testing. If the expected O 2 concentration in the exhaust sample is zero, we recommend using a balance gas of purified nitrogen. (v) FI D CH 4 span gas . If you alway s span and calibrate a CH 4 FID with a nonmethane cutter, then span and calibrate the FID with span concentrations of CH 4 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a CH 4 span gas of concentration 200 mol/mol, span a FID to respond with a value of 200  mol/mol. Note that FID span balance gases may be an y combination of purified air and purified nitrogen. We recommend FID anal yz er span gases that contain approximately the expected flow

- weighted mean concentration of O 2 in the exhaust sample during testing. If the expected O 2 concentration in the exhaust sample is zero, we recommend using a balance gas of purified nitrogen. (3) Use the following gas mixtures, with gases traceable within ±1 % of the NI ST
accepted value or other gas standards we approve: (i) CH 4 , balance purified air and/or N 2 (as applicabl e). (ii) C 2 H 6 , balance purified air and/or N 2 (as applicable). (iii) C 3 H 8 , balance purified air and/or N 2 (as applicable). (iv) CO, balance purified N 2 . (v) CO 2 , balance purified N 2 . (vi) NO, balance purified N 2 . (vii)) NO 2 , balance purified air. (viii) O 2 , balance purified N 2 . (ix) C 3 H 8 , CO, CO 2 , NO, balance purified N 2 . (x) C 3 H 8 , CH4 , CO, CO 2 , NO, balance purified N 2 . (xi) N 2 O, balance purified air and/or N 2 (as applicable). (4) You may

use gases for species other than those listed in paragraph (a)(3) of this section (such as methanol in air, which you may use to determine response factors), as long as they

are traceable to within ±3 % of the NIST

- accepted value or other similar standards we approve, and meet the stability requirements of paragraph (b) of this section. (5) You may

generate your own calibration gases using a precision blending device, such as a gas divider, to dilute gases with purified N 2 or purified air. If your gas divider meet s the specifications in §1065.248, and the gases being blende d meet the requirements of paragraphs (a)(1) and (3) of this section, the resulting blends are considered to meet the requirements of this paragraph (a). * * * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 244 of 378 **Subpart I**

**— [Amended]**  321. Section 1065
. 805 is amended by revising paragraph s ( d) and (f) to read as follows: **§1065.805 Sampling system.** * * * * * (d) You may

bubble a sample of the exhaust through water to collect alcohols for later anal ys is. You may

also use a photoacoustic analyzer to quantify ethanol and methanol in an exhaust sample as d escribed in §1065.269
. * * * * * (f) You may

sample alcohols or carbonyls using "California Non

- Methane Organic Gas Test Procedures" (incorporated b y reference in §1065.1010). If you use this method, follow its calculations to determine the mass of the alcohol/carbonyl in the exhaust sample, but follow subpart G of this part for all other calculations (40 CFR part 1066, subpart G, for vehicle testing). * * * * * 322. Section 1065
. 845 is revised to read as follows: **§1065.845 Response factor determination.** Since FID anal yz ers generall y have an incomplete response to alcohols and carbonyl s, determine each FID analyzer’s alcohol/carbonyl response factor ( RF OHCi[THC

- FID] ) after FID optimization to subtract those responses from the FID reading. Use the most rec ent ly determined alcohol/carbon ylresponse factors to compensate for alcohol/carbon ylresponse. You are not required to determine the response factor for a compound unless you will subtract its response to compensate for a response. (a) You may

generate r esponse factors as described in paragraph (b) of this section, or yo u may use the following default response factors, consistent with good engineering judgment: T ABLE 1 OF §1065.845

–D EFAULT VALUES FOR THC FID RESPONSE F ACTOR RELATIVE TO P ROPANE ON A C 1 - E QUIVALENT B ASIS

Com pound Response factor (RF ) acetaldehyde 0.50 ethanol 0.75 formaldehyde 0.00 methanol 0.63 propanol 0.85 (b ) Determine the alcohol/carbonylresponse factors as follows: (1) Select a C 3 H 8 span gas that meets the specifications of §1065.750. Note that FID zero and span balance gases may be any combination of purified air or purified nitrogen that meets the specifications of §1065.750. We recommend FID anal yz er zero and span gases that co ntain approximately the flow

- weighted mean concentration of O 2 expected during testing. Record the C 3 H 8 concentration of the gas.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 245 of 378 (2) Select or prepare an alcohol/carbonylcalibration gas that meets the specifications of §1065.750 and has a concentration ty pical of the peak concentration expected at the hydrocarbon standard. Record the calibration concentration of the gas. (3) Start and operate the FID anal yz er according to the manufacturer’s instructions. (4) Confirm that the FID anal yz er has been calibrated using C 3 H 8 . Calibrate on a carbon number basis of one (C 1 ). For example, if you use a C 3 H 8 span gas of concentration 200 mol/mol, span the FID to respond with a value of 600 mol/mol. (5) Zero the FID. Note that FID zero and span balance gases may be any combination of purified air or purified nitrogen that meets the specifications of §1065.750. We recommend FID anal yz er zero and span gases that contain approximately the flow

weighted mean concentration of O 2 expected during testing. (6) Span the FI D with the C 3 H 8 span gas that you selected under paragraph (a)(1) of this section. (7) Introduce at the inlet of the FID anal yz er the alcohol/carbonyl calibration gas that you selected under paragraph (a)(2) of this section. (8) Allow time for the analyzer response to stabilize. Stabilization time may include time to purge the anal yz er and to account for its response. (9) While the anal yz er measures the alcohol/carbonyl concentration, record 30 seconds of sampled data. Calculate the arithmetic mea n of these values. (10) Divide the mean measured concentration by the recorded span concentration of the alcohol/carbon ylcalibration gas on a C 1 - equivalent basis . The result is the FID anal yz er’s response factor for alcohol/carbonyl, RF OHCi[THC

- FID] on a C 1 - equivalent basis
. ( c ) Alcohol/carbon ylcalibration gases must remain within ±2 % of the labeled concentration. You must demonstrate the stability based on a quarterl y measurement procedure with a precision of ±2 % percent or another method that we app rove. Your measurement procedure may incorporate multiple measurements. If the true concentration of the gas changes deviates b y more than ±2 %, but less than ±10 %, the gas may be relabeled with the new concentration. 323. Section 1065
. 850 is revised to read as follows: **§1065.850 Calculations.** Use the calculations specified in §1065.665 to determine THCE or NMHCE and the calculations specified in 40 CFR 1066.635 to determine NMOG
. **Subpart J**

**— [Amended]**  324. Section 1065
. 905 is amended by revising paragraph s ( a) an d (d)(2)(i)(A) to read as follows: **§1065.905 General provisions.** (a) General . Unless the standard

- setting part specifies deviations from the provisions of this subpart, field testing and laboratory testing with PEMS must conform to the provisions of this subpart. Use good engineering judgment when testing with PEMS to ensure proper function of the instruments under test conditions. For example, this may require additional maintenance or calibration for field testing or may require verification after moving the PEMS unit. (d) * * *EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 246 of 378 (2) * * * (i) * * * (A) Use good engineering judgment to control dilution air temperature. If you choose to directly and actively

control dilution air temperature, set the temperature to 25 °C. 325. Section 1065
. 915 is amended by revising paragraph ( a) to read as follows: **§1065.915 PEMS instruments.**  (a) Instrument specifications . We recommend that you use PEMS that meet the specifications of subpart C of this part. For unrestricted use of PEMS in a laboratory or similar environment, use a PEMS that meets the same specifications as each lab instrument it replaces. For field testing or for testing with PEMS in a laboratory or similar environment, under the provisions of §1065.905(b), the specifications in the following table apply

instead of the specifications in Table 1 of §1065. 205.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 247 of 378 T ABLE 1 OF §1065.915

–RECOMMENDED M INIMUM PEMS M EASUREMENT INSTRUMENT P ERFORMANCE Measurement Measured quantity symbol Rise time, t 10
- 90 , and Fall time, t90
- 10 Recording update

frequency Accuracy 1 Repeatability 1 Noise 1 Engine speed transducer f n 1 s 1 Hz means 5 % of pt. or 1 % of max. 2 % of pt. or

1 % of max. 0.5 % of max Engine torque estimator, BSFC (This is a signal from an engine’s ECM) T or BSFC 1 s 1 Hz means 8 % of pt. or 5 % of max. 2 % of pt. or

1 % of max. 1 % of max. General pressure transducer (not a part of another instrument) p 5 s 1 Hz 5 % of pt. or 5 % of max. 2 % of pt. or

0.5 % of max. 1 % of max Atmospheric pressure meter p atmo s 50 s 0.1 Hz 250 Pa 200 Pa 100 Pa General temperature sensor (not a part of another instrument) T 5 s 1 Hz 1 % of pt. K or 5 K 0.5 % of pt. K or

2 K 0.5 % of max

0.5 K General dewpoint sensor T dew 50 s 0.1 Hz 3 K 1 K 1 K Exhaust flow meter n  1 s 1 Hz means 5 % of pt. or 3 % of max. 2 % of pt. 2 % of max. Dilution air, inlet air, exhaust, and sample

flow meters n  1 s 1 Hz means 2.5 % of pt. or 1.5 % of max. 1.25 % of pt. or

0.75 % of max. 1 % of max. Continuous gas analyzer x 5 s 1 Hz 4 % of pt. or 4 % of meas. 2 % of pt. or

2 % of meas. 1 % of max. Gravimetric PM balance m PM — — See §1065.790 0.5  g — Inertial PM balance m PM — — 4 % of pt. or 4 % of meas. 2 % of pt. or

2 % of meas. 1 % of max 1 Accuracy, repeatability, and noise are all determined with the same collected data, as described in §1065.305, and based on absolute values. “pt.” refers to the overall flow

- weighted mean value expected at the standard; “max.” refers to the peak value expected at the standard over any test interv al, not the maximum of the instrument’s range; “meas” refers to the actual flow

- weighted mean measured over any test interval.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 248 of 378 * * * * * 326. Section 1065
. 920 is amended by revising paragraph s ( a) , (b) introductory text, and (b)(7) introductory

text to read as follows: **§1065.920 PEMS Calibrations and verifications.** (a) Subsystem calibrations and verifications . Use all the applicable calibrations and verifications in subpart D of this part, including the linearity verifications in §1065.307, to calib rate and verify

PEMS. Note that a PEMS does not have to meet the sy stem response and updating

- recording verifications of §1065.308 and §1065.309 if it meets the overall verification described in paragraph (b) of this section or if it measures PM using any method other than that described in §1065.170(c)(1) . This section does not apply to ECM signals. Note that because the regulations of this part require you to use good engineering judgment, it may be necessary

to perform additional verifications and analysis. It may

also be necessary

to limit the range of conditions under which the PEMS can be used or to include specific additional maintenance to ensure that it functions properl y under the test conditions. As provided in 40 CFR 1068.5, we will deem your sy stem to not meet the requirements of this section if we determine that you did not use good engineering judgment to verify the measurement equipment. We may also deem yo ur s ys tem to meet these requirements only under certain test conditions. If we ask for it, you must send us a summary of your verifications. We may also ask yo u to provide additional information or anal ys is to support your conclusions. (b) Overall verification
. This paragraph (b) specifies methods and criteria for verifying the ove rall performance of sy stems not full y compliant with requirements that apply for laboratory

testing. Maintain records to show that the particular make, model, and configuration of your PEMS meets this verification. Y ou may rel y on data and other informat ion from the PEMS manufacturer. However, we recommend that you generate yo ur own record s to show that your specific PEMS meets this verification. If you upgrade or change the configuration of your PEMS, your record must show that your new configuration meets this verification. The verification required b y this section consists of operating an engine over a duty cycle in the laboratory

and statistically

comparing data generated and recorded by the PEMS with data simultaneously generated and recorded by laboratory

equipment as follows: * * * * * (7) The PEMS passes th e verification of this paragraph (b) if any one of the following are true for each constituent: * * * * * **Subpart K**

**— [Amended]**  327. Section 1065
. 1001 is amended as follows: a. By removing the definition for “ C 1 equivalent (or basis) ”. b. By adding a definition for “ C 1 - equivalent (or basis) ”. c. By removing the definition for “Engine”. d. By revising the definitions for “HEPA filter”, “Hydrocarbon (HC)”, “Oxygenated fuels”, and “Precision”. e. By adding a definition for “Purified air”.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 249 of 378 **§1065.1001 Definitions.** * * * * * C 1 - equivalent (or basis) means a convention of expressing HC concentrations based on the total number of carbon atoms present, such that the C 1 equivalent of a molar HC concentration equals the molar concentration multiplied by the mean number of carbon atoms in each HC molecule. For example, the C 1 equivalent of 10 mol/mol of propane (C 3 H 8 ) is 30 mol/mol. C 1 equivalent molar values may be de noted as “ppmC” in the standard

- setting part. Molar mass may also be expressed on a C 1 basis. Note that calculating HC masses from molar concentrations and molar masses is only valid where they are each expressed on the same carbon basis. * * * * * HEPA filter means high

- efficiency particulate air filters that are rated to achieve a minimum initial particle

- removal efficiency of 99.97 % using ASTM F1471 (incorporated b y reference in §1065.1010). * * * * * Hydrocarbon (HC) means THC, THCE, NMHC, NMOG, or NMHCE, as applicable. Hydrocarbon generall y means the h ydrocarbon group on which the emission standards are based for each type of fuel and engine. * * * * * Ox ygenated fuels means fuels composed of at least 25 % oxygen - containing compounds, such as eth anol or methanol. Testing engines that use ox ygenated fuels generall y requires the use of the sampling methods in subpart Iof this part. However, yo u should read the standard

- setting part and subpart I of this part to determine appropriate sampling meth ods. * * * * * Precision means two times the standard deviation of a set of measured values of a single zero or reference quantity
. See also the related definitions of noise and repeatability in this section. * * * * * Purified air means air meeting the specifications for purified air in §1065.750. Purified air may be produced b y purifying ambient air. The purification may occur at the test site or at another location (such as at a gas supplier’s facility). Alternativel y, purified air may be sy nthetically

generated, using good engineering judgment, from purified oxygen and nitrogen. The addition of other elements normally present in purified ambient air (such as Ar) is not required. * * * * * 328. Section 1065
. 1005 is revised to read as follows: **§1065.1005 Symbols, abbreviations, acronyms, and units of measure.**  The procedures in this part generally follow the International Sy stem of Units (SI), as detailed in NI ST Special Publication 811, which we incorporate by reference in §1065.1010. See §1065.2 0 for specific provisions related to these conventions. This section summarizes the way we use sy

mbols, units of measure, and other abbreviations. (a) Sy mbols for quantities . This part uses the following s ymbols and units of measure for various quantities : Symbol Quantity Unit Unit s ymbol Units in terms of SI b ase unitsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 250 of 378  atomic hydrogen

- to - carbon ratio mole per mole mol/mol 1 A area square meter m2 m2 a 0 intercept of least squares regression a 1 slope of least squares regression a g acceleration of Earth’s gravity meter per square second m/s 2 m/s 2  ratio of diameters meter per meter m/m 1  atomic oxygen

- to - carbon ratio mole per mole mol/mol 1 C# number of carbon atoms in a molecule C d discharge coefficient Cf flow coefficient δ atomic nitrogen

- to - carbon ratio mole per mole mol/mol 1 d Diameter meter m m DR dilution ratio mole per mol e mol/mol 1  error between a quantity and its

reference
e brake

- specific emission or fuel

consumption gram per kilowatt hour g/(kW ∙hr) g ∙3.6 - 1 ∙10 6 ∙m- 2 ∙kg∙s 2 F F
- test statistic f frequency hertz Hz s - 1 f n angular speed (shaft) revolutions per minute r/min 2 ∙ π ∙60 - 1 ∙m·m- 1 ·s - 1  ratio of specific heats (joule per kilogram kelvin) per (joule per kilogram kelvin) (J/(kg ∙K))/(J/(kg∙K)) 1  atomic sulfur

- to - carbon ratio mole per mole mol/mol 1 K correction factor 1 K v calibration coefficient m 4 ∙s∙K0.5 /kg m 4 ∙s∙K0.5 ∙kg - 1 l length meter m m  viscosity, dynamic pascal second Pa ∙s m- 1 ∙kg∙s - 1 M molar mass 1 gram per mole g/mol 10 - 3 ∙kg∙mol - 1 m mass kilogram kg kg m  mass rate kilogram per second kg/s kg ∙s - 1
 viscosity, kinematic meter squared per second m2 /s m2 ∙s - 1 N total number in series n amount of substance mole mol mol n  amount of substance rate mole per second mol/s mol ∙s - 1 P power kilowatt kW 10 3 ∙m2 ∙kg∙s - 3 PF penetration fraction p pressure pascal Pa m- 1 ∙kg∙s - 2  mass density kilogram per cubic meter kg/m3 kg ∙m- 3  p differential static pressure pascal Pa m - 1 ∙kg∙s - 2 r ratio of pressures pascal per pascal Pa/Pa 1 r 2 coefficient of determination Ra average surface roughness micrometer m 10 - 6 m Re # Reynolds number RF response factor RH relative humidity  non - biased standard deviation S Sutherland constant kelvin K K SEE standard estimate of error T absolute temperature kelvin K K T Celsius temperature degree Celsius ° C K
- 273.15 T torque (moment of force) newton meter N ∙m m2 ∙kg∙s - 2  plane angle degrees ° rad t time second s s  t time interval, period, 1/frequency second s sEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 251 of 378 V volume cubic meter m3 m3 V  volume rate cubic meter per second m3 /s m3 ∙s - 1 W work kilowatt hour kW ∙hr 3.6 ∙10 - 6 ∙m2 ∙kg∙s - 2 w c carbon mass fraction gram per gram g/g 1 x amount of substance mole fraction 2 mole per mole mol/mol 1 x flow

- weighted mean concentration mole per mole mol/mol 1 y generic variable Z compressibility factor 1 See paragraph (f)(2) of this section for the values to use for molar masses. Note that in the cases of NO x and HC, the regulations specify effective molar masses based on assumed speciation rather than actual speciation. 2 Note that mole fra ctions for THC, THCE, NMHC, NMHCE, and NOTHC are expressed on a C 1 equivalent basis. (b) Sy mbols for chemical species . This part uses the following s ymbols for chemical species and exhaust constituents: Symbol Species Ar argon C carbon CH 2 O formaldehyde CH 3 OH methanol CH 4 methane C 2 H 4 O acetaldehyde C 2 H 5 OH ethanol C 2 H 6 ethane C 3 H 7 OH propanol C 3 H 8 propane C 4 H 10 butane C 5 H 12 pentane CO carbon monoxide CO 2 carbon dioxide H atomic hydrogen H 2 molecular hydrogen H 2 O water H 2 S O 4 sulfuric acid HC hydrocarbon He helium 85 Kr krypton 85 N 2 molecular nitrogen NH 3 ammonia NMHC nonmethane hydrocarbon NMHCE nonmethane hydrocarbon equivalent NO nitric oxide NO 2 nitrogen dioxide NO x oxides of nitrogen N 2 O nitrous oxide NMOG nonmethane organic gases NONMHC non - oxygenated nonmethane hydrocarbon NOTHC non - oxygenated total hydrocarbon O 2 molecular oxygen OHC oxygenated hydrocarbon 210 Po polonium 210 PM particulate matter S sulfur SVOC semi

- volatile organic compound THC total hydrocarbon THCE total hydrocarbon equivalent ZrO 2 zirconium dioxideEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 252 of 378 (c) Prefixes . This part uses the following prefixes to define a quantity: Symbol Quantity Value  micro 10 - 6 m milli 10 - 3 c centi 10 - 2 k kilo 10 3 M mega 10 6 (d) Superscripts . This part uses the following superscripts to define a quantity : Superscript Quantity overbar (such as y ) arithmetic mean overdot (such as y

 ) quantity per unit time (e) Subscripts . This part uses the following subscripts to define a quantity :

Subscript Quantity abs absolute quantity act actual condition air air, dry am b am

bient atmos atmospheric bkgnd background cal calibration quantity CFV critical flow venturi comb combined composite composite value cor corrected quantity dil dilution air dew dewpoint dexh diluted exhaust dry dry condition dutycycle duty cycle exh raw exhaust exp expected quantity fn feedback speed frict friction fuel fuel consumption hi,idle condition at high

- idle i an individual of a series idle condition at idle in quantity in init initial quantity, typically before an emission test int intake air j an individual of a series mapped conditions over which an engine can operate max the maximum (i.e., peak) value expected at the standard over a

test interval; not the maximum of an instrument range meas measured quantity media PM sample media mi x mi xture of diluted exhaust and air norm normalized out quantity out P power part partial quantity PD P positive

- displacement pump post after the test interval pre before the test intervalEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 253 of 378 prod stoichiometric product record record rate ref reference quantity rev revolution sat saturated condition s slip span span quantity SSV subsonic venturi std standard condition stroke engine strokes per power stroke T torque test test quantity test,alt alternate test quantity uncor uncorrected quantity vac vacuum side of the sampling system weight calibration weight zero zero quantity (f) Constants . (1) This part uses the following constants for the composition of dry air: Symbol Quantity mol/mol xArair amount of argon in dry air 0.00934 x CO2air amount of carbon dioxide in dry air 0.000375 x N2ai r amount of nitrogen in dry air 0.78084 x O2ai r amount of oxygen in dry air 0.209445 (2) This part uses the following molar masses or effective molar masses of chemical species: Symbol Quantity g/mol (10 - 3 ·kg·mol - 1 ) M ai r molar mass of dry air 1 28.96559 M Ar molar ma ss of argon 39.948 M C molar mass of carbon 12.0107 M C H 3OH molar mass of methanol 32.04186 M C2H5OH molar mass of ethanol 46.06844 M C2H4O molar mass of acetaldehyde 44.05256 M C3H8 molar mass of propane 44.09562 M C3H 7OH molar mass of propan ol 60.09502 M CO molar mass of carbon monoxide 28.0101 M CH4 molar mass of methane 16.0425 M CO2 molar mass of carbon dioxide 44.0095 M H molar mass of atomic hydrogen 1.00794 M H2 molar mass of molecular hydrogen 2.01588 M H2O molar mass of water 18.01528 M CH2O molar mass of formaldehyde 30.02598 M He molar mass of helium 4.002602 M N molar mass of atomic nitrogen 14.0067 M N2 molar mass of molecular nitrogen 28.0134 M N H3 molar mass of ammonia 17.03052 M NMHC effective C 1 molar mass of nonmethane hydrocarbon 2 13.875389 M NMHCE effective C 1 molar mass of nonmethane hydrocarbon equivalent2 13.875389 M NOx effective molar mass of oxides of nitrogen 3 46.0055 M N2O molar mass of nitrous oxide 44.0128 M O molar mass of atomic oxygen 15.9994 M O2 molar ma ss of molecular oxygen 31.9988 M S molar mass of sulfur 32.065 M THC effective C 1 molar mass of total hydrocarbon 2 13.875389EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 254 of 37 8 M THCE effective C 1 molar mass of total hydrocarbon equivalent2 13.875389 1 See paragraph (f)(1) of this section for the composition of dry air. 2 The effective molar masses of THC, THCE, NMHC, and NMHCE are defined on a C 1 basis and are based on an atomic hydrogen

- to - carbon ratio,  , of 1.85 (with β, γ, and δ equal to zero)
. 3 The effective molar mass of NO x is defined by the molar mass of nitrogen dioxide, NO 2 . (3) This part uses the following molar gas constant for ideal gases:

Symbol Quantity J/(mol ∙K) (m2 ∙kg∙s - 2 ∙mol - 1 ∙K- 1 ) R molar gas constant 8.314472 (4) This part uses the following ratios of specific heats for dilution air and diluted exhaust: Symbol Quantity [J/(kg ∙K)]/[J/(kg∙K)]

 air ratio of specific heats for intake air

or dilution air 1.399  dil ratio of specific heats for diluted

exhaust 1.399  exh ratio of specific heats for raw

exhaust 1.385 (g) Other acron ym s and abbreviations . This part uses the following additional abbreviations and acronyms:

ABS acrylonitrile

- butadiene

- styrene AS TM American Society for Testing and Materials BMD bag mini

- diluter BSFC brake

- specific fuel consumption CARB California Air Resources Board CFR Code of Federal Regulations CFV critical

- flow venturi CI compression

- ignition CITT Curb Idle Transmission Torque CLD chemiluminescent detector CVS constant - volume sampler DF deterioration factor ECM electronic control module EFC electronic flow control e.g. for example EGR exhaust gas recirculation EPA Environmental Protection Agency FEL Family Emission Limit FID flame

- ionization detector FTIR Fourier transform infrared GC gas chromatograph GC
- ECD gas chromatograph with an electron

- capture detector GC
- FID gas chromatograph with a flame ionization detector HEPA high

- efficiency particulate air IBP initial boiling point IBR incorporated by reference i.e. in other words ISO International Organization for Standardization LP G liquefied petroleum gas MPD magnetopneumatic detection NDIR nondispersive infrared NDUV nondispersive ultraviolet NIST National Institute for Standards and TechnologyEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 255 of 378 NMC nonmethane cutter PD P positive

- displacement pump PE MS portable emission measurement system PFD partial

- flow dilution PL OT porous layer open tubular PMD paramagnetic detection PMP Polymethylpentene pt. a single point at the mean value expected at the standard. psi pounds per square inch PT FE polytetrafluoroethylene (commonly known as TeflonTM) RE rounding error RESS rechargeable energy storage system RFPF response factor penetration fraction RMC ramped

- modal cycle rms root - mean square RTD resistive temperature detector SAW surface acoustic wave SEE standard estimate of error SSV subsonic venturi SI spark

- ignition THC
- FID total hydrocarbon flame ionization detector TINV inverse student t- test function in Microsoft Excel UCL upper confidence limit UFM ultrasonic flow meter U.S.C. United States Code 329. Section 1065
. 1010 is revised to read as follows: **§1065.1010 Incorporation by reference**  **.** (a) Certain material is incorporated b y reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the **Federal Register** and the material must be available to the publ ic. All approved materials are available for inspection at the Air and Radiation Docket and Information Center (Air Docket) in the EPA Docket Center (EPA/ DC) at Rm. 3334, EPA West Bldg., 1301 Constitution Ave. NW., Washington, DC. The EPA/DC Public Readi ng Room hours of operation are 8:30 a.m. to 4:30 p.m., Monday through Friday , excluding legal holiday s. The telephone number of the EPA/DC Public Reading Room is (202) 566

– 1744, and the telephone number for the Air Docket is (202) 566

– 1742. These approved materials are also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call (202) 741

– 6030 or go to http:// www.archives.gov/federal_register/ code_of_ federal_regulations/ ibr_locations.html
. In addition, these materials are available from the sources listed below. (b ) ASTM material
. The following standards are available from ASTM International, 100 Barr Harbor Dr., P.O. Box C700, West Conshohocken, PA 19428

–2959, (877) 909

– ASTM, or http://www.astm.org : (1) ASTM D86

- 12 , Standard Test Method for Distillation of Petroleum Products at Atmospheric Pressure, approved December 1, 2012, I BR approved for § § 1065.703 (b) and 1065.710 (b) and (c)
. (2) ASTM D93

- 13 , Standard Test Methods for Flash Point by Pensky

- Martens Closed Cup Tester, approved July 15, 2013, IBR approved for § 1065.703 (b)
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 256 of 378 (3) ASTM D130

- 12, Standard Test Method for Corro siveness to Copper from Petroleum Products by Copper Strip Test , approved November 1, 2012, IBR approved for §1065.710 (b). (4) ASTM D381

- 12, Standard Test Method for Gum Content in Fuels by Jet Evaporation, approved April 15, 2012, IBR approved for §1065.710 (b)
. ( 5 ) ASTM D445

- 12 , Standard Test Method for Kinematic Viscosity of Transparent and Opaque Liquids (and Calculation of Dy namic Viscosity), approved April 15, 2012, IBR approved for § 1065.703 (b)
. (6) ASTM D525

- 12a, Standard Test Method for Oxidation Stability of Gasoline (Induction Period Method) , approved September 1, 2012, IBR approved for §1065.710 (b)
. ( 7 ) ASTM D613

- 13 , Standard Test Method for Cetane Number of Diesel Fuel Oil, approved December 1, 2013, IBR approved for § 1065.703 (b )
. ( 8 ) ASTM D910

- 13a , Standard Specification for Aviation Gasolines, approved December 1, 2013, IBR approved for § 1065.701 (f)
. ( 9 ) ASTM D975

- 13a , Standard Specification for Diesel Fuel Oils, approved December 1, 2013, IBR approved for § 1065.701 (f)
. ( 10 ) ASTM D1267

- 12 , Standard Test Method for Gage Vapor Pressure of Liquefied Petroleum (LP) Gases (LP

- Gas Method), approved November 1, 2012, IB R approved for § 1065.720 (a)
. ( 11 ) ASTM D1319

- 13 , Standard Test Method for Hydrocarbon Ty pes in Li quid Petro leum Products by Fluorescent Indicator Adsorption, approved May 1, 2013, IBR approved for § 1065.710 (c)
. ( 12 ) ASTM D1655

- 13a , Standard Specification for Aviation Turbine Fuels, approved December 1, 2013, IBR approved for § 1065.701 (f)
. (1 3 ) ASTM D1837

- 11 , Standard Test Method for Volatility of Liquefied Petroleum (LP) Gases, approved October 1, 2011, IBR approved for § 1065.720 (a)
. (1 4 ) ASTM D1838

- 12a , Standard Test Method for Copper Strip Corrosion by Liquefied Petroleum (LP) Gases, approved December 1, 2012, IBR approved for § 1065.720 (a)
. (1 5 ) ASTM D1945

- 03 (Reapproved 20 10 ), Standard Test Method for Analy sis of Natural Gas b y Gas Chromatography , approved January 1, 2010, IBR approved for § 1065.715 (a)
. (1 6 ) ASTM D2158

- 11 , Standard Test Method for Residues in L iquefied Petroleum (LP) Gases, approved January

1, 2011, IBR approved for § 1065.720 (a)
. (1 7 ) ASTM D2163

- 0 7 , Standard Test Method for Analy sis of Liquefied Petroleum (LP) Gases and Propene Concentrates by Gas Chromatograph y, approved December 1, 2007, IBR approved for § 1065.720 (a)
. (1 8 ) ASTM D2598

- 12 , Standard Practice for Calculation of Certain Phy sical Properties of Li quefied Petroleum (LP) Gases from Compositional Analy sis, approved November 1, 2012, IBR approved for § 1065.720 (a)
. (1 9 ) ASTM D2622
- 10 , Standard Test Method for Sulfur in Petroleum Products by Wavelength Dispersive X

- ray Fluorescence Spectrometry , approved February 15, 2010, IBR approved for § § 1065.703 (b) and 1065.710 (b) and (c)
. (20) ASTM D2699

- 1 3b , Standard Test Metho d for Research Octane Number of Spark

Ignition Engine Fuel , approved October 1, 2013, IBR approved for § 1065. 710 (b)
. (21) ASTM D2700

- 13b , Standard Test Method for Motor Octane Number of Spark

Ignition Engine Fuel , approved October 1, 2013, IBR approved for § 1065. 710 (b).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 257 of 378 ( 22 ) ASTM D2713

- 13 , Standard Test Method for Dry ness of Propane (Valve Freeze Method), approved October 1, 2013, IBR approved for § 1065.720 (a)
. ( 23 ) ASTM D2784

- 11 , Standard Test Method for Sulfur in L iquefied Petroleum Gases (Ox y- Hydrogen Burner or Lamp), approved January 1, 2011, IBR approved for § 1065.720 (a)
. ( 24 ) ASTM D2880

- 13b , Standard Specification for Gas Turbine Fuel Oils, approved November 15, 2013, IBR approved for § 1065.701 (f)
. (2 5 ) ASTM D2986

- 95a (Reapproved 1999 ), Standard Practice for Evaluation of Air Assay Media by

the Monodisperse DOP (DioctylPhthalate) Smoke Test, approved September 10, 1995, IBRapproved for § 1065.170 (c)
. This standard was withdrawn in 2004
. (2 6 ) ASTM D3231

- 13 , Standard Test Method for Phosphorus in Gasoline, approved June 15, 2013, IBR approved for § 1065.710 (b) and (c)
. (2 7 ) ASTM D3237

- 12 , Standard Test Method for Lead in Gasoline By Atomic Absorption Spectroscop y, approved June 1, 2012, IBR approved for § 1065.710 (b) and (c)
. (2 8 ) ASTM D4052

- 11 , Standard Test Method for Density , Relative Density , and API Gravity of Liquids by Digital Density Meter, approved October 15, 2011, IBR approved for § 1065.703 (b)
. (2 9 ) ASTM D4629
- 12, Standard Test Method for Trace Nitrogen in Liquid Petroleum Hydrocarbons by

Sy ringe/Inlet Oxidative Combustion and Chemiluminescence Detection, approved April 15, 2012, IBR approved for § 1065.655 (d)
. (30) ASTM D4814
- 13b , Standard Specification for Automotive Spark

- Ignition Engine Fuel, approved December 1, 2013, IBR approved for § 1065.701 (f)
. (31) ASTM D4815

- 13 , Standard Test Method for Determination of MTBE, ETBE, TAME, DIPE, tertiary

- Amyl Alcohol and C 1 to C 4 Alcohols in Gasol ine by Gas Chromatograph y , approved October 1, 2013, IBR approved for § 1065. 710 (b)
. ( 32) ASTM D5186

- 03 (Reapproved 20 09 ) , Standard Test Method for Determination of the Aromatic Content and Poly nuclear Aromatic Content of Diesel Fuels and Aviation Turbine Fuels By

Supercritical Flu id Chromatography , approved April 15, 2009, IBR approved for § 1065.703 (b)
. ( 33 ) ASTM D5191

- 13 , Standard Test Method for Vapor Pressure of Petroleum Produ cts (Mini Method), approved December 1, 2013, IBR approved for § 1065.710 (b) and (c)
. ( 34 ) ASTM D5291
- 10, Standard Test Method for Instrumental Determination of Carbon, Hydrogen, and Nitrogen in Petroleum Products and Lubricants , approved May 1, 2010, I BR approved for §106 5.655 (d)
. (35) ASTM D5453

- 12, Standard Test Method for Determination of Total Sulfur in L ight Hydrocarbons, Spark Ignition Engine Fuel, Diesel Engine Fuel, and Engine Oil by Ultraviolet Fluorescence, approved November 1, 2012, IBR approved for §1065.710 (b)
. (36) ASTM D5599
- 00 (Reapproved 2010) , Standard Test Method for Determination of Ox ygenates in Gasoline by Gas Chromatograph y and Ox ygen Selective Flame Ionization Detection , approved October 1, 2010, IBR approved for § § 1065.655 (d) and 1065.710 (b)
. (3 7 ) ASTM D5762

- 12 Standard Test Method for Nitrogen in Petroleum and Petroleum Products by

Boat
- Inlet Chemiluminescence, approved April 15, 2012, IBR approved for § 1065.655 (d)
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 258 of 378 (38) ASTM D5769

- 10, Standard Test Method for Determination of Benzene, Tolue ne, and Total Aromatics in Finished Gasolines by Gas Chromatography

/Mass Spectrometry , approved May

1, 2010, IBR approved for §1065.710 (b)
. (39) ASTM D5797
- 13 , Standard Specif ication for Fuel Methanol (M70

- M85 ) for Automotive Spark

- Ignition Engines, approved June 15, 2013, IBR approved for § 1065.701 (f)
. ( 40 ) ASTM D5798

- 13a , Stan dard Specif ication for Ethanol Fuel Blends for Flexible Fuel Automotive Spark

- Ignition Engines, approved June 15, 2013, IBR approved for § 1065.701 (f)
. (41) ASTM D6550

- 10, Standard Test Method for Determination of Olefin Content of Gasolines by Supercritical

- Fluid Chromatograph y , approved October 1, 2010, IBR approved for §1065.710 (b)
. (42) ASTM D6615

- 11a, Standard Specification for Jet B Wide

- Cut Aviation Turbine Fuel, approved October 1, 2011, IBR approved for § 1065.701 (f)
. ( 43 ) ASTM D6751

- 12 , Standard Specifi cation for Biodiesel Fuel Blend Stock (B10 0) for Middle Distillate Fuels, approved August 1, 2012, IBR approved for § 1065.701 (f)
. (44 ) ASTM D6985

- 04a , Standard Specification for Middle Distillate Fuel Oil

—Mi litary Marine Applications, approved November 1, 2004, IBR approved for § 1065.701 (f)
. This standard was withdrawn in 20 10
. (45) ASTM D7039

- 13 , Standard Test Method for Sulfur in Gasoline , Diesel Fuel , Jet Fuel, Kerosine, Biodiesel, Biodiesel Blends, and Gosoline

- Ethenol Blends by Monochromatic Wavelength Dispersive X

- ray Fluorescence Spectrometry , approved September 15, 2013, IBRapproved for §1065.710 (b)
. ( 46 ) AS TM F1471
- 09, Standard Test Method for Air Cleaning Performance of a High

Efficiency Particulate Air Filter S ys tem, approved March 1, 2009, IBR approved for § 1065.1001. ( c ) California Air Resources Board material
. The following documents are available from the California Air Resources Board, Haagen

- Smit Laboratory, 9528 Telstar Ave., El Monte, CA 91731

–2908, (800) 242

–4450, or http:// www.arb.ca.gov : (1) California Non

- Methane Organic Gas Te st Procedures, Amended July 30, 2002, Mobile Source Division, California Air Resources Board, IBR approved for § 1065.805 (f)
. (2) [Reserved] ( d) Institute of Petroleum material
. The following documents are available from the Energy Institute, 61 New Cavendish St., L ondon, W1G 7AR, UK, or by calling +44

– (0)20

– 7467

– 710 0, or at http://www.energyinst.org : (1) IP 470, 2005, Determination of alumi num, silicon, vanadium, nickel, iro n, calcium, zinc, and sodium in resi dual fuels b y atomic absorption spectrometry , IBR approved for § 1065.705 (b)
. (2) IP 500, 2003, Determination of the phosphor us content of residual fuels by ultra

vi olet spectrometry , IBR approved for § 1065.705 (b)
. (3) IP 501, 2005, Determination of alumi num, silicon, vanadium, nickel, iron, sodium, calcium, zinc and pho sphorus in residual fuel oil by ashing, fusion and inductively coupled pl asma emission spectrometry , IBR approved for § 1065.705 (b)
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 259 of 378 ( e ) ISO material
. The following standards are available from the International Organization for Stan dardization, 1, ch. de la Voie

- Creuse, CP 56, CH

– 1211 Geneva 20, Switzerland, 41

–22

– 749

– 01

– 11, or http://www.iso.org : (1) ISO 2719:2002, Determination of flash point

—Pensky

- Martens closed cup method, IBR approved for § 1065.705 (c)
. (2) ISO 3016:1994, Petroleum products

—Determination of pour point, IBRapproved for § 1065.705 (c)
. (3) ISO 3104:1994/Cor 1:1997, Petroleum products

—Transparent and opaque liquids

— Determination of kinemat ic viscosity and calculation of dy

namic viscosity , IBR approved for § 1065.705 (c)
. (4) ISO 3675:1998, Crude petroleum and liquid petroleum products

— Laboratory determination of density

— Hydrometer method, IBR approved for § 1065.705 (c)
. (5) ISO 3733:1999, Petroleum pro ducts and bituminous materials

— Dete rmination of water

—Distillation method, IBR approved for § 1065.705 (c)
. (6) ISO 6245:2001, Petroleum products

—Determination of ash, IBR approved for § 1065.705 (c)
. (7) ISO 8217:2012, Petroleum products

—Fuels (class F)

— Specifications of marine fuels, Fifth edition, revised August 15, 2012, IBR approved for § 1065.705 (b) and (c)
. (8) ISO 8754:2003, Petroleum products

—Determination of sulfur content

—Energy
dispersive X

- ray F luorescence spectrometry , IBR approved for § 1065.705 (c)
. (9) ISO 10307

–2 (E): 2009 , Petroleum products

—Total sediment in residual fuel oils

— Part 2: Determination using standard p rocedures for ageing, Second Ed., February 1, 2009, as modified by

I SO 10307
- 2:2009/Cor.1:2010(E), Technical Corrigendum 1, published May

15, 2010 , IBR approved for § 1065.705 (c)
. (10) ISO 10370:1993/Cor 1:1996, Petroleum products

—Determination of c arbon residue

—Micro method, IBR approved for § 1065.705 (c)
. (11) ISO 10478:1994, Petroleum prod ucts

—Determination of aluminium and s ilicon in fuel oils

—In ductively cou pled plasma emission and atomic absorption spectroscop y methods, IBR approved for § 1065.7 05 (c)
. (12) ISO 12185:1996/Cor 1:2001, Crude petroleum and petroleum products

— Determination of density

—Oscillating U

- tube method, IBR approved for § 1065.705 (c)
. (13) ISO 14596:2007, Petroleum p roducts

—Determination of sulfur cont ent

— Wavelength

- dispersive X
- ray fluorescence spectrometry , IBR approved for § 1065.705 (c)
. (14) ISO 14597:1997, Petroleum products

—Determination of vanadium and nick el content

—Wavelength dispersive X
- ray fluorescence spectrometry , IBR approved for § 1065.705 (c)
. (1 5) ISO 14644

– 1:1999, Cleanrooms and asso ciated controlled environments, IBR approved for § 1065.190 (b)
. ( f ) NIST material
. The following documents are available from National Institute of Standards and Technol ogy , 100 Bureau Drive, Stop 1070, Gaithersburg, MD 20899

- 1070 , (301) 975

- 6478, or www.nist.gov : (1) NIST S pecial Publication 811, 2008 Edition, Guide for the Use of the Internatio nal Sy stem of Units (SI), March 2008, IBR approved for §§1065.20 (a) and 1065.1005. (2) NIST Technical Note 1297, 1994 Edition , Guidelines for Evaluating and Expressing the Uncertainty

of NIST Measurement Results, Barry N. Taylor and Chris E. Kuyatt, IBR approved for § 1065.1001.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 260 of 378 ( g ) SAE International material
. The following standards are available from SAE Inter national, 400 Commonwealth Dr., W arrendale, PA 15096

–0001, (724) 776

–4841, or http://www.sae.org : (1) SAE 770141, 1977 , Optimization o f Flame I onization Detector for Determination of Hydrocarbon in Dilute d Automotive Exhausts, Glenn D. Reschke, IBR approved for § 1065.360 (c)
. (2) SAE J1151 , Methane Measurement Using Gas Chromatograph y , stabilized September 2011, IBR approved for §§ 106 5
. 267 (b) and 1065.750 (a)
. 330. A new subpart L consisting of § 1065.1101 through § 1065.1111 is added to part 1065 to read as follows: **Subpart L**

**— METHODS FOR UNREGULA**  **TED AND SPECIAL POLL UTANTS**  Sec. 1065.1101 Applicability
. S EMI - V OLATILE O RGANIC C OMPOUNDS 1065.1103 General provisions for SVOC measurement. 1065.1105 Sampling sy stem design. 1065.1107 Sample media and sample s ys tem preparation; sampler assembly
. 1065.1109 Post
- test sampler disassembly and sample extraction. 1065.1111 Sample anal ysis. **Subpart L**

**— METHODS FOR UNREGULA**  **TED AND SP**  **ECIAL POLLUTANTS §1065.1101 Applicability.**  This subpart specifies procedures that may be used to measure emission constituents that are not measured (or not separately measured) by

the test procedures in the other subparts of this part. These procedure s are included to facilitate consistent measurement of unregulated pollutants for purposes other than compliance with emission standards. Unless otherwise specified in the standard

- setting part, use of these procedures is optional and does not replace any

requirements in the rest of this part. S EMI - V OLATILE O RGANIC C OMPOUNDS **§1065.1103 General provisions for SVOC measurement.** The provisions of §§1065.1103 through 1065.1111 specify procedures for measuring semi

- volatile organi c compounds (SVOC) along with PM
. T hese sections specify how to collect a sample of the SVOCs during exhaust emission testing , as well as how to use wet chemistry techniques to extract SVOCs from the sample media for anal ys is
. Note that the precise method you use will depend on the category of SVOCs being measured. For example, the method used to measure pol ynuclear aromatic h ydrocarbons (PAHs) will differ slightly

from the method used to measure dioxins. Follow standard an aly tic chemistry methods for any

aspects of the anal ys is that are not specified. (a) Laboratory

cleanliness is especially

important throughout SVOC testing. Thoroughl y clean all sampling s ys tem components and glassware before testing to avoid sample contamination. For the purposes of this subpart, the sampling s ys tem is defined asEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 261 of 378 sample pathway

from the sample probe inlet to the downstream most point where the sample is captured (in this case the condensate trap). (b) We recommend that media blanks be analyzed for each batch of sample media (sorbent, filters, etc.) prepared for testing. Blank sorbent modules (i.e., field blanks) should be stored in a sealed environment and should periodically accompany

the test sampling s ys tem throughout the course of a test, including sampling s ys tem and sorbent module disassembly , sample packaging, and storage. Use good engineering judgment to determine the frequency with which you should generate field blanks. The field blank sample should be close to the sampler during testing
. (c) We recommend the use of isotope dilution techniques, includin g the use of isotopically

labeled surrogate, internal, alternate, and injection standards. (d) If your target anal yt es degrade when exposed to ultraviolet radiation , such as nitropoly nuclear aromatic hydrocarbons (nPAHs ), perform these procedures in the dark or with ultraviolet filters installed over the lights. (e ) The following definitions and abbreviations apply for SVOC measurements: (1) Soxhlet extraction means the extraction method invented by Franz von Soxhlet , in which the sample is placed in a thimble and rinsed repeatedly with a recycle of the extraction solvent. (2) XAD

- 2 means a hydrophobic crosslinked polysty rene copol ym er resin adsorbe nt known commerciall y as Amberlite ® XAD ®

- 2, or an equivalent adsorbent like XAD

- 4. (3) Semi

- volatile organic compound (SVOC) means an organic compound that is sufficiently

volatile to exist in vapor form in engine exhaust, but that readily condenses to liquid or solid form under atmospheric conditions. Most SVOCs have at least 14 carbon atoms per molecule or they have a boilin g point between ( 240 and 400 ) °C. SVOCs include dioxin, quinone, and nitro

- PAH compounds. They may be a natural by

product of combustion or they

may be created post

- combustion. Note that SVOCs may be included in measured values of hy drocarb ons and/or PM using the procedures specified in this part
. (4) Kuderna

-Danish concentrator means laboratory glassware known by

this name that consists of an air

- cooled condenser on top of an extraction bulb. (5) Dean

- Stark trap means laboratory glassware known by

this name that uses a reflux condenser to collect water from samples extracted under reflux. (6) PUF means poly

urethane foam
. (7) Isotopically labeled means relating to a compound in which either all the hydrogen atoms are replaced with the atomic isotope hydrogen

- 2 (deuterium) or one of the carbon atoms at a defined position in the molecule is replaced with the atomic isotope carbon

- 13. **§1065.1105 Sampling system design.**  (a) General . We recommend that you design your SVOC batch sampler to extract sample from undiluted emissions to maximize the sampled SVOC quantity
. To the extent practical, adjust sampli ng times based on the emission rate of target anal yt es from the engine to obtain anal yt e concentrations above the detection limit . In some instances you may need to run repeat test cycles without replacing the sample media or disassembling the batch sampler. (b) S ample probe , transfer lines, and sample media holder design and construction
. The sampling s ys tem should consist of a sample probe, transfer line, PM filter holder, coolingEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 262 of 378 coil, sorbent module, and condensate trap. Construct sample probes , transfer lines, and sample media holders that have inside surfaces of nickel, titanium or another nonreactive material capable of withstanding raw exhaust gas temperatures. Seal all joints in the hot zone of the sy stem with gaskets made of nonreactive material similar to that of the sampling s ys tem components. You may use teflon gaskets in the cold zone. We recommend locating al l components as close to probes as practical to shorten sampling sy stem length and minimize the surface exposed to engine exhaust. ( c ) Sample s ys tem configuration . This paragraph (c) specifies the components necessary to collect SVOC samples, along with our recommended design parameters. Where you do not follow our recommendations, use good engineering judgment to design your sampling s ys tem so it does not result in loss of SVOC during sampling. The sampling sy stem should contain the following co mponents in series in the order listed: (1) Use a sample probe similar to the PM sample probe specified in subpart B of this part. (2) Use a PM filter holder similar to the holder specified in subpart B of this part, although you will likely need to use a larger size to accommodate the high sample flow rates. We recommend using a 110 mm filter for testing spark ignition engines or engines that utilize exhaust aftertreatment for PM removal and a 293 mm filter for other engines
. If you are not anal yz ing separately for SVOCs in gas and particle phases, yo u do not have to control the temperature of the filter holder. Not e that this differs from normal PM sampling procedures , which maintain the filter at a much lower temperature to capture a significant fraction of exhaust SVOC on the filter. In this method , SVOCs that pass through the filter will be collected on the downstream sorbent module. If you are collecting SVOCs in gas and particle phases, control your filter face temperature according to §1065.140(e)(4). (3) Use good engineering judgment to design a cooling coil that will drop the sample temperature to approximately 5 °C. Note that downstream of the cooling coil, the sample will be a mixture of vapor phase h ydrocarbons in CO 2 , air , and a primaril y aqueous liquid phase. (4) Use a hydrophobic sorbent in a sealed sorbent module. Note that this sorbent module is intended to be the final stage for collecting the SVOC sample and should be sized accordingl y. We recommend sizing the module to hold 40 g of XAD

- 2 along with PUF plugs at either end of the module, noting that you may vary the mass of XAD used for testing based on the anticipated SVOC emission rate. (5) Include a condensate trap to separate the aqu eous liquid phase from the gas stream. We recommend using a peristaltic pump to remove water from the condensate trap over the course of the test to prevent build

- up of the condensate. Note that for some tests it may be appropriate to collect this water for anal ys is. (d) Sampler flow control . For testing using the recommended filter and sorbent module sizes, we recommend targeting an average sample flow rate of 70 liters per minute to maximize SVOC collection. The sampler must be designe d to maintain proportional sampling throughout the test. Verify proportional sampling after an emission t est as described in §1065.545. (e) Water bath . Design the sample s ys tem with a water bath in which the cooling coil, sorbent module, and condensate trap will be submerged. Use a heat exchanger or ice to maintain the bath temperature at (3 to 7) °C.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 263 of 378 **§1065.1107 Sample media and sample system preparation; sample system**  **assembly.** This section describes the appropriate ty pes of sample media and the cleaning procedure required to prepare the media and wetted sample surfaces for sampling. (a) Sample media . The sampling s ys tem uses two ty pes of sample media in series: the first to simultaneously

capture the PM and asso ciated particle phase SVOCs, and a second to capture SVOCs that remain in the gas phase , as follows : (1) For capturing PM, we recommend using pure quartz filters with no binder. Select the filter diameter to minimize filter change intervals, accounting for the expected PM emission rate, sample flow rate, and number of repeat tests . Note that when repeating test cycles to increase sample mass, you may replace the filter without replacing the sorbent or otherwise disassembling the batch sampler. In those cases , include all filters in the extraction. (2) For capturing gaseous SVOCs, utilize XAD

- 2 res in contained between two PUF plugs. (b) Sample media and sampler preparation . Prepare pre
- cleaned PM filters and pre

cleaned PUF plugs /XAD

- 2 as needed. Store sample media in containers protecte d from light and ambient air if you do not use them immediately after cleaning
. (1) Pre

- clean the filters via Soxhlet extraction with methylene chloride for 24 hour s and dry over dry nitrogen in a low

- temperature vacuum oven. (2) Pre

- clean PUF and XAD

- 2 with a series of Soxhlet extractions: 8 hours with water, 22 hours with methanol, 22 hours with methylene chloride, and 22 hours with toluene , followed b y dryi ng with nitrogen. (3) Clean sampler components , including the probe, filter holder, condens er, sorbent module, and condensate collection vessel b y rinsing three times with methylene chloride and then three times with toluene. Prepare pre
- cleaned aluminum foil for capping the probe inlet of the sampler after the samp ling s ys tem has been assembled. (c) Sorbent spiking . Use good engineering judgment to verify the extent to which your extraction methods recover SVOCs absorbed on the sample media. We recommend spiking the XAD

- 2 resin with a surrogate standard before testing with a carbon

- 13 or hydrogen

- 2 isotopicall y labeled standard for each of the class of anal yt es targeted for anal ys is. Perform this spiking as follows: (1) Insert the lower PUF plug into the bottom of the sorbent module. (2) Add half of one portion of XAD

- 2 resin to the module and spike the XAD

- 2 in the module with the standard. (3) Wait 1 hour for the solvent from the standard(s) to evaporate , add the remaining 20 g of the XAD

- 2 resin to the module , and then insert a PUF plug in the top of the sorbent module
. (4) Cover the inlet and outlet of the sorbent module with pre

- cleaned aluminum foil. (d) Sampling s ys tem assembly
. After preparing the sample media and the sampler , assemble the condensate trap, cooling coil, filter holder with filter, sample probe , and sorbent module , then lower the assembl y into the reservoir. Cover the probe inlet with pre - cleaned aluminum foil. **§1065.1109 Post -**  **test sampler disassembly and sample extraction.**  This section describes the process for disassembling and rinsing the sampling s ys tem and extracting and cleaning up the sample
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 264 of 378 ( a) Sampling s ys tem disassembly . Disassemble the sampling s ys tem in a clean environment as follows after the test : (1) Remove the PM filter, PUF plugs , and all the XAD

- 2 from the sampling s ys tem and place them into a Soxhlet extraction thimble. Store them at or below 37 °C until analy sis
. (2) Rinse sampling s ys tem wetted surfaces upstream of the condensate trap with acetone followed b y toluene (or a comparable solvent system), ensuring that all the solvent remaining in liquid phase is collected (note that a fraction of the acetone and toluene will likely be lost to evaporation during mixing ). Rin se with solvent volumes that are sufficient to cover all the surfaces exposed to the sample during testing. We recommend three fresh solvent rinses with acetone and two with toluene. We recommend rinse volumes of 60 ml per rinse for all sampling sy stem components except the condenser coil, of which you should use 200 ml per rinse. Keep the acetone rinsate separate from the toluene rinsate to the extent practicable. Rinsate fractions should be stored separatel y in glass bottles that have been pre

- rinsed with acetone, hexane, and toluene (or purchase pre - cleaned bottles ). (3) Use good engineering judgment to determine if you should analyze the aqueous condensate phase for SVOCs. I f you determine that anal ys is i s necessary , use toluene to perform a liquid

- liquid extraction of the SVOCs from the collected aqueous condensate using a separatory funnel or an equivalent method . Add the toluene from this aqueous extraction to the toluene rinsate fraction described in paragraph (a)(2) of this section. (4) Reduce rinsate solvent volumes as needed using a Kuderna

- Danish concentrator or rotary evaporator and retain these rinse solvents for reuse during sample media extraction for the same test. Be careful to avoid loss of low molecular weight anal yt es when concentrating with rotary evaporation
. (b) Sample extraction . Extract the SVOCs from the sorbent using Soxhlet extraction as described in this paragraph (b). Two 16 hour extractions are necessary to accommodate the Soxhlet extractions of all SVOCs from a single sample
. This reduces the possibility of losing low molecular weight SVOCs and promotes water removal. We recommend performing the first extraction with acetone/hexane and the second using toluene (or an equivalent solvent sy stem). You may alternatively use an equivalent method such as an automated solvent e xtractor
. (1) We recommend equipping the Soxhlet extractor with a Dean

- Stark trap to facilitate removal of residual water from the sampling sy stem rinse. The Soxhlet apparatus must be large enough to allow extraction of the PUF, XAD
- 2, and filter in a single batch. In clude in the extractor setup a glass thimble with a coarse or extra coarse sintered glass bottom. Pre
- clean the extractor using proper glass

- cleaning procedures. We recommend that the Soxhlet apparatus be cleaned with a ( 4 to 8 ) hour Soxhlet extraction with methylene chloride at a cycling rate of three cycles per hour. Discard the solvent used for pre - cleaning (no anal ys is is necessary)
. (2) Load the extractor thimble before placing it in the extractor b y first rolling the PM filter around the inner circumference of the thimble , with the sampled side facing in. Push one PUF plug down into the bottom of the thimble , add approximately half of the XAD
- 2 , and then spike the XAD

- 2 in the thimble with the isotopically l abeled extraction standards of known mass. Target the center of the XAD

- 2 bed for delivering the extraction standard . We recommend using multiple isotopically labeled extraction standards that cover the range of target analy tes. T his generall y means that you shouldEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 265 of 378 use isotopically

labeled standards at least for the lowest and highest molecular weight anal yt es for each category of compounds (such as PAHs and dioxins). These extraction standards monitor the efficiency of the extrac tion and are also used to determine anal yt e concentrations after analy sis. Upon completion of spiking, add the remaining XAD

- 2 to the thimble , insert the remaining PUF plug , and place the thimble into the extractor. Note that if you are collecting and anal yz ing for SVOCs in gas and particle phases, perform separate extractions for the filter and XAD

- 2. (3) For the initial extraction, combine the concentrated acetone rinses (from the sampling sy stem in paragraph (a) of th is section) with enough hexane to bring the solvent volume up to the target level of 700 ml. Assemble the extractor and turn on the heating controls and cooling water . Allow the sample to reflux for 16 hours with the rheostat adjusted to cycle the extraction at a rate of ( 3.0 ±0.5 ) cycles per hour. Drain the water from the Dean
- Stark trap as it accumulates by opening the stopcock on the trap. Set aside the water for anal ys is or discard it . In mo st cases, an y water present will be removed within approximately

2 hours after starting the extraction. (4) After completing the initial extraction, remove the solvent and concentrate it to ( 4.0 ±0.5 ) ml using a Kuderna

- Danish concentrator that includes a condenser such as a three

ball Snyder column with venting dimples and a graduated collection tube. Using this co ncentrator will minimize evaporative loss of analy tes with lower molecular we ight
. (i) Rinse the round bottom flask of the extractor with ( 60 to 100 ) ml of hexane and add the rinsate to this concentrated extract. (ii) Concentrate the mixture to ( 4 ±0.5 ) ml using a Kuderna

- Danish concentrator or similar apparatus. (iii) Repeat the steps in paragraphs (b)(4)(i) and (ii) of this section three times , or as necessary to remove all the residual solvent from the round bottom flask of the extractor , concentrating the final rinsate to ( 4 ±0.5 ) ml. ( 5) For the second extraction, combine the toluene rinses (from the sampling s ys tem in paragraph (a) of this section) with any additional toluene needed to bring the solvent volume up to the target level of 700 ml. As noted in paragraph (a ) of this section, you may need to concentrate the rinsate before adding it to the extraction apparatus if the rinsate solvent volume is too large. Allow the sample to reflux for 16 hours with the rheostat adjusted to cycle the extraction at a rate of ( 3.0 ±0.5 ) cycles per hour. Check the Dean
- Stark trap for water during the first 2 hours of the extraction (though little or no water should be pres ent during this stage). (6) Upon completion of the second extraction, remove the solvent and concentrate it to ( 4 ±0.5 ) ml as described in paragraph (b)(4) of this section. Using hexane from paragraph (b)(4) of this section as the rinse solvent effective ly performs a solvent exchange of toluene with hexane. (7) Combine the concentrated extract from paragraph (b)(4) of this section with the concentrated extract from paragraph (b)(6) of this section. Divide the extract into a number of fractions based on the number of anal yses you need to perform . Perform the separate sample clean

- up described in paragraph (c) of this section as needed for each fraction. (c) Sample clean

- up . This paragraph (c) describes how to perform sample cleaning to remove from the sample extract any solids and any

SVOCs that will not be anal yz ed. This process, known as “sample clean

- up”, reduces the potential for interference or co

-EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 266 of 378 elution of peaks during analy tical anal ys is. Before performing the sample clean

- up, spike the extract with an alternate standard that contains a known mass of isotopically labeled compounds that are identical to the target anal yt es (except for the labeling). The category of the target anal yt e compounds (such as PAHs or dioxin) will determine the number of compounds that make up the standard. For example, PAHs require the use of four compounds in the alternate standard to cover the four basic ring structures of PAHs (2

- ring, 3

- ring, 4

- ring, and 5

- ring structures). These alternate s tandard s are used to monitor the efficiency

of the clean

- up procedure . Before sample clean

- up, c oncentrate the fractionated sample to about 2 ml with a Kuderna

- Danish concentrator or rot ary evaporator, and then transfer the extract to an 8 ml test tube with hexane rinse. Concentrate i t to a volume of about 1 ml using a Kuderna

- Danish concentrator
. Use good engineering judgment to select an appropriate column chromatographic clean

- up option for your target an al yt es . Note that these clean

- up techniques generall y remove compounds based on their polarity . The following procedures are examples of clean

- up techniques for PAHs and nPAHs
. (1) PAH clean

- up . The following method is appropriate for clean

- up of extracts intended for anal ys is of PAHs: (i) Pack a glass gravity

column (250 mm x 10 mm recommended) by inserting a clean glass wool plug into the botto m of the column and add 10 g of activated silica gel in methylene chloride. Tap the column to settle the silica gel and then add a 1 cm layer of anhydrou s sodium sulfate. Verify the volume of solvent required to completely elute all the PAH s and adjust the weight of the silica gel accordingl y to account for v ariatio ns among batches of silica gel that may affect the elution volume of the various PAH s . (ii) Elute the column with 40 ml of hexane. The rate for all elutions should be about 2 ml/min
. You may increase the elution rate by using dry air or nitrogen to maintain the headspace slightl y above atmospheric pressure
. Discard the eluate just before exposing the sodium sulfate layer to the air or nitrogen and transfer the 1 ml sample extract onto the column using two additional 2 ml rinses of hexane
. Just before exposing the sodium sulfate layer to the air or nitrogen , begin elution of the column with 25 ml of hexane followed b y 25 ml of 40 volume % methylene chloride in hexane. Collect the entire eluate and concentrate it to about 5 ml using the Kuderna

- Danish concentrator or a rotary evaporator. Make sure not to evaporate all the solvent from the extract during the concentration process. Transfer the eluate to a small sample vial using a hexane rinse and concentrate it to 10 0 μ l using a stream of nitrogen without violently disturbing the solvent
. Store the extracts in a refrigerator at or below 4 ° C , and away from light
. (2) nPAH clean up . The following procedure, adapted from “ Determination and C omparison of N itrated

- P olycyclic Aromatic H ydrocarbons M easured in A ir and D ies el P articulate R eference M aterials ” ( Bamford, H. A ., et al , Chemosphere, Vol. 50, Is sue 5, pages 575

– 587 ) , is an appropriate method to clean up extracts intended for anal ys is of nPAHs: (i) C ondition an aminopropyl solid phase extraction ( SPE ) cartridge b y eluting it with 20 ml of 20 volume % methylene chloride in hexane
. T ransfer the extract quantitatively to the SPE cartridge with at least two methylene chloride rinses . Elute the extract through the SPE cartridge b y using 40 ml of 20 volume % methylene chloride in hexane to minimize potential interference of polar constituents , and then reduce the extract to 0.5 ml in hexane and subject it to normal

- phase liquid chromatograph y using a pre - preparedEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 267 of 378 9
. 6 mm x 25 cm semi

- preparative C hromegabond ® amino/cyano column ( 5 μm particle size ) to isolate the nPAH fraction. The mobile phase is 20 volume % methylene chloride in hexane at a constant flow rate of 5 ml per minute
. Back

- flash the column with 60 ml of methylene chloride and then condition it with 200 ml of 20 volume % methylene chloride in hexan e before each injection
. Collect the effluent and concentrate it to about 2 ml using the Kuderna

- Danish concentrator or a rotary evaporator. Transfer it to a minivial using a hexane rinse and concentrate it to 10 0 μ l using a gentle stream of nitrogen. Store the extracts at or below 4 ° C , and away from light
. (ii) [Reserved] **§1065.1111 Sample analysis.**  This subpart does not specify chromatographic or anal yt ical methods to analy ze extracts, because the appropriateness of such methods is highl y dependent on the nature of the target anal yt es. However, we recommend that you spike the extract with an injection standard that contains a known mass of an isotopically labeled compound that is identical to one of the target anal ytes (except for labeling). This injection s tandard allows you to monitor the efficiency

of the anal yt ical process b y verifying the volume of sample injected for anal ys is. 331. Part 1066 is revised to read as follows: **Part 1066**

**—**

**VEHICLE -**  **TESTING PROCEDURES Subpart A** 

**—**

**APPLICABILITY AND GENERAL PROVISIO**  **NS** 1066.1 Applicability
. 1066.2 Submitting information to EPA under this part. 1066.5 Overview of this part 1066 and its relationship to the standard

- setting part. 1066.10 Other procedures. 1066.15 Overview of test procedures. 1066.20 Units of measure and overview of calculations. 1066.25 Recordkeeping. **Subpart B**

**— EQUIPMENT, MEASUREME**  **NT INSTRUMENTS, FUEL , AND**  **ANALYTICAL GAS SPECI FICATIONS**  1066.1 01 Overview. 1066.105 Ambient controls and vehicle cooling fans. 106 6 .110 Equipment specific ations for emission sampling s ys tems
. 106 6 .120 Measurement instruments. 106 6 .12 5 Data updating, recording, and control
. 106 6 .130 Measurement instrument calibrations and verifications. 1066.135 Li nearity verification. 1066.140 Diluted exhaust flow calibration. 1066.14 5 Engine fluids, test fuels, anal yt ical gases, and other calibration standards. 1066.15 0 Analyzer i nterference and quench verification limit. **Subpart C** 

**— DYNAMOMETER SPECIFIC**  **ATIONS** 1066.2 01 Dy

namometer o verview.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 268 of 378 1066.2 10 Dy

namometers. 1066.2 15 Summary

of verification procedures for chassis dy namometers
. 1066.2 20 L inearity verification for chassis dy namometer s ys tems
. 1066.2 25 Roll runout and diameter verification procedure. 1066.2 30 Time v erification procedure. 1066.2 35 Speed verification procedure. 1066.2 40 Torque transducer verification
. 1066.2 45 Response time verification. 1066.2 50 Base inertia verification. 1066.25 5 Parasitic loss verification. 1066.2 60 Parasitic friction compensation verification
. 1066.265 Acceleration and deceleration verification. 1066.2 70 Unloaded coastdown verification
. 1066.275 D aily

dyn amometer readiness verification
. 1066.290 Verification of speed accuracy for the driver’s aid. **Subpart D** 

**— COASTDOWN**  1066.3 01 Overview of coastdown procedures. 1066.305 C oastdown procedures for motor vehicles at or below 14,000 pounds GVWR
. 1066.3 10 Coastdown procedures for vehicles above 14,000 pounds GVWR
. 1066.315 Dy

namometer road

- l oad s etting
. **Subpart E** 

**— P**  **REPARING VEHICLES AN D RUNNING AN EXHAUST**  **EMISSION TEST** 1066.4 01 Overview. 1066.405 Vehicle preparation and preconditioning. 1066.4 10 Dy

namometer test procedure. 1066.415 Vehicle operation
. 1066.420 Test preparation
. 1066.425 Performing e mission t ests
. **Subpart F** 

**— ELECTRIC VEHICLES**  **AND HYBRID ELECTRIC VEHICLES**  1066. 5 01 Overview. **Subpart G**

**— CALCULATIONS**  1066.601 Overview. 1066.605 Mass
- based and molar

- based exhaust emission calculations
. 1066.610 Dilution air background correction. 1066.615 NO x intake

- air humidity correction. 1066.620 Removed water correction. 1066.625 Flow meter calibration calculations
. 1066.630 PDP, SS V, and CFV flow rate calculations. 1066.635 NMOG determination. 1066.695 Data requirements. **Subpart H** 

**— COLD**  **TEMPERATURE TEST PROCEDURES** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 269 of 378 1066.701 Applicability

and general provisions. 1066.710 Cold

- testing procedures for measuring CO and NMHC emissions and determining fuel economy. **Subpart I** 

**— EXHAUST EMISSION TES**  **T PROCEDURES FOR MOT OR**  **VEHICLES** 1066.801 Applicability

and general p rovisions. 1066.805 Road

- load power, test weight, and inertia weight class determination. 1066.810 Vehicle preparation. 1066.815 Exhaust emission test procedures for FTP emissions. 1066.816 Vehicle preconditioning for FTP testing. 1066.820 Composite calcul ations for FTP exhaust emissions. 1066.830 Supplemental Federal Test Procedures; overview. 1066.831 Exhaust emission test procedures for aggressive driving. 1066.835 Exhaust emission test procedure for SC03 emissions. 1066.840 Highway

fuel economy

test pro cedure
. 1066.845 AC17 Air conditioning efficiency test procedure. **Subpart J** 

**— EVAPORATIVE EMISSION**  **TEST PROCEDURES** §1066.901 Applicability

and general provisions. T EST E QUIPMENT A

ND C AL CULATIONS F OR E VAPORATIVE AND REFUELING E MI SSIONS 1066.910 SHED enclosure specifications. 1066.915 Enclosures; auxiliary s ys tems and equipment. 1066.920 Enclosure calibrations. 1066.925 Enclosure c alculations for evaporative and refueling emissions. 1066.930 Equipment for point

- source measurement of running losses. E VAPORATIVE A

ND REFUELING E MI SSION T EST P ROCEDURES F OR M OT OR V EHICLES 1066.950 Fuel temperature profile. 1066.955 Diurnal emission test. 1066.960 Running loss test. 1066.965 Hot soak test. 1066.970 Refueling test for liquid fuels. 1066.971 Vehicle and caniste r preconditioning for the refueling test. 1066.975 Refueling test for LPG. 1066.980 Fuel dispensing spitback procedure. 1066.985 Fuel storage s ystem leak test procedure. **Subpart K** 

**— DEFINITIONS AND OTHE**  **R REFERENCE MATERIAL** 1066. 10 01 Definitions. 1066. 10 05 Sy

mbols, abbreviations, acrony ms, and units of measure. 1066. 10 10 In corporation by reference
. Authority : 42 U.S.C. 7401
- 7671q. **Subpart A**

**—**

**APPLICABILITY AND GENERAL PROVISIONS** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 270 of 378 **§ 1066**  **.1 Applicability.** (a) This part describes the emission measurement procedures that appl y to testing we require for the following vehicles: (1) Model year 201 4 and later heav y- duty highway vehicles we regulate under 40 CFR part 103 7 that are not subject to chassis testing for exhaust emissions under 40 CFR part 86
. ( 2 ) Model year 20 22 and later motor vehicles (light

- duty and heav y- duty) that are subject to chassis testing for exhaust emissions under 40 CFR part 86 , other than highway motorcycles
. See 40 CFR part 86 for provisions describing how to implement this part 1066. (b) The procedures of this part may appl y to other types of vehicles , as described in this part and in the standard

- setting part. (c) The testing in this part 1066 is designed for measuring exhaust, evaporative, and refueling emissions. Procedures for measuring evaporative and refueling emissions for motor vehicles are in some cases integral with exhaust measurement procedures as described in §1066.801. S ubpart J of this part describes provisions that are unique to evaporative and refueling emission measurements. Other subparts in this part are written with a primary

focus on measurement of exhaust emissions. ( d) The term “you” means anyone performing testing under this part other than EPA. (1) This part is addressed primarily to manufacturers of vehicles, but it applies equally to anyone who does testing under this part for such manufacturers. (2) This part a

pplies to any

manufacturer or supplier of test equipment, instruments, supplies, or an y other goods or services related to the procedures, requirements, recommendations, or options in this part. ( e ) Paragraph (a) of this section identifies the parts of the CFR that define emission standards and other requirements for particular typ es of vehicl es. In this part, we refer to each of these other parts generically as the “ standard

- setting part .” For example, 40 CFR part 1037 is the standard

- setting part for heavy

- duty highway vehicles and parts 86 and 600 are the standard

- setting parts for light

- duty vehicles. For vehicles subject to 40 CFR part 86, subpart S, treat subpart I and subpart J of this part as belonging to 40 CFR part 86. This means that referen ces to the standard

- setting part include subpart I and subpart J of this part. ( f ) Unless we specify

otherwise, the terms “procedures” and “test procedures” in this part include all aspects of vehicle testing, including the equipment specifications, calibrations, calculations, and other protocols and procedural specifications needed to measure emissions. ( g ) For additional information regarding these test procedures, visit our Web site at www.epa.gov, and in particular http://www.epa.gov/nvfel/testing/regulation s.htm. **§ 1066**  **.2 Submitting information to EPA under this part.** (a) You are responsible for statements and information in your applications for certification, requests for approved procedures, selective enforcement audits, laboratory audits, prod

uction

- line test reports, or an y other statements you make to us related to this part 1066 . If you provide statements or information to someone for submission to EPA, yo u are responsible for these statements and information as if you had submitted them to EPA yourself.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 271 of 378 (b) In the standard

- setting part and in 40 CFR 1068.101, we describe your obligation to report truthful and complete information and the consequences of failing to meet this obligation. See also 18 U.S.C. 1001 and 42 U.S.C. 7413(c)(2). Thi s obligation applies whether you submit this information directl y to EPA or through someone else. (c) We may

void an y certificates or approvals associated with a submission of information if we find that you intentionall y submitted false, incomplete, or mi sleading information. For example, if we find that you intentionally submitted incomplete information to mislead EPA when requesting approval to use alternate test procedures, we may void the certificates for all engine families certified based on emissio n data collected using the alternate procedures. This would also apply if you ignore data from incomplete tests or from repeat tests with higher emission results. (d) We may

require an authorized representative of your company to approve and sign the subm ission, and to certify that all the information submitted is accurate and complete. This includes everyone who submits information, including manufacturers and others. (e) See 40 CFR 1068.10 for provisions related to confidential information. Note howeve r that under 40 CFR 2.301, emission data are generally not eligible for confidential treatment. (f) Nothing in this part should be interpreted to limit our ability under Clean Air Act section 208 (42 U.S.C. 7542) to verify that vehicles conform to the regu lations. **§ 1066**  **.5 Overview of this part 1066**  **and its relationship to the standard -**  **setting part.** (a) This part specifies procedures that can apply generall y to testing various categories of vehicles. See the standard

- setting part for directions in applying specific provisions in this part for a particular ty pe of vehicle. Before using this part ’ s procedures, read the standard

- setting part to answer at least the following questions: (1) What drive schedules must Iuse for testing? (2) Should Iwarm up the t est vehicle before measuring emissions, or do I need to measure cold

- start emissions during a warm

- up segment of the duty cycle? (3) Which exhaust constituents do Ineed to measure? Measure all exhaust constituents that are subject to emission standards, an y other exhaust constituents needed for calculating emission rates, and any additional exhaust constituents as specified in the standard

- setting part. See 40 CFR 1065.5 regarding request s to omit measurement of N 2 O and CH 4 for vehicles not subject to an N 2 O or CH 4 emission standard
. (4) Do an y unique specifications apply for test fuels? (5) What maintenance steps may Itake before or between tests on an emission

- data vehicle? (6) Do an y unique requirements apply to stabilizing emission levels on a new vehicle? (7) Do an y unique requirements apply to test limits, such as ambient temperatures or pressures? (8) What requirements apply for evaporative and refueling emissions? (9) Are there an y emission standards specified at particular operating co nditions or ambient conditions? (10) Do an y unique requirements appl y for durability testing? (b) The testing specifications in the standard

- setting part may differ from the specifications in this part. In cases where it is not possible to comply with both the standard

- setting part and this part, you must comply with the specifications in theEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 272 of 378 standard

- setting part. The standard

- setting part may also allow you to deviate from the procedures of this part for other reasons. (c) The following table shows how this part divides testing specifications into subparts:

T ABLE 1 OF §1066.5

—D ESCRIPTION OF P ART 1066 S UBPARTS This subpart Describes these specifications or procedures Subpart A Applicability and general provisions. Subpart B Equipment for testing. Subpart C Dy

namometer specifications. Subpart D Coastdowns for testing. Subpart E How to prepare your vehicle and run an emission test. Subpart F How to test electric vehicles and hy brid electric vehicles. Subpart G Test procedure calculations. Subpart H Cold temperature testing
. Subpart I Exhaust emission test procedures for motor vehicles. Subpart J Evaporative and refueling emission test procedures. Subpart K Definitions and reference material. **§ 1066**  **.10 Other procedures.** (a) Your testing. The procedures in this part apply for all testing you do to show compliance with emission standards, with certain exceptions noted in this section. In some other sections in this part, we allow you to use other procedures (such as less precise or less a ccurate procedures) if they do not affect your ability to show that your vehicles compl y with the applicable emission standards. This generally requires emission levels to be far enough below the applicable emission standards so that any errors caused by greater imprecision or inaccuracy do not affect your ability to state unconditionally that the engines meet all applicable emission standards. (b) Our testing. These procedures generally appl y for testing that we do to determine if yo ur vehicles compl y wi th applicable emission standards. We may perform other testing as allowed b y the Act. (c) Exceptions. We may

allow or require you to use procedures other than those specified in this part as described in 40 CFR 1065.10(c). All the test procedures noted as exceptions to the specified procedures are considered genericall y as "other procedures." Note that the terms "special procedures" and "alternate procedures" have specific meanings; "special procedures" are those allowed by 40 CFR 1065 .10(c)(2) and "alt ernate procedures" are those allowed b y 40 CFR 1065 .10(c)(7). If we require you to request approval to use other procedures under this paragraph (c) , you may not use them until we approve your request. **§1066.15 Overview of test**  **procedures.** This section o utlines the procedures to test vehicles that are subject to emission standards. (a) T he standard

- setting part describes the emission standards that appl y. Evaporative and refueling emissions are generall y in the form of grams total hydrocarbon equivalent per test. W e set exhaust emission standards in g/mile (or g/km ), for the following constituents: (1) Total oxides of nitrogen, NO x .EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 273 of 378 (2) Hydrocarbons, HC, which may be expressed in the following way s: (i) Total hydrocarbons, THC. (ii) Nonmethane hydrocarbons, NMHC, which results from subtracting methane, CH 4 , from THC. (iii) Total hydrocarbon

- equivalent, THCE, which results from adjusting THC mathematically

to be equivalent on a carbon

- mass basis. (iv) Nonmethane h ydrocarbon

- equivalent, NMHCE, whi ch results from adjusting NMHC mathematically

to be equivalent on a carbon

- mass basis. (v) Nonmethane organic gases, NMOG, which are calculated either from fully or partially speciated measurement of hydrocarbons including oxygenates, or b y adjusting measured NMHC values based on fuel oxygenate properties. (3) Particulate matter , PM. (4) Carbon monoxide, CO. ( 5 ) Carbon di oxide, CO 2 . ( 6 ) Methane , C H 4 . ( 7 ) Nitrous oxide , N 2 O
. ( 8 ) Formaldeh yde , CH 2 O
. (b) Note that some vehicles may not be subject to stand ards for all the exhaust emission constituents identified in paragraph (a) of this section. Note also that the standard

- setting part may include standards for pollutants not listed in paragraph (a) of this section. (c) The provisions of this part appl y fo r chassis dynamometer testing where vehicle speed is controlled to follow a prescribed duty cycle while simulating vehicle driving through the dy namometer’s road

- load settings
. We generally set exhaust emission standards over test intervals and/or drive schedules , as follows: (1) Vehicle operation . Testing involve s measuring emissions and miles travelled while operating the vehicle on a chassis dynamometer. Refer to the definitions of “duty cycle” and “test interval” in § 1066.1001. Note that a single drive schedule may have multiple test intervals and require weighting of results from multiple test intervals to calculate a composite distance

- based emission value to compare to the standard. (2) Constituent determination . Determine the total mass of each exhaust constituent over a test interval b y selecting from the following methods: (i) Continuous sampling . In continuous sampling, measure the exhaust constituent’s concentration continuously from raw or dilute exhaust. Multiply this concentration by th e continuous (raw or dilute) flow rate at the emission sampling location to determine the constituent’s flow rate. Sum the constituent’s flow rate continuously over the test interval. This sum is the total mass of the emitted constituent. (ii) Batch samp ling . In batch sampling, continuously extract and store a sample of raw or dilute exhaust for later measurement. Extract a sample proportional to the raw or dilute exhaust flow rate , as applicable . You may extract and store a proportional sample of exha ust in an appropriate container, such as a bag, and then measure NO x , HC, CO, CO 2 , CH 4 , N 2 O, and CH 2 O concentrations in the container after the test interval. You may deposit PM from proportionally extracted exhaust onto an appropriate substrate, such as a filter. In this case, divide the PM by the amount of filtered exhaust to calculate the PM concentration. Multiply

batch sampled concentrations by the total (raw or dilute) flow from which it was extracted during the test interval. This product is the total mass of the emitted constituent.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 274 of 378 (iii) Combined sampling . You may use continuous and batch sampling simultaneously during a test interval, as follows: (A) You may

use continuous sampling for some constituents and batch sampling for others. (B) You may use continuous and batch sampling for a single constituent, with one being a redundant measurement, subject to the provisions of 40 CFR 1065.201. (d) Refer to subpart G of this part and the standard

- setting part for calculations to determine g/mile emission rate s. (e) You must use good engineering judgment for all aspects of testing under this part. While this part highlights several specific cases where good engineering judgment is especiall y relevant, the requirement to use good engineering judgment is not limited to those provisions where we specifically re - state this requirement. **§106 6**  **.20 Units of measure and overview of calculations.** (a) Sy stem of units . The procedures in this part follow both conventional English units and the International S ys tem of Units (SI), as detailed in NI ST Special Publication 811, which we incorporate b y reference in §106 6
. 1010
. Except where specified, equations work with either sy stem of units. Where the equations depend on the use of specific units, the re gulation identifies the appropriate units
. (b ) Units conversion
. Use good engineering judgment to convert units between measurement s ys tems as needed. For example, if you measure vehicle speed as kilometers per hour and we specify a precis ion requirement in terms of miles per hour, convert your measured kilometer per hour value to miles per hour before comparing it to our specification. T he following conventions are used throughout this document and should be used to convert units as applicable : (1) 1 hp = 33,000 ft ∙lbf/min = 550 ft∙lbf/s = 0.7457 kW. (2) 1 lbf = 32.174 ft ∙lbm/s 2 = 4.4482 N. (3) 1 inch = 25.4 mm. (4) 1 mile = 1609.344 m. (5) For ideal gases, 1 μmol/mol = 1 ppm. (6) For ideal gases, 10 mmol/mol = 1 %. (c) Temperature
. We generall y designate temperatures in units of degrees Celsius (°C) unless a calculation requires an absolute temperature. In that case, we designate temperatures in units of Kelvin (K). For conversion purposes throughout this part, 0 °C e quals 273.15 K. Unless specified otherwise, alway s use absolute temperature values for multiplying or dividing by temperature. ( d) Absolute pressure . Measure absolute pressure directl y or calculate it as the sum of atmospheric pressure plus a differenti al pressure that is referenced to atmospheric pressure. Alway s use absolute pressure values for multiplying or dividing by pressure. ( e ) Rounding . The rounding provisions of 40 CFR 1065.20 apply for calculations in this part. This generally

specifies th at you round final values but not intermediate values. Use good engineering judgment to record the appropriate number of significant digits for all measurements. ( f ) Interpretation of ranges . Interpret a range as a tolerance unless we explicitly identify it as an accuracy , repeatability , linearity , or noise specification. See 40 CFR 1065 .1001 for the definition of tolerance. In this part, we specify two typ es of ranges:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 275 of 378 (1) Whenever we specify a range b y a single value and corresponding limit values abo ve and below that value (such as X ±Y) , target the associated control point to that single value (X)
. Examples of this ty pe of range include “±10 % of maximum pressure”, or “(30 ±10) kPa”. In these examples, you would target the maximum pressure or 30 kP a, respectivel y. (2) Whenever we specify a range b y the interval between two values, you may target an y associated control point to any value within that range. An example of this ty pe of range is “(40 to 50) kPa”. ( g ) Scaling of specifications with respe ct to an applicable standard . Because this part 106 6 applies to a wide range of vehicles and emission standards, some of the specifications in this part are scaled with respect to a vehicle’s applicable standard or weight . This ensures that the specification will be adequate to determine compliance, but not overly

burdensome by

requiring unnecessaril y high

- precision equipment. Many of these specifications are given with respect to a “flow

- weighted mean” that is expected at the standard or during testing. Flow

- weighted mean is the mean of a quantity after it is weighted proportional to a corresponding flow rate. For example, if a gas concentration is measured continuousl y from the raw exhaust of an engine, its flow

- weighted mean concentration is the sum of the products of each recorded concentration times its respective exhaust flow rate, divided b y the sum of the recorded flow rates. As another example, the bag concentration from a CVS s ys tem is the same as the flow

- weighted mean concentration, because the CVS sy stem itself flow

- weights the bag concentration. **§106 6**  **.25 Recordkeeping.** (a) The procedures in this part include various requirements to record data or other information. Refer to the standard

- setting part and §1066.695 regarding specif ic recordkeeping requirements. (b) You must promptly

send us organized, written records in English if we ask for them. We may review them at any

time. (c) We may

waive specific reporting or recordkeeping requirements we determine to be unnecessary

for the purposes of this part and the standard

- setting part. Note that while we will generally

keep the records required by this part, we are not obligated to keep records we determine to be unnecessary for us to keep. For example, while we require yo u to keep records for invalid tests so we may verify that your invalidation was appropriate, it is not necessary for us to keep records for our own invalid tests. **Subpart B**

**— EQUIPMENT, MEASUREME**  **NT INSTRUMENTS, FUEL , AND**  **ANALYTICAL GAS SPECI FICATIONS**  **§1066. 101 Overview.**  (a) This subpart addresses equipment related to emission testing, as well as test fuels and anal yt ical gases. (b) The provisions of 40 CFR p art 1065 specify engine

- based procedures for measuring emissions. Except as specified otherwise in this part, the provisions of 40 CFR part 1065 apply for testing required by

this part as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 276 of 378 (1) The provisions of 40 CFR part 1065, subpart B, describ e equipment specifications for exhaust dilution and sampling s ys tems; these specifications apply for testing under this part as described in §1066.110. (2) The provisions of 40 CFR part 1065, subpart C, describe specifications for measurement instruments; these specifications apply for testing under this part as described in §1066.120. (3) The provisions of 40 CFR part 1065, subpart D, describe specifications for measurement instrument calibrations and verifications; these specifications apply for testing under this part as described in §1066.130. (4) The provisions of 40 CFR part 1065, subpart H, describe specifications for fuels, engine fluids, and analy

tical gases; these specifications apply for testing under this part as described in §1066.145. (5) The provisions of 40 CFR part 1065, subpart I, describe specifications for testing with oxygenated fuels; these specifications appl y for NMOG determination as described in §1066.635. (c) The provisions of this subpart are intended to specify s ys tems that can v ery accuratel y and precisely

measure emissions from motor vehicles such as light

- duty vehicles. To the extent that this level of accuracy or precision is not necessary for testing highway motorcycles or nonroad vehicles, we may waive or modify

the specifications and requirements of this part for testing these other vehicles, consistent with good engineering judgment. For example, it may be appropriate to allow the use of a hydrokinetic dy

namometer that is not able to meet all the performance specif ications described in this subpart. **§1066.105 Ambient controls and vehicle cooling fans .**  (a) Ambient conditions. Dy namometer testing under this part generall y requires that you maintain the test cell within a specified range of ambient temperature and humidity . Use good engineering judgment to maintain relatively uniform temperatures throughout the test cell befor e testing. You are generally not required to maintain uniform temperatures throughout the test cell while the vehicle is running due to the heat generated by the vehicle. Measured humidity values must represent the conditions to which the vehicle is expo sed, which includes intake air; other than the intake air, humidity does not affect emissions , so humidity

need not be uniform throughout the test cell. (b ) General requirements for cooling fans . Use good engineering judgment to select and configure fans to cool the test vehicle in a way that meets the specifications of paragraph (c) of this section and simulates in

- use operation. If you demonstrate that the specified fan configuration is impractical for special vehicle designs, such as vehicles with rear

mounted engines, or it does not provide adequate cooling to properl y represent in

- use operation, you may ask us to approve increas ing fan capacity or us ing additional fans
. (c) Allowable cooling fans for vehicles at or below 14,000 pounds GVWR
. C ooling fan specifications for vehicles at or below 14,000 pounds GVWR depend on the test cycle. Paragraph (c)(1) of this section summarizes the cooling fan specifications for the different test cycles; the detailed specifications are described in paragraphs (c)(2) through (5) of this section. See §1066.410 for instruction regarding how to use the fans during testing. (1) Cooling fan specifications for different test cycles are summarized as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 277 of 378 (i) For the FTP test cycle, the allowable cooling fan configurations are described in paragraphs (c)(2) and ( 3 ) of this section. (ii) For the HFET test cycle, the allowable cooling fan configurations are described in paragraphs (c)(2) and (3) of this section. (iii) For the US06 test cycle, the allowable coo ling fan configurations are described in paragraphs (c)(2) and ( 4 ) of this section. ( iv ) For the LA

- 92 test cycle, the allowable cooling fan configurations are described in paragraphs (c)(2) and ( 4 ) of this section. (v ) For SC03 and AC17 test cycles , the allowable cooling fan configuration is described in paragraph (c)( 5 ) of this section. ( 2 ) Y ou may

use a road

- speed modu lated fan s ys tem meeting the specifications of this paragraph (c)( 2 ) for an y

thing other than SC03 and AC17 testing. Use a road

- speed modulated fan that achieves a linear speed of cooling air at the blower outlet that is within ±3.0 mph (±1.3 m/s) of the c orresponding roll speed when vehicle speeds are between 5 and 30 mph , and within ±6.5 mph (±2.9 m/s) of the corresponding roll speed at higher vehicle speeds ; however you may limit the fan ’s maximum linear speed to 70 mph. We recommend that the cooling fan have a minimum opening of 0.2 m2 and a minimum width of 0.8 m
. (i) Verify the air flow velocity for fan speed s corresponding to vehicle speeds of 20 and 40 mph using an instrument that has an accuracy of ±2 % of the measured air flow speed. (i i ) For fans with rectangular outlets, divide the fan outlet into sections as shown in Figure 1 of this section . As illustrated by the “+” in the following figure, measure flow from the center of each section; do not measure the flow from the center section.

Figure 1 of §1066.105

**—**Rectangular fan outlet grid

(ii i ) For fans with circular outlets, divide the fan outlet into 8 equal sections as shown in Figure 2 of this section . As illustrated by the “+” in the following figure, measure flow on the radial centerline of each section , at a radius of two

- thirds of the fan’s total radius
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 278 of 378 Figure 2 of §1066. 105

**—** Circular fan outlet grid

( iv ) Verify

that the uniformity

of the fan ’s axial flow is constant across the discharge area within a tolerance of ±4.0 mph of the vehicle’s speed at fan speeds corresponding to 20 mph , and within ±8.0 mph at fan speeds corresponding to 40 mph . For example , at a vehicle speed of 20 .2 mph , axial flow at all locations denoted b y the “+” across the discharge nozzle must be between 16 .2 and 24 .2 mph. When measuring the axial air flow velocity , use good engineering judgment to determine the distance from the nozzle outlet at each point of the fan outlet grid. Use these values to calculate a mean air flow velocity across the discharge area at each speed setting. The instrument used to verify the air velocity must have an accuracy

of ± 2 % of the measured air flow velocity . (v ) Use a multi

- axis flow meter or another method to verify that the fan ’s air flow perpendicular to the axial air flow is less than 15% of the axial air flow, consistent with good engineering judgment. Demonstrate this by comparing the perpendicular air flow velocity to the mean air flow velocities determined in paragraph (c)(2)(iv) of this section at vehicle speeds of 20 and 40 mph
. ( 3 ) You may

use a fixed

- speed fan with a maximum capacity up to 2.50 m 3 /s for FTP and HFET testing. ( 4 ) You may

use a fixed

- speed fan with a maximum capacity up to 7.10 m 3 /s for US06 and LA
- 92 testing. ( 5 ) For SC03 and AC17 testing , use a road

- speed modulated fan with a minimum discharge area that is equal t o or exceeds the vehicle ’s frontal inlet area. We recommend using a fan with a discharge area of 1.7 m 2

. ( i ) Air flow volumes must be proportional to vehicle speed. Select a fan size that will prod uce a flow volume of approximately 45 m 3 /s at 60 mph. If this fan is also the only source of test cell air circulation or if fan operational mechanics make the 0 mph air flow requirement impractical, air flow of 2 mph or less at 0 mph vehicle speed is allowed
. ( ii ) Verify the uniformity of the fan’s axial flow as described in paragraph (c)(2)(iv) of this section, except that you must measure the axial air flow velocity 60 cm from the nozzle outlet at each point o f the discharge area grid. ( iii ) Use a multi

- axis flow meter or another method to verify that the fan ’s air flow perpendicular to the axial air flow is less than 10 % of the axial air flow, consistent with good engineering judgment . Demonstrate this by comparing the perpendicular air flow velocity to the mean air flow velocities determined in paragraph (c)(2)(iv) of this section at vehicle speeds of 20 and 40 mph.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 279 of 378 ( iv ) In addition to the road

- speed modulated fan, we may approve the use of one or more fixed

- speed fan s to provide proper cooling to represent in

- use operation , but only up to a total of 2.50 m 3 /s for all additional fans. (d) Allowable cooling fans for vehicles above 14,000 pounds GVWR. For all testing, u se a road

- speed modulated fan sy stem that achieves a linear speed of cooling air at the blower outlet that is within ±3.0 mph (±1.3 m/s) of the corresponding roll speed when vehicle speeds are between 5 and 30 mph , and within ±10 mph (±4.5 m/s) of the corresponding roll speed at higher vehicle speeds. For vehicles above 19,500 pounds GVWR , we recommend that the cooling fan have a minimum opening of 2.75 m2 , a minimum flow rate of 60 m 3 / s at a fan speed of 50 mph, and a minimum speed profile in the free stream flow , across the duct , that is ±15 % of the target flow rate. **§106 6**  **.1 10**  **Equipment specifications for emission sampling systems**  **.** (a) This section specifies equipment related to emission testing , other than measurement instruments. This equipment includes dy namometers (described further in subpart C of this part) and various emission

- sampling hardware. (b ) T he following equipment specifications appl y for testing under this part : (1) Connect a vehicle’s exhaust system to an y dilution stage as follows: ( i ) Minimize lengths of laboratory exhaust tubin g . You may use a total length of laboratory exhaust tubing up to 4 m without needing to heat or insulate the tubing
. However, you may use a total length of laboratory exhaust tubing up to 10 m if you insulate and/or heat the tubing to minimize the temperature difference between the exhaust gas and the whole tubing wall over the course of the emission test. The laboratory

exhaust tubing starts at the end of the vehicle’s tailp ipe and ends at the first sample point or the first dilution point
. The laboratory exhaust tubing may include flexible sections, but we recommend that you limit the amount of flexible tubing to the extent practicable. For multiple

- tailpipe configurations where the tailpipe s combine into a single flow path for emission sampling , the start of the laboratory exhaust tubing m ay be taken at the last joint where the exhaust flow first becomes a single, combined flow
. ( ii ) You may

i nsulate or heat an y laboratory exhaust tubing. ( iii ) Use laboratory

exhaust tubing materials that are smooth

- walled and not chemically reactive with exhaust constituents. (For purposes of this paragraph (b)(1), nominally smooth spiral

- style and accordion

- styl e flexible tubing are considered to be smooth

walled.) For measurements involving PM, tubing materials must also be electricall y conductive
. St ainless s teel is an acceptable material for an y testing . You may use short sections of nonconductive flexible tubing to connect a PM sampling s ys tem to the vehicle’s tailpipe; use good engineering judgment to limit the amount of nonconductive surface area exposed to the vehicle’s exhaust. (iv) We recommend that you use laboratory exhaust tubing that has either a wall thickness of less than 2 mm or is air gap

- insulated to minimize temperature differences between the wall and the exhaust. (v) You must s eal your system to the extent necessary to ensure that any remaining leaks do not affect your ability

to demonstrate compliance with the applicable standards. We recommend that you seal all known leaks. (vi ) Electrically

ground the entire exhaust s ys tem, with the exception of nonconductive flexible tubing, as allowed under paragraph (b)(1)(iii) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 280 of 378 (vii ) For vehicles with multiple tailpipes, route the exhaust into a single flow
. To ensure mixing of the multiple exhaust streams before e mission sampling, w e recommend a minimum Rey

nolds number, Re # , of 4000 for the combined exhaust stream, where Re # is based on the inside diameter of the combined flow at the first sampling point. Y ou may configure the exhaust sy stem with turbulence generators, such as orifice plates or fins, to achieve good mixing ; this may be necessary for good mixing if Re # is less than 4000
. Re # is defined in 40 CFR 1065.640. (2 ) Use equipment specifications in 40 CFR 1065.140 through 40 CFR 1065.190 , except as follows: (i) For PM background measurement, the following provisions appl y instead of the analogous provisions in 40 CFR 1065.140(b): (A) You need not measure PM background for every test. You may appl y PM background correction for a single site or multiple sites using a moving

- average background value as long as your background PM sample media (e.g., filters) were all made b y the same manufacturer from the same material. Use good engineering judgment to determi ne how man y background samples make up the moving average and how frequentl y to update those values. For example, you might take one background sample per week and average that sample into previous background values, maintaining five observations for each calculated average value. Background sampling time should be representative of the duration of the test interval to which the background correction is applied. (B) You may

sample background PM from the dilution tunnel at any time before or after an emission test using the same sampling sy stem used during the emission test. For this background sampling, the dilution tunnel blower must be turned on, the vehicle must be disconnected from the laboratory exhaust tubing , and the laboratory exhaust tubing must be capped
. (C) The duration of your background sample may be different than that of the test cycle in which you are applying the background correction, consistent with good engineering judgment. (D) Your PM ba ckground correction may not exceed 5 μg or 5 % of the net PM mass expected at the standard, whichever is greater. (i i ) The provisions of 40 CFR 1065.140(d)(2)(iv) do not apply
. (i ii ) For PM samples, configure dilution sy stems using the following limits : (A) Control the dilution air temperature as described in 40 CFR 1065.140(e)(1), except that the temperature may be set to (15 to 52) °C. Use good engineering judgment to control PM sample temperature as required under 40 CFR 1065.140(e)(4). (B) Ap ply

the provisions of this paragraph (b)(2)(iii)(B) instead of 40 CFR 1065.140(e)(2). Add dilution air to the raw exhaust such that the overall dilution factor of diluted exhaust to raw exhaust , as shown in Eq. 1066.610

- 2 or 1066.610
- 3, is withi n the range of ( 7 :1 to 20 :1)
. Compliance with this dilution factor range may be determined for an individual test interval or as a time

- weighted average over the entire duty cycle as determined in Eq. 1066.610

- 4. The maximum dilution factor limit of 20:1 does not apply for hy brid electric vehicles (HEVs), since the dilution factor is infinite when the engine is off; however we strongl y recommend that you stay under the specified maximum dilution factor limit wh en the engine is running. For partial

- flow sampling s ys tems, determine dilution factor using Eq. 1066.610

- 3. To determine the overall dilution factor for PMEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 281 of 378 samples utilizing secondary dilution air, multiply

the dilution factor from the C VS by the dilution ratio of secondary dilution air to primary diluted exhaust. (iv) In addition to the allowances in 40 CFR 1065.140(c)(6 ), you may heat the dilution air as described in paragraph (b)(2)(iii)(A) of this section to prevent or limit aqu eous condensation. (v) If you choose to dilute the exhaust by using a remote mix tee, which dilutes the exhaust at the tailpipe, you may use the following provisions consistent with good engineering judgment, as long as they do not affect your ability to demonstrate compliance with the applicable standards : (A) You may

use smooth

- walled flexible tubing (including accordion

- style) in the dilution tunnel upstream of locations for flow measurement or gaseous emission measurement
. (B) You may

use smooth

- walled electricall y conductive flexible tubing in the dilution tunnel upstream of the location for PM emission measurements
. (C) All inside surfaces upstream of emission sampling must be made of 300 series stainless steel or poly

mer - based materials. (D) Use good engineering judgment to ensure that the materials you choose do not cause significant loss of PM from your sample. (vi ) Paragraph (b)(1)(vi) of this section applies instead of 40 CFR 1065.145(b). (vii) Vehicles other than HEVs that appl y technology involving engine shutdown during idle may apply the sampling provisio ns of §1066.501(c). ( c ) The following table summarize s the requirements of paragraph (b ) (2) of this section: T ABLE 1 OF §1066.110

– S UMMARY OF E QUIPMENT S PECIFICATIONS F ROM 40 CFR P ART 1065, S UBPART B, THAT A PPLY FOR C HASSIS T ESTING 40 CFR part 1065 references Applicability for chassis testing under this part

40 CFR 1065.140 Use all except as noted :

40 CFR 1065.140(b) applies as described in this section. Use 40 CFR 1065.140(c)(6), with the additional allowance described in this section. Do not use 40 CFR 1065.140(d)(2)(iv)
. Use 40 CFR 1065.140(e)(1) as described in this section. Do not use 40 CFR 1065.140(e)(2). 40 CFR 1065.145 Use all except 40 CFR 1065.145(b). 40 CFR 1065.150 through 1065.190 Use all. **§106 6**  **.1 20**  **Measurement instruments .**  The measurement instrument requirements in 40 CFR part 1065 , subpart C, apply with the following exceptions: (a) The provisions of §1066.125 apply instead of 40 CFR 1065. 202. (b) The provisions of 40 CFR 1065. 210 and 1065.295 do not apply
. **§ 1066.125**  **Data updating, recording, and control.**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 282 of 378 This section specifies criteria that your test s ys tem must meet for updat ing and recording data
. It also specifies criteria for control li ng the sy stems related to driver demand, the dy namometer, sampling equipment, and measurement instruments. (a) Read and record values and calculate mean values relative to a specified frequency as follows: ( 1) This paragraph (a)(1) applies where we spe cify a minimum c ommand and c ontrol f requency that is greater than the minimum recording frequency , such as for s ample flow rates from a CVS that does not have a heat exchanger . For these measurements, the rate at which you read and interpret the signal must be at least as frequent as the minimum c ommand and c ontrol f

requency . You may

record values at the same frequency , or you may record them as mean values, as long as the frequency of the mean values meets the minimum recording frequency . You must use all read values, either b y recording them or using them to calculate mean values. For example, if your system reads and controls the sample flow rate at 10 Hz, you may record these values at 10 Hz, record them at 5 Hz by averaging pairs of consecutive po ints together, or record them at 1 Hz b y averaging five consecutive points together. (2) For all other measured values covered b y this section, you may record the values instantaneously

or as mean values, consistent with good engineering judgment. (3) Yo u may

not use rolling averages of measured values where a given measured value is included in more than one recorded mean value. (b) Use data acquisition and control sy stems that can command, control, and record at the following minimum frequencies:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 283 of 378 T ABL E 1 OF § 1066.125

–D ATA RECORDING AND C ONTROL M IN IMUM F REQUENCIES Applicable Section Measured Values Minimum Command and Control Frequency a Minimum

Recording Frequency

b,c §1066.310 § 1066.315 Vehicle speed

— 10 Hz § 1066.425 Continuous concentrations of raw or dilute

analyzers — 1 Hz § 1066.425 §1066.501 Power analyzer

— 1 Hz § 1066.425 Bag concentrations of raw or dilute analyzers

— 1 mean value per test interval 40 CFR 1065.545 § 1066.425 Diluted exhaust flow rate from a CVS with a

heat exchanger upstream of the flow measurement — 1 Hz 40 CFR 1065.545 § 1066.425 Diluted exhaust flow rate from a CVS without

a heat exchanger upstream of the flow measurement 5 Hz 1 Hz means 40 CFR 1065.545 § 1066.425 Dilution air flow if actively controlled (for

example, a partial

- flow PM sampl ing system) d 5 Hz 1 Hz means 40 CFR 1065.545 § 1066.425 Sam

ple flow from a CVS that has a heat exchanger 1 Hz 1 Hz 40 CFR 1065.545 § 1066.425 Sam

ple flow from a CVS that does not have a heat exchanger 5 Hz 1 Hz means § 1066.420 Ambient tem perature

— 1 Hz e § 1066.420 Ambient humidity

— 1 Hz e § 1066.420 Heated sample system temperatures, including

PM filter face — 1 Hz
a CFVs that are not using active control are exempt from meeting this requirement due to their operating principle. b 1 Hz means are data reported from the instrument at a higher frequency, but recorded as a series of 1 s mean values at a rate of 1 Hz. c For CFVs in a CVS, the minimum recording frequency is 1 Hz. For CFVs used to control sampling from a CFV CVS, the mi nimum recording frequency is not applicable.
. d This is not applicable to CVS dilution air. eUnless specified elsewhere in this part or the standard

- setting part. Note that this provision does not apply to soak periods w

here recording frequencies are not specified. For these instances, we recommend a recording frequency of ≥ 0.016 Hz. **§106 6**  **.1 30**  **Measurement instrument calibrations and verifications .**  The measurement instrument calibration and verification requirements in 40 CFR part 1065 , subpart D , appl y with the following exception s: (a) The calibration and verification provisions of 40 CFR 1065. 303 do not apply for engine speed, torque, fuel rate, or intake air flow. (b) The linearity

verification provisions of 40 CFR 1065. 307 do not apply for engi ne speed, torque, fuel rate, or intake air flow. Section 1066.135 specifies additional linearity verification provisions that apply specifically

for chassis testing. (c) The provisions of §1066.220 apply instead 40 CFR 1065. 310. (d) The provisions of 40 C FR 1065.320, 1065.325, and 1065.395 do not apply
. (e) If you are measuring flow volumetricall y (rather than measuring based on molar values ), the provisions of §1066.140 apply instead of 40 CFR 1065.340.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 284 of 378 (f) The provisions of §1066.150 apply instead 40 CFR 1065.350(c), 1065.355(c), 1065.370(c), and 1065.375(c). (g) Table 1 of this section summarizes the required and recommended calibrations and verifications that are unique to testing under this part and indicates when these must be performed . Pe rform other required or recommended calibrations and verifications as described in 40 CFR 1065.303, with the exceptions noted in this section. Table 1 follows : T ABLE 1 OF §1066.130

– S UMMARY OF REQUIRED C ALIBRATION S AND V ERIFICATIONS Type of calibration or verification Minimum frequencya
40 CFR 1065.3 07 : Linearity verification The linearity verifications from 40 CFR part 1065 do not apply under this part for engine speed, torque, fuel rate, or intake air flow ; the linearity verification described in §1066.135 applies for the following measurements: Dy namometer Speed: See §1066.220
. Dy namometer Torque: See §1066.220
. 40 CFR 1065.310: Torque This calibration does not apply for testing under this part; see §1066.220. 40 CFR 1065.320: Fuel flow This calibration does not apply for testing under this part. 40 CFR 1065.325: Intake flow This calibration does not apply for testing under this part. 40 CFR 1065.3 40 : CVS calibration This calibration does not apply for CVS flow meters calibrated volumetrically as described in §1066.140. 40 CFR 1065.345: Vacuum leak Required upon initial inst allation of the sampling system; recommended within 35 days before the start of an emissions test and after maintenance such as pre

- fil ter changes. 40 CFR 1065.350(c), 1065.355(c), 1065.370(c), and 1065.375(c) These provisions do not apply for testing under this part; see §1066.150. 40 CFR 1065.395: Inertial PM balance and weighing These verifications do not apply for testing under this part.
aPerform calibrations and verifications more frequently if needed to conform to the measurement system manufacturer ’s instructions and good engineering judgment. **§1066.135 Linearity verification.**  This section describes requirements for linearity verification that are unique to testing under this part. (Note: see the definition of “linearity” in 40 CFR 1065.1001, where we explain that linearity

means the degree to which measured values agree with respective reference values and that the term “lin earity” is not used to refer to the shape of a measurement instrument's unprocessed response curve.) Perform other required or recommended calibrations and verifications as described in 40 CFR 1065.307, with the exceptions noted in this section
. (a) For gas anal yz er linearity , use one of the following options: (1) Use instrument manufacturer recommendations and good engineering judgment to select at least ten reference values, yrefi , that cover the range of values that you expect during testing (to prevent extrapolation beyond the verified range during emission testing ) . We recommend selecti ng zero as one of your reference values. For each range calibrated, if the deviation from a least

- squares best

- fit straight line is 2 % or less of the value at each data point, concentration values may be calculated b y use of a straight

- line curve fit for that range. If the deviation exceeds 2 % at an y point, use the best

- fit nonlinear equation that represents the data to within 2 % of each test point to determine concentration. If you use a gas divider to blend calibration gases, verify that the calibration curve produce d name s a calibration gas within 2 % of its certifiedEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 285 of 378 concentration. Perform this verification between 15 and 50 % of the full

- scale anal yz er range. (2) Use the linearity requirements of 40 CFR 1065.307, except for CO 2 measurements used for determining fuel econom y and GHG emissions for motor vehicles at or below 14,000 pounds GVWR. If you choose this linearity option , you must use the provisions of 40 CFR 10 65.672 to check for drift and make appropriate drift corrections
. (b ) For dilution air, diluted exhaust, and raw exhaust sample flow , use a reference flow meter with a blower or pump to simulate flow rates. Use a restrictor, diverter valve, variable

- speed blower , or variable

- speed pump to control the range of flow rates. Use the reference meter’s response for the reference values. ( 1 ) Reference flow meters . Because of the large rang e in flow requirements , we allow a variety of reference meters. For example, for diluted exhaust flow for a full

- flow dilution sy stem, we recommend a reference subsonic venturi flow meter with a restrictor valve and a blower to simulate flow rates. For dilution air, diluted e xhaust for partial

- flow dilution, and raw exhaust, we allow reference meters such as critical flow orifices, critical flow venturis, laminar flow elements, master mass flow standards, or Roots meters. Make sure the reference meter is calibrated and its calibration is NI ST
- traceable. If you use the difference of two flow measurements to determine a net flow rate, you may use one of the measurements as a reference for the other. ( 2 ) Reference flow values . Because the reference flow is not absolutely cons tant, sample and record values of refi

Q  for 30 seconds and use the arithmetic mean of the values, ref Q  , as the reference value. Refer to 40 CFR 1065.602 for an example of calculating an arithmetic mean. ( 3 ) Li nearity

criteria . The values measured during linearity verification for flow meters must meet the following criteria: | xmin ( a 1 - 1)+ a 0 | ≤ 1 % ∙ max Q  ; a 1 = 0.98
- 1.02 ; SEE = ≤ 2 % ∙ max Q  ; and r

2 ≥ 0.990
. ( c ) Perform linearity verifications for the following temperature measurements instead of those specified at 40 CFR 1065.307(e)(7): ( 1 ) Test cell ambient air
. ( 2 ) Dilution air for PM sampling, including CVS, double

- dilution, and partial

- flow sy s tems. ( 3 ) PM sample. ( 4 ) Chiller sample, for gaseous sampling s ys tems that use thermal chillers to dry samples , and that use chiller temperature to calculate dewpoint at the chiller outlet. For testing, if yo u choose to use the high alarm temperature setpoint for the chiller temperature as a constant value in determining the amount of water removed from the emission sample, yo u may verify the accuracy

of the high alarm temperature setpoint using good engineering judgment without following the linearity verification for chiller temperature. We recommend that you input a simulated reference temperature signal below the alarm setpoint, increase this signal until the high alarm trips, and verify that the alarm set point value is no less than 2 °C below the reference value at the trip point
. ( 5 ) CVS flow meter inlet temperature. ( d) Perform linearity verifications for the following pressure measurements instead of those specified at 40 CFR 1065.307(e)(8): ( 1 ) Exhaust back pressure at the tailpipe exit
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 286 of 378 ( 2 ) B arometric pressure
. ( 3 ) CVS flow meter inlet pressure . ( 4 ) Sample dryer, for gaseous sampling s ys tems that use either osmotic

- membrane dryers or thermal chillers to dry

samples. For your testing, if you choose to use a low alarm pressure setpoint for the sample dryer pressure as a constant value in determining the amount of water removed from the emission sample , you may verify the accuracy

of the low alarm pressure setpoint us ing good engineering judgment without following the linearity verification for sample dryer pressure. We recommend that you input a reference pressure signal above the alarm set point, decrease this signal until the low alarm trips, and verify

that the alarm set

point value is no more than 4 kP a above the reference value at the trip point. ( e ) When following procedures or practices that we incorporate by reference in §1066.1010, you must meet the linearity requirements given b y the procedure or practice for an y anal yt ical instruments not cover ed under 40 CFR 1065.307, such as GC

- FID or HPL C. **§ 106**  **6 .**  **1 40 Diluted exhaust flow calibration.**  (a) Overview . This section describes how to calibrate flow meters for diluted exhaust constant - volume sampling (CVS) s ys tems. We recommend that you also use this section to calibrate flow meters that use a subsonic venturi or ultrasonic flow to measure raw exhaust flow. You may

follow the molar flow calibration procedures in 40 CFR 1065.340 instead of the procedures in this se ction. (b) Scope and frequency . Perform this calibration while the flow meter is installed in its permanent position, except as allowed in paragraph (c) of this section. Perform this calibration after you change an y part of the flow configuration upstream or downstream of the flow meter that may affect the flow

- meter calibration. Perform this calibration upon initial CVS installation and whenever corrective action does not resolve a failure to meet the diluted exhaust flow verification (i.e., propane che ck) in 40 CFR 1065.341. (c) Ex
- situ CFV and SSV calibration . You may remove a CFV or SSV from its permanent position for calibration as long as the flow meter meets the requirements in 40 CFR 1065.340(c). (d) Reference flow meter . Calibrate each CVS flow meter using a reference flow meter such as a subsonic venturi flow meter, a long

- radius ASME/NI ST flow nozzle, a smooth approach orifice, a laminar flow element, or an ultrasonic flow meter. Use a reference flow meter that reports quantities that are NIST
- traceable within ±1 % uncertainty . Use this reference flow meter’s response to flow as the reference value for CVS flow

- meter calibration. (e) Configuration . Calibrate the s ys tem with an y upstream screens or other restrictions that will be use d during testing and that could affect the flow ahead of the reference flow meter. You may

not use any upstream screen or other restriction that could affect the flow ahead of the reference flow meter, unless the flow meter has been calibrated with such a restriction. (f) PDP calibration . Calibrate each positive

- displacement pump (PDP) to determine a flow

- versus - PDP speed equation that accounts for flow leakage across sealing surfaces in the PDP as a function of PDP inlet pressure. Determine unique equation coefficients for each speed at which you operate the PDP. Calibrate a PDP flow meter as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 287 of 378 (1) Connect the s ys tem as shown in Figure 1 of this section. (2) Leaks between the calibration flow meter and the PDP must be less than 0.3 % of the total flow at the lowest calibrated flow point; for example, at the highest restriction and lowest PDP

- speed point. (3) While the PDP operates, maintain a constant temperature at the PDP inlet within ±2 % of the mean absolute inlet temperature, in T
. (4) Set the PDP speed to the first speed point at which you intend to calibrate. (5) Set the variable restrictor to its wide

- open position. (6) Operate the PDP for at least 3 min to stabilize the sy stem. Continue operating the PDP and record the mean values of at least 30 seconds of sampled data of each of the following quantities: (i) The mean flow rate of the reference flow meter, ref 

### Q  . This may

include several measurements of different quantities, such as reference me ter pressures and temperatures, for calculating ref



### Q 

. (ii) The mean temperature at the PDP inlet, in T
. (iii) The mean static absolute pressure at the PDP inlet, in 

### p . (iv) The mean static a

bsolute pressure at the PDP outlet, out 

### p . (v) The mean PDP speed, nPDP f
. (7) Incrementall y close the restrictor valve to decrease the absolute pressure at the inlet to the PDP, in 

### p . (8) Repeat the steps in paragraphs ( f )(6) and (7) of this section to record data at a minimum of six restrictor positions ranging from the wide

- open restrictor position to the minimum expected pressure at the PDP inlet. (9) Calibrate the PDP b y using the colle cted data and the equations in § 1066.625(a)
. (10) Repeat the steps in paragraphs ( f )(6) through (9) of this section for each speed at which you operate the PDP. (11) Use the equations in § 1066.630(a) to determine the PDP flow equation for emission testing. (12) Verify

the calibration by

performing a CVS verification (i.e., propane check) as described in 40 CFR 1065.341. (13) Ensure that the lowest inlet pressure tested during calibration is at least as low as the lowest PDP inlet pressure that will occur during emission testing. You may not use the PDP below the lowest inlet pressure tested during calibration. (g ) SSV calibration . Calibrate each s ubsonic venturi (SSV) to determine its discharge coefficient, C

d , for the expected range of inlet pressures. C alibrate an SSV flow meter as follows: (1) Configure your calibration sy stem as shown in Figure 1 of this section. (2) Verify that an y leaks between the calibration flow meter and the SSV are less than 0.3 % of the total flow at the highest restriction. (3) Start the blower downstream of the SSV. (4) While the SSV operates, maintain a constant temperature at the SSV inlet within ±2 % of the mean absolute inlet temperature, in T
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 288 of 378 (5) Set the variable restrictor or variable

- speed blowe r to a flow rate greater than the greatest flow rate expected during testing. You may not extrapolate flow rates beyond calibrated values, so we recommend that you make sure the Reynolds number, Re # , at the SSV throat at the greatest calibrated flow rate is greater than the maximum Re # expected during testing. (6) Operate the SSV for at least 3 min to stabilize the sy stem. Continue operating the SSV and record the mean of at least 30 seconds of sampled data of each of the following quantities: (i) The mean flow rate of the reference flow meter , ref 

### Q  . This may

include several measurements of different quantities for calculating ref 

### Q  , such as reference meter pressures and temperatures. (i i) The mean temperature at the venturi inlet, in T
. (i ii ) The mean static absolute pressure at the venturi inlet, in 

### p . ( i v) Mean s tatic differential pressure between the static pressure at the venturi inlet and the static pressure at the venturi throat, SSV 

### p 

. (7) Incrementall y close the restrictor valve or decrease the blower speed to decrease the flow rate. (8) Repeat the steps in paragraphs (g)(6) and (7) of this section to record data at a minimum of ten flow rates. (9) Determine an equation to quantify C d as a function of Re # by

using the collected data and the equations in § 1066.625(b)
. Section 1066.625 also includes statistical criteria for validating the C

d versus Re # equation
. (10) Verify

the calibration by

performing a CVS verification (i.e., propane check) as described in 40 CFR 1065.341 using the new C d versus Re # equation. (11) Use the SSV onl y between the minimum and maximum calibrated flow rates. If you want to use the SS V at a higher or lower flow rate, you must recalibrate the SSV. (12) Use the equations in § 1066.630(b) to determine SSV flow during a test. (h) CFV calibration
. The calibration procedure described in this paragraph (h) establishes the value of the calibration coefficient , K v , at measured values of pressure, temperature and air flow. Calibrate the CFV at the lowest expected static differential pressure between the CFV inlet and outlet. Calibrate the CFV as follows: (1) Configure your calibration sy stem as shown in Figure 1 of this section. (2) Verify that an y leaks between the calibration flow meter and the CFV are less than 0.3 % of the total flow at the highest restriction. (3) Start the blower downstream of the CFV. (4) While the CFV operates, maintain a constant temperature at the CFV inlet within ±2 % of the mean absolute inlet temperature, in T
. (5) Set the variable restrictor to its wide

- open position. In stead of a variable restrictor, yo u may alternatel y vary the pressure downstream of the CFV b y varyi ng blower speed or by introducing a controlled leak. Note that some blowers have limitations on nonloaded conditions. (6) Operate the CFV for at least 3 min to stabilize the sy stem. Continue operating the CFV and record the mean values of at least 30 seconds of sampled data of each of the following quantities:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 289 of 378 (i) The mean flow rate of the reference flow meter, ref 

### Q  . This may

include several measurements of different quantities, such as reference meter pressures and temperatures, for calculating ref



### Q 

. ( ii) The mean temperature at the venturi inlet, in T
. (i ii ) The mean static absolute pressure at the venturi inlet, in 

### p . ( i v) The mean static differential pressure between the CFV inlet and the CFV outlet, CFV 

### p 

. (7) Incrementall y close the restrictor valve or decrease the downstream pressure to decrease the differential pressure across the CFV, CFV 

### p 

. (8) Repeat the steps in paragraphs (h)(6) and (7) of this section to record mean data at a minimum of ten restrictor positions, such that you test the fullest practical range of CFV 

### p  expected during testing. We do no t require that you remove calibration components or CVS components to calibrate at the lowest possible restriction. (9) Determine K

v and the lowest allowable pressure ratio, r , according to § 1066.625
. (10) Use K

v to determine CFV flow during an emission te st. Do not use the CFV below the lowest allowed r , as determined in § 1066.625
. (11) Verify

the calibration by

performing a CVS verification (i.e., propane check) as described in 40 CFR 1065.341. (12) If your CVS is configured to operate multiple CFV s in p arallel, calibrate your CVS using one of the following methods : (i) Calibrate every

combination of CFVs according to this section and § 1066.625(c)
. Refer to §1065.6 5 2 (c) for instructions on calculating flow rates for this option. (ii) Calibrate each CFV a ccording to this section and § 1066.625 . Refer to § 1066.630 for instructions on calculat ing flow rates for this option. (i ) [Reserved] ( j ) Ultrasonic flow meter calibration . [Reserved]EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 290 of 378 Figure 1 of 106 6
. 1 40

—CVS calibration configurations

reference flow meter PDP

variable restrictor 12
6 ref 

## n  atmos 

### p

in 

## p out 

# p in 

## T PD

P 

## f 

# t

reference flow meter PDP

variable restrictor 12
6 ref 

## n  atmos 

### p

in 

## p out 

# p in 

## T PD

P 

## f 

# t

reference flow meter PDP

variable restrictor 12
6 ref 

## n  atmos 

### p

in 

## p out 

# p in 

## T PD

P 

## f 

# t

SSV reference flow meter ref 

## n  atmos 

### p

in 

## p in 

## T dew



## T


## p 
variable speed

blower SSV reference flow meter ref 

## n  atmos 

### p

in 

## p in 

## T dew



## T


## p 
variable speed

blower

CFV reference flow m eter variable restrictor ref 

## n  in



# p in 

# T atm os 

### p dew 

### T

blower

downstream pressure control

CFV reference flow m eter variable restrictor ref 

## n  in



# p in 

# T atm os 

### p dew 

### T

blower

downstream pressure control

**§1066.145 Test fuel, engine fluids, analytical gases, and other calibration standards.** (a) Test fuel
. Use test fuel as specified in the standard

- setting part, or as specified in 40 CFR part 1065, subpart H , if it is not specified in the standard

- setting part.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 291 of 378 (b ) Lubricating oil . Use lubricating oil as specified in 40 CFR 1065.740. For two
- stroke engines that involve a specified mixture of fuel and lubricating oil, mix the lubricating oil with the fuel according to the manufacturer’s specifications. ( c ) Coolant . For liquid

- cooled engines, use coo lant as specified in 40 CFR 1065.745. ( d) Anal yt ical gases
. Use anal yt ical gases that meet the requirements of 40 CFR 1065.750. ( e ) Mass standards
. Use mass s tandards that meet the requirements of 40 CFR 1065.790. **§1066.150 Analyzer interference and quench verification limit.** Analyzers must meet the interference and quench verification limits in the following table on the lowest, or most representative, instrument range that will be used during emission testing, instead of those specified in 40 CFR part 1065, subpart D: T ABLE 1 OF §1066.150

–A NALYZER INTERFERENCE AND Q UENCH V ERIFICATION L IMITS Verification Limit 40 CFR 1065.350 ±2 % of full scale 40 CFR 1065.355 ±2 % of full scale 40 CFR 1065.370 ±2 % of full scale 40 CFR 1065.375 ±2 % of the flow

- weighted mean concentration of N 2 O expected at the standard **Subpart C** 

**— DYNAMOMETER SPECIFIC**  **ATIONS §1066.201 Dynamometer overview.**  This subpart addresses chassis dy namometers and related equipment. **§1066.210 Dynamometers.** (a) General requirements. A chassis dynamometer ty pically uses electrically

generated load forces combined with its rotational inertia to recreate the mechanical inertia and frictional forces that a vehicle exerts on road surfaces (known as “road load”). Load forces are calculated using vehicle

- specific coefficients and response characteristics. The load forces are applied to the v ehicle tires b y rolls connected to motor/ab sorbers. Th e dy namometer uses a load cell to measure the forces the dy namometer rolls apply to the vehicle ’s tires. (b) Accuracy

and precision. The dynamometer’s output values for road load must be NI ST
- traceable. We may determine traceability to a specific national or international standards organization to be sufficient to demonstrate NIST

- traceability
. Th e force

measurement s ys tem must be capable of indicating force readings as follows: (1) For dynamometer testing of vehicles at or below 20,000 pounds GVWR, th e dy namometer force

- measurement s ys tem must be capable of indicating force readings during a test to a resolution of ± 0. 05 % of the maximum load

- cell force simulated by the dy namometer or ±9.8 N (±2.2 lbf), whichever is greater
. (2) For dy

namomet er testing of vehicles above 20,000 pounds GVWR , the force

measurement s ys tem must be capable of indicating force readings during a test to a resolution of ±0.05 % of the maximum load

- cell force simulated b y the dynamometer or ±3 9
. 2 N (±8. 8 lbf), whichever is greater.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 292 of 378 (c) Test cycles. The dy

namometer must be capable of fully simulating vehicle performance over applicable test cycles for the vehicles being tested as referenced in the corresponding standard

- setting part, including operation at the combinatio n of inertial and road

- load forces corresponding to maximum road

- load conditions and maximum simulated inertia at the highest acceleration rate experienced during testing. (d) Component requirements. The following specifications apply : (1) The nominal roll diameter must be 120 cm or greater. The dy namometer must have an independent drive roll for each drive axle as tested under §1066.410(g), except that two drive axles may

share a single drive roll. Use good engineering judgment to ensure that the dy

namometer roll diameter is large enough to provide sufficient tire

- roll contact area to avoid tire overheating and power losses from tire

- roll slippage. (2) Measure and record force and speed at 10 Hz or faster
. Y ou may convert measured values to 1
- Hz, 2
- Hz, or 5
- Hz values before your calculations, using good engineering judgment. (3) The load applied by

the dy namometer simulates forces acting on the vehicle during normal driving according to the following equation:

2 i i -1 i i i i i -1 v v FR A B v C v M t t      



Eq . 1066.210
- 1 Where: FR = total road

- load force to be applied at the surface of the roll. The total force is the sum of the individual tractive forces applied at each roll surface
. i = a counter to indicate a point in time over the driving schedule. For a dyn amometer operating at 10

- Hz intervals over a 600

- second driving schedule, the maximum value of i should be 6,000. A = a vehicle

- specific constant value representing the vehicle’s frictional load in lbf or newtons. See subpart D of this part. B = a vehicle

- specific coefficient representing load from drag and rolling resistance, which are a function of vehicle speed, in lbf/mph or N ∙ s/m. See subpart D of this part. v = linear speed at the roll surfaces as measured by the dy namometer, in mph or m/s
. Let vi

- 1 = 0 for i = 0. C = a vehicle

- specific coefficient representing aerody namic effects, which are a function of vehicle speed squared, in lbf/mph 2 or N ∙ s 2/m 2 . See subpart D of this part. M = mass of the vehicle in lbm or kg based on its test weight , including the effect of rotating axles as specified in §1066.310(b)(7 ), divided by the acceleration due to gravity as specified in 40 CFR 1065.630
. t = elaps ed time in the driving schedule as measured by the dyn amometer, in seconds. Let ti

- 1 = 0 for i = 0. (4) We recommend that a dy namometer capable of testing vehicles at or below 20,000 pounds GVWR be designed to apply an actual road

- load force within ±1 % or ±9.8 N (±2.2 lbf) of the reference value, whichever is greater. Note that slightly higher errors may be expected during highl y transient operation for vehicles above 8,500 pounds GVWR.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 293 of 378 (e) Dy namometer manufacturer instructions . This part specifies that you follow the dy namometer manufacturer’s recommended procedures for things such as calibrations and general operation. If you perform testing with a dy namometer that you manufactured or if you otherwise do not have these recommended procedures, use good engineering judgment to establish the additional procedures and specifications we specify in this part, unless we specify

otherwise. Keep records to describe these recommended procedures and how they

are consistent with good engineering judgment , including any quantified error estimates. **§ 1066.2**  **15 Summary of verification**  **procedures f or c**  **hassis dynamometer s.**  (a) Overview . This section describes the overall process for verifying and calibrating the performance of chassis dy namometers
. (b ) Scope and frequency . The following table summarizes the required and recommended calibrations and verifications described in this subpart and indicates when they must occur : T ABLE 1 OF §1066.215

– S UMMARY OF REQUIRED D YNAMOMETER V ERIFICATIONS Type of verification Minimum frequencya § 1066.2 20: Linearity verification Speed: Upon initial installation, within 370 days before testing, and after major maintenance. Torque (load): Upon initial installation and after major maintenance. § 1066.2 25: Roll runout and diameter verification Upon initial installation and after major maintenance. § 1066.2 30: Time verification Upon initial installation and after major maintenance. § 1066.2 35: Speed measurement verification Upon initial installation, within 3 70 days before testing, and after major maintenance. § 1066.2 40: Torque (load) transducer verification Upon initial installation , within 7 days of testing, and after major maintenance. § 1066.2 45: Response time verification Upon initial installation, within 3 70 days before testing, and after major maintenance. § 1066.2 50: Base inertia verification Upon initial installation and after major maintenance. § 1066.2 55: Parasitic loss verification Upon initial installation, after major maintenance , and upon failure of a verification in §1066.270 or § 1066.275
. § 1066.2 60: Parasitic fric tion compensation verification Upon initial installation, after major maintenance , and upon failure of a verification in §1066.270 or § 1066.275
. § 1066.2 65: Acceleration and deceleration verification Upon initial installation and after major maintenance. § 1066.2 70: Unloaded coastdown verification Upon initial installation, within 7 days of testing, and after major maintenance. § 1066.275 Dynamo meter readiness verification Upon initial installation, within 1 day before testing, and after major maintenance. aPerform calibrations and verifications more frequently, according to measurement system manufacturer instructions and good engineering judgment. (c) Automated dyn amometer verifications and calibrations
. In some cases, dy namometers are designed with internal diagnostic and control features to accomplish the verifications and calibrations specified in this subpart. You may use these automated functions instead of following the procedures we specify in thi s subpart to demonstrate compliance with applicable requirements, consistent with good engineering judgment. (d) Sequence of verifications and calibrations . Upon initial installation and after major maintenance, perform the verifications and calibration s in the same sequence as noted in Table 1 of this section, except that you may perform speed linearity verification after theEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 294 of 378 verifications in §§1066.225 and 1066.230. At other times, you may need to perform specific verifications or calibrations in a certain sequence, as noted in this subpart. If you perform major maintenance on a specific component, you are required to perform verifications and calibrations only on components or parameters that are affected by the maintenance. (e) Corrections
. Unless the regulation directs otherwise, if the dynamometer fails to meet any specified calibration or verification, make any necessary adjustments or repairs such that the dy

namometer meets the specification before running a test. Repairs required to meet specif

ications are generall y considered major maintenance under this part. **§ 1066.220**  **Linearity verification for chassis dynamometer systems**  **.** (a) Scope and frequency . Perform linearity verification for dynamometer speed and torque at least as frequently as indicated in Table 1 of §1066.215
. The intent of linearity verification is to determine that the sy stem responds accuratel y and proportionally over the measurement range of interest. L inearity verification generally consists of introducing a series of at least 10 reference values to a measurement sy stem. The measurement s ys tem quantifies each reference value. The measured values are then collectively

compared to the re ference values by using a least

- squares linear regression and the linearity criteria s pecified in Table 1 of this section. (b) Performance requirements . I f a measurement sy stem does not meet the applicable linearity criteria in Table 1 of this section, correct the deficiency by re - calibrating, servicing, or replacing components as needed. Repeat the linearity verification after correcting the deficiency

to ensure that the measurement sy stem meets the linearity criteria. Before you may use a measurement s ys tem that does not meet linearity criteria, yo u must demonstrate to us that the defic iency does not adversel y affect your ability to demonstrate compliance with the applicable standards. (c) Procedure . Use the following linearity verification protocol, or use good engineering judgment to develop a different protocol that satisfies the intent of this section, as described in paragraph (a) of this section: (1) In this paragraph (c), the letter “y” denote s a generic measured quantity, the superscript over

- bar denote s an arithmetic mean (such as y ), and the subscript “ ref ” denote s the known or reference quantity being measured. (2) Operate the dyn amometer system at the specified operating conditions . This may include an y specified adjustment or periodic calibration of the dy namometer sy stem. (3) Set dy namometer speed an d torque to zero. (4) Verify the dy

namometer speed or torque signal based on the dynamometer manufacturer’s recommendations. (5) After verification , check for zero speed and torque. U se good engineering judgment to determine whether or not to rezero or re - verify speed and torque before continuing. (6) For both speed and torque, use the dyn amometer manufacturer ’s recommendations and good engineering judgment to select reference values, yrefi , that cover a range of values that you expect would prevent extrapolation beyond these values during emission testing. We recommend selecting zero speed and zero torque as reference values for the linearity verification. (7) Use the dyn amometer manufacturer ’s recommendations and good engineering judgment to select th e order in which you will introduce the series of reference values.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 295 of 378 For example , you may select the reference values randomly to avoid correlation with previous measurements and to avoid the influence of hy steresis; you may select reference values in asce nding or descending order to avoid long settling times of reference signals ; or you may

select values to ascend and then descend to incorporate the effects of any instrument hy steresis into the linearity verification. ( 8 ) Set the dy

namometer to operate at a reference condition. ( 9 ) Allow time for the dynamometer to stabilize while it measures the reference value s . (1 0 ) At a recording frequency of at least 1 Hz, measure speed and torque values for 30 seconds and record the arithmetic mean of the recorded values, i 

### y . Refer to 40 CFR 1065 .602 for an example of calculating an arithmetic mean. (1 1 ) Repeat the steps in paragraphs (c)( 8 ) though (1 0 ) of this section until you measure speeds and torques at each of the reference settings. (1 2 ) Use the arithmetic means, i 

### y , and reference values, yrefi , to calculate least

- squares linear regression parameters and statistical values to compare to the minimum performance criteria specified in Table 1 of this section. Use the calculations described in 40 CFR 1065 .602. Using good engineering judgment, you may weight the results of individual data pairs (i.e. , ( yrefi , i 

### y )), in the linear regression calculations. Table 1 follows: T ABLE 1 OF §1066.220

– D YNAMOMETER M EASUREMENT S YSTEMS THAT REQUIRE L INEARITY V ERIFICATIONS Measurement sy stem Quantity Linearity criteria | y min ∙ ( a 1 - 1)+ a 0 | a 1 SEE r 2 Speed v < 0.05 % ∙ max v 0.98
- 1.02 < 2 % ∙ max v > 0.990 Torque (load) T < 1 % ∙ max T 0.9 9
- 1.0 1 < 1 % ∙ max T > 0.990 (d) Reference signals
. Generate reference values for the linearity- verification protocol in paragraph (c) of this section as described for speed and torque in 40 CFR 1065.307(d)
. **§ 1066.225**  **Roll runout and diameter verification**  **procedure .**  (a) Overview. This section describes the verification procedure for roll runout and roll diameter. Roll runout is a measure of the variation in roll radius around the circumference of the roll. (b ) Scope and frequency
. Perform these verifications upon initial installation and after major maintenance that could affect roll surface finish or dimensions ( such as resurfacing or polishing)
. (c) Roll runout procedure. Verify roll runout based on the following p rocedure, or an equivalent procedure based on good engineering judgment: (1) Perform this verification with laboratory and dy namometer temperatures stable and at equilibrium. Release the roll brake and shut off power to the dy namometer. Remove any dirt, rubber, rust, and debris from the roll surface. Mark measurement locations on the roll surface using a marker. Mark the roll at a minimum of four equall y spaced locations across the roll width; we recommend taking measurements every 1 50 mm across the roll. Secure the marker to the deck plate adjacent to the roll surface and slowl y rotate the rollEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 296 of 378 to mark a clear line around the roll circumference. Repeat this process for all measurement locations. (2) Measure roll runout using an indicator with a probe that allows for measuring the position of the roll surface relative to the roll centerline as it turns through a complete revolution. The indicator must have some means of being securel y mounted adjacent to the roll. The indicator mus t have sufficient range to measure roll runout at all points, with a minimum accuracy of ±0.025 mm. Calibrate the indicator according to the instrument manufacturer’s instructions. (3) Position the indicator adjacent to the roll surface at the desired mea surement location. Position the shaft of the indicator perpendicular to the roll such that the point of the indicator is slightly

touching the surface of the roll and can move freel y through a full rotation of the roll. Zero the indicator according to th e instrument manufacturer’s instructions. Avoid distortion of the runout measurement from the weight of a person standing on or near the mounted dial indicator. (4) Slowly

turn the roll through a complete rotation and record the maximum and minimum values from the indicator. Calculate runout as the difference between these maximum and minimum values. (5) Repeat the steps in paragraphs (c)(3) and (4) of this section for all measurement locations. (6) The roll runout must be less than 0.254 mm (0.0100 inc hes) at all measurement locations. (d) Diameter procedure. Verify roll diameter based on the following procedure, or an equivalent procedure based on good engineering judgment: (1) Prepare the laboratory and the dynamometer as specified in paragraph (c)( 1) of this section. (2) Measure roll diameter using a Pi Tape ® . Orient the Pi Tape ® to the marker line at the desired measurement location with the Pi Tape ® hook pointed outward. Temporarily secure the Pi Tape ® to the roll near the hook end with adhesi ve tape. Slowly turn the roll, wrapping the Pi Tape ® around the roll surface. Ensure that the Pi Tape ® is flat and adjacent to the marker line around the full circumference of the roll. Attach a 2.26

- kg weight to the hook of the Pi Tape ® and position th e roll so that the weight dangles freel y. Remove the adhesive tape without disturbing the orientation or alignment of the Pi Tape ®

. (3) Overlap the gage member and the vernier scale ends of the Pi Tape ® to read the diameter measurement to the nearest 0.01 mm. Follow the manufacturer’s recommendation to correct the measurement to 20 °C, if applicable. (4) Repeat the steps in paragraphs (d)(2) and (3) of this section for all measurement locations. (5) The measured roll diameter must be within ±0.254 mm of the specified nominal value at all measurement locations. You may revise the nominal value to meet this specification, as long as you use the corrected nominal value for all calculations in this subpart. **§ 1066.230**  **Time verification procedure**  **.** (a) Overv iew. This section describes how to verify the accuracy

of the dy namometer’s timing device.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 2 97 of 378 (b ) Scope and frequency
. Perform this verification upon initial installation and after major maintenance. (c) Procedure. Perform this verification using one of th e following procedures: (1) WWV method. You may use the time and frequency signal broadcast by

NI ST from radio station WWV as the time standard if the trigger for the dyn amometer timing circuit has a frequency

decoder circuit, as follows: (i) Contact station WWV by telephone by

dialing (303) 499

- 7111 and listen for the time announcement. Verify

that the trigger started the dy namometer timer. Use good engineering judgment to minimize error in receiving the time and frequency signal. (ii) A fter at least 1000 seconds, re

- dial station WWV and listen for the time announcement. Verify

that the trigger stopped the dy namometer timer. (iii) Compare the measured elapsed time, y act , to the corresponding time standard, yref , to determine the time error, y error , using the following equation:

ac t r e f er ro r r e f 1 0 0 % y y y y

   Eq. 1066.230
- 1 (2) Ramping method. You may use an operator - defined ramp function to serve as the time standard as follows: (i) Set up a signal generator to output a marker voltage at th e peak of each ramp to trigger the dy namometer timing circuit. Output the designated marker voltage to start the verification period. (ii) After at least 1000 seconds, output the designated marker voltage to end the verification period. (iii) Compare the measured elapsed time between marker signals, y act , to the corresponding time standard, yref , to determine the time error, y error , using Eq. 1066.230

- 1. (3) Dy namometer coastdown method. You may use a signal generator to output a known speed ramp signal to the dy namometer controller to serve as the time standard as follows: (i) Generate upper and lower speed values to trigger the start and stop functions of the coastdown timer circuit. Use the signal generator to start the verification period. (ii) After at least 1000 seconds, use the signal generator to end the verification period. (iii) Compare the measured elapsed time between trigger signals, y act , to the corresponding time standard, yref , to determine the time error, y error , using Eq. 1066.230

- 1. (d) Performance evaluation . The time error determined in paragraph (c) of this section may not exceed ±0.001 %. **§ 1066.235**  **Speed verification procedure**  **.** (a) Overview. This section describes how to verify the accuracy

of the dy namometer speed determination. When performing this verification , you must also ensure the dy namometer speed at any devices used to display or record vehicle speed ( such as a driver’s aid) is representative of the speed input from the dy namometer speed determination
. (b ) Scope and frequency
. Perform this verification upon initial installation, within 370 day s before testing, and after major maintenance. (c) Procedure. Use one of the following procedures to verify the accuracy

and resolution of the dy namometer speed simulation:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 298 of 378 (1) Pulse method
. Connect a universal frequency counter to the output of the dy namometer’s speed

- sensing device in parallel with the signal to the dyn amometer controller. The universal frequency counter must be calibrated according to the counter manufacturer’s instructions and be capable of measuring with enough accuracy to perform the procedure as specified in this paragraph (c)(1). Make sure the instrumentation does not affect the signal to the dynamometer control circuits. Determine the speed error as follows: (i) Set the dy

namometer to speed

- control mode. Set the dy namometer speed to a value of approximately

4.5 m/s (10 mph); record the output of the frequency counter after 10 seconds. Determine the roll speed, v act , using the following equation:

roll act f d v n     Eq. 1066.235
- 1 Where: f = frequency

of the dyn amometer speed sensing device , accurate to at least four significant figures. d roll = nominal roll diameter, accurate to the nearest 1.0 mm, consistent with §1066.225(d). n = the number of pulses per revolution from the dynamometer roll speed sensor. Example : f = 2.9231 Hz = 2.9231 s - 1 d roll = 904.40 mm = 0.90440 m n = 1 pulse/rev

act 2.9231 0.90440

1 v 

   v act = 8.3053 m/s (ii) Repeat the steps in paragraph (c)(1)(i) of this section for the maximum speed expected during testing and at least two additional evenl y spaced speed points between the starting speed and th e maximum speed point. (iii) Compare the calculated roll speed, v act , to each corresponding speed set point, vref , to determine values for speed error at each set point, v error , using the following equation:
v error = v act - vref Eq. 1066.235
- 2 Example : v a ct = 8.3053 m/s vref = 8.3000 m/s v error = 8.3053

– 8.3000 = 0.0053 m/s (2) Frequency

method. Install a piece of tape in the shape of an arrowhead on the surface of the dy namometer roll near the outer edge. Put a reference mark on the deck plate in line with the tape. Install a stroboscope or photo tachometer on the deck plate and direct the fl ash toward the tape on the roll. The stroboscope or photo tachometer must beEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 299 of 378 calibrated according to the instrument manufacturer’s instructions and be capable of measuring with enough accuracy to perform the procedure as specified in this paragraph (c)(2) . Determine the speed error as follows: (i) Set the dy

namometer to speed

- control mode. Set the dy namometer speed to a speed value of approximately 4.5 m/s (10 mph). Tune the stroboscope or photo tachometer until the signal matches the dy namometer roll s peed. Record the frequency. Determine the roll speed, y act , using Eq. 1066.235

- 1, using the stroboscope or photo tachometer’s frequency for f
. (ii) Repeat the steps in paragraph (c)(2)(i) of this section for the maximum speed expected during testing and at least two additional evenl y spaced speed points between the starting speed and the maximum speed point. (iii) Compare the calculated roll speed, v act , to each corresponding speed set point, vref , to determine values for speed error at each set point, y error , using Eq. 1066.235

- 2. (d) Performance evaluation . The speed error determined in paragraph (c) of this section may not exceed ±0.02 m/s at any speed set point. **§ 1066.240**  **Torque transducer verification.**  Verify torque - measurement sy stems by performing the verifications described in §§1066.270 and 1066.275. **§ 1066.245**  **Response time verification.**  (a) Overview. This section describes how to verify the dy namometer’s response time to a step change in tractive force
. (b ) Scope and frequency
. Perform this verification upon initial installation, within 370 day s before testing (i.e., annually), and after major maintenance. (c) Procedure. Use the dy namometer’s automated process to verify response time. You may perform this test eithe r at two different inertia settings corresponding approximately to the minimum and maximum vehicle weights you expect to test or using base inertia and two acceleration rates that cover the range of acceleration rates experienced during testing ( such as 0.5 and 8 mph/s). Use good engineering judgment to select road

- load coefficients representing vehicles of the appropriate weight. Determine the dy namometer’s settling response time, ts , based on the point at which there are no measured results m ore than 10 % above or below the final equilibrium value, as illustrated in Figure 1 of this section. The observed settling response time must be less than 100 milliseconds for each inertia setting.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 300 of 378 Figure 1 of §1066.245

**—**Example of a settling response time diagram

**Ti me**  **( t**  **) t** **s R** **e s** **p o** **n s** **e 1.**  **1 1.0**  **0.9**

**§ 1066.250**  **Base inertia verification.**  (a) Overview. This section describes how to verify the dy namometer’s base inertia. (b ) Scope and frequency
. Perform this verification upon initial installation and after major maintenance , such as maintenance that could affect roll inertia
. (c) Procedure. Verify

the base inertia using the following procedure: (1) Warm up the dynamometer according to the dynamometer manufacturer’s instructions. Set the dy

namometer’s road

- load i nertia to zero, turn ing off any electrical simulation of road load and inertia so that the base inertia of the dy namometer is the only inertia present
. Motor the rolls to 5 mph. Apply a constant force to accelerate the roll at a nominal rate of 1 mp h/s. Measure the elapsed time to accelerate from 10 to 40 mph, noting the corresponding speed and time points to the nearest 0.01 mph and 0.01 s. Also determine average force over the measurement interval. (2) Starting from a steady roll speed of 45 mph, apply a constant force to the roll to decelerate the roll at a nominal rate of 1 mph/s. Measure the elapsed time to decelerate from 40 to 10 mph, noting the corresponding speed and time points to the nearest 0.01 mph and 0.01 s. Also determine average f orce over the measurement interval. (3) Repeat the steps in paragraphs (c)(1) and (2) of this section for a total of five sets of results at the nominal acceleration rate and the nominal deceleration rate. (4) Use good engineering judgment to select two ad ditional acceleration and deceleration rate pairs that cover the middle and upper rates expected during testing. Repeat the steps in paragraphs (c)(1) through (3) of this section at each of these additional acceleration and deceleration rates. (5) Determi ne the base inertia, I b , for each measurement interval using the following equation:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 301 of 378 b final init F I v v

t 

  Eq. 1066.250
- 1 Where: F = average dyn amometer force over the measurement interval as measured by the dy namometer. v final = roll surface speed at the end of the measurement interval to the nearest 0.01 mph. vinit = roll surface speed at the start of the measurement interval to the nearest 0.01 mph. 

### t  = elapsed time during the measurement interval to the nearest 0.01 s. Example : F = 1.500 lbf = 48.26 ft ∙lbm/s 2 v final = 40.00 mph = 58.67 ft/s vinit = 10.00 mph = 14.67 ft/s 

### t  = 30.00 s

b 48.26 58.67 14.67 30.00 I 

 I b = 32.90 lbm (6) Calculate the base inertia error, I berror , for each of the thirty me asured base inertia values, I

b , by comparing it to the manufacturer’s stated base inertia, I bref , using the following equation:

bref bact berror bref 100 % I I I I    Eq. 1066.250
- 2 Example : I bref = 32.96 lbm bact 

### I = 32.90 lbm (from paragraph (c)(5) of this section)

berror 32.96 32.90 100 %

32.96 I    I berror = 0.18 % (7) Determine the base inertia mean value, b I , from the ten acceleration and deceleration interval base inertia values for each of the three acceleratio n/deceleration rates. Then determine the base inertia mean value, b I , from the base inertia values corresponding to acceleration/deceleration rates . Calculate base inertia mean values as described in 40 CFR 1065.602(b)EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 302 of 378 (8) Calculate the inertia error for the final base inertia mean value from paragraph (c)(7) of this section. Use Eq. 1066.250

- 2, substituting the final base inertia mean value from paragraph (c)(7) of this section for the individual base inertia. (d) Performance evaluation . The dynamometer must meet the following specifications to be used for testing under this part: (1) All base inertia errors determined under paragraph (c)(6) of this section may not exceed ±1. 0 %. (2) The inertia error for the final base inertia mean value determined under paragraph (c)(8) of this section may not exceed ±0.20 %. **§ 1066.255**  **Pa rasitic**  **loss verification.** (a) Overview. Verify

the dy namometer’s parasitic loss as described in this section, and correct as necessary
. This procedure determines the dy namometer’s internal losses that it must overcome to simulate road load. Characterize these losses in a parasitic loss curve that the dy

namometer uses to apply

compe nsating forces to maintain the desired road

load force at the roll surface. (b ) Scope and frequency
. Perform this verification upon initial installation, after major maintenance, and upon failure of a verification in either §1066.270 or §1066.275. (c) P rocedure. Perform this verification by following the dy

namometer manufacturer’s specifications to establish a parasitic loss curve, taking data at fixed speed intervals to cover the range of vehicle speeds that will occur during testing. You may zero the load cell at a selected speed if that improves your ability to determine the parasitic loss. Parasitic loss forces may

never be negative. Note that the torque transducers must be zeroed and spanned prior to performing this procedure. (d) Performance evaluation. Some dy namometers automatically update the parasitic loss curve for further testing. If this is not the case, compare the new parasitic loss curve to the original parasitic loss curve from the dynamometer manufacturer or the most recent parasiti c loss curve you programmed into the dynamometer. You may reprogram the dy namometer to accept the new curve in all cases, and you must reprogram the dy namometer if an y point on the new curve departs from the earlier curve by more than ±9.0 N for dynamomet ers capable of testing vehicles at or below 20,000 pounds GVWR , or ±36.0 N (±8.0 lbf) for dy namometers not capable of testing vehicles at or below 20,000 pounds GVWR. **§ 1066.260**  **Pa rasitic friction compensation**  **evaluation.** (a) Overview. This section desc ribes how to verify the accuracy

of the dy namometer’s friction compensation. (b ) Scope and frequency
. Perform this verification upon initial installation, after major maintenance, and upon failure of a verification in either §1066.270 or §1066.275. Note that this procedure relies on proper verification of speed and torque, as described in §§1066.235 and 1066.2 40 . You must also first verify the dy namometer’s parasitic loss curve as specified in §1066.255. (c) Procedure. Use the following proce dure to verify the accuracy

of the dy namometer’s friction compensation: (1) Warm up the dynamometer as specified b y the dynamometer manufacturer.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 303 of 378 (2) Perform a torque verification as specified b y the dy namometer manufacturer. For torque verifications re lying on shunt procedures, if the results do not conform to specifications, recalibrate the dy namometer using NI ST
- traceable standards as appropriate until the dyn amometer passes the torque verification. Do not change the dy namometer’s base inertia to pas s the torque verification. (3) Set the dynamometer inertia to the base inertia with the road

- load coefficients A, B, and C set to 0. Set the dynamometer to speed

- control mode with a target speed of 50 mph or a higher speed recommended b y the dynamometer m anufacturer. Once the speed stabilizes at the target speed, switch the dynamometer from speed

- control to torque

control and allow the roll to coast for 60 seconds. Record the initial and final speeds and the corresponding start and stop times. I f fricti on compensation is executed perfectly , there will be no change in speed during the measurement interval. (4) Calculate the power equivalent of friction compensation error, FC error , using the following equation: 

#   2 2 error init final 2 I FC v v

t   

 Eq. 1066.260
- 1 Where: I = dynamometer inertia setting. t = duration of the measurement interval, accurate to at least 0.01 s. vinit = the roll speed corresponding to the start of the measurement interval, accurate to at least 0.05 mph. v final = the roll speed correspondi ng to the end of the measurement interval, accurate to at least 0.05 mph. Example : I = 2000 lbm = 62.16 lbf·s 2 /ft t = 60.0 s vinit = 9.2 mph = 13.5 ft/s v final = 10.0 mph = 14.7 ft/s



#   2 2 error 62.16 1 3.5 14.7 2 6 0.00 FC   

 FC error = – 16.5 ft ∙lbf/s =

– 0.031 hp (5) The friction compensation error may not exceed ±0.15 hp for dynamometers capable of testing vehicles at or below 20,000 pounds GVWR, or ±0.6 hp for dy namometers not capable of testing vehicles at or below 20,000 pounds GVWR. **§ 1066.265**  **Acceleration and deceleration**  **verification.** (a) Overview. This section describes how to verify the dy namometer’s ability

to achieve targeted acceleration and deceleration rates. Paragraph (c) of this section describes how this verification applies when the dynamomete r is programmed directly for a specific acceleration or deceleration rate. Paragraph (d) of this section describes how this verification applies when the dy namometer is programmed with a calculated force to achieve a targeted acceleration or deceleration rate.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 304 of 378 (b ) Scope and frequency
. Perform this verification or an equivalent procedure upon initial installation and after major maintenance that could affect acceleration and deceleration accuracy
. Note that this procedure relies on proper verif ication of speed as described in §1066.235. (c) Verification of acceleration and deceleration rates. Activate the dynamometer’s function generator for measuring roll revolution frequency . If the dy namometer has no such function generator, set up a properly calibrated external function generator consistent with the verification described in this paragraph (c). Use the function generator to determine actual acceleration and deceleration rates as the dyn amometer traverses speeds between 10 and 40 mph at various nominal acceleration and deceleration rates. Verify

the dynamometer’s acceleration and deceleration rates as follows: (1) Set up start and stop frequencies specific to your dy namometer by

identifying the roll

revolution frequency , f

, in revolutions pe r second (or Hz) corresponding to 10 mph and 40 mph vehicle speeds, accurate to at least four significant figures, using the following equation:

roll v n f d   

 Eq. 1066.265
- 1 Where: v = the target roll speed, in inches per second (corresponding to drive speeds of 10 mph or 40 mph). n = the number of pulses from the dynamometer’s roll

- speed sensor per roll revolution. d roll = roll diameter, in inches. (2) Program the dy

namometer to acc elerate the roll at a nominal rate of 1 mph/s from 10 mph to 40 mph. Measure the elapsed time to reach the target speed, to the nearest 0.01 s. Repeat this measurement for a total of five runs. Determine the actual acceleration rate for each run, a act , using the following equation:

final init act v v a t

  Eq. 1066.265
- 2 Where: a act = acceleration rate (decelerations have negative values). v final = the target value for the final roll speed. vinit = the setpoint value for the initial roll speed. t = time to accelerate from vinit to v final . Example : v final = 40 mph vinit = 10 mph t = 30.003 s

act 40.00 10.00 30.03 a   a act = 0.999 mph/sEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 305 of 378 (3) Program the dyn amometer to decelerate the roll at a nominal rate of 1 mph/s from 40 mph to 10 mph. Measure the elapsed time to reach the target speed, to the nearest 0.01 s. Repeat this measurement for a total of five runs. Determine the actual acceleration rate, a act , using Eq. 1066.265

- 2 (4) Repeat the steps in paragraphs (c)(2) and (3) of this section for additional acceleration and deceleration rates in 1 mph/s increments up to and including one increment above the maximum acceleration rate expected during testing. Average the five repeat runs to calculate a mean acceleration rate, act 

### a , at each setting. (5) Compare each mean acceleration rate, act 

### a , to the corresponding nominal acceleration rate, a ref , to determine values for acceleration error, a error , using the following equation:
act ref error ref 100 % a a a a

   E q. 1066.265
- 3 Example : act 

### a = 0.999 mph/s a ref = 1 mph/s

error 0.999 1 100 %

1 a    a error = – 0.100 % (d) Verification of forces for controlling acceleration and deceleration. Program the dy namometer with a calculated force value and determine actual acceleration and deceleration rates as the dy namometer traverses speeds between 10 and 40 mph at various nominal acceleration and deceleration rates. Verify the dyn amometer’s ability to achieve certain acceleration and deceleration rate s with a given force as follows: (1) Calculate the force setting, F , using the following equation:
b 

### FIa   Eq. 1066.265
- 4 Where: I b = the dy namometer manufacturer’s stated base inertia, in lbf·s 2 /ft. a = nominal acceleration rate, in ft/s 2

. Example : I b = 2967 lbm = 92.217 lbf·s 2 /ft a = 1 mph/s = 1.4667 ft/s 2 

### 92.217 1.4667 F   F = 135.25 lbf (2) Set the dynamometer to road

- load mode and program it with a calculated force to accelerate the roll at a nominal rate of 1 mph/s from 10 mph to 40 mph. Measure the elapsed time to reach the target speed, to the nearest 0.01 s. Repeat this measurement for a total of five runs. Determine the actual acceleration rate, a act , for each run using Eq.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 306 of 378 1066.2 65
- 2. Repeat this step to determine measured “negative acceleration” rates using a calculated force to decelerate the roll at a nominal rate of 1 mph/s from 40 mph to 10 mph. Average the five repeat runs to calculate a mean acceleration rate, act 

### a , at each setting. (3) Repeat the steps in paragraph (d)(2) of this section for additional acceleration and deceleration rates as specified in paragraph (c)(4) of this section. (4) Compare each mean acceleration rate, act 

### a , to the corresponding nominal acceleration rate, a ref , to determine values for acceleration error, a error , using Eq. 1066.265

- 3 (e) Performance evaluation . The acceleration error from paragraphs (c)(5) and (d)(4) of this section may

not exceed ±1.0 %. **§ 1066.270**  **Unloaded coastdown verification.** (a) Overview. Use force measurements to verify the dy namometer’s settings based on coastdown procedure s . (b ) Scope and frequency
. Perform this verification upon initial installation, within 7 day s of testing, and after major maintenance. (c) Procedure. This procedure verifies the dy namometer’s settings derived from coastdown testing. For dy namometers that have an automated process for this procedure, perform this evaluation by setting the initial speed, final speed, inertial coefficients, and road

- load coefficients as required for each test, using good engineering judgment to ensure that these values properl y represent in

- use operation. Use the following procedure if your dyn amometer does not perform this veri fication with an automated process: (1) Warm up the dy

namometer as specified by the dy namometer manufacturer. (2) With the dy

namometer in coastdown mode, set the dy namometer inertia for the smallest vehicle weight that you expect to test and set A, B, and C road

- load coefficients to values ty

pical of those used during testing. Program the dy namometer to coast down over the dynamometer operational speed range (typically from a speed of 80 mph through a minimum speed at or below 1 0 mph ). Perform at least one coastdown over this speed range, collecting data over each 10 mph interval. (3) Repeat the steps in paragraph (c)(2) of this section with the dy namometer inertia and road

- load coefficients set for the largest vehicle weight that you expect to test
. (4) Determine the average coastdown force, F , for each speed and inertia setting for each of the coastdowns performed using the following equation: 

##   init final 

### I v v F t    Eq. 1066.270
- 1 Where: F = the average force measured during the coa stdown for each speed interval and inertia setting, expressed in lbf·s 2 /ft and rounded to four significant figures. I = the dynamometer’s inertia setting, in lbf· s 2 /ft. vinit = the speed at the start of the coastdown interval , expressed in ft/s to at least four significant figures. v final = the speed at the end of the coastdown interval, expressed in ft/s to at least four significant figures. t = coastdown time for each speed interval and inertia setting, accurate to at least 0.01 s.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 307 of 378 Example: I = 2000 lbm = 65.17 lbf·s 2 /ft vinit = 25 mph = 36.66 ft/s v final = 15 mph = 22.0 ft/s t = 5.00 s 

##   65.17 36.66 22.0 5.00 F    F = 191.1 lbf (5) Calculate the target value of coastdown force, F ref , based on the applicable dy namometer parameters for each speed interval and inertia setting. (6) Compare the mean value of the coastdown force measured for each speed interval and inertia setting, act

F , to the corresponding F ref to determine values for coastdown force error, F

error , u sing the following equation:

act ref error ref 100 % F F F F

   Eq. 1066.270
- 2 Example : F ref = 192 lbf
act F = 191 lbf

error 191 192 100 % 192 F    F error = 0.5 % (d) Performance evaluation . The coastdown force error determined in paragraph (c) of this section may

not exceed the following: (1) For vehicles at or below 20,000 pounds GVWR, calculate F errormax for all speed and inertia settings from the following formula: F errormax (%) = (2.2 lbf/

F ref )·100 Eq. 1066.270
- 3 Example : F ref = 192 lbf F errormax (%) = (2.2/ 192 )·100 = 1.14% (2) For vehicles above 20,000 pounds GVWR, the maximum allowable error, F errormax , for all speed intervals and inertia settings is ± 1.0 % or ±39.2 N, whichever is greater
. (e) If the dynamometer is not able to meet this requirement, diagnose and repair the dy namometer before continuing with emission testing. Diagnosis should include performing the verifications in §1066.255 and §1066.260. **§ 1066.275**  **Daily dynamometer readiness verification.** EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 308 of 378 (a) Overview. This section describes how to verify that the dy

namometer is ready

for emission testing. (b ) Scope and frequency
. Perform this verification upon initial installation, within 1 day before testing, and after major maintenance. ( c) Procedure. For dyn amometers that have an automated process for this verification procedure, perform this evaluation by setting the initial speed and final speed and the inertial and road

- load coefficients as required for the test, using good engineerin g judgment to ensure that these values properl y represent in

- use operation. Use the following procedure if your dynamometer does not perform this verification with an automated process: (1) With the dy

namometer in coastdown mode, set the dy namometer inert ia to the base inertia with the road

- load coefficient A set to 20 lbf (or a force that results in a coastdown time of less than 10 minutes) and coefficients B and C set to 0. Program the dy namometer to coast down for one 10 mph interval from 55 mph down t o 45 mph. I f yo ur dyn amometer is not capable of performing one discrete coastdown, then coast down with preset 10 mph intervals that include a 55 mph to 45 mph interval. (2) Perform the coastdown. (3) Determine the coastdown force and coastdown force error using Eqs. 1066.270

- 1 and 1066.270
- 2
. (d) Performance evaluation . The coastdown force error determined in paragraph (c) of this section may

not exceed the following: (1) For vehicles at or below 20,000 pounds GVWR, ± 1.0 % or ±9.8 N (±2.2 lbf), whic hever is greater
. (2) For vehicles above 20,000 pounds GVWR, ± 1.0 % or ±39.2 N (±8.8 lbf), whichever is greater
. (e) If the verification results fail to meet the performance criteria in paragraph (d) of this section, perform the procedure up to two additi onal times. If the dyn amometer is consistently

unable to meet the performance criteria , diagnose and repair the dy namometer before continuing with emission testing. Diagnosis should include performing the verifications in §1066.255 and §1066.260. **§ 1066.**  **290 Verification of speed accuracy for the**  **driver’s aid.** Use good engineering judgment to provide a driver’s aid that facilitates compliance with the requirements of §1066.425. Verify the speed accuracy

of the driver’s aid as described in §1066.235. **Subpart D** 

**— COASTDOWN**  **§ 1066.3**  **01 Overview of coastdown procedures**  **.** (a) The coastdown procedures described in this subpart are used to determine the load coefficients (A, B, and C) for the simulated road

- load equation in §1066.210(d)(3). (b) The general proc edure for performing coastdown tests and calculating load coefficients is described in SAE J1263 and SAE J2263 (incorporated b y reference in §1066.1010). This subpart specifies certain deviations from those procedures for certain applications.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 309 of 378 (c) Use goo d engineering judgment for all aspects of coastdown testing. For example, minimize the effects of grade b y performing coastdown testing on reasonably level surfaces and determining coefficients based on average values from vehicle operation in opposite di rections over the course. **§ 1066.305**  **Coastdown procedures for motor vehicles at or below 14,000 pounds GVWR**  **.** For motor vehicles at or below 14,000 pounds GVWR, develop representative road

- load coefficients to characterize each test vehicle. Calculate road

- load coefficients by performing coastdowns using the provisions of SAE J1263 and SAE J2263 (incorporated by reference in §1066.1010). Perform coastdowns at a starting speed as specified in SAE J2263, or at the highest speed from the range of applicable d uty cycles
. Use the same road

- load coefficients for all duty cycles. However, if your test conditions are substantially

different from the conditions represented by your road

- load coefficients, such as cold temperature test ing, you may use good engineering judgment to develop separate road

- load coefficients. **§ 1066.3**  **1 0**  **Coastdown procedures for vehicles above 14,000 pounds GVWR .**  This section describes coastdown procedures that are unique to vehicles above 14,000 pounds GVWR. These procedures are valid for calculating road

- load coefficients for chassis and post

- transmission powerpack testing and for calculating drag area ( C D A ) for use in the GEM simulation tool under 40 CFR part 1037. (a) Determine road

- load coefficients by performing a minimum of 16 valid coastdown runs (8 in each direction). (b) Follow the provisions of Sections 1 through 9 of SAE J1263 and SAE J2263 (incorporated b y reference in §1066.1010), except as described in this paragraph (b). The terms and variables identified in this paragraph (b) have the meaning given in SAE J1263 or J2263 unless specified otherwise. (1) The test condition specifications of SAE J1263 apply except as follows for wind and road conditions: (i) We recommend that you do not perform coastdown testing on days for which winds are forecast to exceed 6.0 mph. (ii) The grade of the test track or road must not be excessive (considering factors such as road safety

standards and effects on the coastdown results) . Road conditions should follow Section 7.4 of SAE J1263, except that road grade may exceed 0.5%. If road grade is greater than 0.02% over the length of the test surface , you must incorporate into the anal ys is road grade as a function o f distance along the length of the test surface
. Use S ection 11.5 of SAE J2263 t o calc ulate the force due to grade
. (2) Operate the vehicle at a top speed above 70 mph , or at its maximum achievable speed if it cannot reach 70 mph. If a vehicle is equipped with a vehicle speed limiter that is set for a maximum speed below 70 mph, you must disable the vehicle speed limiter
. Start the test at or above 70 mph , or at the vehicle’s maximum achievable speed if it cannot reach 70 mph
. Collect data through a minimum speed at or below 15 mph. Data analy sis for valid coastdown runs must include the range of vehicle speeds specified in this paragraph (b)(2 ).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 310 of 378 (3) Gather data regarding wind speed and direction, in coordination with time

- of

- day data, using at least one stationary electro

- mechanical anemometer and suitable data loggers meeting the specifications of SAE J1263, as well as the following additional specifications for the anemometer placed adjacent to the test surface: (i) Calibrate the equipment by running the zero

- wind and zero

- angle calibrations within 24 hours before conducting the coastdown procedures . If the coastdown p rocedures are not complete 24 hours after calibrating the equipment, repeat the calibration for another 24 hours of data collection. (ii) Record the location of the anemometer using a GPS measurement device adjacent to the test surface (approximately) at the midway distance along the test surface used for coastdowns. (iii) Position the anemometer such that it will be at least 2.5 but not more than 3.0 vehicle widths from the test vehicle’s centerline as the test vehicle passes the anemomete r. (iv) Mount the anemometer at a height that is within 6 inches of half the test vehicle’s maximum height. (v) Place the anemometer at least 50 feet from the nearest tree and at least 25 feet from the nearest bush (or equivalent roadside features). (vi) T he height of the grass surrounding the stationary anemometer may

not exceed 10% of the anemometer’s mounted height, within a radius equal to the anemometer’s mounted height. (4) You may

split runs as per Section 9.3.1 of SAE J2263, but we recommend whole r uns. If you split a run, analyze each portion separately, but count the split runs as one run with respect to the minimum number of runs required. (5) You may

perform consecutive runs in a single direction, followed by consecutive runs in the opposite direction, consistent with good engineering judgment. Harmonize starting and stopping points to the extent practicable to allow runs to be paired. (6) All valid coastdown run times in each direction must be within 2.0 standard deviations of the mean of the v alid coastdown run times (f rom the specified maximum speed down to 15 mph ) in that direction. Eliminate runs outside this range. After eliminating these runs yo u must have at least eight valid runs in each direction. You may use coastdown run time s that do not meet the se standard deviation requirements if we approve it in advance. In your request, describe why the vehicle is not able to meet the specified standard deviation requirements and propose an alternative set of requirements. (7) Anal yz e d ata for chassis and post

- transmission powerpack testing or for use in the GEM simulation tool as follows: (i) Follow the procedures specified in Section 10 of SAE J1263 or Section 11 of SAE J2263 to calculate coefficients for chassis and post

- transmission powerpack testing. (ii) Determine drag area, C D A , as follows instead of using the procedure specified in Section 10 of SAE J1263: (A) Measure vehicle speed at fixed intervals over the coastdown run (generally at 10 Hz), including speeds at or above 15 mph and at or below the specified maximum speed. Establish the elevation corresponding to each interval as described in SAE J2263 if you need to incorporate the effects of road grade. (B) Calculate the vehicle’s effective mass, M e , in kg b y adding 56.7 kg to the measured vehicle mass for each tire making road contact. This accounts for the rotational inertia of the wheels and tires.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 311 of 378 (C) Calculate the road

- load force for each measurement interval, F i , using the following equation: i i 1 i e v v F M t 

     Eq. 1066.310
- 1 Where: i = an interval counter, starting with i=1 for the first interval. The designation ( i
- 1) corresponds to the end of the previous interval or, for the first interval, to the start of the test run. M e = the vehicle’s effective mass, expressed to at least the nearest 0.1 kg. v = vehicle speed at the beginning and end of the measurement interval. Δ t = elapsed time over the measurement interval, in seconds. (D) Plot the data from all the coastdown runs on a single plot of F i vs. vi 2 to determine the slope correlation, D , based on the following equation: 2 i e m i

h F M g A D v

s 

       Eq. 1066.310
- 2 Where: g = gravitational acceleration = 9.81 m/s 2

. Δ h = change in elevation over the measurement interval, in m. Assume Δ h = 0 if you are not correcting for grade. Δs = distance the vehicle travels down the road during the measurement interval, in m. A m = the calculated value of the y

- intercept based on the curve

- fit. (E) Calculate drag area, C D A , in m 2 using the following equation: adj D 2 D C A    Eq. 1066.310
- 3 Where: ρ = air density at reference conditions = 1.17 kg/m 3

. adj act

98.21 293 T D D p

   
           Eq. 1066.310
- 4 T = mean ambient absolute temperature during testing, in K.
act 

### p = average ambient pressuring during the test, in kPa. (8 ) Determine the A, B, and C coefficients identified in §1066.210 as follows: (i) For chassis and post

- transmissio n powerpack testing, follow the procedures specified in Section 10 of SAE J1263 or Section 12 of SAE J2263. (ii) For the GEM simulation tool, use the following values: A = A m B = 0 C = D a djEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 312 of 378 **§ 1066.315**  **Dynamometer r**  **oad -**  **l oad**  **s etting.**  Determine dynamometer road

- load settings for chassis testing by following SAE J2264 (incorporated b y reference in §1066.1010). **Subpart E**

**— PREPARING VEHICLES A** **ND RUNNING AN EXHAUS T**  **EMISSION TEST §1066.401 Overview.**  (a) Use the procedures detailed in this subpart to measure veh icle emissions over a specified drive schedule
. Different procedures may appl y for criteria pollutants and greenhouse gas emissions as described in the standard

- setting part. This subpart describes how to

- ( 1 ) Determine road

- load power, test weight, and inertia class
. ( 2 ) Prepare the vehicle , equipment, and measurement instruments for an emission test. ( 3 ) Perform pre

- test procedures to verify proper operation of certain equipment and anal yz ers and to prepare them for testing
. ( 4 ) Record pre

- test data. ( 5 ) Sample emissions. ( 6 ) Record post

- test data. ( 7 ) Perform post

- test procedures to verify proper operation of certain equipment and anal yz ers. ( 8 ) Weigh PM samples. (b) The overall test generally consists of prescribed sequence s of fueling, parking, and driving at specified test conditions. An exhaust emission test generally consists of measuring emissions and other parameters while a vehicle follows the drive schedules specified in the standard

- setting part. There are two gen eral ty pes of test cycles: (1) Transient cycles . Transient test cycles are typically specified in the standard

- setting part as a second

- by

- second sequence of vehicle speed commands . Operate a vehicle over a transient cycle such that the speed follows the target values. Proportionally sample emissions and other parameters and calculate emission rates as specified in subpart G of this part to calculate emissions. The standard

- setting part may specify three ty pes of transient testing based on the approach to starting the measurement, as follows: (i) A cold

- start transient cycle where you start to measure emissions just before starting an engine that has not been warmed up. (ii) A hot

- start transient cycl e where you start to measure emissions just before starting a warmed

- up engine. (iii) A hot

- running transient cycle where you start to measure emissions after an engine is started, warmed up, and running. (2) Cruise cycles
. Cruise test cycles are typicall y specified in the standard

- setting part as a discrete operating point that has a single speed command. (i) Start a cruise cycle as a hot

- running test, where you start to measure emissions after the engine is started and warmed up and the vehicle is running at the target test speed. (ii) Sample emissions and other parameters for the cruise cycle in the same manner as a transient cycle, with the exception that the reference speed value is constant . R ecord instantaneous and mean speed values over the cycle
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 313 of 378 **§ 1066.405**  **Vehicle preparation and preconditioning.** Prepare the vehicle for testing ( including measurement of evaporative and refueling emissions if appropriate) , as described in the standard

- setting part. **§1066.410 Dyna**  **mo meter**  **test procedure.**  (a) D yn amometer testing may consist of multiple drive cycles with both cold

- start and hot

- start portions, including prescribed soak times before each test interval. The standard

- setting part identifies the driving schedules and the associated sample intervals, soak periods , engine startup and shutdown procedures , and operation of accessories, as applicable. Not every test interval includes all these elements. (b) Place the vehicle onto the dy namometer without starting the engine (for cold

- start test cycles) or drive the vehicle onto the dy namometer (for hot

- start and hot

- running cycles only) and position a fan that directs cooling air to the vehicle during dynam ometer operation as described in this paragraph (b). This generall y requires s quarely position ing the fan in front of the vehicle and directing the airflow to the vehicle’s radiator
. Use good engineering judgment to design and configure fans to cool the test vehicle in a way that prope rl y simulates in

- use operation, consistent with the specifications of §1066.105. Except for the following special cases, use a road

- speed modulated fan meeting the requirements of §1066.105 (c)(2) that is placed within 90 cm of the front of the vehicle and ensure that the engine compartment cover (i.e., hood) is closed: (1) For vehicles above 14,000 pounds GVWR , use a fan meeting the requirements of §1066.105 (d) that is placed within 90 cm of the front of the vehicle and ensure that the engine compartment cover is closed
. (2) For FTP, LA

- 92, US06, or HFET testing of vehicles at or below 14,000 pounds GVWR , you may use a fixed

- speed fan as specified in the following table, with the engine compartment cover open:

T ABLE 1 OF §1066.410

–F IXED - S PEED F AN C APACITY AND P OSITION S PECIFICATIONS FOR V EHICLES AT OR BELOW 14,000 POUNDS GVWR Test cycle Maximum fan capacity Approximate distance from the front of the vehicle FTP Up to 2.50 m3 /s 0 to 30 cm US06 Up to 7.10 m3 /s 0 to 60 cm LA
- 92 Up to 7.10 m3 /s 0 to 60 cm HFET Up to 2.50 m3 /s 0 to 30 cm (3 ) For SC03 and AC17 testing , use a road

- speed modulated fan meeting the requirements of §1066.105(c)( 5 ) that is placed within 60 to 90 cm of the front of the vehicle and ensure that the engine compartment cover is closed . Position the discharge nozzle such that its lowest point is not more than 16 cm above the floor of the test cell. (c) Record the vehicle’s speed trace based on the time and speed data from the dy namometer at the recording frequencies given in Table 1 of §1066.125. Record speed to at least the nearest 0.01 mph and time to at least the nearest 0.1 s. (d) You may

perfo rm practice runs for operating the vehicle and the dy namometer controls to meet the driving tolerances specified in § 1066.425 or adjust the emissionEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 314 of 378 sampling equipment
. Verify that the accelerator pedal allows for enough control to closely follow the pres cribed driving schedule. We recommend that you verify your ability to meet the minimum dilution factor requirements of §1066.110(b)(2)(iii)(B) during these practice runs. (e) In flate tires on drive wheels according to the vehicle manufacturer’s specificat ions. The tire pressure for drive wheels must be the same for dy namometer operation and for dy namometer coastdown procedures used for determining road

- load coefficients. Report these measured tire pressure values with the test results. (f) Tie down or load the test vehicle as needed to provide a normal force at the tire and dy namometer roll interface to prevent wheel slip. For vehicles above 14,000 pounds GVWR , report this measured force with the test results. ( g ) Use good engineering judgm ent when testing vehicles in four

- wheel drive or all

wheel drive mode. (For purposes of this paragraph (g), the term four

- wheel drive includes other multiple drive

- axle configurations.) This may involve testing on a dy namometer with a separate dyn amomete r roll for each drive axle ; or two drive axles may use a single roll, as described in §1066.210(d)(1 ); or you may deactivate the second set of drive wheels and operat e the vehicle on a single roll. For all vehicles at or below 14,000 GVWR, we will test your vehicle using the same dy namometer roll arrangement that you used . We may

also test your vehicle using another dy namometer roll arrangement for information

- gathering purposes. If we choose to perform additional testing that requires vehicle modifications , we will ask you to configure the vehicle appropriatel y . (h) Determine test weight as follows: (1) For vehicles at or below 14,000 pounds GVWR, determine ETW as described in §1066.805. Set dy

namometer vehicle inertia, I , based on dy

namometer type, as follows : (i) For two

- wheel drive dy namometers, set I = ETW. (ii) For four

- wheel drive dy namometers, set I = 0.985 ∙ETW. (2) For vehicles above 14,000 pounds GVWR, determine the vehicle’s effective mass as described in § 1066.310 and use this as the test weight. (i) W arm up the dy

namometer as recommended by the dy namometer manufacturer. (j) Following the test, determine the actual driving distance by counting the number of dy namo meter roll or shaft revolutions, or by integrating speed over the co urse of testing from a high

- resolution encoder s ys tem. **§ 1066.415**  **Vehicle operation.** This section describes how to test a conventionally configured vehicle (vehicles with transmission shifters, foot pedal accelerators, etc). You may ask us to modify

these procedures for vehicles that do not have these control features. (a) Start the vehicle as follows: (1) At the beginning of the test cycle, start the vehicle according to the procedure describe d in the owners manual. In the case of HEVs , this would generally involve activating vehicle s ys tems such that the engine will start when the vehicle’s control algorithms determine that the engine should provide power instead of or in addition to power from the rechargeable energy storage s ys tem (RESS ) . Unless we specify otherwise, engine starting throughout this part generall y refers to this step of activating the sy stem on HEVs , whether or not that causes the engine to start running.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 315 of 378 ( 2 ) Place the transmission in gear as described b y the test cycle in the standard

- setting part
. During idle operation, apply the brakes i f necessary to keep the drive wheels from turning. (b ) If the vehicle does not start after your recommended maximum cranking time , wait and restart cranking according to your recommended practice. If you do not recommend such a cranking procedure, stop cranking after 10 seconds, wait for 10 seconds, then start cranking again for up to 10 seconds. You may repeat this for up to three start attempts. If the vehicle does n ot start after three attempts, you must determine and record the reason for failure to start. Shut off sampling s ys tems and either turn the CVS off or disconnect the laboratory exhaust tubing from the tailpipe during the diagnostic period to prevent fl ow through the exhaust system. Reschedule the vehicle for testing. This m ay require performing vehicle preparation and preconditioning if the testing needs to be rerun from a cold start. If failure to start occurs during a hot

- start test, you may resche dule the hot

- start test without repeating the cold

- start test, as long as you bring the vehicle to a hot

- start condition before starting the hot

- start test. (c) Repeat the recommended starting procedure if the engine has a false start (i.e., an incomplete start). (d) Take the following steps if the engine stalls: (1) If the engine stalls during an idle period, restart the engine immediately and continue the test. If you cannot restart the engine soon enough to allow the vehicle to follow the next accelerati on , stop the driving schedule indicator and reactivate it when the vehicle restarts. (2) Void the test if the vehicle stalls during vehicle operation. If this happens, remove the vehicle from the dyn amometer, take corrective action, and reschedule the veh icle for test ing
. Record the reason for the malfunction (if determined) and an y corrective action. See the standard

- setting part for instructions about reporting these malfunctions. (e) Operate vehicles during testing as follows: (1) Where we do not give specific instructions, operate the vehicle according to the recommendations in the owners manual, unless those recommendations are unrepresentative of what may reasonably

be expected for in

- use operation. (2) If vehicles have features that preclude dynamometer testing, you may modify these features as necessary

to allow testing, consistent with good engineering judgment, as long as it does not affect your ability to demonstrate that your vehicles compl y with the applicable stand ards. Send us written notification describing these changes along with supporting rationale. (3) Operate vehicles during idle as follows: (i) For vehicles with automatic transmission, operate at idle with the transmission in “Drive” with the wheels braked , except that you may shift to “Neutral” for the first idle period and for an y idle period longer than one minute. If you put the vehicle in “Neutral” during an idle, you must shift the vehicle into “Drive” with the wheels braked at least 5 seconds before the end of the idle period. Note that this does not preclude vehicle designs involving engine shutd own during idle
. (ii) For vehicles with manual transmission, operate at idle with the transmission in gear with the clutch disengaged, except that you may shift to “Neutral” with the clutch engaged for the first idle period and for any idle period longer than one minute. If you put the vehicle in “Neutral” during idle, you must shift to first gear with the clutchEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 316 of 378 disengaged at least 5 seconds before the end of the idle period. Note that this does not preclude vehicle designs involving engine operation with shutdown during idle
. (4) Operate the vehicle with the appropriate accelerator pedal movement necessary to follow the scheduled speeds in the driving schedule. Avoid smoothing speed variations and unnecessary

movement of the accelerator pedal
. (5) Operate the vehicle smoothly , followi ng representative shift speeds and procedures. For manual transmissions, the operator shall release the accelerator pedal during each shift and accomplish the shift without delay
. If the vehicle cannot accelerate at the specified rate, o perate it at maximum available power until the vehicle speed reaches the value prescribed in the driving schedule. (6) Decelerate as follows: (i) For vehicles with automatic transmission, use the brakes or accelerator pedal as necessary , with out manually changing gears, to maintain the desired speed. (ii) For vehicles with manual transmission, shift gears in a way that represents reasonable shift patterns for in

- use operation, considering vehicle speed, engine speed, and any other relevant variables. Disengage the clutch when the speed drops below 15 mph, when engine roughness is evident, or when good engineering judgment indicates the engine is likely to stall. Manufacturers may recommend shift guidance in the owners manual that differs from the shift schedule used during testing , as long as both shi ft schedules are described in the application for certification ; i n this case, we may shift during testing as described in the owners manual. **§ 1066.420**  **Test preparation.** (a) Follow the procedures for PM sample preconditioning and tare weighing as described in 40 CFR 1065.590 i f you need to measure PM emissions. (b ) For vehicles above 14,000 pounds GVWR with compression

- ignition engines , v erify the amount of nonmethane hydrocarbon contamination as described in 40 CFR 1065.520(g)
. ( c ) Unless the standard

- setting part specifies different tolerances, verify at some point before the test that ambient conditions are within the tolerances specified in this paragraph (c). For purposes of this paragraph (c ), “before the test” means any time from a point just prior to engine starting (excluding engine restarts) to the point at which emission sampling begins. (1) Ambient temperature must be (20 to 30) °C. See §1066.425 (h) for circumstances under which ambient temperatures must remain within this range during the test. ( 2 ) Dilution air conditions must meet the specifications in §1066 .1 1 0 (b)(2)
. We recommend verifying dilution air conditions just before starting each test interval. ( d) Control test cell ambient air humidity as follows: (1) For vehicles at or below 14,000 pounds GVWR, follow the humidity requirements in Table 1 of this section , unless the standard

- setting part specifies otherwise
. When complying with humidity requirements in the table, where no tolerance is specified, use good engineering judgment to maintain the humidity level near the specified value within the limitations of your test facility
. (2) For vehicles above 14,000 pounds GVWR, you may test vehi cles at an y humidity
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 317 of 378 T ABLE 1 OF § 1066.420

– T EST C ELL H UMIDITY REQUIREMENTS Test cycle Humidity requirement

(grains H 2 O per pound dry air) Tolerance (grains H 2 O

per pound dry air) AC17 69 ± 5 average, ± 10 instantaneous FTP 1 and LA

- 92 50 HFET 50 SC03 100 ± 5 US06 50 1 FTP humidity requirement does not apply for cold (

- 7°C), intermediate (10 °C), and hot (35 °C) temperature testing. ( e ) You may

perform a final calibration of proportional

- flow control s ys tems, which may include performing practice runs . ( f ) You may

perform the following procedure to precondition sampling s ys tems: (1) Operate the vehicle over the test cycle. (2) Operate any

dilution sy stems at their expected flow rates. Prevent aqueous condensation in the dilution sy stems as described in 40 CFR 1065.140(c)(6), taking into account allowances given in §1066.110(b)(2)(iv)
. (3) Operate an y PM sampling s ys tems at their expect ed flow rates. (4) Sample PM using an y sample media. You may change sample media during preconditioning. You must discard preconditioning samples without weighing them. (5) You may

purge an y gaseous sampling s ys tems during preconditioning. (6) You may

co nduct calibrations or verifications on any idle equipment or anal yz ers during preconditioning. ( g ) Take the following steps before emission sampling begins: (1) For batch sampling, connect clean storage media, such as evacuated bags or tare

weighed filters
. (2) Start all measurement instruments according to the instrument manufacturer’s instructions and using good engineering judgment. (3) Start dilution systems, sample pumps, and the data

- collection sy stem. (4) Pre

- heat or pre

- cool heat exchangers in the s ampling sy stem to within their operating temperature tolerances for a test. (5) Allow heated or cooled components such as sample lines, filters, chillers, and pumps to stabilize at their operating temperatures. ( 6 ) Adjust the sample flow rates to desired levels using by pass flow, if desired. (7) Zero or re

- zero an y electronic integrating devices before the start of any test interval
. (8) Select gas anal yz er ranges. You may not switch the gain of an anal yz er’s analog operational amplifier(s) during a test. However, you may switch (automatically or manually) gas analyzer ranges during a test if such switching chang es onl y the range over which the digital resolution of the instrument is applied. For batch anal yz ers , select ranges before final bag analy sis. (9) Zero and span all continuous gas analyzers using gases that meet the specifications of 40 CFR 1065.750. For FID anal yz ers, you may account for the carbon number of your span gas either during the calibration process or when calculating your final emission value. For example, if you use a C 3 H 8 span gas of concentration 200 ppm ( mol/mol), yo u may span the FID to respond with a value of 600 ppm ( mol/mol) of carbon or 200EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 318 of 37 8 ppm of propane. However, if yo ur FID response is equivalent to propane, include a factor of three to make the final calculated h ydrocarbon mass consistent with a molar mass of 13.875389. When utilizing an NMC

- FID, span the FID anal yz er consistent with the determination of their respec tive response factors, RF , and penetration fractions, PF , according to 40 CFR 1065.365. (10) We recommend that you verify gas anal yz er responses after zeroing and spanning by sampling a calibration gas that has a concentration near one - half of the span gas concentration. Based on the results , use good engineering judgment to decide whether or not to re - zero, re - span, or re - calibrate a gas analyzer before starting a test. (1 1 ) If you correct for dilution air background concentrations of associated engine exhaust constituents, start sampling and recording background concentrations at the same time you start sampling exhaust gases. (1 2 ) Turn on cooling fans immediately before starting the test. (h) Proceed with the test sequence described in § 1066.425
. **§ 1066.**  **425 Performing**  **e mission**  **t est**  **s.** ( a) See the standard

- setting part for drive schedules. The se are defined by a smooth fit of a specified speed vs. time sequence. (b) The driver must attempt to follow the target schedule as closel y as possible , consistent with the specifications in paragraph (b) of this section. Instantaneous speed s must stay within the following tolerances: (1) The upper limit is 2 .0 mph higher than the highest point on the trace within 1 .0 s of the given point in time. (2) T he lower limit is 2 .0 mph lower than the lowest point on the trace within 1 .0 s of the given time. ( 3 ) Th e same limits apply for vehicle operation without exhaust measurements, such as vehicle preconditioning and warm

- up, except that the upper and lower li mits for speed values are ± 4 .0 mph. In addition, u p to three occurrences of speed variations greater than the tolerance are acceptable for vehicle operation in which no exhaust emission standards apply , as long as they

occur for less than 15 seconds on any occasion and are clearl y documented as to the time and speed at that point of the driving schedule. ( 4 ) Void the test if you do not maintain speed values as specified in this paragraph (b), except as allowed b y this paragraph (b)(4). Speed variations (s uch as may occur during gear changes or braking spikes) may occur as follows, as long as such variations are clearl y documented , including the time and speed values and the reason for the deviation: (i) Speed variations greater than the specified limits are acceptable for up to 2 .0 seconds on any occasion
. (ii) For vehicles that are not able to maintain acceleration as specified in §1066.415(e)(5), do not count the insufficient acceleration as being outside the specified limits. ( 5 ) We may approve an alternate test cycle and cycle

- validation criteria for vehicles that do not have enough power to follow the specified driving trace. The alternate driving specifications must be based on making best efforts to maintain acceleration and speed to follow the specified test cycle. We must approve these alternate driving specifications before you perform this testing. ( c ) Figure 1 and Figure 2 of this section show the range of acceptable speed tolerances for ty pical points during testing
. Figure 1 of this section is ty pical of portions of the speedEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 319 of 378 curve that are increasing or decreasing throughout the 2

- second time interval. Figure 2 of this section is ty

pical of portions of the speed curve that include a maximum or minimum value. Figure 1 of §1066.425

—Example of the allowable ranges for the driver’s trace

Figure 2 of §1066.425

—Example of the allowable ranges for the driver’s trace

( d) Start testing as follows: (1) If a vehicle is already running and warmed up, and starting is not part of the test cycle, operate the vehicle as follows : **1 .0**  **s**

**Time S** **p e** **e d**  **Allowable Range** **2 .** **0 m** **p h** **2 .** **0 m** **p h** 

**1 .0**  **s**

**1 .0**  **s**

**Time S** **p e** **e d**  **Allowable**

**Range 2** **. 0** **m p** **h 2** **. 0** **m p** **h**

**1 .0**  **s**EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 320 of 378 ( i) For transient test cycles , control vehicle speeds to follow a drive schedule consisting of a series of idle s , acceleration s , cruise s , and dec eleration s . (ii ) For cruise test cycles , c ontrol the vehicle operation to match the speed of the first interval of the test cycle. Follow the instructions in the standard

- setting part to determine how long to stabilize the vehicle during each interval , ho w long to sample emissions at each interval , and how to transition between intervals
. (2) If engine starting is part of the test cycle, start recording continuous data, turn on an y electronic integrating devices, and start batch sampling before start ing the engine. Initiate the driver’s trace when the engine starts. ( e ) Perform the following at the end of each test interval, except as specified in standard

setting part: ( 1 ) Shut down the vehicle if it is part of the test cy cle or if tes ting is complete
. (2) C ontinue to operate all sampling and dilution sy stems to allow the response time s to elapse. Then stop all sampling and recording, including background sampl ing . Finall y, stop any integrating devices and indicate the end of the duty cycle in the recorded data. ( f ) If testing involves engine shutdown followed by another test interval, start a timer for the vehicle soak when the engine shuts down. Turn off cooling fans , close the engine compartment cover (if applicable), and turn off the CVS or disconnect the exhaust tube from the vehicle’s tailpipe(s) unless otherwise instructed in the standard

- setting part. If testing is complete, disconnect the laboratory exhaust tubing from the vehicle’s tailp ipe(s) and drive the vehicle from the dy namometer. ( g ) Take the following steps after emission sampling is complete: (1) For an y proportional batch sample, such as a bag sample or PM sample, verify that proportional sampling was maintained according to 40 CFR 1065 .545. Void any samples that did not maintain proportional sampling according to those specifications
. (2) Place an y used PM samples into covered or sealed containers and return them to the PM
- stabilization environment. Follow the PM sample post

- c onditioning and total weighing procedures in 40 CFR 1065 .595. (3) As soon as practical after the interval or test cy cle is complete, or optionally during the soak period if practical, perform the following: (i) Begin drift check for all continuous gas analy zers as described in paragraph (g)(5) of this section and z ero and span all batch gas anal yz ers as soon as practical before an y batch sample analy sis . You may perform this batch anal yz er zero and span before the end of the test interval
. (ii) Anal yz e any

conventional gaseous batch samples (HC, CH 4 , CO, NO x , and CO 2 ) no later than 30 minutes after a test interval is complete, or during the soak period if practical. Anal yz e background samples no later than 60 minut es after the test interval is complete. (iii) Analyze nonconventional gaseous batch samples (including background), such as NMHCE, N 2 O, or NMOG sampling with ethanol, as soon as practicable using good engineering judgment
. ( 4 ) If an anal yz er operated above 100 % of its range at any time during the test, perform the following steps: ( i ) For batch sampling, re

- anal yz e the sample using the lowest anal yz er range that results in a maximum instrument response below 100 %. Report the result from the lowest range from which the anal yz er operates below 100 % of its range.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 321 of 378 ( ii ) For continuous sampling, repeat the entire test using the next higher analy zer range. If the analyzer again operates above 100 % of its range, repeat the test using the next higher range. Continue to repeat the test until the anal yz er consistently operates at less than 100 % of its range. Keep records of an y tests where the anal yz er exceeds its range. W e may consider these results to determine tht the test vehicle exceeded an emission standard , consistent with good engineering judgment
. ( 5 ) After quantifying exhaust gases, verify drift as follows: (i) For batch and continuous gas anal yz ers, record the mean analyzer value after stabilizing a zero gas to the anal yz er. Stabilization may include time to purge the anal yz er of an y s ample gas, plus any additional time to account for anal yz er response. (ii) Record the mean analyzer value after stabilizing the span gas to the analyzer. Stabilization may

include time to purge the anal yz er of an y s ample gas, plus any additional time to account for analy zer response. (iii) Use these data to verify that anal yz er drift does not exceed 2.0 % of the anal yz er full scale
. (h) Measure and record ambient pressure . Measure and record ambient temperature continuously

to verify that it rem ains within the temperature range specified in §1066. 420 (c)(1) throughout the test. Also measure humidity if required, such as for correcting NO x emissions, or meeting the requirements of §1066.420(d)
. ( i) [Reserved] (j) For vehicles at or below 14,000 pounds GVWR , determine overall driver accuracy as follows: (1) Compare the following drive

- cycle metrics, based on measured vehicle speeds, to a reference value based on the target cycle that would have been generated by driving exactly to the target trace as described in SAE J2951 (incorporated by reference in §1066.1010 ): (i) Determine the Energy Economy Rating as described in Section 5.4 of SAE J2951. (ii) Determine the Absolute Speed Change Rating as described in Se ction 5.5 of SAE J2951. (iii) Determine the Inertia Work Rating as described in Section 5.6 of SAE J2951. (iv) Determine the phase

- weighted composite Energy Based Drive Metrics for the criteria specified in th is paragraph (j)(1) as described in Section 5.7 of SAE J2951. (2) The standard

- setting part may require you to give us 10 Hz data to characterize both target and actual values for cycle energy . Calculate target values based on the vehicles speed s from the specified test cycle. **Subpart F**

**— ELECTRIC VEHICLES**  **AND HYBRID**  **ELECTRIC VEHICLES §**  **1066.5 01**  **Overview.** Use the following procedures to test EVs and HEVs (including PHEVs): (a) Correct the results for Net Energy Change of the RESS as follows: (1) For all sizes of EVs, follow SAE J1634 (incorporated b y reference in §1066.1010). (2) For HEVs at or below 14,000 pounds GVWR , follow SAE J1711 (incorporated b y refe rence in §1066.1010) except as described in this paragraph (a). Disregard provisions of SAE J1711 that differ from this part or the standard

- setting part if they are not specific to HEVs. Apply

the following adjustments and clarifications to SAE J1711:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 322 of 378 (i) If the procedure calls for charge

- sustaining operation, start the drive with a State of Charge that is appropriate to ensure charge

- sustaining operation for the duration of the drive. Take steps other than emission measurements to confirm that vehicles are in charge

- sustaining mode for the duration of the drive
. (ii) We may

approve the use of the alternate End

- of

- Test criterion in Section 3.9.1 of SAE J1711 and the Net Energy Change correction in Appendix C of SAE J1711 if the specified criterion and correction are insufficient or inappropriate for establishing the transition between charge

- depleting and charge

- sustaining operation
. (iii) Appendix C of SAE J1711 may be used to correct final fuel econom y values, CO 2 emissions , and carbon

- related exhaust emissions , but may not be used to correct measured values for criteria pollutant emissions
. (iv) You may

test subject to a measurement accuracy of ±0.3 % of full scale in place of the measurement accuracy specified in Section 4.2a of SAE J1711. ( 3 ) For HEVs above 14,000 pounds GVWR , follow SAE J2711 (incorporated by reference in §1066.1010) for requirements related to charge

- sustaining operation. (4) Use an integration frequency of 1 to 20 Hz for power analyzers to verify compliance with current and voltage specifications
. (b) This paragraph (b) applies for vehicles that include an engine

- powered generator or other auxiliary

power unit that provides motive power. For example, this would include a vehicle that has a small gasoline engine that generates electricity to charge batteries. Unless we approve otherwise, measure emissions for all test cycles when such an engine is operating. For each test cycle for which emissions are not measured, you must validate that such engines are n ot operating at an y time during the test cycle. (c) You may

stop emission sampling an yt ime the engine is turned off, consistent with good engineering judgment. This is intended to allow for higher concentrations of dilute exhaust gases and more accurate m easurements. Take steps to account for exhaust transport delay

in the sampling sy stem , and be sure to integrate over the actual sampling duration when determining V mix . **Subpart G**

**— CALCULATIONS**  **§106 6**  **.601 Overview.** (a) This subpart describes calculations used to determine emission rates. See the standard

- setting part and the other provisions of this part to determine which equations apply for your testing. This subpart describes how to

– (1) Use the signals recorded before, during, and after an emission test to calculate distance

- specific emissions of each regulated pollutant. (2) Perform calculations for calibrations and performance checks. (3) Determine statistical values. (b) You may

use data from multiple systems to calculate test results for a single emission test, consistent with good engineering judgment
. You may also make multiple measurements from a single batch sample, such as multiple weighing of a PM filter or multiple readings from a bag sample. Although you may use an average of multiple measurements from a single test, you may not use test results from multiple emission tests to report emissions. We allow weighted means where appropriate , such as for sampling onto a PM filter over the FTP . You may discard statistical outliers, but youEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 323 of 378 must report all results. **§ 1066.605**  **Mass -**  **based and molar -**  **based exhaust emission calculations .**  (a) Calculate your total mass of emissions over a test cycle as specified in paragraph (c) of this section or in 40 CFR part 1065, subpart G, as applicab le. (b ) S ee the standard

- setting part f or composite emission calculations over multiple test intervals and the corresponding weighting factors
. (c) P erform the following sequence of preliminary calculations to correct recorded concentration measurements before calculating mass emissions in paragraphs (d) and (e) of this section : ( 1 ) For vehicles above 14,000 pounds GVWR , c orrect all THC and CH 4 concentrations for initial contamination as described in 40 CFR 1065.660(a) , including continuous readings, sample bag readings, and dilution air background readings. This correction is optional for vehicles at or below 14,000 pounds GVWR
. ( 2 ) Correct all concentrations measured on a “dry” basis to a “wet” basis, including dilut ion air background concentrations. ( 3 ) Calculate all NMHC and CH 4 concentrations, including dilution air background concentrations, as described in 40 CFR 1065.660. ( 4 ) For vehicles at or below 14,000 pounds GVWR , calculate HC concentrations, including dilution air background concentrations, as described in this section , and as described in §1066.635 for NMOG. For emission testing of vehicles above 14,000 pounds GVWR , with fuel s that contain 25 % or more ox ygenat ed compounds by volume , calculate THCE and NMHC concentrations, including dilution air background concentrations, as described in 40 CFR part 1065, subpart I
. ( 5 ) Correct NO x emission values for intake

- air humidi ty as desc ribed in §1066.615. (6) Correct all gaseous concentrations for dilution air background as described in §1066.610. (7) Correct all PM filter masses for sample media buoyancy as described in 40 CFR 1065.690. (d) Calculate the emission mass of each gaseous pollutant using the following equation:

[emission] mix [emission] [emission] m V x c

    

Eq. 1066.605
- 1 Where: m [emission] = emission mass over the test interval. V mix = total dilute exhaust volume over the test interval , corrected to standard reference conditions, and corrected for an y volume removed for emission sampling and for an y volume change from adding secondary dilution air
. ρ [emission] = density

of the appropriate chemical species as given in §1 066.1005(f). x [emission] = measured emission concentration in the sample, after dry

- to - wet and background corrections. c = 10 - 2 for emission concentrations in %, and 10 - 6 for emission concentrations in ppm. Example : V mix = 170.878 m 3 (from paragraph (f) of this section)EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 324 of 378 ρ NOx = 1913 g/m 3 x NOx = 0.9721 ppm c = 10 - 6 6 NOx 170.878 1913 0.9721 10 0.3177 g m       (e) Calculation of the emission mass of PM , m PM , is dependent on how many PM filters yo u use, as follows: (1) Except as specified in paragraphs (e)(2) and (3) of this section, calculate m PM using the following equation: 

#  

mix PM PMfil PMbkgnd

PMstd sdastd V m m m V V  
    

   Eq. 1066.605
- 2 Where: m PM = mass of particulate matter emissions over the test interval, as described in §1066 .815(b)(1), (2), and (3). V mix = total dilute exhaust volume over the test interval , corrected to standard reference conditions , and corrected for an y volume removed for emission sampling and for an y volume change from adding secondary dilution air
. V sdastd = total volume of secondary dilution air sampled through the filter over the test interval, corrected to standard temperature and pressure. m PMfil = mass of particulate matter emissions on the f ilter over the test interval. m PMbkgnd = mass of particulate matter on the background filter. Example : V mix = 170. 878 m 3 (from paragraph (f) of this section) V PMstd = 0.92 5 m 3 (from paragraph (f) of this section) V sdastd = 0.527 m 3 (from paragraph (f) of this section) m PMfil = 0.0000045 g m PMbkgnd = 0.0000014 g 

##   PM 170.878 0.0000045 0.0000014 0.00133 g 0.925 0.527 m  
     

   (2) If you sample PM onto a single filter as described in §1066.815(b)(4), calculate m PM using the following equation: 

##       

#   mix PM PMfil PMbkgnd

ct -PMstd ct-sdastd ht-PMstd ht-sdastd s-PMstd s-sdastd 

### 0.43 0.57

V m m m V V V V

V V    

  

      

Eq. 1066.605
- 3 Where: m PM = mass of particulate matter emissions over the entire FTP as sampled according to §1066.815(b)(4).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 325 of 378 V mix = total dilute exhaust volume over the test interval , corrected to standard reference conditions, and corrected for an y volume removed for emission sampling and for an y volume change from adding secondary dilution air
. V [interval]

- PMstd = total volume of dilute exhaust sampled through the filter over the test interv al (ct = cold transient, s = stabilized, ht = hot transient), corrected to standard reference conditions. V [interval]

- sdastd = total volume of secondary dilution air sampled through the filter over the test interval (ct = cold transient, s = stabilized , ht = hot transient), corrected to standard reference conditions. m PMfil = mass of particulate matter emissions on the filter over the test interval. m PMbkgnd = mass of particulate matter on the background filter over the test interval. Example : V mix = 633.691 m 3 V ct - PMstd = 0.925 m 3 V ct - sdastd = 0.527 m 3 V s - PMstd = 1.967 m 3 V s - sdastd = 1.121 m 3 V ht

- PMstd = 1.122 m 3 V ht

- sdastd = 0.639 m 3 m PMfil = 0.0000106 g m PMbkgnd = 0.0000014 g 

##         PM 

### 633.691 0.0000106 0.0000014 0.925 0.527 1.122 0.639

1.967 1.121 0.43 0.57 m    

  

       m PM = 0.00222 g (3) If you sample PM onto a single filter as described in §1066.815(b)(5), calculate m PM using the following equation: 

###         

##   mix PM PMfil PMbkgnd

ct-PMstd ct-sdastd cs-PMstd cs-sdastd ht-PMs td ht-sdastd hs-PMstd hs-sdastd

0.43 0.57

V m m m V V V V V V V V    

  

 
      

Eq. 1066.605
- 4 Where: m PM = mass of particulate matter emissions over the entire FTP as sampled according to §1066.815(b)(5). V mix = total dilute exhaust volume over the test interval , corrected to standard reference condi tions, and corrected for an y volume removed for emission sampling and for an y volume change from secondary dilution air
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 326 of 378 V [interval]

- PMstd = total volume of dilute exhaust sampled through the filter over the test interval (ct = cold transient, cs = cold stabilized, ht = hot transient, hs = hot stabilized), corrected to standard reference conditions. V [interval]

- sdastd = total volume of secondary dilution air sampled through the filter over the test interval (ct = cold transient, cs = cold stabilized, ht = hot transient, hs = hot stabilized), corrected to standard reference conditions.
m PMfil = mass of particulate matter emissions on the filter over the test interval. m PMbkgnd = mass of particulate matter on the background filter over the test interval. Example : V mix = 972.121 m 3 V ct - PMstd = 0.925 m 3 V ct - sdastd = 0.529 m 3 V cs - PMstd = 1.968 m 3 V cs - sdastd = 1.123 m 3 V ht

- PMstd = 1.122 m 3 V ht

- sdastd = 0.641 m 3 V hs

- PMstd = 1.967 m 3 V hs

- sdastd = 1.121 m 3 m PMfil = 0.0000229 g m PMbkgnd = 0.0000014 g 

###           PM 972.121 0.0000229 0.0000014 0.925 0.529 1.968 1.123 1.122 0.641 1.967 1.121

0.43 0.57 m    

  

 
       m PM = 0.00401 g (f) This paragraph (f) describes how to correct flow and flow rates to standard reference conditions and provides an example for determining V mix based on CVS total flow and the removal of sample flow from the dilute exhaust gas. You may use predetermined nominal values for removed sample volumes, except for flows used for batch sampling. (1) Correct flow and flow rates to standard reference conditions as needed using the following equation:

[flow]act in std [flow]std std in 

### V p T V p T

  

 Eq. 1 066.605
- 5 Where: V [flow]std = total flow volume at the flow meter , corrected to standard reference conditions. V [flow]act = total flow volume at the flow meter at test conditions. p in = absolute static pressure at the flow meter inlet, m easured directly or calculated as the sum of atmospheric pressure plus a differential pressure referenced to atmospheric pressure. T std = standard temperature. p std = standard pressure. T in = temperature of the dilute exhaust sample at the flow met er inlet.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 327 of 378 Example : V PMact = 1.071 m 3 p in = 101.7 kPa T std = 293.15 K p std = 101.325 kPa T in = 340.5 K 3 PMstd 1.071 101.7 293.15 0.925 m 101.325 340.5 V    

 (2) The following example provides a determination of V mix based on CVS total flow and the removal of sample flow from one dilute exhaust gas anal yz er and one PM sampling sy stem that is utilizing secondary dilution. Note that your V mix determination may

vary from Eq. 1066.605

- 6 based on the number of flows that are removed from your dilute exhaust gas and whether your PM sampling sy stem is using secondary dilution. For this example, V

mix is governed by

the following equation:

mix CVSstd gasstd PMstd sdastd V V V V V     Eq. 1066.605
- 6 Where: V CVSstd = total dilute exhaust vo lume over the test interval at the flow meter , corrected to standard reference conditions. V gasstd = total volume of sample flow through the gaseous emission bench over the test interval , corrected to standard reference conditions. V PMstd = total volume of dilute exhaust sampled through the filter over the test interval , corrected to standard reference conditions. V sdastd = total volume of secondary dilution air flow sampled through the filter over the test interval , corrected to standard reference conditions. Example : Using Eq. 1066.605

- 5 V CVSstd = 170.451 m 3 , where V CVSact = 170.721 m 3 , p in = 101.7 kPa, and T in = 294.7 K Using Eq. 1066.605

- 5 V gasstd = 0.028 m 3 , where V gasact = 0.033 m 3 , p in = 101.7 kPa, and T in = 340.5 K Using Eq. 1066.605
- 5 V PMstd = 0.92 5 m 3 , where V PMact = 1.07 1 m 3 , p in = 101.7 kPa, and T in = 340.5 K Using Eq. 1066.605
- 5 V sdastd = 0.527 m 3 , where V sdaact = 0.531 m 3 , p in = 101.7 kPa, and T in = 296.3 K V mix = 170.4 51 + 0.02 8 + 0.92 5

– 0.527 = 170. 878 m 3 ( g ) Calculate total flow volume over a test interval , V [flow] , for a CVS or exhaust gas sampler as follows: (1) Varying versus constant flow rates . The calculation methods depend on differentiating varying and constant flow, as follows: (i) We consider the following to be examples of varying flows that require a continuous multiplication of concentration times flow rate: raw exhaust, exhaust diluted with a constant flow rate of dilution air, and CVS dilution with a CVS flo w meter that does not have an upstream heat exchang er or electronic flow control.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 328 of 378 (ii) We consider the following to be exampl es of constant exhaust flows: CVS diluted exhaust with a CVS flow meter that has an upstream heat exchanger, an electronic flow control, or both. ( 2 ) Continuous sampling . For continuous sampling, you must frequently record a continuously

updated flow signal . This recording requirement applies for both varying and constant flow rates. (i) Varying flow rate
. If you continuousl y sample fro m a varying exhaust flow rate, c alculate V

[flow] using the following equation:

[flow] i

i 1 N V Q t

    

##   Eq. 1066.605
- 7 Where: ∆t = 1/ f record Eq. 1066.605
- 8 Example: N = 505
CVS1 Q  = 0
. 2 76 m 3 /s
CVS2 Q  = 0 .2 9 4 m 3 /s f record = 1 Hz Using Eq. 1066.605
- 8 ,  t = 1/1 = 1 s
CVS CVS505 (0.276 0.294
... ) 1 V Q     

 V C VS = 170.721 m 3 (ii) Constant flow rate
. If you continuously sample from a constant exhaust flow rate, use the same calculati on described in paragraph ( g )( 2 )(i) of this section or calculate the mean flow recorded over the test interval and treat the mean as a batch sample, as described in paragraph ( g )( 3 )(ii) of this section. ( 3 ) Batch sampling . For batch sampling, calculate tot al flow by integrating a varying flow rate or b y determining the mean of a constant flow rate, as follows: (i) Varying flow rate
. If you proportionally collect a batch sample from a varying exhaust flow rate, i ntegrate the flow rate over the test interval to determine the total flow from which you extracted the proportional sample , as described in paragraph ( g )( 2 )(i) of this section. (ii) Constant flow rate
. If you batch sample from a constant exhaust flow rate, extract a sample at a proportional or con stant flow rate and c alculate V [flow] from the flow from which you extract the sample by multiplying the mean flow rate by the time of the test interval using the following equation: [flow] V Q t     Eq. 1066.605
- 9 Example:
CVS 

### Q  = 0
. 338 m 3 /s  t = 505 sEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 329 of 378 CVS 

### 0.338 505 V   V C VS = 170.69 m 3 **§ 1066.610**  **Dilution air background correction.** (a) Correct the emissions in a gaseous sample for background using the following equation:
[em ission] [emission]dexh [emission]bkgnd 

### 1 1 x x x DF    
            Eq. 1066.610
- 1 Where: x [emission]dexh = measured emission concentration in dilute exhaust (after dry

- to - wet correction , if applicable ). x [emission]bkgnd = measured emission concentration in the dilution ai r (after dry

- to - wet correction , if applicable ). DF = dilution factor , as determined in paragraph (b) of this section. Example : x NOxdexh = 1.08305 ppm x NOxbkgnd = 0.12456 ppm DF = 9.14506

NOx 

### 1 1.08305 0. 12456 1 0 .97211 ppm

9.14506 x    
  

        (b) Except as specified in paragraph (c) of this section, d etermine the dilution factor , DF , over the test interval using the following equation:

Eq. 1066.610
- 2 Where: x CO2 = amount of CO 2 measured in the sample over the test interval. x NMHC = amount of C 1 - equivalent NMHC measured in the sample over the test interval. x CH4 = amount of CH 4 measured in the sample over the test interval. x CO = amount of CO measured in the sample over the test interval.  = atomic hydrogen

- to - carbon ratio of the test fuel
. You may measure  or use default values from Table 1 of 40 CFR 1065.655.  = atomic ox ygen - to - carbon ratio of the test fuel
. You may measure  or use default values from Table 1 of 40 CFR 106 5.655. Example : x CO2 = 1.456 % = 0.01456 CO2 NMHC CH4 CO 1 1 3 .76 1 ( ) 2 4 2 DF x x x x

     

          

   

   EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 330 of 378 x NMHC = 0.84 ppm = 0.00000084 x CH4 = 0.26 ppm = 0.00000026 x CO = 80.4 ppm = 0.0000804  = 1.92  = 0.03 

##   1 9.14506 1.92 1.92 0.03 1 3 .76 1 0 .01456 0.00000084 0.00000026 0.00008 04 2 4 2 DF    

        

   

    (c) D etermine the dilution factor , DF , over the test interval for partial

- flow dilution sample sy stems using the following equation:

dexhstd exhstd V DF V  Eq. 1066.610
- 3 Where: V dexhstd = total dilute exhaust volume sampled over the test interval , corrected to standard reference conditions. V exhstd = total exhaust volume sampled from the vehicle , corrected to standard reference conditions. Example : V dexhstd = 170.9 m 3 V exhstd = 15.9 m 3 170.9 11.1 15.4 DF   (d) D etermine the time

- weighted dilution factor , DF w , over the duty c ycl e using the following equation:

i i 1 w i i 1 i 

### 1 N

N 

### t DF t

DF 

 

### 

 

#   Eq. 1066.610
- 4 Where: N = number of test intervals. i = test interval number t = duration of the test interval. DF = dilution factor over the test interval. Example : N = 3 DF 1 = 14.40 t 1 = 505 s DF 2 = 24.48 t 2 = 867 sEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 331 of 378 DF 3 = 17.28 t3 = 505 s

w 505 867 505 18.82 111 505 867 505 14.40 24.48 17.28 DF                            **§ 1066.615**  **NO x**  **intake -**  **air humidity correction .**  You may correct NO x emissions for intake

- air humidity as described in this section if the standard

- setting part allows it . See § 1066.605 (c)(1) for the proper sequence for appl yi ng the NO x intake

- air humidity correction. (a) For vehicles at or below 14,000 pounds GVWR , a pply a correction for vehicles with reciprocating engines operating over specific test cycles as follows : (1) Calculate a humidity

correction using a time

- weighted mean value for ambient humidity over the test interval. Calculate absolute ambient humidity , H , using the following equation: 

##   H2O d air atmos d 1000 %

% M p RH H M p p RH

   

   Eq. 1066.615
- 1 Where: M H2O = molar mass of H 2 O. p d = saturated vapor pressure at the ambient dry bulb temperature. RH = relative humidity

of ambient air M air = molar mass of air. p atmos = atmospheric pressure. Example : M H2O = 18.01528 g/mol p d = 2.93 kPa RH = 37.5 % M air = 28.96559 g/mol p atmos = 96.71 kPa



##   2 1000 18.01528 2.93 37.5 0.01 7.14741 g H O v apor kg dry air 28.96559 96.71 2.93 37.5 0.01 H      

    (2) Use the following equation to correct measured concentrations to a reference condition of 10.71 grams H 2 O vapor per kilogram of dry air for the FTP, US06, LA
- 92, SC03, and HFET test cycles : 

##   s NOxdexhcor NOxdexh 1 0 .0329 10.71 H x x H  

   Eq. 1066.615
- 2 Where: x NOxdexh = measured dilute NO x emissions. H s = humidity

scale. Set = 1 for FTP, US06, LA

- 92, and HFET test cycles. Set = 0.8825 for the SC03 test cycle.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 332 of 378 H = ambient humidity , as determined in paragraph (a)(1) of this section. Example : H = 7.14741 g H 2 O vapor/kg dry air time weighted over the FTP test cycle x NOxdexh = 1.21 ppm 

##   NOxdexhcor 1

1.21 1.08305 ppm 1 0 .0329 7.14741 10.71 x   

   (b) For vehicles above 14,000 pounds GVWR , apply correction factors as described in 40 CFR 1065.670. **§ 1066.620**  **Removed water correction.** C orrect for removed water i f water removal occurs upstream of a concentration measurement and downstream of a flow meter used to determine mass emission s over a test interval . Perform this correction based on the amount of water at the concentration measurement and on the amount of water at the flow mete r . **§ 1066.625**  **Flow meter calibration calculations .**  This section describes how to calibrate various flow meters based on mass flow rates
. Calibrate your flow meter according to 40 CFR 1065.640 instead if you calculate emissions based on molar flow rates. ( a) PDP calibration
. Perform the following steps to calibrate a PDP flow meter: (1) Calculate PDP volume pumped per revolution, V rev , for each restrictor position from the mean values determined in §1066.140 :

ref in std rev nPDP in std Q T p V f p T

  

   Eq. 1066.625
- 1 Where:
ref 

### Q  = mean flow rate of the reference flow meter.
in T = mean temperature at the PDP inlet

. p std = standard pressure = 101.325 kPa.
nPDP f = mean PDP speed.
in 

### p = mean static absolute pressure at the PDP inlet
. T std = standard temperature = 293.15 K. Example:
ref 

### Q  = 0.1651 m 3 /s
in T = 299.5 K p std = 101.325 kPa
nPDP f = 1205.1 r/min = 20.085 r/s
in 

### p = 98
. 290 kPaEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 333 of 378 T std = 293.15 K 0.1651 299.5 101.3 20.085 98.290 293.15 rev V   

  V rev = 0.0 08 66 m 3 /r (2) Calculate a PDP slip correction factor, K s for each restrictor position from the mean values determined in §1066.140 :
out in s nPDP out 1 p p K f p    Eq. 1066.625
- 2 Where:
nPDP f = mean PDP speed.

out 

### p = mean static absolute pressure at the PDP outlet

. in 

### p = mean static absolute pressure at the PDP inlet
. Example:
nPDP f = 1205.1 r/min = 20.085 r/s

out 

### p = 100.103 kPa
in 

### p = 98.290 kPa

s 1 1 00.103 98.290 20.085 100.103 K    K s = 0.006700 s/r (3) Perform a least

- squares regression of V rev , versus K

s , by calculating slope, a 1 , and intercept, a 0 , as described in 40 CFR 1065.602. (4) Repeat the procedure in paragraphs ( a)(1) through (3) of this section for every speed that you run your PDP. (5 ) The following example illustrates a range of typical values for different PDP speeds : T ABLE 1 OF § 1066.625

– E XAMPLE OF PDP C ALIBRATION D ATA

nPDP f ( r evolution/s ) a 1

(m3 / s ) a 0

(m3 /r evolution ) 12.6 0.841 0.056 16.5 0.831
- 0.013 20.9 0.809 0.028 23.4 0.788
- 0.061 (6) For each speed at which you operate the PDP, use the appropriate regression equation from this paragraph (a) to calculate flow rate during emission testing as described in § 1066.630
. (b ) SSV calibration
. The equations governing SSV flow assume one - dimensional isentropic inviscid flow of an ideal gas , except that the equations can account for compressible flow
. P aragraph (b ) (2)(iv) of this section describe s other assumptions thatEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 334 of 378 may appl y. If good engineering judgment dictates that you account for gas compressibility , you may either use an appropriate equation of state to determine values of Z as a function of measured pressure and temperature, or you may develop your own calibration equ ations based on good engineering judgment. Note that the equation for the flow coefficient, C f , is based on the ideal gas assumption that the isentropic exponent,  , is equal to the ratio of specific heats, C p / C v . I f good engineering judgment dictates us ing a real gas isentropic exponent, you may either use an appropriate equation of state to determine values of  as a function of measured pressure and temperature, or you may develop your own calibration equations based on good engineering judgment. (1) C alculate volume flow rate, 

### Q  , as follows t in std d f std mix in 

### A R p T Q C C p Z M R T

     

     Eq. 1066.625
- 3 Where: C d = discharge coefficient , as determined in paragraph (b )( 2 ) (i) of this section
. C f = f low coefficient, as determined in paragraph (b )(2) (ii) of this section. A t = cross - sectional area at the v enturi throat. R = m olar gas constant. p in = static absolute pressure at the venturi inlet
. T std = standard temperature. p std = standard pressure. Z = c ompressibility

factor. M mix = m olar mass of gas mixture. T in = absolute temperature at the venturi inlet

. ( 2 ) Perform the following steps to calibrate an SSV flow meter: (i) Using the data collected in §106 6
. 1 40, calculate C d for each flow rate using the following equation:

std mi x in d ref f t in std p Z M R T C Q C A R p T

     

     Eq. 1066.625
- 4 Where:
ref Q  = measured volume flow rate from the reference flow meter

. ( ii ) U se the following equation to calculate C f for each flow rate : 

#     

#   1

2 1

2
f 4 2 1 1 r C r  

   



  

    


     Eq. 1066.625
- 5 Where:  = isentropic exponent. For an ideal gas, this is the ratio of specific heats of the gas mixture, C

p / C v . r = p ressure ratio, as determined in paragraph (b )( 2 ) (iii) of this section.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 335 of 378  = ratio of venturi throat diameter to inlet diameter. ( iii ) Calc ulate r using the following equation:

in 1 p r p    Eq. 1066.625
- 6 Where: Δ p = differential static pressure , calculated as venturi inlet pressure minus venturi throat pressure. ( iv ) You may appl y an y of the following simplifying assumptions or develop other values as appropriate for your test configuration, consistent with good engineering judgment : (A ) For raw exhaust, diluted exhaust , and dilution air, you may assume that the gas mixture is incompressible and therefore behaves as an ideal gas (Z =1 )
. ( B ) For raw exhaust , you may assume  =1.385. ( C ) For diluted exhaust and dilution air, you may assume  =1.399. (D) For diluted exhaust and dilution air, you may assume M

mix is a function only of the amount of water in the dilution air or calibration air, as follows:



###   2 mix air H2O H O H2O

1 M M x M x      Eq. 1066.625
- 7 Where: M air = 28.96559 g/mol xH2O = amount of H 2 O in the dilution air or calibration air , determined as described in 40 CFR 1065.645. M H2 O = 18.01528 g/mol Example: xH2O = 0.0169 mol/mol



###   mix 28.96559 1 0 .0 169 18.01528 0.0169 M      M mix = 28.7805 g/mol ( E ) For diluted exhaust and dilution air, you may assume a constant molar mass of the mixture, M

mix , for all calibration and all testing if you control the amount of water in dilution air and in calibration air , as illustrated in the following table:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 336 of 378 T ABLE 2 OF § 1066.625

– E XAMPLES OF D ILUTION A IR AND C ALIBRATION A IR D EWPOINTS AT WHICH YO U M AY A SSUME A C ONSTANT M MIX If calibration T dew (  C) is... assume the following

constant M

mix (g/mol)... for the following ranges of T dew (  C) during emission tests a < 0 28.96559 < 18 0 28.89263 < 21 5 28.86148 < 22 10 28.81911 < 24 15 28.76224 < 26 20 28.68685
- 8 to 28 25 28.58806 12 to 31 30 28.46005 23 to 34
a The specified r ange s are valid for all calibration and emission testing over the atmospheric pressure range (80.000 to 103.325) kPa. (v ) The following example illustrates the use of the governing equations to calculate C d of an SSV flow meter at o ne reference flow meter value: Example:
ref Q  = 2. 395 m 3 /s Z = 1 M mix = 28.7 805 g/mol = 0.0287 805 kg/mol R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) T in = 298.15 K A t = 0.01824 m 2 p in = 99 .132 kPa = 99132 Pa = 99132 kg/(m ∙s 2 )  = 1.399  = 0.8 Δ p = 7.653 kPa 2.312 1 0 .922 99.132 r    

#     

#   1.399 1 1.399
2

1.399 1 2 f 4 

### 2 1 .399 0.922 1 1.399 1 0 .8 0.922 C 

 

###  

     

     C f = 0. 472

d 101325 1 0 .0287805 8.314472 298.15 2.395 0.472 0.01824 8.314472 99132 293.15 C      

    C d = 0.985 (vi) Calculate the Rey

nolds number, Re # , for each reference flow rate , ref Q  , using the throat diameter of the venturi, d t , and the uncorrected air density, . Because the dy namic viscosity, μ , is needed to compute Re # , you may use your own fluid viscosityEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 337 of 378 model to determine μ for your calibration gas (usually air), using good engineering judgment. Alternatively , you may use the Sutherland three

- coefficient visc osity model to approximate μ , as shown in the following sample calculation for Re # : # ref

t 

### 4 Q Re = d     

  Eq. 1066.625
- 8 Where, using the Sutherland three

- coefficient viscosity model: 3 2 in 0 0 0 in 

### T T S T T S      

       

     Eq. 1066 .625
- 9 Where:  0 = Sutherland reference viscosity
. T 0 = Sutherland reference temperature. S = Sutherland constant. T ABLE 3 OF §1065.640

–

S UTHERLAND T HREE - C OEFFICIENT V ISCOSITY M ODEL P ARAMETERS
Gas a μ 0 T 0 S Temp erature

range within ±2 % error

b Pressure

limitb kg/(m ∙ s) K K K kPa Air 1.716 ∙10 - 5 273 111 170 to 1900 ≤ 1800 CO 2 1.370 ∙10 - 5 273 222 190 to 1700 ≤ 3600 H 2 O 1.12 ∙10 - 5 350 1064 360 to 1500 ≤ 10000 O 2 1.919 ∙10 - 5 273 139 190 to 2000 ≤ 2500 N 2 1.663 ∙10 - 5 273 107 100 to 1500 ≤ 1600

aUse tabulated parameters only for the pure gases, as listed. Do not combine parameters in calculations to calculate viscosities of gas mixtures. b The model results are valid only for ambient conditions in the specified ranges. Example: μ 0 = 1.716 ∙10 - 5 kg/(m ∙ s) T 0 = 273 K S = 11 1 K 3 2 5 

### 298.15 273 111 1.716 10 273 298.15 111   

### 

   
   

   

     μ = 1.83 8 ∙10 - 5 kg/(m ∙s) T in = 298.15 K d t = 152.4 mm = 0.1524 m  = 1. 1509 kg/m 3EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 338 of 378 # 5

4 1 .1509 2.395 3.14159 0.1524 1.838 10 Re =



 

   Re # = 1.2531 ∙10 6 (vii) Calculate ρ using the following equation:

in mix in p MW R T   

 Eq. 1066.625
- 10 Example: 99132 0.0287805 8.314472 298.15   

 ρ = 1.1509 kg/m 3 (viii ) Create an equation for C d as a function of Re #

, using paired values of the two quantities
. T he equation may involve an y mathematical expression, including a poly nomial or a power series. The following equation is an example of a commonly used mathematical expression for relating C d and Re # : 6 d 0 1 #



### 10 C a a Re    Eq. 1066.625
- 1 1 ( ix ) Perform a least

- squares regression anal ys is to determine the best

- fit coefficients for the equation and calculate SEE as described in 40 CFR 1065.602. ( x ) I f the equation meets the criterion of SEE ≤ 0.5 %, you may use the equation for the corresponding range of Re # , as described in §106 6 .6 5 2. ( xi ) I f the equation does not meet the specified statistical criteria, you may use good engineering judgment to omit calibration data points ; however, you mu st use at least seven calibration data points to demonstrate that you meet the criterion
. For example, this may involve narrowing the range of flow rates for a better curve fit. ( xii ) T ake corrective action i f the equation does not meet the specif ied statistical criterion even after omitting calibration data points
. For example, select another mathematical expression for the C d versus Re # equation, check for leaks, or repeat the calibration process. If you must repeat the calibration proc ess, we recommend appl yi ng tighter tolerances to measurements and allowing more time for flows to stabilize. ( xiii ) Once you have an equation that meets the specified statistical criterion , you may use the equation onl y for the corresponding range of flow rates
. ( c ) CFV calibration. Some CFV flow meters consist of a single venturi and some consist of multiple venturis where different combinations of venturis are used to meter different flow rates. For CFV flow meters that consist of multiple venturis, either calibrate each venturi independentl y to determine a separate calibration coefficient, K v , for each venturi, or calibrate each combinati on of venturis as one venturi by determining K

v for the sy stem. (1) To determine K v for a single venturi or a combination of venturis, perform the following steps: (i) C alculate an individual K v for each calibration set point for ea ch restrictor position using the following equation :EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 339 of 378 refstd in v in Q T K = p   Eq. 1066.625
- 12 Where:
refstd 

### Q  = mean flow rate from the reference flow meter, corrected to standard reference conditions.
in T = mean temperature at the venturi inlet

. in 

### p = mean static absolute pressure at the venturi inlet
. ( ii ) Calculate the mean and standard deviation of all the K v values (see 40 CFR 1065.602)
. Verify

choked flow by

plotting K

v as a func tion of in



### p . K v will have a relativel y constant value for choked flow; as vacuum pressure increases, the venturi will become unchoked and K v will decrease. Paragraphs (c)(1)(iii) through (viii) of this section describe how to verif y your range of choked flow. ( iii ) If the standard deviation of all the K v values is less than or equal to 0.3 % of the mean K

v , use the mean K v in Eq
. 1066.630
- 7, and use the CFV onl y up to the highest venturi pressure ratio, r , measured during calibration using the following equation:

CFV in 1 p r p    Eq. 1066.625
- 13 Where:  p CFV = differential static pressure; venturi inlet minus venturi outlet. ( iv ) If the standard deviation of all the K v values exceeds 0.3 % of the mean K v , omit the K v value corresponding to the data point collected at the highest r measured during calibration. (v ) If the number of remaining data points is less than seven, take corrective action b y checking your calibrati on data or repeating the calibration process. If you repeat the calibration process, we recommend checking for leaks, appl yi ng tighter tolerances to measurements and allowing more time for flows to stabilize. (vi ) If the number of remaining K v values is s even or greater, recalculate the mean and standard deviation of the remaining K v values. (vii ) If the standard deviation of the remaining K v values is less than or equal to 0.3 % of the mean of the remaining K v , use that mean K v in Eq 1066.630
- 7 , and use the CFV values only

up to the highest r associated with the remaining K v . (viii ) If the standard deviation of the remaining K v still exceeds 0.3 % of the mean of the remaining K

v values, repeat the steps in paragraph ( c )( 1 ) (iv) through (vii ) of this section. (2) During exhaust emission tests, monitor sonic flow in the CFV b y monitoring r . Based on the calibration data selected to meet the standard deviation criterion in paragraphs (c)(1)(iv) and (vii) of this se ction, in which K v is constant, select the data values associated with the calibration point with the lowest absolute venturi inlet pressure to determine the r limit. Calculate r during the exhaust emission test using Eq. 1066.625

- 8EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 340 of 378 to demonstrate that th e value of r during all emission tests is less than or equal to the r limit derived from the CFV calibration data. **§ 1066.630 PDP, SSV, and CFV**  **flow rate calculations .**  This section describes the equations for calculating flow rates from various flow meters
. After you calibrate a flow meter according to §1066.625 , use the calculations described in this section to calculate flow during an emission test. Calculate flow according to 40 CFR 1065.642 instead if you calculate emissions based on molar flow rates. (a) PDP
. (1) Based on the speed at which you operate the PDP for a test interval, select the corresponding slope, a 1 , and intercept, a 0 , as determined in § 1066.625(a) , to calculate PDP flow rate, 

### Q

 , as follows:

rev std in nPDP in std V T p Q f T p

   

  Eq. 1066.630
- 1 Where: f nPDP = pump speed. V rev = PDP volume pumped per revolution , as determined in paragraph (a)(2) of this section
. T std = standard temperature = 293.15 K. p in = static absolute pressure at the PDP inlet
. T in = absolute temperature at the PDP inlet
. p std = standard pressure= 101.325 kPa. (2) Calculate V

rev using the following equation:

out in 1 rev 0

nPDP out p p a V a f p     Eq. 1066.630
- 2 p out = static absolute pressure at the PDP outlet. Example: a 1 = 50.43 m 3 /min = 0.8405 m 3 /s f nPDP = 755.0 r/min = 12.58 r/s p out = 99
. 950 kPa p in = 98
. 575 kPa a 0 = 0.056 m 3 /r T in = 323.5 K

rev 0.8405 99.950 98.575 0.056 12.58 99.950 V     V rev = 0.063 m 3 /r

0.06383 293.15 98.575 12.58 323.5 101.3 Q    

  

### Q  = 0 .7079 m 3 /s (b) SSV
. C alculate SSV flow rate , 

### Q  , as follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 341 of 378 t in std d f std mix in 

### A R p T Q C C p Z M R T

     

     Eq. 1066.630
- 3 Where: C d = discharge coefficient, as determined based on the C d versus Re # equation in § 1066.625 (b)(2)(vii i ). C f = flow coefficient, as determined in § 1066.625 (b)(2)(ii). A t = venturi throat cross

- sectional area. R = molar gas constant. p in = static absolute pressure at the venturi inlet. T std = standard temperature. p std = standard pressure. Z = compressibility

factor. M mix = molar mass of gas mixture. T in = absolute temperature at the venturi inlet

. Example: C d = 0.890 C f = 0.472 A t = 0.01824 m 2 R = 8.314472 J/(mol ∙K) = 8.314472 (m 2 ∙kg)/(s 2 ∙mol∙K) p in = 9 8.496 kPa T std = 293.15 K p std = 101.325 kPa Z = 1 M mix = 28.7 789 g/mol = 0.0287 789 kg/mol T in = 296.8 5 K 

### 0.01824 8.314472 98.496 293.15 0.89 0.472 101.325 1 0 .0287805 8.314472 296.85 Q      

     

### Q  = 2.155 m 3 /s (c) CFV
. If you use multiple venturis and you calibrated each venturi independently to determine a separate calibration coefficient, K v , for each venturi, calculate the individual volume flow rates through each venturi and sum all their flow rates to determine CFV flow rate, 

### Q

 . If you use multiple venturis and you calibrated venturis in combination , calculate 

### Q

 using the K

v that was determined for that combination of venturis
. (1) To calculate 

### Q

 through one venturi or a combination of venturis, use the mean K v you determined in § 1066.625(c) and calculate the appropriate quantity for 

### Q  as follows:
v in in 

### K p Q= T   Eq. 1066.630
- 7 Where: K v = flow meter calibration coefficient
.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 342 of 378 T in = temperature at the venturi inlet

. p in = absolute static pressure at the venturi inlet
. Example: K v = 0.074954 m 3 ∙K0.5 /(kPa ∙s) p in = 9 9.654 kPa T in = 3 53 .15 K 

### 0.074954 99.654 353.15 Q    

### Q  = 0.39748 m 3 /s (2) [Reserved] **§ 1066.635**  **NMOG determination .**  For vehicles subject to an NMOG standard, determine NMOG as described in paragraph (a) of this section. Except as specified in the standard

- setting part, you may alternativel y calculate NMOG results based on measured NMHC emissions as described in paragraphs (c) through (f) of this section. (a) Determine NMOG b y independentl y measuring alcohols and carbon yl s as described in 40 CFR 1065.805 and 1065.845. Use good engineering judgment to determine which alcohols and carbonyl s you need to measure. This would ty picall y require you to measure all alcohols and carbonyl s that you expect to contribute 1% or more of total NMOG . Calculate the mass of NMOG in the exhaust, m NMOG , with the following equation, using density values specified in §1066.1005(f): OHCi NMOG NMHC NMHC OHCi[THC- FID] OHCi 1 1 OHCi N N
i i m m m RF m

 

      



##   Eq. 1066.635
- 1 Where: m NMHC = the mass of NMHC and all ox ygenated hydrocarbons (OHCs) in the exhaust, as determined using Eq. 1066.605

- 1. Calculate NMHC mass based on ρ NMHC . ρ NMHC = the effective C 1 - equivalent density of NMHC as specified in §1066. 1005(f). m OHCi = the mass of ox ygenated species i in the exhaust calculated using Eq. 1066.605

- 1. ρ OCHi = the C 1 - equivalent density of ox ygenated species i
. RF OHCi[THC

- FID] = the response factor of a THC

- FID to oxygenated species i relative to propane on a C 1 - equivalent basis as determined in 40 CFR 1065.845. (b) The following example shows how to determine NMOG as described in paragraph (a) of this section for (OHC) compounds including ethanol (C 2 H 5 OH), methanol (CH 3 OH), acetaldeh yde (C 2 H 4 O), an d formaldeh yde (CH 2 O) as C 1 - equivalent concentrations: m NMHC = 0.0125 g m CH3OH = 0.0002 g m C2H5OH = 0.0009 g m CH2O = 0.0001 g m C2H4O = 0.00005 g RF CH3OH[THC
- FID] = 0.63 RF C2H5OH[THC
- FID] = 0.75EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 343 of 378 RF CH2O [THC
- FID] = 0.00 RF C2H4O[THC
- FID] = 0.50 ρ NMHC
- liq = 576.816 g/m 3 ρ CH3OH = 1332.02 g/m 3 ρ C2H5OH = 957.559 g/m 3 ρ CH2O = 1248.21 g/m 3 ρ C2H4O = 915.658 g/m 3

NMOG 0.0002 0.0009 0.63 0.75 1332.02 957.559 0.0125 576.816 0.0001 0.00005 0.00 0.5 1248.21 915.658 0.0002 0.0009 0.0001 0.00005 m        

            m NMOG = 0.013273 (c) For ethanol

- gasoline blends with less than 25 % ethanol b y volume, yo u may calculate NMOG from measured NMHC emissions as follows: (1) For hot

- start and hot

- running test cycles or intervals other than the FTP, you may determine NMOG based on the NMHC emission rate using the following equation: NMOGh NMHCh 

### 1.03 e e   Eq. 1066.635
- 2 Where: eNMOGh = mass emission rate of NMOG from the hot

- running test cycle. eNMHCh = mass emission rate of NMHC from the hot

- running test cycle, calculated using ρ NMHC
- liq . Example: eNMHCh = 0.025 g/mi NMOGh 

### 0.025 1.03 0.026 g/m i e    (2) You may determine weighted composite NMOG for FTP testing based on the weighted composite NMHC emission rate and the volume percent of ethanol in the fuel using the following equation:



###   NMOGcomp NMHCcomp EtOH

1.0302 0.0071 e e VP

    Eq. 1066.635
- 3 Where: eNMOGcomp = weighted FTP composite mass emission rate of NMOG
. eNMHCcomp = weighted FTP composite mass emission rate of NMHC , calculated using ρ NMHC
- liq . VPEtOH = volume percentage of ethanol in the test fuel. Use good engineering judgment to determine this value either as specified in 40 CFR 1065.710 or based on blending volumes, taking into account any denaturant. Example: eNMHCcomp = 0.025 g/mi VPEtOH = 10.1 %EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 344 of 378 

###   NMOGcomp 0.025 1.0302 0.0071 10.1 0.0275 g/mi e      (3) You may

determine NMOG for the transient portion of the FTP cold

- start test for use in fuel econom y and CREE calculations based on the NMHC emission rate for the test interval and the volume percent of ethanol in the fuel using the following equation:



###   NMOG- FT Pct NMHC- FTPct EtOH

1. 0246 0.0079 e e VP

    Eq. 1066.635
- 4 Where: eNMOG
- FTPct = mass emission rate of NMOG from the transient portion of the FTP cold

start test ( generally

known as bag 1). eNMHC
- FTPct = mass emission rate of NMHC from the transient portion of the FTP cold

start test (bag 1), calculated using ρ NMHC
- liq . Example: eNMHC
- FTPct = 0.052 g/mi VPEtOH = 10.1 % 

###   NMOG- FTPct 0. 052 1.0246 0.0079 10.1 0. 0574 g/m i e      (4) You may

determine NMOG for the stabilized portion of the FTP test for either the cold

- start test or the hot

- start test (bag 2 or bag 4) for use in fuel economy and CREE calculations based on the corresponding NMHC emission rate and the volume percent of ethanol in the fuel using the following equation :



###   NMOG- FTPcs- hs NMHC- FTPcs-hs EtOH 1.1135 0.001 e e VP

    Eq. 1066.635
- 5 Where: eNMOG
- FTPcs
- hs = mass emission rate of NMOG from the stabilized portion of the FTP test (bag 2 or bag 4). eNMHC
- FTPcs
- hs = mass emission rate of NMHC from the stabilized portion of the FTP test (bag 2 or bag 4), calculated using ρ NMHC
- liq . (5) You may

determine NMOG for the transient portion of the FTP hot

- start test for use in fuel econom y and CREE calculations based on the NMHC emission rate for the test interval and the volume percent of ethanol in the fuel using the following equation:



###   NMOG-FTPht NMHC-FTPht EtOH 1.0195 0.0031 e e VP

    Eq. 1066.635
- 6 Where: eNMOG
- FTPht = mass emission rate of NMOG from the transient portion of the FTP hot

- start test (bag 3). eNMHC
- FTPht = mass emission rate of NMHC from the transient portion of the FTP hot

- start test (bag 3), calculated using ρ NMHC
- liq . (d) You may

take the following alternative steps when determining fuel economy and CREE under 40 CFR part 600 for testing with ethanol

- gasoline blends that have up to 25 % ethanol b y volume :EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 345 of 378 (1) Calculate NMOG b y test interval using Eq. 1066.635

- 3 for individual bag measurements from the FTP. (2) For HEVs, calculate NMOG for two

- bag FTPs using Eq. 1066.635

- 3 as described in 40 CFR 600.114. (e) We consider NMOG values for diesel

- fuel ed vehicles, CNG

- fueled vehicles, LNG

fueled vehicles, and LPG

- fueled vehicles to be equivalent to NMHC emission values for all test cycles. (f) For all fuels not covered by paragraphs (c) and (e) of this section, manufacturers may propose a methodology

to calculate NMOG results from measured NMHC emissions. We will approve adjustments based on comparative testing that demonstrates how to properl y represent NMOG based on measured NMHC emissions. **§ 1066.695**  **Data require**  **ments .**  Record informatio n for each test as follows : (a) Test number. (b) A brief description of the test vehicle (or other s ys tem/ device tested)
. (c) Date and time o f day

for each part of the test sequence
. (d) Test results. Also include a validation of driver accuracy as described in §1066.425(j)
. (e) Driver and equipment operator s . (f) Vehicle information as applicable , including identification number, model year, applicable emission standards (including bin standards or family emission limits, as applicable) , vehicle model, vehicle cla ss , test group, durability group, engine family , evaporative/refueling emission family , basic engine description (including displacement, number of cylinders, turbo charger /supercharger used, and catal ys t ty pe ), fuel sy stem ( ty pe of fuel injection and fuel tank capacity and location), engine code, GVWR , applicable test weight, inertia weight class, actual curb weight at zero miles, actual road load at 50 mph, transmission class and configuration, axl e ratio, odometer reading , idle rpm, and measured drive wheel tire pressure. (g) Dy namometer identification , inertia weight setting, indicated power absorption setting, and records to verify compliance with the driving distance and cycle

- validation criteri a as calculated from measured roll or shaft revolutions. (h) Anal yz er bench identification , anal yz er ranges, recordings of anal yz er output during zero, span, and sample readings. (i) Associate the following information with the test record: t est number, date, vehicle identification , vehicle and equipment operator s , and identification of the measurements recorded. (j) Test cell barometric pressure and humidity
. You may use a central laboratory barometer if the barometric pressure in each test cell is shown to be within ±0.1 % of the barometric pressure at the central barometer location. (k) Records to verify

compliance with the ambient temperature requirements throughout the test procedure and records of fuel temperature s during the running loss test
. (l) [Reserved] (m ) For CVS sy stems , record dilution factor for each test interval and the following additional information : (1) For CFV and SSV testing, V mix for each interval of the exhaust test.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 346 of 378 ( 2 ) For PDP testing, t est measurements re quired to calculate V mix for each test interval
. (n) The humidity

of the dilution air , if you remove H 2 O from an emission sample before measurement
. (o) Temperature of the dilute exhaust mixture and secondary dilution air (in the case of a double

- dilution system) at the inlet to the respective gas meter or flow instrumentation used for PM sampling
. Determine minimum values, maximum values, mean values, and percent of time outside of the tolerance over each test interval
. (p) The maximum exhaust gas temperature over the course of the test interval within 20 cm upstream o r downstream of PM sample media. ( q) If applicable, the temperature s of the heated FID, the gas in the heated sample line , and the heated filter. Determine minimum values, maximum values, average values, and percent of time outside of the t olerance over each test interval
. (r) Gas meter or flow measurement instrumentation readings used for batch sampling over each test interval
. Determine minimum, maximum, and average values over each test interval
. ( s ) The stabilized pre

- test weight and post

- test weight of each particulate sample media (e.g., filter)
. ( t) Continuous temperature and humidity of the ambie nt air in which the PM sample media are stabilized. Determine minimum values, maximum values, average values, and percent of time outside of the tolerance over each test interval
. (u) For vehicles fueled by natural gas, the test fuel c omposition, including all carbon

containing compounds ( includi ng CO 2 , but excluding CO)
. Record C 1 and C 2 compounds individually
. You may record C 3 through C 5 hydrocarbons together , and you may record C 6 and heavier hydrocarbon compounds together
. (v ) For vehicles fueled by liquefied petroleum gas, the test fuel c omposition , including all carbon

- containing compounds ( including CO 2 , but excluding CO)
. Record C 1 through C 4 compounds individually
. You may record C 5 and heavier hydrocarbons together. (w ) For the AC17 test in §1066.845 , interior volume, climate control s ys tem ty pe and characteristics, refrigerant used, compressor type, and evaporator/condenser characteristics. (x) Additional information related to evaporative emissions. [Reserved] (y) Additio nal information related to refueling emissions. [Reserved] **Subpart H** 

**— COLD**  **TEMPERATURE TEST PRO CEDURES**  **§1066.701 Applicability and general provisions.** (a) The procedures of this part 1066 may be used for testing at an y ambient temperature. Section 1066.710 describes the provisions that apply for testing vehicles at a nominal temperature of 20 °C (68 °F) ; these procedures apply for motor vehicles as described in 40 CFR part 86, subpart S, and 40 CFR part 600
. For other vehicles, s ee th e standard

setting part to determine if your vehicle is required to meet emission standards outside the normal (20 to 30) °C ( ( 68 to 86 ) °F) temperature range. (b) Do not appl y the humidity correction factor in §1066.615(a) for cold temperature testing.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 347 of 378 **§ 1066.710**  **Cold temperature**  **test ing**  **procedures for measuring CO and NMHC**  **emissions and determining fuel economy**
. This section describes procedures for measuring carbon monoxide (CO) and nonmethane hydrocarbon (NMHC) emissions and determining fuel economy o n a cold day using the FTP test cycle (see §1066.801). The following figure illustrates the test procedure:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 348 of 378 Figure 1 of §1066.710

— Cold temperature testing sequence for measuring CO and NMHC emissions and determining fuel economyEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 349 of 378 ( a) Follow the exhaust emission measurement procedures specified in §§1066.410 through 1066.425 and §1066.815(d), subject to the following exceptions and additional provisions: (1) Measure and control ambient conditions as specified in paragraph (b) of this section. (2 ) Use the vehicle’s heater and defroster as specified in paragraph (c) of this section. (3) Precondition and st abilize the vehicle as specified in paragraphs (d) and (e) of this section. Ensure that there is no precipitation or dew on the vehicle before the emission test. (4) For dynamometers that have independentl y heated bearings, start the emission test within 20 minutes after warming up the dy namometer ; for other ty

pes of dy namometers, start the emission test within 10 minutes after warming up the dy namometer
. (5) A djust the dynamometer to simulate vehicle operation on the road at

− 7 °C
. Base this adjustment on the road

- load force profile at

− 7 °C , or on a 10 percent decrease in the target coastdown time used for FTP testing. (6) Anal yz e samples for NMHC, CO, and CO 2 . You do not need to anal yze samples for other pollutants. (b ) Maintain ambient conditions as follows instead of following the specifications in subpart E of this part: (1) Ambient temperature for emission tests
. Measure and record ambient temperature in the test cell at least once every 60 seconds during the sampling period. The temperature must be ( −7.0 ±1.7) ° C at the start of the test and average temperature must be ( −7.0 ±2.8) °C during the test
. Instantaneous temperature values may be a bove −4.0 °C or below −9.0 °C, but not for more than 3 minutes at a time during the test. (2) Ambient temperature for preconditioning
. Instantaneous ambient temperature values may be above −4.0 °C or below −9.0 °C but not for more than 3 minutes at a time during the preconditioning period. At no time may the ambient temperature s be below

− 12 .0 °C or above −1.0 °C. The average ambient temperature during preconditioning must be ( −7.0 ±2.8) °C. You may precondition vehicles at temperatures above −7.0 °C or with a temperature tolerance greater than that described in this section ( or both) if you determine that this will not cause NMHC, CO, or CO 2 emissions to decrease; if you modify the temperature specifications for vehicle preconditioning, adjust the procedures described in this section appropriatel y for your testing. (3) Ambient humidity . Maintain humidity low enough to prevent condensation on the dy namometer rolls during testing. (c) Heater and defroster . During the test, operate the vehicle’s interior climate control sy stem with the heat on and set to primarily defrost the front window. Turn air conditioning off

. You may

not use any

supplemental auxiliary

heat during this testing. You may set the heater to any

temperature and fan setting during vehicle preconditioning. (1) Manuall y controlled systems . (i) Prior to the first acceleration, 20 seconds after the start of the UDDS, set the climate control as follows (these settings may be initiated prior to starting the vehicle if allowed by th e vehicle’s climate control sy stem): (A) Temperature
. Set controls to maximum heat
. (B) Fan speed . Set the fan speed to full off or the lowest available speed if a full off position is not available
. (C) Airflow direction . Direct airflow to the front window (window defrost mode). (D) Air source . If independently controllable, set the sy stem to draw in outside air.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 350 of 378 (ii) At the second idle of the test cycle, which occurs 125 seconds after the start of the test, set the fan speed to maximum . Complete by 130 seconds after the start of the test. Leave temperature and air source settings unchanged (iii) At the sixth idle of the test interval , which occurs at the deceleration to zero miles per hour 505 seconds after the start of the test, set the fan speed to the lowest setting that maintains air flow. Complete these changes by 510 seconds after the start of the test. You may use different vent and fan speed settings for the remainder of the test. Leave the temperature and air source settings unchanged
. (2) Automatic control s ystems
. For vehicles with automatic control s ys tem s , you may follow the provisions of paragraph (c)(1) of this section or you may set the temperature to 72 °F and the air flow control to the front window defrost mode for the whole test. (3) Multiple

- zone sy stems
. For vehicles that have separate driver and passenger controls or separate front and rear controls, you must set all temperature and fan controls as described in paragraphs (c)(1) and (2 ) of this section , except that rear controls need not be set to defrost the front window
. (4) Alternative test procedures . We may approve the use of other settings under 40 CFR 86.1840 if a vehicle’s climate control s ys tem is not compatible with the provisions of this section. (d) Take the following steps to prepare and precondition vehicles for testing under this section: (1) Prepare the vehicle as described in §1066.810(a). (2) Fill the fuel tank to approximately 40 % of the manufacturer’s nominal fuel tank capacity with the appropriate test fuel for cold temperature testing as specified 40 CFR part 1065, subpart H. The temperature of the dispensed test fuel must be at or below 15.5 °C. I f the leftover fuel in the fuel tank before the refueling event does not meet these specifications, drain the fuel tank before refueling. You may operate the vehicle prior to the preconditioni ng drive to eliminate fuel effects on adaptive memory s ys tems. (3) You may

start the preconditioning drive once the fuel in the fuel tank reaches (12 .6 to

- 1.4 ) °C. Precondition the vehicle as follows: (i) Push or drive the vehicle onto the dyn amometer. (ii) Operate the vehicle over one UDDS. You may perform additional vehicle preconditioning with repeated driving over the UDDS, subject to our advance approval. ( iii ) Turn off the test vehicle and an y cooling fans within 5 minutes after comple ting the preconditioning drive. Ambient temperature must be between ( −12.0 and −1.0) °C in the 5 minutes following the preconditioning drive. (iv) Do not manuall y purge or load the evaporative canister. (e) Soak the vehicle for (12 to 36) hours to stabi lize it at test temperatures before starting the emission test as described in this paragraph (e). If you move a stabilized vehicle through a warm area when transporting it to the dynamometer for testing, you must restabilize the vehicle b y holding it at an ambient temperature within the range specified in paragraph (b)(1) of this section for at least six times as long as the vehicle was exposed to warmer temperatures. Use one of the following methods to reach a stabilized condition: (1) Cold storage
. Me asure and record ambient temperature in the test cell at least once every 60 seconds during the ambient cold soak period . These ambient temperatures may be above −4.0 °C or below −9.0 °C, but not for more than 3 minutes at a time. UseEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 351 of 378 measured values to calculate an hourl y average temperature. Each hourly average temperature must be ( −7.0 °C ±2.8) °C. (2) Force d

- cooling or warming . Position fans to blow temperature

- controlled air onto the vehicle to stabilize the vehicle at the specified temperatures for emission testing. Position fans to target the vehicle’s drive train, engine block, and radiator rather than the oil pan. You may not place fans under the vehicle. You may consider the vehicle to be stabilized at the test temperature when the bulk oil temperature reaches (

- 8. 7 to - 5.3 ) °C; measure oil temperature at one or more points away from the side or bottom surfaces of the oil pan. Each oil temperature measurement must be within the s pecified range before stabilization is complete. Once the vehicle reaches this stabilized condition, cold soak the vehicle within the stabilized temperature range for at least one hour before starting the emission test. During this time, keep the ambient temperature within the range specified in paragraph (b)(1) of this section. **Subpart I**

**— EXHAUST EMISSION TES**  **T PROCEDURES FOR MOT OR**  **VEHICLES §1066.801 Applicability and general provisions.**  This subpart I specifies how to apply the test procedures of this part for light

- duty vehicles, light

- duty trucks, and heav y- duty vehicles at or below 14,000 pounds GVWR that are subject to chassis testing for exhaust emissions under 40 CFR part 86, subpart S
. For these vehicles, references in this part 1066 to the standard

- setting part include this subpart I. (a) Use the procedures detailed in this subpart to measure vehicle emissions over a specified drive schedule in conjunction with subpart E of this part
. Where the procedures of subpart E of this part differ from this subpart I, the provisions in this subpart I take precedence. (b) Collect samples of every pollutant for which an emission standard applies, unless specified otherwise. (c) This subpart cover s the following test procedures: (1) The Federal Test Procedure (FTP), which includes the general driving cycle. This procedure is also used for measuring evaporative emissions. This may be called the conventional test since it was adopted with the earli est emission standards. (i) The FTP consists of one Urban Dy namometer Driving Schedule (UDDS) as specified in paragraph (a) of Appendix Iof 40 CFR part 86 , followed by a 10
- minute soak with the engine off and repeat driving through the first 505 seconds o f the UDDS. Note that the UDDS represents about 7.5 miles of driving in an urban area. Engine startup (with all accessories turned off), operation over the initial UDDS, and engine shutdown make a complete cold

- start test. The hot

- start test consists of the first 505 seconds of the UDDS following the 10

- minute soak and a hot

- running portion of the UDDS after the first 505 seconds. The first 505 seconds of the UDDS is considered the transient portion; the remainder of the UDDS is considered the stabilize d (or hot

- stabilized) portion. The hot

stabilized portion for the hot

- start test is generall y measured during the cold

- start test; however, in certain cases, the hot

- start test may involve a second full UDDS following the 10

- minute soak , rather than repeating only the first 505 seconds
. See §§1066.815 and 1066.820.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 352 of 378 ( ii ) Evaporative emission testing includes a preconditioning drive with the UDDS and a full FTP cycle, including exhaust measurement , followed by evaporative emission measurements. In the thre e - day diurnal test sequence, the exhaust test is followed by a running loss test consisting of a UDDS, then two New York City C yc les as specified in paragraph ( e ) of Appendix Iof 40 CFR part 86 , followed by another UDDS ; see 40 CFR 86. 134
. Note that the New York City C ycle represents about 1. 18 miles of driving in a city center. The running loss test is followed by a high

- temperature hot soak test as described in 40 CFR 86.138 and a three

- day diurnal emission test as described in 40 CFR 86.1 33
. Inthe two

- day

diurnal test sequence, the exhaust test is followed by a low

temperature hot soak test as described in 40 CFR 86.138

- 96(k) and a two

- day diurnal emission test as described in 40 CFR 86.1 33
- 96(p)
. ( iii ) Refueling emission test s for vehicles that rel y on integrated control of diurnal and refueling emissions includes vehicle operation over the full FTP test cycle corresponding to the three

- day

diurnal test sequence to precondition and purge the evaporative canister. For non
- inte grated s ys tems, there is a preconditioning drive over the UDDS and a refueling event, followed by repeated UDDS driving to purge the evaporative canister. The refueling emission t est procedures are described in 40 CFR 86.150 through 86.157. (2) The Supple mental Federal Test Procedure (SFTP) measures the emission effects from aggressive driving and operation with the vehicle’s air conditioner. The SFTP is based on a composite of three different test elements. In addition to the FTP, vehicles generall y op erate over the US06 and SC03 driving schedules as specified in paragraphs (g) and (h) of Appendix Iof 40 CFR part 86 , respectivel y . In the case of heav y- duty vehicles above 10,000 pounds GVWR and at or below 14,000 pounds GVWR, SFTP testing involves addi tional driving over the LA

- 92 driving schedule specified in paragraph (c) of 40 CFR part 86, Appendix I , instead of the US06 driving schedule. Note that the US06 driving schedule represents about 8.0 miles of relatively aggressive driving ; the SC03 drivin g schedule represents about 3.6 miles of urban driving with the air conditioner operating ; and the LA

- 92 driving schedule represents about 9.8 miles of relativel y aggressive driving for commercial trucks
. See §§1066.815 and 1066.820. (3) The Highway

Fuel Economy

Test (HFET ) is specified in Appendix I of 40 CFR part 600. Note that the HFET represents about 10.2 miles of rural and freeway driving with an average speed of 48.6 mph and a maximum speed of 60.0 mph . See §1066.840. (4) Cold temperature standards appl y for CO and NMHC emissions when vehicles operate over the FTP at a nominal temperature of

- 7 °C. See 40 CFR part 86, subpart C , and subpart H of this part. (5) Emission measurement to determine air conditioni ng credits for greenhouse gas standards. In this optional procedure, manufacturers operate vehicles over repeat runs of the AC17 test sequence to allow for calculating credits as part of demonstrating compliance with CO 2 emission standards. The AC17 test sequence consists of a UDDS preconditioning drive, followed by emission measurements over the SC03 and HFET driving schedules. See §1066.845. (d) The following provisions apply for all testing: (1 ) Ambient temperatures encountered by the test vehicle must be (20 to 30) °C , unless otherwise specified. Where ambient temperature specifications appl y before or between test measurements, the vehicle may be exposed to temperatures outside of the specified range for up to 10 minutes to account for vehicle transp ort or other actions to prepare forEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 353 of 378 testing
. The temperatures monitored during testing must be representative of those experienced b y the test vehicle. For example, do not measure ambient temperatures near a heat source. ( 2 ) Do not operate or store the v ehicle at an incline if good engineering judgment indicates that it would affect emissions. ( 3 ) If a test is void after collecting emission data from previous test segments, the test may be repeated to collect only those data points needed to complete emis sion measurements. You may combine emission measurements from different test runs to demonstrate compliance with emission standards. (4) Prepare vehicles for testing as described in §1066.810. (e) The following figure illustrates the FTP test sequence fo r measuring exhaust and evaporative emissions:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 354 of 378 Figure 1 of §1066.801

–FTP test sequenceEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 355 of 378 **§1066.805 Road**  **- load power, test weight, and inertia weight class determination.**  (a) Simulate a vehicle’s test weight on the dy namometer using the appropriate equivalent test weight shown in Table 1 of this section. Equivalent test weights are established according to each vehicle’s test weight basis, as described in paragraph (b) of this section. Table 1 also specifies the inertia weight class corresponding to each equivalent test weight; the inertia weight class allows for grouping vehicles with a range of equivalent test weights. Table 1 follows:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 356 of 378 T ABLE 1 OF § 1066.805

–E QUIVALENT T EST W EI GHTS ( POUNDS )

Test weight Equivalent test Inertia weight Up to 1062 1000 1000 1063 to 1187 1125 1000 1188 to 1312 1250 1250 1313 to 1437 1375 1250 1438 to 1562 1500 1500 1563 to 1687 1625 1500 1688 to 1812 1750 1750 1813 to 1937 1875 1750 1938 to 2062 2000 2000 2063 to 2187 2125 2000 2188 to 2312 2250 2250 2313 to 2437 2375 2250 2438 to 2562 2500 2500 2563 to 2687 2625 2500 2688 to 2812 2750 2750 2813 to 2937 2875 2750 2938 to 3062 3000 3000 3063 to 3187 3125 3000 3188 to 3312 3250 3000 3313 to 3437 3375 3500 3438 to 3562 3500 3500 3563 to 3687 3625 3500 3688 to 3812 3750 3500 3813 to 3937 3875 4000 3938 to 4125 4000 4000 4126 to 4375 4250 4000 4376 to 4625 4500 4500 4626 to 4875 4750 4500 4876 to 5125 5000 5000 5126 to 5375 5250 5000 5376 to 5750 5500 5500 5751 to 6250 6000 6000 6251 to 6750 6500 6500 6751 to 7250 7000 7000 7251 to 7750 7500 7500 7751 to 8250 8000 8000 8251 to 8750 8500 8500 8751 to 9250 9000 9000 9251 to 9750 9500 9500 9751 to 10250 10000 10000 10251 to 10750 10500 10500 10751 to 11250 11000 11000 11251 to 11750 11500 11500 11751 to 12250 12000 12000 12251 to 12750 12500 12500 12751 to 13250 13000 13000 13251 to 13750 13500 13500 13751 to 14000 14000 14000 (b) The test weight basis for non

- MDPV heavy

- duty vehicles is “ adjusted loaded vehicle weight ” . For all other vehicles, the test weight basis for establishing equivalent test weight is “ loaded vehicle weight ”. These load terms are defined in 40 CFR 86.1803.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 357 of 378 ( c ) For FTP, SFTP, New York City C ycle, HFET, and LA

- 92 testing, determine road

load forces for each test vehicle at speeds between 9.3 and 71.5 miles per hour
. The road

- load force must represent vehicle operation on a smooth , level road with no wind or calm winds, no precipitation, an ambient temperature of approximately 20 °C, and atmospheric pressure of 98.21 kPa. You may extrapolate road

- load force for speeds below 9.3 mph. **§ 1066.810**  **Vehicle preparation.** (a) In clude additional fittings and adapters as required to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle. (b ) For preconditioning that involves loading an evaporative emission canister with butane, provide valving or other means to al low for purging and loading the canister. ( c ) For vehicles to be tested for running loss emissions (40 CFR 86.134) , prepare the fuel tank for measuring temperature and pressure as specified in 40 CFR 86.107

– 9 8 (e) and (f) and 40 CFR 86.134
. V apor temperature measurement is optional during the running loss test. ( d) For vehicles to be tested for running loss emissions, prepare the exhaust sy stem by sealing or plugging all detectable sources of exhaust gas leaks. Inspect or test the exhaust sy stem to ensure that there are no leaks that would cause exhaust hydrocarbon emissions to be detected as running losses
. ( e ) The following provisions apply for preconditioning steps to reduce nonfuel emissions to normal vehicle background levels f or vehicles subject to Tier 3 evaporative emission standards under 40 CFR 86.1813: (1) You must notify us in advance if you plan to perform such preconditioning. This notice must include a detailed description of the intended procedures and any measurements or thresholds for determining when stabilization is complete. You need not repeat this notification for additional vehicle testing in the same or later model years as long as your preconditioning practice conforms to these procedures. (2) You may

preco ndition a vehicle as described in paragraph (e)(1) of this section only within 12 months after the vehicle’s original date of manufacture, except that you may ask us to approve further preconditioning steps for any testing to address identi fiable sources of nonfuel emissions beyond what would generall y occur with an appropriatel y aged in

- use vehicle. For example, you may clean up fluid leaks and you may perform further off

- vehicle preconditioning for tires or other replacement parts that are less than 12 months old. You may also replace the spare tire with an aged spare tire, and you may replace the windshield washer fluid with water
. **§ 1066.815**  **Exhaust emission test procedures for**  **FT P**  **testing**
. (a) General
. The FTP exhaust emission test sequence consists of a cold

- start test and a hot

- start test as described in §1066.801. (b) PM sampling options
. C ollect PM using an y of the procedures specified in paragraphs (b)(1) through (5) of this section and use the corresponding equation in §1066.820 to calculate FTP composite emission s . Testing must meet the requirements related to filter face velocity as described in 40 CFR 1065.170(c)(1)(vi), except as specified in paragraphs (b)(4) and (5) of this s ection
. For procedure s involving flow weighting, set the filter face velocity to a weighting target of 1.0 to meet the requirementsEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 358 of 378 of 40 CFR 1065.170(c)(1)(vi) . A llow filter face velocity to decrease as a percentage of the weighting factor if the weighting factor is less than 1.0. Use the appropriate equations in § 1066.610 to show that you meet the dilution factor requirements of §1066.110(b)(2)(iii)(B). (1) You may collect a separate PM sample for transient and stabilized portions of the cold

- start UD DS and the hot

- start UDDS. This may either be done by

sampling with three bags or four bags. You may omit the stabilized portion of the hot

- start test (bag 4 ) and use the stabilized portion of the cold

- start test (bag 2 ) in its place. (2) You may

colle ct PM on one filter over the cold

- start UDDS and on a separate filter over the hot

- start UDDS. (3) You may

collect PM on one filter over the cold

- start UDDS (bag 1 and bag 2) and on a separate filter over the 867 seconds of the stabilized portion of the co ld

- start UDDS and the first 505 seconds of the hot

- start UDDS (bag 2 and bag 3). Note that this option involves duplicate measurements during the stabilized portion of the cold

- start UDDS. (4) You may

collect PM on a single filter over the cold

- start UDDS and the first 505 seconds of the hot

- start UDDS. If you use this method, adjust your sampling s ys tem flow rate to weight the filter face velocity over the three intervals of the FTP based on weighting targets of 0.43 for bag 1, 1.0 for bag 2, and 0.57 fo r bag 3. (5) You may

collect PM on a single filter over the cold

- start UDDS and the full hot

- start UDDS. If you use this method, adjust your sampling s ys tem flow rate to weight the filter face velocity based on weighting targets of 0.75 for the cold

- start UDDS and 1.0 for the hot

- start UDDS. ( c ) Gaseous sampling options
. C ollect gaseous samples using an y of the follow ing procedures : (1) You may

collect a single sample for a full UDDS ( cold

- start or hot

- start). (2) You may sample emissions separate ly for transient and stabilized portions of an y UDDS. (3) You may

omit the stabilized portion of the hot

- start test (bag 4 ) and use the stabilized portion of the cold

- start test (bag 2 ) in its place. (d) Test sequence
. Follow the exhaust emission measurement procedures specified in §§1066.410 through 1066.425, subject to the following exceptions and additional provisions : (1) Take the following steps for the cold

- start test: (i) Precondition the vehicle as described in §1066.816. Initiate the cold

- start test following the 12 to 36 hour soak period. (ii) Start sampling and recording simultaneousl y with starting the vehicle. Place the vehicle in gear 15 seconds after engine start ing, which is 5 seconds before the first a cceleration. (iii) At the end of the deceleration scheduled to occur 505 seconds into the cold

- start UDDS, simultaneously

switch all the sample flows from the cold

- start transient interval to the stabilized interval, stop ping all cold

- start transient inter val sampling and recording, including background sampl ing
. Reset integrating devices for the stabilized interval and indicate the end of the cold

- start interval in the recorded data. Operate the vehicle over the remainder of the UDDS. Turn the engine of f 2 seconds after the end of the last deceleration in the stabilized interval (1,369 seconds after the start of the driving schedule).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 359 of 378 (iv) Five seconds after the engine stops running, stop all stabilized interval sampling and recording, including background sampl ing. S top any integrating devices for the stabilized interval and indicate the end of the stabilized interval in the recorded data
. Note that the 5 second delay is intended to account for sampling s ys tem transport. (2) Take the following steps fo r the hot

- start test: (i) Initiate the hot

- start test (9 to 11) minutes after the end of the sample period for the cold

- start UDDS. (ii) Repeat the steps in paragraph (d)(1)(ii) of this section. Operate the vehicle over the first 505 seconds of the UDDS. At the end of the deceleration scheduled to occur 505 seconds into the hot

- start UDDS, turn off the engine and simultaneously stop all hot

- start sampling and recording, including background sampling, and an y integrating devices. (iii) For tests that do not include bag 4 operation, turn the engine off. To include bag 4 measurement, operate the vehicles over the remainder of the UDDS and conclude the testing as described in paragraphs (d)(1)(iii) and (iv) of this section. ( 3 ) This completes the proced ure for measuring FTP exhaust emissions. See §1066.801 and subpart J of this part for continu ing the test sequence to measure evaporative or refueling emissions
. **§ 1066.816**  **Vehicle preconditioning for FTP testing**
. Precondition the test vehicle before the FTP exhaust measurement as described in 40 CFR 86.132. **§1066.820 Composite calculations for FTP exhaust emission**  **s .**  (a) Determine the mass of exhaust emissions of each pollutant for each FTP test interval as described in §1066.605
. (b) Calculate the final composite gaseous test results as a mass

- weighted value, e [emission]

- FTPc omp , in grams per mile using the following equation:

c h [emission]-FTPcomp ct cs ht hs

0.43 0.57 m m e D D D D

   
              Eq. 1066.820
- 1 Where: m c = the combined m ass emissions determined from the cold

- start UDDS test interval (generally known as bag 1 and bag 2), in grams. D ct = the measured driving distance from the transient portion of the cold

- start test (bag 1), in miles. D c s = the measured driving distance from the stabiliz ed portion of the cold

- start test (bag 2), in miles. m h = the combined m ass emissions determined from the hot

- start UDDS test interval in grams. This is the hot

- stabilized portion from either the first or second UDDS (bag 2 , unless you measure bag 4) , in addition to the hot transient portion (bag 3). D ht = the measured driving distance from the transient portion of the hot

- start test (bag 3), in miles. D h s = the measured driving distance from the stabilized portion of the hot

- start test (bag 4), in miles. Set D h s = D c s for testing where the hot

- stabilized portion of the UDDS is not run.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 360 of 378 (c) C alculate the final composite PM test results as a mass

- weighted value, e PM
- FTPc omp , in grams per mile as follows: (1) Use the following equation for PM measured as de scribed in §1066.815(b)(1), (2), or (3):
PM-cUDDS PM-hUDDS PM-FTPcomp ct cs ht hs

0.43 0.57 m m e D D D D

   
              Eq. 1066.820
- 2 Where: m PM
- cUDDS = the combined PM m ass emissions determined from the cold

- start UDDS test interval (bag 1 and bag 2), in grams , as calculated using Eq. 1066.605

- 2
. m PM
- hUDDS = the combined PM m ass emissions determined from the hot

- start UDDS test interval (bag 3 and bag 4), in grams, as calculated using Eq. 1066.605

- 2. This is the hot

stabilized portion from either the first or second UDDS (bag 2 , unless you measure bag 4) , in addition to the hot transient portion (bag 3). (2) Use the following equation for PM measured as described in §1066.815(b)(4):



##     PM PM-FTPcomp ct cs ht

0.43 0.57

m e D D D

     Eq. 1066.820
- 3 Where: m PM = the combined PM m ass emissions determined from the cold

- start UDDS test interval and the first 505 seconds of the hot

- start UDDS test interval (bag 1 , bag 2 , and bag 3 ), in grams , as calculated using Eq. 1066.605

- 3
. (3) Use the following equation for PM measured as described in §1066.815(b)(5):



##    

PM PM- FTPcomp ct cs ht hs

0.43 0.57

m e D D D D

      Eq. 1066.820
- 4 Where: m PM = the combined PM m ass emissions determined from the cold

- start UDDS test interval and the hot

- start UDDS test interval (bag 1 , bag 2 , bag 3, and bag 4 ), in grams , as calculated using Eq. 1066.605
- 4
. **§ 1066.830**  **Supplemental Federal Test Procedures; overview.** Sections 1066
. 831 and 1066.835 describe the detailed procedures for the Supplemental Federal Test Procedure (SFTP). This testing applies for all vehicles subject to the SFTP standards in 40 CFR part 86, subp art S. The SFTP test procedure consist s of FTP testing and two additional test elements

—a sequence of vehicle operation with more aggressive driving and a sequence of vehicle operation that accounts for the impact of the vehicle’s air condition er . ( a) T he SFTP standard applies as a composite representing the three test elements. The emission results from the aggressive driving test element (§ 1066.831 ), the air conditioning test element (§ 1066.835 ), and the FTP test element (§ 1066.820 ) areEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 3 61 of 378 anal yz ed according to the calculation methodology and compared to the applicable SFTP emission standards as described in 40 CFR part 86, subpart S. (b ) The test elements of the SFTP may be run in any

sequence that includes the specified preconditioning steps. **§ 1066.831**  **Exhaust emission test procedures for aggressive driving**  **.** (a) This section describes how to test using the US06 or LA
- 92 driving schedule. The US06 driving schedule can be divided into two test intervals

—the US06 City cycle comprises the combined portions of the cycle from 1 to 130 seconds and from 495 to 596 seconds, and the US06 Highway cycle comprises the portion of the cycle between 130 and 495 seconds. See §1066.801 for further information on the driving schedules. (b) Take the following steps to pre condition vehicles for testing under this section: ( 1 ) Drain and refill the vehicle’s fuel tank(s) in any of the following cases: (i) For aggressive

- driving tests that do not follow FTP or HFET testing. (ii) For a test element that starts more than 72 hours after the most recent FTP or HFET measurement (with or without evaporative emission measurements). (iii) For testing in which the test vehicle has not remained in an area where ambient temperatures were within the range specified for testing since the previous FTP or HFET. (2) Keep ambient temperatures within the ranges specified for test measurements throughout the preconditioning sequence. (3) Warm up the vehicle to a stabilized condition as follows: (i) Push or drive the vehicle onto the dynamom eter. (ii) Operate the vehicle one time over one of the driving schedules specified in this paragraph (b)(3) (ii) . You may ask us to use a particular preconditioning driving schedule if that is related to fuel effects on adaptive memory sy stems. For our t esting, we will generall y operate the vehicle over the same preconditioning cycle that will be used for testing in this section. You may exercise your sampling equipment, but you may not determine emissions results during preconditioning. Choose from the following driving schedules: (A ) The first 505 seconds of the UDDS (bag 1) ( B ) The last 86 7 seconds of the UDDS (bag 2). ( C ) The HFET driving schedule
. ( D ) US06 driving schedule or, for heav y- duty vehicles above 10,000 pounds GVWR with a power - to - weight ratio at or below 0.024 hp/lbm , just the highway portion of the US06 driving schedule
. ( E ) The SC03 driving schedule
. ( F ) The LA

- 92 driving schedule
. (4) Allow the vehicle to idle for (1 to 2) minutes. This leads directl y into the test measurements described in paragraph (c) of this section. (c) For testing involving the full US06 driving schedule, you may collect emissions from separate city and highway test intervals (see 40 CFR part 600), or you may collect emissions over the full US06 driving sch edule as a single test interval. Take the following steps to measure emissions over separate city and highway

test intervals: (1) At 130 seconds, simultaneously stop all US06 City , and start all US06 Highway sampling , recording, and integrating ( inclu ding background sampl ing)
. At 136 seconds (before the acceleration), record the measured dy namometer roll revolutions.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 362 of 378 ( 2 ) At 495 seconds, simultaneously stop all US06 Highway , and start all US06 City sampling , recording, and integrating ( including background sampl ing)
. At 500 seconds (before the acceleration), record the measured dyn amometer roll revolutions. (3) Except as specified in paragraph (c)(4) of this section, treat the emissions from the first and second portions of the US06 City test interval a s a single sample. (4) I f you collect gaseous emissions over separate city and highway

test intervals, you may still collect PM over the full US06 driving schedule as a single test interval. If you do this, calculate a composite dilution factor based on c ity and highway

emissions using Eq. 1066.610
- 4 to show that you meet the dilution factor requirements of §1066.110(b)(2)(iii)(B). ( d) For diesel

- fueled vehicles, measure THC emissions on a continuous basis as described in 40 CFR part 1065. For separate measurement of the city and highway

test intervals as described in paragraph (c) of this section, perform separate calculations for each portion of the test cycle. ( e) Follow the exhaust emission measurement procedures specified in §§1066.410 through 1066. 425, subject to the following exceptions and additional provisions: ( 1 ) Following the preconditioning specified in paragraph (b) of this section, place the vehicle in gear and simultaneously s tart sampling and recording
. Begin the first acceleration 5 sec onds after placing the vehicle in gear
. ( 2 ) Operate the vehicle over the full US06 driving schedule , except as follows: (i) For heavy

- duty vehicles above 10,000 pounds GVWR , operate the vehicle over the LA
- 92 driving schedule
. (ii) Heav y- duty vehicles at or below 10,000 pounds GVWR with a power

- to - weight ratio at or below 0.024 hp/lbm may be certified using only

the highway

portion of the US06 driving schedule as described in 40 CFR 86.1816. (iii) All heav y- duty vehicles shall be tested at their adjusted l oaded vehicle weight as described in 40 CFR 86.1816. ( 3 ) Turn the engine off 2 seconds after the end of the last deceleration . Five seconds after the engine stops running, stop all sampling and recording , including background sampling. S top any integrating devices and indicate the end of the test cycle in the recorded data
. Note that the 5 second delay is intended to account for sampling s ys tem transport. ( 4 ) Correct c alculated NO x emissions as described in §1066.615(a)(1). **§1066.835 Exhaust em**  **ission test procedure for SC03 emissions.** This section describes how to test using the SC03 driving schedule (see §1066.801)
. Th is procedure is designed to determine gaseous exhaust emissions while simulating an urban trip on a hot summer day. The provis ions of 40 CFR part 86 and 40 CFR part 600 waive SC03 testing for some vehicles; in those cases, calculate SFTP composite emissions by adjusting the weighting calculation as specified in 40 CFR part 86, subpart S. ( a) Drain and refill the vehicle’s fuel tank(s) if testing starts more than 72 hours after the last drain and fill operation. (b) Keep the vehicle in an environment meeting the conditions described in paragraph (f) of this section throughout the preconditioning sequence. (c) Warm up the vehicle to a stabilized condition as follows: (1) Push or drive the test vehicle onto the dynamometer.EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 363 of 378 (2) Close the vehicle ’s windows before testing
. (3 ) The test cell and equipment must meet the specifications in paragraph (e) of this se ction. Measure and control ambient conditions as specified in paragraph (f) of this section. ( 4 ) Set the vehicle’s air conditioning controls by selecting A/C mode and “m aximum ”, setting airflow to “recirculate ” ( if so equipped), selecting the h ighest fan setting , and turning the A/C t emperature to full co ld ( or 72 °F for automatic s ys tems). Turn the control to the “on” position before testing so the air conditioning s ys tem is active whenever the engine is running. (5) Perform a preconditioning drive b y operating the test vehicle one time over the first 505 seconds of the UDDS (bag 1), the last 867 seconds of the UDDS (bag 2), or the SC03 driving schedule. If the air conditioning test sequence starts more than 2 hours after a different exhaust e mission test, you may instead operate the vehicle one time over the full UDDS. ( 6 ) Following the preconditioning drive , turn off the test vehicle and the vehicle cooling fan(s) and allow the vehicle to soak for (9 to 11) minutes
. ( d) Follow the exhaust emi ssion measurement procedures specified in §§1066.410 through 1066.425, subject to the following exceptions and additional provisions: (1) Place the vehicle in gear 15 seconds after engine start ing, which is 3 seconds before the first acceleration
. Follow the SC03 driving schedule. (2) Turn the engine off 2 seconds after the end of the last deceleration . Five seconds after the engine stops running, stop all sampling and recording , including background sampling. S top any integrating devices an y indicate the end of the test cycle in the recorded data
. Note that the 5 second delay is intended to account for sampling s ys tem transport. ( 3 ) Correct c alculated NO x emissions as described in §1066.615(a)(2). (e) The following requirements apply for the test cel l and cooling fan configuration: (1) Minimum test cell size . The test cell must be at least 20 feet wide, 40 feet long, and 10 feet high, unless we approve the use of a smaller test cell. We will approve this only if you demonstrate that the smaller test cell is capable of meeting all the requirements of this section. ( 2 ) Vehicle frontal air flow
. V erify that the fan configuration meets the requirements of §1066.105(c)(3). ( f ) Maintain ambient conditions as follows: ( 1 ) Ambient temperature and humidity
. Measure and record ambient temperature and humidity in the test cell at least once every 30 seconds during the sampling period. Alternativel y, if you collect data of at least once every 12 seconds , you may use a moving average of up to 30 second i ntervals to measure and record ambient temperature and humidity
. Control ambient temperature throughout the test sequence to 3 5 .0 ± 3.0 ° C. Control ambient temperature during emission sampling to ( 33.6 to 36.4 ) ° C on average . Control ambient humidity during emission sampling as described in § 1066.420 (d)
. (2 ) Conditions before and after testing
. Use good engineering judgm ent to demonstrate that you meet the specified instantaneous temperature and humidity tolerances in paragraphs (f)(1) of this section at all times before and between emission measurements. ( 3 ) Solar heat load
. Simulate solar heating as follo ws:EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 364 of 378 (i) You may

use a metal halide lamp, a sodium lamp, or a quartz halogen lamp with dichroic mirrors as a radiant energy emitter. We may

also approve the use of a different ty pe of radiant energy

emitter if you demonstrate that it meets the requirements of this section. (ii) We recommend achieving radiant heating with spectral distribution characteristics as described in the following table:

T ABLE 1 OF § 1066.835

–RECOMMENDED S PECTRAL D IS TR IBUTION Band width (nm) Percent of total spectrum Lo wer limit (%) Upper limit (%) <320 a

— 0 320

–400 0 7 400

–780 45 55 >780 35 53
a Note that you may need to filter the UV region between 280 and 320 nm. (iii) Determine radiant energy intensity experienced by

the vehicle as the average value between two measurements along the vehicle’s centerline, one at the base of the windshield and the other at the bottom of the rear window (or equivalent location for vehicles without a rear window). This value must be 850 ±45 W/m 2 . Instruments for measuring radiant energy intensity must meet the following minimum specifications: (A) Sensitivity

of 9 microvolts per W/m 2

. (B) Response time of 5 second s . For purposes of this requirement, “response time” means the time for the instrument to reach 95 percent of its equilibrium response after a step change in radiant intensity
. (C) Cosine response error of no more than ± 1 % for 0

– 70 degree zenith angle s . The cosine response error is the percentage difference between the intensity measured at a given angle and a reference value, where the reference value is the intensity predicted from the zero

- degree intensity and the cosine of the incident angle. (D) When comparing measured values for radiant energy to reference values, each measured value over the full range of measurement may not deviate from the corresponding reference value by more than ±0.5 % of the analyzer range’s maximum value
. (iv) C heck the uniformity of radiant energy intensity at least every 500 hours of emitter usage or every 6 months , whichever is sooner, and after an y major modifications affecting the solar simulation. Determine uniformity by measuring radiant energy intensity as described in paragraph (f)(4)(iii) of this section at each point of a 0.5 m grid over the vehicle’s full footprint, including the edges of the footprint, at an elevation 1 m above the floor. Measured values of radiant energy intensity must be between (722 and 9 78) W/m 2 at all points. **§1066.840 Highway fuel economy t est procedure.**  This section describes the procedure for the highway fuel econom y test (HFET). This test involves emission sampling and fuel economy measurement for certain vehicles as described in 4 0 CFR part 86, subpart S, and in 40 CFR part 600. See §1066.801 for further information on the driving schedules. Follow the exhaust emission measurementEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 365 of 378 procedures specified in §§1066.410 through 1066.425, subject to the following exceptions and additio nal provisions: (a) Perform the HFET immediately following the FTP when this is practical. I f the HFET procedure starts more than 3 hours after an FTP (including evaporative emission measurements, if applicable), operate it over one UDDS to precondition the vehicle. We may approve additional preconditioning in unusual circumstances. (b) Operate the vehicle over the HFET driving schedule for preconditioning. Allow the vehicle to idle for 15 seconds (with the vehicle in gear), then start a repeat run of the HFET driving schedule and simultaneously s tart sampling and recording
. ( c ) Turn the engine off at the end of the HFET driving schedule and stop all sampling and recording, including background . Stop any integrating devices and indicate the end of the test cycle in the recorded data
. **§1066.845 AC17**  **a ir**  **c onditi**  **oning efficiency test procedure.** (a) Overview
. This section describes a voluntary procedure for measuring the net impact of air conditioner operation on CO 2 emissions. See 40 CFR 86.1868 for provisions describing how to use these procedures to calculate credits and otherwise comply with emission standards. (b) Test cell . Operate the vehicle in a test cell meeting the specifications described in §1066.832(e). You may

add ai r flow up to at a maximum of 4 miles per hour during engine idling and when the engine is off if that is needed to meet ambient temperature or humidity requirements. (c) Ambient conditions . Measure and control ambient conditions as specified in § 1066 .832( f

), ex cept that you must control ambient temperature during emission sampling to ( 22.0 to 2 8.0 ) °C throughout the test and (23. 5 to 26. 5 ) °C on average. T hese tolerances appl y to the combined SC03 and HFET drive cycles during emission sampling . Note that you must set the same ambient temperature target for both the air conditioning on and off portions of emission sampling. Control ambient temperature during the preconditioning cycle and 30 minute soak to 25.0 ±5.0 °C. For these same modes with no emission sampling, target the specified ambient humidity levels , but you do not need to meet the humidity tolerances
. Note that solar heating is disabled for certain test intervals as described in this section. (d) Interior air temperature measurement
. Measure and record the vehicle’s interior air temperature at least once every 5 seconds during the sampling period. Measure temperature at the outlet of the center - most duct on the dashboard , and approximately 30 mm behind the driver’s headrest and passenger’s headrest
. (e) Air conditioning s ys tem settings
. For testing that requires the air conditioning to be operating, s et the vehicle’s air c onditioning controls as follows: (1) For automatic s ys tems, set the temperature control to 72 °F (22 °C). (2) For manual s ys tems, select A/C mode , set the temperature to full cold and “m aximum ”, set airflow to “recirculate ” ( if so equipped), and select th e h ighest fan setting. During the first idle period of the SC03 driv ing schedule (between 186 and 204 seconds ), reduce the fan speed setting to nominally 50 % of maximum fan speed , set airflow to “fresh air” (if so equipped), and adjust the temperature se tting to target a temperature of 55° F (13 °C) at the dashboard air outlet. Maintain these settings for the remainder of the test. You may rel y on prior temperature measurements to determine th eEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 366 of 378 temperature setting ; h owever, if the sy stem is unable to meet the 55 °F (13 °C) target, yo u may instead set airflow to “fresh air” and temperature to full cold
. If the vehicle is equipped with technology that default s to recirculated air at ambient temperature s above 75 °F (22 °C) , that technology should remain enabled throughout the test ; this may mean not setting the airflow to “recirculate” at the start and not setting the airflow to "fresh air" during the first idle period of the SCO3 driving schedule. ( f ) Test procedure . Follow the exhaust emission measurement procedures specified in §§1066.410 through 1066.425, subject to the following exceptions and additional provisions: (1) P repare each test vehicle for a series of test s according to 40 CFR 86.132
- 00 (a) through (g). I f the vehicle has been tested within the last 36 hours concluding with a 12 to 36 hour soak , continue to paragraph (f)(2) of this section ; otherwise perform an additional UDDS preconditioning cycle that concludes with a 12 to 36 hour soak . You may use a forced cooldown sy stem to bring critical vehicle temperatures to within soak temperature limits. Critical temperatures include transmission oil, engine oil, engine coolant , and cabin air temperatures. ( 2 ) Open the vehicle ’s windows and operate the vehicle over a preconditioning UDDS with no solar heating and with the air conditioning off
. At the end of the preconditioning drive, turn off the test vehicle and all cooling fans. (3) Turn on solar heating within one minute after turning off the engine. Once the solar energy intensity reaches 805 W/m2 , let the vehicle soak for 30 ±1 minutes . You may alternativel y rel y on prior measurements to start the soak period after a defined period of warming up to the specified solar heat load. Close the vehicle’s windows at the start of the soak period; ensure that the windows are adequately closed where instrumentation and wiring pass through to the interior. (4) Turn the air conditioning control to the “on” position before testing so the air conditioning sy stem is active whenever the engine is running. Place the vehicle in gear 15 seconds after engine start ing, which is 3 seconds before the first acceleration
. At the end of the driving schedule, simultaneously switch all the sampling, recording, and integrating from SC03 to HFET, including background sampling. Indicate the end of the test cycle in the recorded data. Record the measured dy namometer roll revolutions corresponding to the SC03 driv ing schedule. (5) Directly

following the SC03 driving schedule , operate the vehicle over the HFET driving schedule. Turn the vehicle off at the end of the driving schedule and simultaneously

stop all sampling, recording, and integrating, including background sampling. Indicate the end of the test cycle in the recorded data. Record the measured dy namometer roll revolutions corresponding to the HFET drive schedule. Turn off the solar heating. (6) Allow the vehicle to remain on the dy namometer for (10 to 15) minutes after emission sampling has concluded. Repeat the testin g described in paragraphs (f)(1) through (5) of this section and turn off the vehicle’s air conditioner and the solar heating throughout the test run. The windows may be open or closed. ( g ) Calculations
. ( 1 ) Determine the mass of CO 2 emissions for each of the two test intervals as described in §1066.605
. ( 2 ) Calculate the composite mass - weighted emissions of CO 2 , e CO2
- AC17c omp , representing the average of the SC03 and HFET emissions, in grams per mile using the followingEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 367 of 378 equation:

SC 03 HFET CO 2-AC17comp SC03 HFET

0.5 0.5 m m e D D

   
       

    Eq. 1066.845
- 1 Where: m SC03 = m ass emissions from the SC03 test interval , in grams. D SC03 = measured driving distance during the SC03 test interval , in miles. m HFET = m ass emissions from the HFET test interval, in grams. D HFET = measured driving distance during the HFET test interval , in miles. **Subpart J** 

**— EVAPORATIVE EMISSION**  **TEST PROCEDURES §**  **1066.901 Applicability and general provisions**  **.** This subpart describes how to measure evaporative and refueling emissions from test vehicles. The provisions of §§1066.910 through 1066.930 include general provisions for equipment and calculations related to evaporative and refueling emissions. The prov isions of §§1066.950 through 1066.985 describe provisions that apply specificall y to motor vehicles subject to standards under 40 CFR part 86, subpart S, or 40 CFR part 1037. T EST E QUIPMENT A

ND C AL CULATIONS F OR E VAPORATIVE AND REFUELING E MI SSIONS **1066.910 SHED enclosure specifications.** Enclosures for evaporative and refueling emissions must meet the specifications described in 40 CFR 86.106

- 96, 86.107
- 96(a), and 86.107

- 98(a). **1066.915 Enclosures; auxiliary systems and equipment.** Enclosures for eva

porative and refueling emissions must be equipped with fans, blowers, and measurement and data recording equipment as described in 40 CFR 86.107

- 98(b) through (h) and (j). **1066.920 Enclosure calibrations.** Enclosures for evaporative and refueling emissions must meet the calibration specifications described in 40 CFR 86.116

- 94 and 86.117

- 96. **1066.925 Enclosure calculations for evaporative and refueling emissions.** Calculate emissions for evaporative emissions as described in 40 CFR 86.143

- 96. Calculate emis sions for refueling emissions as described in 40 CFR 86.143

- 96 and 86.156
- 98. **1066.930 Equipment for point -**  **source measurement of running losses.** For point

- source measurement of running loss emissions, use equipment meeting the specifications in 40 CFR 86 .107
- 96(i)EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 368 of 378 E VAPORATIVE A

ND REFUELING E MI SSION T EST P ROCEDURES F OR M OT OR V EHICLES **1066.950 Fuel temperature profile.** Develop fuel temperature profiles for running loss testing as described in 40 CFR 86.129

- 94(d). **1066.955 Diurnal emission test.** Test vehicles for diurnal emissions as described in 40 CFR 86.133

- 96. **1066.960 Running loss test.** Test vehicles for running loss emissions as described in 40 CFR 86.134

- 96. **1066.965 Hot soak test.** Test vehicles for hot soak emissions as described in 40 CFR 86 .138
- 96. **1066.970 Refueling test for liquid fuels.** Except as described in §1066.975, test vehicles for refueling emissions as described in 40 CFR 86.150
- 98, 86.151
- 98, 86.152
- 98, and 86.154

- 98. Keep records as described in 40 CFR 86.155
- 98. **1066.971 Vehicle and canister preconditioning for the refueling test.**  Precondition vehicles for the refueling emission test as described in 40 CFR 86.153

- 98. **1066.975 Refueling test for LPG.** For vehicles designed to operate on liquefied petroleum gas, measure refu eling emissions as described in 40 CFR 86.157

- 98. **1066.980 Fuel dispensing spitback procedure.** Test vehicles for spitback emissions as described in 40 CFR 86.146

- 96. **§ 1066.985**  **Fuel storage system l eak test procedure.**  (a) Scope . Perform this test as requir ed in the standard

- setting part to verify that there are no significant leaks in your fuel storage s ys tem. (b) Measurement principles
. Leaks are detected by measuring pressure, temperature, and flow to calculate an equivalent orifice diameter fo r the sy stem. Use good engineering judgment to develop and implement leak test equipment. You may not tighten fittings or connections in the vehicle’s fuel s ys tem to prepare the vehicle for testing. (c) M easurement equipment
. Your leak test equipment must meet the following requirements: (1) Pressure, temperature, and flow sensors must be calibrated with NIST

- traceable standards. (2) Correct flow measurements to standard reference conditions
. (3) Leak test equipment must have the ability to pressurize fuel storage s ys tems to at least 4.1 kPa and have an internal leak rate of less than 0.2 0 standard liters per minute
. (4) You must be able to attach the test equipment to the vehicle without permanent alteration of the fuel storage or evaporative emission control sy stems. For any testing thatEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 369 of 378 involves pressurizing the fuel sy stem and detecting leaks at access points away from the fuel fill pipe, the gas cap must be installed in the production configuration. For the test point at or near the fuel fill pipe , attaching the test equipment may involve adding an extension to the fuel fill pipe that incorporates the access point to the fuel system. If the extension apparatus has a fixed cap, the vehicle’s gas cap must be tested separatel y as described in paragra

ph (d)(9) of this section. This separate testing is not required if the extension apparatus incorporates the vehicle’s gas cap. (5) The point of attachment to the fuel storage s ys tem must allow pressurization to test sy stem integrity of the fuel tank and of fuel lines and vapor lines reaching up to and including the gas cap and the evaporative canister. T he evaporative s ys tem test port available on some vehicles is an example of an effective attachment point. ( d) Leak test procedure . Test a vehicle’s fu el storage s ys tem for leaks as follows: (1) Refuel vehicle to 40 % of its nominal fuel tank capacity
. (2) Soak the vehicle for 6 to 24 hours at a temperature between (20 and 30) °C ; record this setpoint temperature and maintain temperatures throughout the leak test at this setpoint temperature within a tolerance ±2 °C
. (3) Before performing the test, purge the fuel storage s ys tem of an y residual pressure, bringing the s ys tem into equilibrium with ambient pressure . (4) Seal the evaporative canister’s vent to atmosphere and ensure that the vehicle’s purge valve is closed. (5) Attach the leak test equipment to the vehicle. (6) Pressurize the fuel storage s ys tem with N 2 or another inert gas to at least 2.4 kPa. Use good engineering judgment to avoid overpressurizing the s ys tem. (7) Maintain gas flow through the s ys tem for at least 180 seconds , ensuring that the flow reading is stable for an effective leak diameter of ±0.002 inches. (8) Use the following equation, or a different equation you develop based on good engineering judgment, to calculate the effective leak diameter, d eff: 

##    

2 0.5057

gas eff in atmos in atmos N 7.844 V d p p p p SG T    

 

  

   Where: d eff = e ffective leak diameter, in inch es, expressed to at least two decimal places. V gas = v olumetric flow of gas , in m 3 /s. p in = i nlet pressure to orifice , in kPa. p atmos = atmospheric pressure , in kPa. SG N2 = s pecific gravity

of N 2 relative to air at 101.325 kPa and 15.5 °C = 0.967. T = t emperature of flowing medium , in K. (9) Repeat the test described in this paragraph (c) for each access point de scribed in the application for certification. Use each test result (without averaging) to determine whether the vehicle passes the leak standard. (10) Gas caps may

need to be tested separatel y for leaks as described in paragraph (c)(4) of this section. Test the gas caps using commercially available flow equipment such asEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 370 of 378 that used for inspection

- and

- maintenance programs for motor vehicles to determine a leak rate in cubic centimeters per minute resulting from a sustained tank pressure of 7.5 kPa. Correct the leak rate to standard reference conditions, based on the measured leak rate corresponding to atmospheric pressure. The corrected leak value may not exceed 60 cubic centimeters per minute. (1 1 ) You may

use special or alternative test procedures as described in 40 CFR 1065.10(c). ( e ) Equipment calibration . Use good engineering judgment to calibrate the leak check device. **Subpart K** 

**— DEFINITIONS AND OTHE**  **R REFERENCE MATERIAL §106**  **6 .**  **100 1 Definitions.**  The definitions in this section apply to this part. The definitions apply to all subparts unless we note otherwise. Other terms have the meaning given in 40 CFR part 1065. The definitions follow: Average means the arithmetic mean of a sample. Bag 1 means relating to the first 505 seconds of the FTP cold

- start test interval. Note that the term bag 1 may also apply

to measurement of constituents that are not collected in a bag, such as PM and continuously measured THC. Bag 2 means relating to the l ast 867 seconds of the FTP cold

- start test interval. Bag 3 means relating to the first 505 seconds of the FTP hot

- start test interval. Bag 4 means relating to the last 867 seconds of the FTP hot

- start test interval, if run. Note that bag 2 is generally used in place of bag 4. Base inertia means a value expressed in mass units to represent the rotational inertia of the rotating dyn amometer components between the vehicle driving tires and the dy namometer torque - measuring device, as specified in §1066. 250. C 1 - equivalent means a convention of expressing HC concentrations based on the total number of carbon atoms present, such that the C 1 - equivalent of an HC concentration equals the concentration multiplied by the mean number of carbon atoms in each HC molecule. For example, the C 1 - equivalent of 10 ppm of propane (C 3 H 8 ) is 30 ppm . C 1 - equivalent concentration values may be denoted as “ppmC” in the standard

- setting part. Densities may

also be expressed on a C 1 basis. Note that calculating HC masses from concentrations and densities is only valid where they

are each expressed on the same carbon basis. Driving schedule means a series of vehicle speed s that a vehicle must follow during a test. Driving schedules are specified in the standard

- setting part. A driving schedule may consist of multiple test intervals. Duty cycle means a set of weighting factors and the corresponding test cycles , where the weighti ng factors are used to combine the results of multiple test intervals into a composite result. FTP means one of the following: (1) The test cycle consisting of one UDDS as specified in paragraph (a) of Appendix Iof 40 CFR part 86 , followed by a 10
- minute soak with the engine off and repeat driving through the first 505 seconds of the UDDS . See §1066.801(c)(1).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 371 of 378 (2) The entire test procedure for measuring exhaust and/or evaporative emissions as described in §1066.801(c). Footprint has the meaning given in the standard

- setting part. HFET means the test cycle specified in Appendix I of 40 CFR part 600. LA
- 92 means the test cycle specified in Appendix I, paragraph (c) , of 40 CFR part 86. Nonmethane organic gas (NMOG) means the combination of organic gases other than methane as calculated in §1066.635. Note that for this part, the organic gases are summed on a mass basis without any adjustment for photochemical reactivity
. Parts
- per - million (ppm) means ppm on a molar basis. For hydrocarbon concentrations including HC, THC, NMHC, and NMOG, ppm means ppm on a C 1 - equivalent molar basis. Road

- load coefficients means sets of A, B, and C road

- load force coefficients that are used in the dy

namometer road

- load simulation, whe re road

- load force at speed v equals A + B ∙ v + C ∙ v2

. SC03 means the test cycle specified in Appendix I , paragraph (h), of 40 CFR part 86. SFTP means the collection of test cycles as given in 1066.801(c)(2). Standard reference conditions means the follow ing: (1) Standard pressure is 101.325 kPa. (2) Standard t emperature is 293.15 K. Test interval means a period over which a vehicle’s emission rates are determined separately . For man y standards, compliance with the standard is based on a weighted average of the mass emissions from multiple test interval s. For example, the standard

setting part may specify

a complete duty c ycl e as a cold

- start test interval and a hot

- start test interval . In cases where multiple test interval s occur over a duty c yc le, the standard

setting part may

specify additional calculations that weight and combine results to arrive at composite values for comparison against the applicable standards. Test weight has the meaning given in §§1066.410(b) or 1066.805. UDDS means the test cycle specified in Appendix I , paragraph (a), of 40 CFR part 86.US06 means the test cycle sp ecified in Appendix I , paragraph (g), of 40 CFR part 86. Unloaded c oastdown means a dy namometer coastdown run with the vehicle wheels removed from the roll surface. We (us, our) means the Administrator of the Environmental Protection Agency and an y authorized representatives. **§106 6.100**  **5 Symbols, abbreviations, acronyms, and units of measure.** The procedures in this part generally follow either the International S ys tem of Units (S I) or the United States customary units , as detailed in NI ST Special Publication 811, which we incorporate b y reference in §106 6
. 1010 . See 40 CFR 1065 .2 0 for specific provisions related to these conventions. This section summarizes the way we use sy

mbols , units of measure, and other abbreviations. (a) Sy mbols for quantities . This part uses the following s ymbols and units of measure for various quantities: Symbol Quantity Unit Unit s ymbol Unit in terms of SIEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 372 of 378 b ase units  atomic hydrogen to carbon ratio mole per mole mol/mol 1 A area square meter m2 m2 A vehicle frictional load pound force or newton lbf or N kg ∙s - 2 A m calculated vehicle frictional load pound force or newton lbf or N kg ∙s - 2
a 0 intercept of least squares

regression a 1 slope of least squares regression
a acceleration feet per second squared or meters per second squared ft/s 2 or m/s 2 m ∙s - 2 B vehicle load from drag and

rolling resistance pound force per mile per hour or newton second per meter lbf/mph or N ∙s/m kg ∙s - 1 ∙ m- 1  ratio of diameters meter per meter m/m 1  atomic oxygen to carbon ratio mole per mole mol/mol 1 c conversion factor C vehicle

- specific aerodynamic

effects pound force per mile per hour squared or newton second squared per meter squared lbf/mph 2 or N ∙s 2 /m2 kg ∙ m- 2
C# number of carbon atoms in a

molecule C# number of carbon atoms in a molecule C# C d discharge coefficient C D A drag area meter squared m2 m2 Cf flow coefficient C p heat capacity at constant pressure joule per kelvin J/K J ∙ K- 1 C v heat capacity at constant volume joule per kelvin J/K J ∙ K- 1 d diameter meters m m D distance miles or meters mi or m m D slope correlation pound force per mile per hour squared or newton second squared per meter squared lbf/mph 2 or N ∙s 2 /m2 kg ∙ m- 2 DF dilution factor 1 e mass weighted emission result grams/mile g/mi F force pound force or newton lbf or N kg ∙s - 2 f frequency hertz Hz s - 1 f n angular speed (shaft) revolutions per minute r/min 2 ∙ π ∙60 - 1 ∙m·m- 1 ·s - 1 FC friction compensation error horsepower or watt W kg · m2
· s - 3 FR Road

- load force pound force or newton lbf or N kg ∙s - 2 g gravitational acceleration meters per second squared m/s 2 m ∙s - 2  ratio of specific heats (joule per kilogram kelvin) per (joule per kilogram kelvin) (J/(kg ∙K))/(J/(kg∙K)) 1
 am

bient humidity grams water vapor per kilogram dry air g H 2 O vapor/kg dry air g H 2 O vapor/kg dry

air  h change in height meters m m I inertia pound mass or kilogram lbm or kg kg I current am pere A A i indexing variable IR inertia work rating K correction factor 1 K v calibration coefficient m 4 ∙s∙K0.5 /kg m 4 ∙s∙K0.5 ∙kg - 1  viscosity, dynamic pascal second Pa ∙s m- 1 ∙kg∙s - 1 M molar mas s gram per mole g/mol 10 - 3 ∙kg∙mol - 1 M e effective mass kilogram kg kg m mass pound mass or kilogram lbm or kg kg N total number in series n total number of pulses in a series p pressure pascal Pa m - 1 ∙kg∙s - 2  p differential static pressure pascal Pa m - 1 ∙kg∙s - 2EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 373 of 378 p d saturated vapor pressure at

am bient dry bulb temperature kilopascal kPa m - 1 ∙kg∙s - 2 PF penetration fraction Q flow cubic feet or cubic meter ft 3 or m3 m3 Q  flow rate cubic feet per minute or cubic meter per second ft 3 /min or m3 /s m3 /s ρ mass density kilogram per cubic meter kg/m3 kg ∙ m- 3 R dynamometer roll revolutions revolutions per minute rpm 2 ∙ π ∙60 - 1 ∙ m· m- 1
· s - 1 r ratio of pressures pascal per pascal Pa/Pa 1 r 2 coefficient of determination Re # Reynolds number RF response factor RH relative humidity S Sutherland constant kelvin K K SEE standard estimate of error SG specific gravity  s distance traveled during

measurement interval meters m m T absolute temperature kelvin K K T Celsius temperature degree Celsius ° C K

– 273.15 T torque (moment of force) newton meter N ∙m m2 ∙kg∙s - 2 t time second s s Δ t time interval, period, 1/frequency second s s U voltage volt V m2 ∙kg∙ s - 3 ∙ A - 1
v speed miles per hour or meters per second mph or m/s m ∙s - 1 V volume cubic meter m3 m3 VP volume percent
x concentration of emission over a

test interval part per million ppm y generic variable Z compressibility factor Z compressibility factor Z (b) Sy mbols for chemical species . This part uses the following s ymbols for chemical species and exhaust constituents: Symbol Species CH 4 methane CH 3 OH methanol CH 2 O formaldehyde C 2 H 4 O acetaldehyde C 2 H 5 OH ethanol C 2 H 6 ethane C 3 H 7 OH propanol C 3 H 8 propane C 4 H 10 butane C 5 H 12 pentane CO carbon monoxide CO 2 carbon dioxide H 2 O water HC hydrocarbon N 2 molecular nitrogen NMHC nonmethane hydrocarbon NMHCE nonmethane hydrocarbon equivalent NMOG nonmethane organic gas NO nitric oxide NO 2 nitrogen dioxideEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 374 of 378 NO x oxides of nitrogen N 2 O nitrous oxide O 2 molecular oxygen OHC oxygenated hydrocarbon PM particulate matter THC total hydrocarbon THCE total hydrocarbon equivalent ( c ) Superscripts . This part uses the following superscripts to define a quantity : Superscript Quantity overbar (such as y ) arithmetic me an overdot (such as y

 ) quantity per unit time ( d) Subscripts . This part uses the following subscripts to define a quantity :

Subscript Quantity 0 reference abs absolute quantity AC17 air conditioning 2017 test interval act actual or measured condition act int actual or measured condition over the speed interval adj adjusted air air, dry atmos atmospheric b base bkgnd background c cold comp composite cor corrected cs cold stabilized ct cold tran si ent cUDDS cold

- start UDDS D driven dew dewpoint dexh dilute exhaust quantity dil dilute e effective emission emission specie error error EtOH ethanol exh raw exhaust quantity exp expected quantity fil filter final final flow flow measurement device type gas gaseous h hot HFET highway fuel economy test hs hot stabilized ht hot transient hUDDS hot

- start UDDS i an individual of a series ID driven inertia in inlet int intake init initial quantity, typically before an emission testEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 375 of 378 IT target inertia liq liquid max the maximum (i.e. peak) value expected at the standard over a test

interval; not the maximum of an instrument range meas measured quantity mi x dilute exhaust gas mixture out outlet PM particulate matter record record ref reference quantity rev revolution roll dynamometer roll s settling s slip s stabilized sat saturated condition SC03 air conditioning driving schedule span span quantity sda secondary dilution air std standard conditions T target t throat test test quantity uncor uncorrected quantity w weighted zero zero quantity ( e ) Other acrony

ms and abbreviations . This part uses the following additional abbreviations and acronyms:

A/C air conditioning AC17 air conditioning 2017 test interval ALVW adjusted loaded vehicle weight ASME American Society of Mechanical Engineers CFR Code of Federal Regulations CFV critical

- flow venturi CNG compressed natural gas CVS constant - volume sampler EPA Environmental Protection Agency ETW equivalent test weight EV electric vehicle FID flame

- ionization detector FTP Federal test procedure GC gas chromatograph GEM greenhouse gas emissions model GHG greenhouse gas (including CO 2 , N 2 O, and CH 4 ) GP S global positioning system GVWR gross vehicle weight rating HEV hybrid electric vehicle , including plug

- in hybrid electric

vehicles HFET highway fuel economy test HLDT heavy light

- duty truck HPLC high pressure liquid chromatography IBR incorporated by reference LA
- 92 Los Angeles 1992 driving schedule MDPV medium

- duty passenger vehicle NIST National Institute for Standards and Technology NMC nonmethane cutterEO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 376 of 378 PD P positive

- displacement pump PHEV plug

- in hybrid electric vehicle PM particulate matter RESS rechargeable energy storage system ppm parts per million SAE Society of Automotive Engineers SC03 air conditioning driving schedule SEA selective enforcement audit SFTP supplemental federal test procedure SI International System of Units SSV subsonic venturi UDDS urban dynamometer driving schedule US06 aggressive driving schedule U.S.C. United States Code WWV NIST radio station call sign (f) This part uses the following densities of chemical species: Symbol Quantity 1,2 g/m3 g/ft 3 ρ C H4 density of methane 666.905 18.8847 ρ C H 3OH density of methanol 1332.02 37.7185 ρ C2H5OH C 1 - equivalent density of ethanol 957.559 27.1151 ρ C2H4O C 1 - equivalent density of acetaldehyde 915.658 25.9285 ρ C3H8 density of propane 611.035 17.3026 ρ C3H 7OH C 1 - equivalent density of propan ol 832.74 23.5806 ρ CO density of carbon monoxide 1164.41 32.9725 ρ CO2 density of carbon dioxide 1829.53 51.8064 ρ HC
- gas effective density of hydrocarbon

- gaseous fuel 3 (see 3) (see 3) ρ CH2O density of formaldehyde 1248.21 35.3455 ρ HC
- liq effective density of hydrocarbon

- liquid fuel 4 576.816 16.3336 ρ NMHC
- gas effective density of nonmethane hydrocarbon

- gaseous fuel 3 (see 3) (see 3) ρ NMHC
- liq effective density of nonmethane hydrocarbon

- liquid fuel 4 576.816 16.3336 ρ NMHCE
- gas effective density of nonmethane equivalent hydrocarbon

-

gaseous fuel 3 (see 3) (see 3) ρ NMHCE
- liq effective density of nonmethane equivalent hydrocarbon

-

liquid fuel 4 576.816 16.3336 ρ NOx effective density of oxides of nitrogen 5 1912.5 54.156 ρ N2O density of nitrous oxide 1829.66 51.8103 ρ T HC
- liq effective density of total hydrocarbon

- liquid fuel 4 576.816 16.3336 ρ T HCE
- liq effective density of total equivalent hydrocarbon

- liquid fuel 4 576.816 16.3336 1 Densities are given at 20 °C and 101.325 kPa
. 2 Densities for all hydrocarbon containing quantities are given in g/m3

- carbon atom and g/ft 3

- carbon atom. 3 The effective density for natural gas fuel and liquefied petroleum gas fuel are defined by an atomic hydrogen

- to - carbon ratio,  , of the hydrocarbon c omponents of the test fuel. ρ HCgas = 41.57 ∙(12.011 + ( 

∙1.008)). 4 The effective density for gasoline and diesel fuel are defined by an atomic hydrogen

- to - carbon ratio,  , of 1.85. 5 The effective density of NO x is defined by the molar mass of nitrogen diox ide, NO 2 . ( g ) Constants . (1) This part uses the following constants for the composition of dry air: Symbol Quantity mol/mol xArair amount of argon in dry air 0.00934 x CO2air amount of carbon dioxide in dry air 0.000375 x N2ai r amount of nitrogen in dry air 0.78084 x O2ai r amount of oxygen in dry air 0.209445EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 377 of 378 (2) This part uses the following molar masses or effective molar masses of chemical species: Symbol Quantity g/mol (10 - 3 ·kg·mol - 1 ) M ai r molar mass of dry air 1 28.96559 M H2O molar mass of water 18.01528 1 See paragraph ( g )(1) of this section for the composition of dry air. (3) This part uses the following molar gas constant for ideal gases:

Symbol Quantity J/(mol ∙K) (m2 ∙kg∙s - 2 ∙mol - 1 ∙K- 1 ) R molar gas constant 8.314472
(h) Prefixes
. This part uses the following prefixes to define a quantity: Symbol Quantity Value  micro 10 - 6 m milli 10 - 3 c centi 10 - 2 k kilo 10 3 M mega 10 6 n nano 10 - 9 **§106 6**  **. 1010**  **Reference materials.** (a) Certain material is incorporated by reference into this part with the approval of the Director of the Federal Register under 5 U.S.C. 552(a) and 1 CFR part 51. To enforce any edition other than that specified in this section, a document must be published in the Federal Register and the material must be available to the public. All approved material is available for inspection at U.S. EPA, Air and Radiation Docket and Information Center, 1301 Constitution Ave., NW., Room B102, EPA West Building, Washington, DC 20460, (202) 202

- 1744, and is available from the sources listed below. It is also available for inspection at the National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202

– 741

– 6030, or go to http://www.archives.gov/federal_register/code_of_federal_regulations/ibr_locations.html. To enforce an y edition other than that specified in this section, a document must be published in the **Federal Register** and the material must be available to the public. (b) SAE International material . The following standards are available from SAE International , 400 Commonwealth Dr., Warrendale, PA 15096

–0001, (877) 606

– 7323 (U.S. and Canada) or (724) 776

–4970 (outside the U.S. and Canada), or http://www.sae.org : (1) SAE J1263 , Road L oad Measurement and Dynamometer Simulation Using Coastdown Techn iques , revised March 2010, IBR approved for § § 1066.301(b ) , 1066.305, and 1066.310(b). (2) SAE J1634 , Battery Electric Vehicle Energy Consumption and Range Test Procedure , revised October 2012, IBR approved for § 1066. 5 01 (a). (3) SAE J1711 , Recommended Practice for Measuring the Exhaust Emissions and Fuel Economy of Hy brid

- Electric Vehicles, Including Plug

- In Hy brid Vehicles, revised June 2010, IBR approved for §§1066.125 and 1066. 5 01 (a).EO 12866 Review Draft Tier 3 Vehicle Regs

2/25/14

Page 378 of 378 (4) SAE J2263 , Road L oad Measurement Using Onb oard Anemometry and Coastdown Techniques , revised December 2008, IBR approved for §§ 1066.301(b ) , 1066.305, and 1066.310(b)
. (5) SAE J2 264 , Chassis Dy namometer Simulation of Road Load Using Coastdown Techniques , revised January 2014 , IBR approved for §1066.31 5. ( 6 ) SAE J2711, Recommended Practice for Measuring Fuel Econom y and Emissions of Hy brid

- Electric and Conventional Heavy

- Duty Vehicles , issued September 2002, IBR approved for § 1066.501 (a). (7) SAE J2 95 1, Drive Quality Evaluation for Chassis Dy namometer T esting , revised January 2014 , IBR approved for §1066.425(j). (c) National Institute of Standards and Technology material. The following documents are available from National Institute of Standards and Technology , 100 Bureau Drive, Stop 1070, Gaithersburg, MD 20899

- 1070, (301) 975

- 6478, or www.nist.gov : (1) NI ST Special Publication 811, 2008 Edition, Guide for the Use of the International Sy stem of Units (SI), Ambler Thompson and Barry N. Taylor, Phy sics Laboratory , March 2008, IBR approved for §§ 1066.20(a) and 1066. 100 5
. (2) [Reserved]