p.1 

OAR Box 1830 

Prepped by Ollie Stewart 

Document Number: 

158) IV-C-125 

Docket Number: 

A-87-11 

Printed 11/13/2008 7:20:59 AM Sheet 158 of 232 
P.2 

y

t0,v ' 13D -C- US 

»** 4*k. r* UNITED STATES ENVIRONMENTAL PROTECTION AGENCY 

ANN ARBOR. MICHIGAN 48105 

• PR0"*-

~ - « . OFFICE OF 

SEP I |938 AIR AND RADIATION 

Mr. Gregory J. Dana 

Automobile Importers of America, Inc. 

1725 Jefferson Davis Highway 

Suite 1002 

Arlington, VA 22202 

Dear Mr. Dana: 

On June 30, 1988 EPA held a public workshop on the 

proposed test procedures for evaporative and refueling emission 

which had accompanying its refueling and volatility NPRMs. At 

that workshop we described several changes to the proposed 

procedures designed to simplify the refueling test and to 

insure that non-integrated refueling contrcls or 

evaporative-only controls would have equivalent in-use 

performance to integrated refueling control systems. 

Enclosed for your review is a copy of draft regulations 

embodying the changes described at the workshop, plus other 

lesser changes resulting from EPA's review of test procedure 

comments. These regulations will give you full details of the 

changes which we are anticipating for our upcoming reproposal 

action. If you have any questions, please contact Peter 

Hutchins of my staff at (313) 668-4340. To assise in our 

incorporation of your views on these draft regulations into our 

reproposal, we request that you supply us your commen:s by no 

later'than September 15, 1988. 

Sincerely yours, 

_ ^^yyyy^yyy 

Charles L. Gray, -'j/. 

Director ,, 

Emission Control Technology Divisic 

Enclosure 

cc: Docket A-87rll 

6309W 
ENVIRONMENTAL PROTECTION 

AGENCY 

^r - I 1988 

CtNiM/.L DOCKET 

lV.;C;iOM 
P.4 

APPENDIX: 

Section 

1. Authority. 

Part <86 

2. S86.X&C-8 

3. S86.XXX-9 

4. §86.XXX-10 

TABLE OF CHANGES MADE TO VARIOUS SUBPARTS 

Chanqe 

None 

Add paragraph (e). 

Standard prohibiting 

release of fuel, vapor 

into the atmosphere 

during in-use operations. 

Add paragraphs (e) Standard 

prohibiting release of fuel 

vapor into the atmosphere 

during in-use operations. 

Delete paragraphs (h)-(j) 

and update subsequent 

references. 

Add paragraph (e). 

Reason 

Addition of onboard refueling 

emission control 

procedure and 

modification of 

evaporative 

emission control 

regulations. 

Do. 

Do. 

5. S86.XXX-24 

6. §86.107-XX 

7. S86.130-XX 

8. S86.131-XX 

Standard prohibiting 

release of fuel vapor into 

the atmosphere during 

in-use operations. 

Coordinate paragraph Do. 

references in §86.XXX-24 

with changes 2, 3, and 4. 

Add additional classification criteria in (I9)(i), 

(19)(ii), (19)(iv). 

Addition of a requirement Do. 

for access port(s), option 

for use of in-SHED fuelhose 

and nozzle, SHED gastightness requirement at 

(a)(1). 

Removal of paragraph 

(a)(8), "Gasoline vapor 

generating equipment". 

Addition of new paragraph 

(a)(8), "Fuel equipment". ' 

Replacement of one test Do. 

sequence figure with two 

test sequence figures. 

Time requirements of test 

sequences shown on the 

figures. 

Add specification of 

40% tank fill level for 

thermocouple placement. 

Change wording from Do. 

"with gasoline vapor" 

to "not connected to the 

vehicle fuel tank" at (c). 
P.5 

9. §86.132-XX Require gas cap off when Do, 

vehicle parked out-of-

doors and allow option of 

gas cap on when vehicle 

parked in test area, at (a). 

•^ Remove "For vehicles 

-=• entering evaporative 

and/or exhaust emissions 

testing", at (a)(1)(ii). 

Remove gasoline vapor 

generating equipment 

procedure for canister 

loading and replace with 

a manufacturer recommen-

dation for canister loading, 

at (a)(l)(iii)(A)(l). 

Add purpose of heat builds 

at (a)(l)(iii)(2) to co-

ordinate with (a)(l)(iii)(A) 

(2)(xi). Specify canister 

disconnect procedure and 

refueling at (a)(1)(iii)(A) 

(2)(iii). 

Replace reference §86.078-2 

with reference §86.082-2. 

Correct "60 + 2°F" to "at 

least 58.0°F" at (a)(i)(iil) 

(A)(2)(viii). 

Add "in °F (or in °C for SI 

units), at (a)(i)(iii)(A)(2) 

(x). 

Use common definition for 

breakthrough, at (a)(i)(iii) 

(A)(2)(xi). 

Add "Upon completion of 

loading of the evaporative 

canister connect 

the refueling canister", at 

(a)(i)(iii)(A)(2)(xi). 

Add "if not already in the 

SHED", and "Remove the fuel 

tank cap(s)" (a)(i)(iii)(B) 

(l). ' 

Use common definition for 

breakthrough at (a)(i)(iii) 

(B)(1). 

Change 3-4 gal/min to 3-5 

gal/min at (a)(l)(iii)(B) 

(i>. 

Replace "and draining of the 

fuel tank(s)" with "the 

vehicle removed without 

starting the engine, and 

draining of the fuel tank(s)", 

at (aHlXiii) (B)(4). 
P.6 

Add "the vehicle moved into 

the SHED without starting 

the engine", at (a)(1)(iii) 

(B)(4). 

Add "If the vehicle is 

equipped with dual fuel 

tanks either fuel tank may 

be filled first", at (a)(1) 

(iii)(B)(5). 

Add "Vehicle fueling. 

Within one hour of loading 

the canister(s) to 

breakthrough", at (a)(2). 

Add "Dynamometer drive" and 

correct figure reference, 

at (b). 

10. §86.133-XX Add "(a) Vehicles equipped Do. 

with fully-integrated 

refueling emissions control 

systems" at (a) and renumber 

paragraphs and correct 

references. 

Add requirements in 

paragraph (a) for the 

recording of initial and 

final barometric pressures 

and enclosure ambient 

temperatures. 

Specify canister disconnect 

and refueling at (a)(6). 

Add "in °F (or in °C for 

SI units)" and correct 4°C 

to 13.3°C at (a)(12). 

Add paragraph (b), Vehicles 

equipped with non-integrated 

and partially-integrated 

refueling emissions control 

systems. 

11. §86.138-XX Add 86.138-XX Do. 

Incorporate new paragraph 

(j), requiring gas cap 

removal. <' 

Clarify paragraph (m). 

12. Subpart C Add Subpart C. Do, 

Add Appendix 1(a) and 

Appendix 1(d) at 86.201 

Define evaporative enclosure 

by reference tp 86.107(a)(1) 

at 86.207(a)(1). 

Change flow rate 

specification from 9.8+0.3 

gpm to 3 to 10 gpm at 

86.207(a)(2). 

Add additional constraints 
P.7 

on direction of discharge 

from mixing blower at 

86.207(a)(4). 

Add paragraph (b) to 

86.213 (RVP confirmation 

requirements). 

Remove "The refueling 

emissions test procedure 

may be performed as an 

individual test or in 

combination with the 

evaporative and exhaust 

emission test sequences 

of either §86.130 or 

§86.1230" at 86.227(a). 

Replace one refueling test 

procedure figure with 

two refueling test 

procedure figures at 86.230. 

Update paragraph (a) to 

reflect added figures. 

Remove paragraphic) at 

86.231. 

Revise 86.232. Paragraph 

(a) remove canister 

conditioning procedures 

for integrated systems 

and replace with reference 

to Subparts B and M 

plus one UDDS and vehicle 

cool down. Specify cansiter 

disconnect procedure and 

refueling. Define alternate 

conditioning procedure. 

Paragraph (b) applicability 

to non-integrated and 

partially-integrated systems. 

Add consistant definition of 

breakthrough in (b)(l)(iv). 

Specify canister disconnect 

procedure and refueling in 

(b)(3)(ii). 

Clarify nultiple fuel tank i 

drivedown in (b)(3)(ii). 

Replace cooldown procedure 

with reference to (a)(3) in 

(b)(4). 

Remove fuel sample 

collection and RVP 

measurement requirement 

at 86.233(a). 

Add "Remove the fuel 

tank cap(s)" at 

86.233 (e)(1). 

Add 5 minute limit 
P.8 

for placing vehicle in 

SHED at 86.233(e)(2). 

Change fuel dispensing 

rate specification from 

9.8+0.3 gpm to 3 to 10 

gpm at 86.233 (e)(6). 

Add "automatic nozzle 

shut off occurs and" 

and "multiple nozzle 

reactivations may be 

required" at 86.233(e)(6). 

13. §86.1207-XX Addition of requirement Do. 

or access port(s), option 

for use of in-SHED fuel 

hose and nozzle, require 

gas-tightness of SHED at 

(a)(1). 

Add "in °F (or in °C for 

SI units)" to (a)(4). 

Removal of paragraph (a)(8), 

"Gasoline vapor generating 

equipment". 

Addition of new 

paragraph (a)(8), "Fueling 

equipment". 

14. §86.1230-XX Replace one test Do. 

sequence figure with two 

test sequence figures. 

Time requirements of test 

sequences shown on the 

figures. 

15. §86.1231-XX Change wording from Do. 

"with gasoline vapor" 

to "not connected to the 

vehicle fuel tank", at 

(b)(2). 

16. §86.1232-XX For vehicles parked out-of Do. 

doors, require gas cap off. 

Gas cap optionally on when 

parked indoors, at (a). 

Remove gasoline vapor 

generating equipment 

procedure for loading 

canisters and replace 

with a manufacturer 

recommendation for 

loading at (a)(l)(iii) 

(A)(1). 

Add purpose of heat builds 

to coordinate with (a)(1) 

(iii)(A)(2). 

Specify canister disconnect 
P.9 

procedure and refueling in 

(a)(l)(iii)(A)(2)(iii). 

Add requirement to plug 

vapor line to (a)(l)(iii) 

(A)(2)(iv). 

Replace reference 

§86.078-2 with 

reference §86.082-2. 

Add "in °F (or in °C 

for SI units)", at 

(a)(l)(iii)(A)(2)(x). 

Use common definition 

for breakthrough, at 

(a)(l)(iii)(A)(2)(xi). 

Add "upon completion 

of loading of the 

evaporative canister 

connect the 

refueling canisters", 

at (a)(l)(iii)(A)(2)(xi). 

Add "if not already 

in the SHED" and "Remove 

the fuel tank cap(s)", 

at (aXlXiiiXBXl). 

Use common definition 

for breakthrough. Change 

3-4 gal/min to 3-5 

gal/min. Add "If the 

vehicle is equipped 

with dual fuel tanks, 

either fuel tank may 

be filled first". 

Replace "and draining 

of the fuel tank(s)" 

with "the vehicle removed 

without starting the 

engine, and draining 

of the fuel tank(s)". 

Add "the vehicle 

moved into the SHED 

without starting the 

engine", at (a)(1) 

(iii)(B)(4). 

Add "Vehicle 

fueling. Within one 

hour of loading the 

canister(s) to 

breakthrough", at (a)(2). 

Add "Dynamometer 

Drive", at (a)(3). 

Add "The vehicle shall 

be stored for not less 

than 10 hours nor for 

more than 35 hours prior 

to the diurnal heat 

build", at (b). 
P. 10 

17. §86.1233-XX Restructure. Add "(a) Do. 

Vehicles equipped with 

fully integrated refueling 

emissions control systems". 

Specify canister disconnect 

procedure amd refueling at 

(a)(6). 

Remove temperature 

specifications from (a)(8). 

Correct reference 

§86.078-2, at (a)(6). 

Add requirement to measure 

and record barometric and 

ambient temperatures to (a). 

Add "in °F (or in 

C for SI units)" and 

"+ 1°F", at (a)(12). 

Add paragraph (b), 

Vehicles equipped 

with non-integrated and 

partially-integrated 

refueling emissions 

control systems. 

18. §86.1238-XX Add §86.1238-XX Do, 

Incorporate new 

paragraph (j), 

requiring gas cap 

removal. 

Clarify paragraph (m). 

- l -
P.11 

For the reasons set forth in the preamble, 40 CFR 

Part 86 is proposed to be amended as follows: 

Part* 86 - Control of Air Pollution from New Motor 

Vehicles and New Motor Vehicle Engines: Certification and 

Test Procedures. 

l. The authority citation for Part 86 is revised to 

read as follows: 

AUTHORITY: Sections 202, 203, 206, 207, 208, 215, and 

301(a) of the Clean Air Act, as amended, 42 U.S.C. 7521, 

7522, 7524, 7525, 7541, 7542, 7549, 7550, 7601(a) 
P.12 

2. A new Section 86.XXX-8 is proposed to be added 

to Subpart A, to read as follows: 

§86.XXX-8 Emission standards for 19XX and later model year 

light-duty vehicles. 

(a)(1) Exhaust emissions from 19XX and later model year 

light-duty vehicles shall not exceed: 

(i) Hydrocarbons. 0.41 gram per vehicle mile (0.255 

gram per vehicle kilometer). 

(ii) Carbon monoxide. 3.4 grams per vehicle mile 

(2.11 grams per vehicle kilometer). 

(iii) Oxides of nitrogen. 1.0 gram per vehicle mile 

(0.629 gram per vehicle kilometer). 

(iv) Particulate emissions (diesels only). 0.20 gram 

per vehicle mile (0.124 gram per vehicle kilometer). A 

manufacturer may elect to include all or some of its diesel 

light-duty vehicle engine families in %he particulate 

averaging program, provided that vehicles produced for sale 

in California or designated high-altitude areas may be 

averaged only within each of these areas. If the 

manufacturer elects to average diesel light-duty vehicles 

and diesel light-duty trucks together in the particulate 

averaging program, its composite particulate standard 
P.13 

applies to the combined set of diesel light-duty vehicles 

and diesel light-duty trucks included in the average and is 

calculated as defined in §86.087-2. 

v 

(2) The standards set forth in paragraph (a)(1) of 

this section refer to the exhaust emitted over a driving 

schedule as set forth in Subpart B of this part and 

measured and calculated in accordance with those procedures. 

(b)(1) Evaporative emissions from 19XX and later model 

year gasoline-fueled light-duty vehicles shall not exceed: 

Hydrocarbons• 2.0 grams per test. 

(2) The standard set forth in paragraph (b)(1) of 

this section refers to a composite sample of the 

evaporative emissions collected under the conditions set 

forth in Subpart B of this part and measured in accordance 

with those procedures. 

(c) No crankcase emissions shall be discharged into 

the ambient atmosphere from any 19XX and later model year 

gasoline-fueled light-duty vehicle. 

(d)(1) Refueling emissions from 19XX and later model 

year gasoline-fueled light duty vehicles shall not exceed: 

Hydrocarbons• 0.10 gram per gallon (0.026 gram per liter) 

of fuel dispensed. 
P.14 

(2) The standard set forth in paragraph (d)(1) of 

this section refers to a sample of refueling emissions 

collected under the conditions set forth in Subpart C of 

this partiand measured in accordance with those procedures. 

(e) No fuel vapor shall be released into the ambient 

atmosphere from any 19xx and later model year 

gasoline-fueled light-duty vehicle during any in-use 

operations except for emergencies caused by component 

malfunction or damage. 

(f) [Reserved] 

(g) Any 19XX and later model year light-duty vehicle 

that a manufacturer wishes to certify for sale shall meet 

the emission standards of paragraphs (a)-(e) of this 

section under both low-and high-altitude conditions as 

defined in section 86.082-2, except as provided in 

paragraphs (h) and (i) of this section. Vehicles shall 

meet emission standards under both low- and high-altitude 

conditions without manual adjustments or modifications. 

Any emission control device used to meet emission standards 

under high-altitude conditions shall initially actuate 

(automatically) no higher than 4,000 feet above sea level. 
P.15 

(h) A manufacturer may exempt 19XX model year 

vehicles from compliance at high altitude with the emission 

standards set forth in paragraphs (a) and (b) of this 

section i£ the vehicles are not intended for sale at high 

altitude and if the requirements of paragraphs (h)(1) and 

(2) of this section are met. 

(1) A vehicle configuration shall only be considered 

eligible for exemption under this paragraph if the 

requirements of either paragraph (l)(i), (ii), (iii), or 

(iv) of this paragraph are met. 

(i) Its design parameters (displacement-to-weight 

ratio (D/W) and engine speed-to-vehicle-speed ratio (N/V) 

fall within the exempted range for that manufacturer for 

that year. The exempted range is determined according to 

the following procedure: 

(A) The manufacturer shall graphically display the 

D/W and N/V data of all vehicle configurations it will 

offer for the model year in question. The axis of the 

abscissa shall be D/W (where (D) is the engine displacement 

expressed in cubic centimeters and (W) is the equivalent 

vehicle test weight expressed in pounds), and the axis of 

the ordinate shall be N/V (where (N) is the crankshaft 

speed expressed in revolutions per minute and (V) is the 
P.16 

vehicle speed expressed in miles per hour). At the 

manufacturer's option, either the 1:1 transmission gear 

ratio or the lowest numerical gear ratio available in the 

transmission will be used to determine N/V. The gear 

selection must be the same for all N/V data points on the 

manufacturer's graph. For each transmission/axle ratio 

combination, only the lowest N/V value shall be used in the 

graphical display. 

(B) The product line is then defined by the 

—0 9 equation, N/V = C(D/W) ' , where the constant, C, is 

determined by the requirement that all the vehicle data 

points either fall on the line or lie to the upper right of 

the line as displayed on the graphs. 

(C) The exemption line is then defined by the 

—0 9 

equation N/V = C(0.84 D/W) , where the constant C is 

the same as that found in paragraph (h)(l)(i)(B) of this 

section. 

(D) The exempted range includes all values of N/V 

and D/W which simultaneously fall to the lower left of the 

exemption line as drawn on the graph. 

(ii) Its design parameters fall within the alternate 

exempted range for that manufacturer that year. The 

alternate exempted range is determined by substituting 
P.17 

rated horsepower (hp) for displacement (D) in the exemption 

procedure described in paragraph (h)(1)(i) of this section 

—0 9 

and by using the product line N/V = C(hp/W) ' . 

(A) Rated horsepower shall be determined by using 

the Society of Automotive Engineers Test Procedure J 1349, 

or any subsequent version of that test procedure. Any of 

the horsepower determinants within that test procedure may 

be used, as long as it is used consistently throughout the 

manufacturer's product line in any model year. 

(B) No exemptions will be allowed under paragraph 

(h)(l)(ii) of this subsection to any manufacturer that has 

exempted vehicle configurations as set forth in paragraph 

(h)(l)(i) of this section. 

(iii) Its acceleration time (the time it takes a 

vehicle to accelerate from 0 miles per hour to a speed not 

less than 40 miles per hour and not greater than 50 miles 

per hour) under high-altitude conditions is greater than 

the largest acceleration time under low-altitude conditions 

for that manufacturer for that year. The 'procedure to be 

followed in making this determination is: 

(A) The manufacturer shall list the vehicle 

configuration and acceleration time under low-altitude 

conditions of that vehicle configuration which has the 
P.18 

highest acceleration time under low-altitude conditions of 

all the vehicle configurations it will offer for the model 

year in question. The manufacturer shall also submit a 

description of the methodology used to make this 

determination. 

(B) The manufacturer shall then list the vehicle 

configurations and acceleration times under high-altitude 

conditions of all those vehicle configurations which have 

higher acceleration times under high-altitude conditions 

than the highest acceleration time at low altitude 

identified in paragraph (h)(1)(iii)(A) of this section. 

(iv) In lieu of performing the test procedure of 

paragraphs (h) (1) (iii) (A) and (B) of this section, its 

acceleration time can be estimated based on the 

manufacturer's engineering evaluation, in accordance with 

good engineering practice, to meet the exemption criteria 

of paragraph (h)(l)(iii) of this section. 

(2) A vehicle shall only be considered eligible for 

exemption under this paragraph if at least one 

configuration of its model type (and transmission 

configuration in the case of vehicles equipped with manual 

transmissions, excluding differences due to the presence of 

overdrive) is certified to meet emission standards under 

high-altitude conditions as specified in paragraphs (a) 
P.19 

through (g) of this section. The Certificate of Conformity 

(the Certificate) covering any exempted configuration(s) 

will also apply to the corresponding non-exempt 

configuration(s) required under this subparagraph. As a 

condition to the exemption, any suspension, revocation, 

voiding, or withdrawal of the Certificate as it applies to 

a nonexempt configuration for any reason will result in a 

suspension of the Certificate as it applies to the 

corresponding exempted configuration(s) of that model type, 

unless there is at least one other corresponding non-exempt 

configuration of the same model type still covered by the 

Certificate. The suspension of the Certificate as it 

applies to the exempted configuration(s) will be terminated 

when any one of the following occurs: 

(i) Another corresponding non-exempt 

configuration(s) receive(s) coverage under the Certificate; 

or 

(ii) Suspension of the Certificate as it applies to 

the corresponding non-exempt configuration(s) is 

terminated; or < 

(iii) The Agency's action(s), with respect to 

suspension, revocation, voiding or withdrawal of the 

Certificate as it applies to the corresponding non-exempt 

configuration(s), is reversed. 
P.20 

(3) The sale of a vehicle for principal use at a 

designated high-altitude location that has been exempted as 

set forth in this paragraph will be considered a violation 

of Section 203(a)(1) of the Clean Air Act. 

(4) The manufacturers may exempt 19XX and later 

model year vehicles from compliance at low altitude with 

the emission standards set forth in paragraphs (a) and (b) 

of this section if the vehicles: 

(i) Are not intended for sale at low altitude; and 

(ii) Are equipped with a unique, high-altitude axle 

ratio (rear-wheel drive vehicles) or a unique, 

high-altitude drivetrain (front-wheel drive vehicles) with 

a higher N/V ratio than other configurations of that model 

type which are certified in compliance with the emission 

standards of paragraphs (a) and (b) of this section under 

low-altitude conditions. 

(5) The sale of a vehicle for principal use at low 

altitude that has been exempted as set forth in paragraph 

(h)(4) of this section will be considered a violation of 

section 203(a)(1) of the Clean Air Act. 
to 

3. 

Subpart 

A 

A, 

new 

to 

Sect 

read 

ion 

as 

86 

foil 

XXXows: 

-9 is proposed to be added 

P.21 

f 

§86.XXX-9 Emission standards for 19XX and later model year 

light-duty trucks. 

(a)(1) The standards set forth in paragraphs (a) arid 

(b) of this section shall apply to light-duty trucks sold 

for principal use at other than a designated high-altitude 

location. Exhaust emissions from 19XX and later model year 

light-duty trucks shall not exceed: 

(i) Hydrocarbons. 0.80 gram per vehicle mile (0.5 

gram per vehicle kilometer). 

(ii)(A) Carbon monoxide. 10 grams per vehicle mile (6.2 

grams per vehicle kilometer). 

(B) 0.50 percent of exhaust gas flow at curb idle 

(gasoline-fueled light-duty trucks only). 

(iii) Oxides of nitrogen. (A) For light-duty trucks 

up to and including 3,750 lbs loaded vehicle weight, 1.2 

grams per vehicle mile (0.75 grams per vehicle kilometer). 

(B) For light-duty trucks 3,751 lbs and greater 

loaded vehicle weight, 1.7 grams per vehicle mile (l.l 

grams per vehicle kilometer). 
(C) A manufacturer may elect to include all or some 

of its light-duty truck engine families in the NO 

averaging program, provided that trucks produced for sale 

in California or designated high-altitude areas may be 

averaged only within each of those areas. Diesel and 

gasoline-fueled engine families may not be averaged 

together. If the manufacturer elects to average together 

NO emissions of light-duty trucks subject to the 

standards of paragraphs (a)(1)(iii)(A) and (a)(1)(iii)(B) 

of this section, its composite NOx standard applies to the 

combined fleets of light-duty trucks up to and including, 

and over, 3,750 lbs loaded vehicle weight included in the 

average and is calculated as defined in §86.088-2. 

(iv) Particulate emissions (diesel light-duty trucks 

only). 0.26 gram per vehicle mile (0.16 gram per vehicle 

kilometer). A manufacturer may elect to include all or 

some of its diesel light-duty truck engine families in the 

particulate averaging program provided that trucks produced 

for sale in California or in designated high-altitude areas 

may be averaged only within each of those areas. If the 

manufacturer elects to average both diesel light-duty 

vehicles and diesel light-duty trucks together in the 

particulate averaging program, its composite particulate 

standard applies to the combined set of diesel light-duty 

vehicles and diesel light-duty trucks included in the 

average and is calculated as defined in §86.085-2. 
P.23 

(2) The standards set forth in paragraph (a)(l)(i), 

(a)(l)(ii)(A), (aXD(iii), and (a)(l)(iv) of this section 

refer to the exhaust emitted over a driving schedule as set 

v 

forth in Subpart B of this part and measured and calculated 

in accordance with those procedures. The standard set 

forth in paragraph (aXD(ii) (B) of this section refers to 

the exhaust emitted at curb idle and measured and 

calculated in accordance with the procedures set forth in 

Subpart P of this part. 

(b)(1) Evaporative emissions from 19XX and later model 

year gasoline-fueled light-duty trucks shall not exceed: 

Hydrocarbons. 2.0 grams per test. 

(2) The standard set forth in paragraph (b)(1) of 

this section refers to a composite sample of the 

evaporative emissions collected under the conditions set 

forth in Subpart B of this part and measured in accordance 

with those procedures. 

(c) The standards set forth in paragraphs (c) 

through (e) of this section shall apply to' all light-duty 

trucks. No crankcase emissions shall be discharged into 

the ambient atmosphere from any 19XX and later model year 

light-duty truck. 
P.24 

(d)(1) Refueling emissions from 19XX and later model 

year gasoline-fueled light duty trucks shall not exceed: 

Hydrocarbons. 0.10 gram per gallon (0.026 gram per liter) 

of fuel dispensed. 

(2) The standard set forth in paragraph (d)(1) of 

this section refers to a sample of refueling emissions 

collected under the conditions as set forth in Subpart C of 

this part and measured in accordance with those procedures. 

(e) No fuel vapor shall be released into the ambient 

atmosphere from any 19xx and later model year 

gasoline-fueled light-duty truck during any in-use 

operations except for emergencies caused by component 

malfunction or damage. 

(f)(1) Model year 19XX and later light-duty trucks sold 

for principal use at a designated high-altitude location 

shall be capable of meeting the following exhaust emission 

standards when tested under high-altitude conditions: 

(i) Hydrocarbons. 1.0 grams per vehicle mile (0.62 

grams per vehicle kilometer): 
P.25 

(ii) Carbon Monoxide. (A) 14 grams per vehicle mile 

(8.7 grams per vehicle kilometer). 

(B) \ 0.50 percent of exhaust gas flow at curb idle 

(gasoline-fueled light-duty trucks only). 

(iii) Oxides of Nitrogen. (A) For light-duty trucks 

up to and including 3,750 lbs loaded vehicle weight, 1.2 

grams per vehicle mile (0.75 grams per vehicle kilometer). 

(B) For light-duty trucks 3,751 lbs and greater 

loaded vehicle weight, 1.7 grams per vehicle mile (l.l 

grams per vehicle kilometer). 

(iv) Particulate emissions (diesel light-duty trucks 

only). 0.26 gram per vehicle mile (0.16 gram per vehicle 

kilometer). 

(2) The standards set forth in paragraph (f)(l)(i), 

(f)(l)(ii)(A), (f)(l)(iii), and (f)(l)(iv) of this section 

refer to the exhaust emitted over a driving schedule as set 

forth in Subpart B of this part and measured and calculated 

in accordance with those procedures. The standard set 

forth in paragraph (f)(1)(ii)(B) of this section refers to 

the exhaust emitted at curb idle and measured and 

calculated in accordance with the procedures set forth in 

Subpart P of this part. 
P.26 

(g)(1) Evaporative emissions from 19XX and later model 

year gasoline-fueled light-duty trucks sold for principal 

use at a designated high-altitude location shall not 

exceed: Hydrocarbons. 2.6 grams per test when tested under 

high-altitude conditions. 

(2) The standard set forth in paragraph (g)(1) of 

this section refers to a composite sample of the 

evaporative emissions collected under the conditions set 

forth in Subpart B of this part and measured in accordance 

with those procedures. 
(h)(1) Any light-duty truck that a manufacturer wishes 

to certify for sale at low altitude must be capable of 

meeting high altitude emission standards (specified in 

paragraphs (c) through (g) of this section). The 

manufacturer may specify vehicle adjustments or 

modifications to allow the vehicle to meet high-altitude 

standards but these adjustments or modifications may not 

alter the vehicle's basic engine, inertia weight class, 

transmission configuration, and axle ratio. 

(i) A manufacturer may certify unique configurations 

to meet the high-altitude standards but is not required to 

certify these vehicle configurations to meet the 

low-altitude standards. 

(ii) Any adjustments or modifications that are 

recommended to be performed on vehicles to satisfy the 

requirements of paragraph (h)(1) of this section: 
P.28 

(A) Shall be capable of being effectively performed 

by commercial repair facilities, and 

(B) "Must be included in the manufacturer's 

application for certification. 

(2) The manufacturer may exempt 19XX and later model 

year vehicles from compliance with the emission standards 

set forth in paragraphs (c) through (g) of this section at 

high-altitude if the vehicles are not intended for sale at 

high altitude and if the following requirements are met. A 

vehicle configuration shall only be considered eligible for 

exemption if the requirements of either paragraph 

(k)(2)(i), (ii), (iii), or (iv) of this section are met. 

(i) Its design parameters (displacement-to-weight 

ratio) (D/W) and engine speed-to-vehicle-speed ratio (N/V)) 

fall within the exempted range for that manufacturer for 

that year. The exempted range is determined according to 

the following procedure: 

(A) The manufacturer shall graphically display the 

D/W and N/V data of all vehicle configurations it will 

offer for the model year in question. The axis of the 

abscissa shall be D/W (where (D) is the engine displacement 
P.29 

expressed in cubic centimeters and (W) is the gross vehicle 

weight (GVW) expressed in pounds), and the axis of the 

ordinate shall be N/V (share (N) is the crankshaft speed 

expressed in revolutions per minute and (V) is the vehicle 

speed expressed in miles per hour). At the manufacturer's 

option, either the 1:1 transmission gear ratio or the 

lowest numerical gear ratio available in the transmission 

will be used to determine N/V. The gear selection must be 

the same for all N/V data points on the manufacturer's 

graph. For each transmission/axle ratio combination, only 

the lowest N/V value shall be used in the graphical display. 

(B) The product line is then defined by the equation 

—0 9 

N/V = C(D/W) , where the constant, C, is determined by 

the requirement that all the vehicle data points either 

fall on the line or lie to the upper right of the line as 

displayed on the graphs. 

(C) The exemption line is then defined by the 

-0 9 equation, N/V = C(0.84 D/W) ' , where the constant, C is 

the same as that found in paragraph (k)(2)(i)(B) of this 

section. 

(D) The exempted range includes all values of N/V 

and D/W which simultaneously fall to the lower left of the 

exemption line as drawn on the graph. 
P.30 

(ii) Its design parameters fall within the alternate 

exempted range for that manufacturer that year. The 

alternate exempted range is determined by substituting 

rated horsepower (hp) for displacement (D) in the exemption 

procedure described in paragraph (k)(2)(i) of this section 

-0 9 

and by using the product line N/V = C(hp/W) 

(A) Rated horsepower shall be determined by using 

the Society of Automotive Engineers Test Procedure J 1349, 

or any subsequent version of that test procedure. Any of 

the horsepower determinants within that test procedure may 

be used, as long as it is used consistently throughout the 

manufacturer's product line in any model year. 

(B) No exemptions will be allowed under paragraph 

(k)(2)(ii) of this section to any manufacturer that has 

exempted vehicle configurations as set forth in paragraph 

(k)(2)(i) of this section. 

(iii) Its acceleration time (the time it takes a 

vehicle to accelerate from 0 to a speed not less than 40 

miles per hour and not greater than 50 miles per hour) 

under high-altitude conditions is greater than the largest 

acceleration time under low-altitude conditions for that 

manufacturer for that year. The procedure to be followed 

in marking this determination is: 
P.31 

(A) The manufacturer shall list the vehicle 

configuration and acceleration time under low-altitude 

conditions of that vehicle configuration which has the 

highest acceleration time under low-altitude conditions of 

all the vehicle configurations it will offer for the model 

year in question. The manufacturer shall also submit a 

description of the methodology used to make this 

determination. 

(B) The manufacturer shall then list the vehicle 

configurations and acceleration times under high-altitude 

conditions of all those vehicle configurations which have 

higher acceleration times under high-altitude conditions 

than the highest acceleration time at low altitude 

identified in paragraph (k)(2)(iii)(A) of this section. 

(iv) In lieu of performing the test procedure of 

paragraph (k)(2)(iii) of this section, its acceleration 

time can be estimated based on the manufacturer's 

engineering evaluation, in accordance with good engineering 

practice, to meet the exemption criteria of paragraph 

(k)(2)(iii) of this section. 

(3) The sale of a vehicle for principal use at a 

designated high-altitude location that has been exempted as 

set forth in paragraph (k)(2) of this section will be 

considered a violation of Section 203(a)(1) of the Clean 

Air Act. 
P.32 

4. A new Section 86.XXX-10 is proposed to be added 

to Subpart A, to read as follows: 

§86.XXX-10; Emission standards for 19XX and later model year 

gasoline-fueled heavy-duty engines and vehicles. 

(a)(1) Exhaust emissions from new 19XX and later model 

year gasoline-fueled heavy-duty engines shall not exceed: 

(i) For engines intended for use in all vehicles 

except as provided in paragraph (a)(3) of this paragraph. 

(A) Hydrocarbons. 1.1 grams per brake 

horsepower-hour (0.41 gram per megajoule), as measured 

under transient operating conditions. 

(B) Carbon monoxide. (1) 14.4 grams per brake 

horsepower-hour (5.36 grams per megajoule), as measured 

under transient operating conditions. 

(2) Gasoline-fueled heavy-duty enqines utilizing 

aftertreatment technology. 0.50 percent of exhaust gas 

flow at curb idle. , 

(C) Oxides of nitrogen. (l) 6.0 grams per brake 

horsepower-hour (2.2 grams per megajoule), as measured 

under transient operating conditions. 
(ii) For engines intended for use only in vehicles 

with a Gross Vehicle Weight Rating of greater then 14,000 

pounds, 

(A) Hydrocarbons. 1.9 grams per brake 

horsepower-hour (0.71 gram per megajoule), as measured 

under transient operating conditions. 

(B) Carbon Monoxide. (1.) 37.1 grams per brake 

hoursepower-hour (13.8 grams per megajoule), as measured 

under transient operating conditions. 

(2) Gasoline-fueled heavy-duty engines utilizing 

aftertreatment technology. 0.50 percent of exhaust gas 

flow at curb idle. 

(C) Oxides of nitrogen. 6.0 grams per brake 

hoursepower-hour (2.2 grams per megajoule), as measured 

under transient operating conditions. 

(2) The standards set forth in paragraph (a)(1) of 

this section refer to the exhaust emitted over the 

operating schedule set forth in paragraph (f)(1) of 

Appendix I to this part, and measured and calculated in 

accordance with the procedures set forth in Subpart N or P. 
P.34 

(3)(i) A manufacturer may certify one or more 

gasoline-fueled heavy-duty engine configurations intended 

for use in all vehicles to the emission standards set forth 

in paragraph (aXD(ii) of this paragraph: Provided, that 

the total model year sales of such configuration(s) being 

certified to the emission standards in paragraph (a)(1)(ii) 

of this section represent no more than 5 percent of total 

model year sales of all gasoline-fueled heavy-duty engines 

intended for use in vehicles with a Gross Vehicle Weight 

Rating of up to 14,000 pounds by the manufacturer. 

(ii) The configurations certified to the emission 

standards of paragraph (a)(1)(H) of this section under the 

provisions of paragraph (a)(3)(i) of this section shall 

still be required to meet the evaporative emission 

standards set forth in paragraphs (b)(l)(i)(A) and 

(b)(2)(i) of this section. 

(b)(1) Evaporative emissions from 19XX and later model 

year gasoline-fueled heavy-duty vehicles shall not exceed: 

(i) Hydrocarbons. (A) For vehicles with a Gross 

Vehicle Weight Rating of up to 14,000 pounds, 3.0 grams per 

test. 

(B) For vehicles with a Gross Vehicle Weight Rating 

of greater than 14,000 pounds, 4.0 grams per test. 
P.35 

(2)(i) For vehicles with a Gross Vehicle Weight Rating 

of up to 26,000 pounds, the standards set forth in 

paragraph (b)(1) of this section refer to a composite 

sample of evaporative emissions collected under the 

conditions set forth in Subpart M and measured in 

accordance with those procedures. 

(ii) For vehicles with a Gross Vehicle Weight Rating 

of greater than 26,000 pounds, the standard set forth in 

paragraph (b)(1)(i)(B) of this section refers to the 

manufacturer's engineering design evaluation using good 

engineering practice (a statement of which is reguired in 

§86.088-23(b)(4)(ii)). 

(c) No crankcase emissions shall be discharged into 

the ambient atmosphere from any new 19XX or later model 

year gasoline-fueled heavy-duty engine. 

(d)(1) Refueling emissions from 19XX and later model 

year gasoline-fueled heavy-duty vehicles shall not exceed: 

Hydrocarbons• 0.10 gram per gallon (0.026 gram per liter) 

of fuel dispensed. ,. 

(2)(i) For vehicles with a Gross Vehicle Weight Rating 

of up to 26,000 pounds, the standard set forth in paragraph 

(d)(1) of this section refers to a sample of refueling 
P.36 

emissions collected under conditions set forth in Subpart C 

of this part and measured in accordance with those 

procedures. 

(ii) For vehicles with a Gross Vehicle Weight Rating 

of greater than 26,000 pounds, the standard set forth in 

paragraph (d)(1) of this section refers to the 

manufacturer's engineering design evaluation using good 

engineering practice (a statement of which is required in 

§86.XXX-23(b)(4)(iv)). 

(e) No fuel vapor shall be released into the ambient 

atmosphere from any 19xx and later model year 

gasoline-fueled heavy-duty vehicle during any in-use 

operations except for emergencies caused by component 

malfunction or damage. 

(f) Every manufacturer of new motor vehicle engines 

subject to the standards prescribed in this section shall, 

prior to taking any of the actions specified in section 

203(a)(1) of the Act, test or cause to be tested motor 

vehicle engines in accordance with applicable procedures in 

Subpart N or P of this part to ascertain that such test 

engines meet the requirements of paragraphs (a) and (c) of 

this section. 
5. A new Section 86.XXX-24 is proposed to be added 

to subpart A to read as follows: 

§86.XXX-2l: Test vehicles and engines. 

(a)(1) The vehicles or engines covered by an 

application for certification will be divided into 

groupings of engines which are expected to have similar 

emission characteristics throughout their useful lives. 

Each group of engines with similar emission characteristics 

shall be defined as a separate engine family. 

(2) To be classed in the same engine family, engines 

must be identical in all the following respects: 

(i) The cylinder bore center-to-center dimensions. 

(ii)-(iii) Reserved] 

(iv) The cylinder block configuration (air cooled or 

water cooled; L-6, 90° V-8, etc.). 

f 

(v) The location of the intake and exhaust valves 

(or ports). 

(vi) The method of air aspiration, 

(vii) The combustion cycle. 
P.38 

(viii) Catalytic converter characteristics, 

(ix) Thermal reactor characteristics. 

'JL-

(x) Type of air inlet cooler (e.g., intercoolers and 

after-coolers) for diesel heavy-duty engines. 

(3)(i) Engines identical in all the respects listed in 

paragraph (a)(2) of this section may be further divided 

into different engine families if the Administrator 

determines that they may be expected to have different 

emission characteristics. This determination will be based 

upon a consideration of the following features of each 

engine: 

(A) The bore and stroke. 

(B) The surface-to-volume ratio of the nominally 

dimensioned cylinder at the top dead center position. 

(C) The intake manifold induction port size and 

configuration. 

(D) The exhaust manifold port size configuration. 

(E) The intake and exhaust valve sizes. 
P.39 

(F) The fuel system. 

(G) The camshaft timing and ignition or injection 

timing characteristics. 

(ii) Light-duty trucks and heavy-duty engines 

produced in different model years and distinguishable in 

the respects listed in paragraph (a)(2) of this section 

shall be treated as belonging to a single engine family if 

the Administrator requires it, after determining that the 

engines may be expected to have similar emission 

deterioration characteristics. 

(4) Where engines are of a type which cannot be 

divided into engine families based upon the criteria listed 

in paragraphs (a) (2) and (3) of this section, the 

Administrator will establish families for those engines 

based upon those features most related to their emission 

characteristics. Engines that are eligible to be included 

in the same engine family based on the criteria in 

paragraphs (a)(2) and (3)(i) of this section may be further 

divided into different engine families if the manufacturer 

determines that they may be expected to have different 

emission characteristics. This determination will be based 

upon a consideration of the following features of each 

engine*; 
(i) The dimension from the center line of the 

crankshaft to the center line of the camshaft. 

(ii) fThe -dimension from the. center line of the 

crankshaft to the top of the cylinder block head face. 

(iii) The size of the intake and exhaust valves (or 

ports). 

(5) The gasoline-fueled light-duty vehicles and 

light-duty trucks covered by an application for 

certification will be divided into groupings which are 

expected to have similar evaporative emission 

characteristics throughout their useful life. Each group 

of vehicles with similar evaporative emission 

characteristics shall be defined as a separate evaporative 

emission family. 

(6) For gasoline-fueled light-duty vehicles and 

light-duty trucks to be classed in the same evaporative 

emission family, vehicles must be similar with respect to: 

(i) Type of vapor storage device (e.g., canister, 

air cleaner, crankcase). 

(ii) Basic canister design. 
P.41 

(iii) Fuel system. 

(7) Where vehicles are of a type which cannot be 

divided into evaporative emission families based on the 

criteria listed above, the Administrator will establish 

families for those vehicles based upon the features most 

related to their evaporative emission characteristics. 

(8)(i) If the manufacturer elects to participate in the 

Alternative Durability Program, the engine families covered 

by an application for certification shall be grouped based 

upon similar engine design and emission control system 

characteristics. Each of these groups shall constitute a 

separate engine family group. 

(ii) To be classed in the same engine family group, 

engine families must contain engines identical in all of 

the following respects: 

(A) The combustion cycle. 

(B) The cylinder block configuration, (air-cooled or 

water-cooled; L-6, V-8, rotary, etc.). 

(C) Displacement (engines of different displacement 

within 50 cubic inches or 15 percent of the largest 

displacement and contained within a multidisplacement 
P.42 

engine family will be included in the same engine family 

group). 

(D)

 r Catalytic converter usage and basic type 

(noncatalyst, oxidation catalyst only, three-way catalyst 

equipped). 

(9) Engine families identical in all respects listed 

in paragraph (a)(8) of this section may be further divided 

into different engine family groups if the Administrator 

determines that they expected to have significantly 

different exhaust emission control system deterioration 

characteristics. 

(10) A manufacturer may request the Administrator to 

include in an engine family group, engine families in 

addition to those grouped under the provisions of paragraph 

(a)(8) of this section. This request must be accompanied 

by the information the manufacturer believes supports the 

inclusion of these additional engine families. 

(11) A manufacturer may combine into , a single engine 

family group those light-duty vehicle and light-duty truck 

engine families which otherwise meet the requirement of 

paragraphs (a)(8) through (10) of this section. 
(12) The gasoline-fueled heavy-duty vehicles covered 

by an application for certification will be divided into 

groupings of vehicles on the basis of physical features 

which are-expected to affect evaporative emissions. Each 

group of vehicles with similar features shall be defined as 

a separate evaporative emission family. 

(13) For gasoline-fueled heavy-duty vehicle to be 

classed in the same evaporative emission family, vehicles 

must be identical with respect to: 

(i) Method of fuel/air metering (i.e.,carburetion 

versus fuel injection). 

(ii) Carburetor bowl fuel volume, within a 10 cc 

range. 

(14) For gasoline-fueled heavy-duty vehicles to be 

classed in the same evaporative emission control system, 

vehicles must be identical with respect to: 

(i) Method of vapor storage. 

(ii) Method of carburetor sealing. 

(iii) Method of air cleaner sealing. 
P.44 

(iv) Vapor storage working capacity, within a 20g 

range. 

(v) Number of storage devices. 

(vi) Method of purging stored vapors. 

(vii) Method of venting the carburetor during both 

engine off and engine operation. 

(viii) Liquid fuel hose material. 

(ix) Vapor storage material. 

(15) Where gasoline-fueled heavy-duty vehicles are 

types which cannot be divided into evaporative emission 

family-control system combinations based on the criteria 

listed above, the Administrator will establish evaporative 

emission family-control system combinations for those 

vehicles based on features most related to their 

evaporative emission characteristics. 

(16) The gasoline-fueled light-duty vehicles, 

gasoline-fueled light-duty trucks and gasoline-fueled 

heavy-duty vehicles covered by an application for 

certification will be divided into groupings which are 

expected to have similar refueling emission characteristics 
P.45 

throughout their useful life. Each group of vehicles with 

similar refueling-emission characteristics shall be defined 

as a separate refueling emission family. 

(17) For vehicles to be classified in the same 

refueling emission family, vehicles must be identical in 

all of the following respects: 

(i) Type of control system - non-integrated, 

partially integrated, or fully integrated with the 

evaporative control system. Further, if the system is 

partially integrated, whether the diurnal or hot soak 

emissions are captured in the same storage device as the 

refueling emissions. 

(ii) Basic canister design. 

(A) Working capacity - grams adsorption within a lOg 

range. 

(B) System configuration - number of canisters and 

method of connection (i.e., series, parallel,). 

(iii) Fillpipe seal mechanism - mechanical, liquid 

trap, other. 

(iv) Fill limiter system. 
P.46 

(v) Vapor control system or method of controlling 

vapor flow through the vapor line to the canister. 

(18) 'Vehicles which differ in the parameters listed 

in (a) (17) above may be judged by EPA to be equivalent 

(i.e. belonging to the same refueling emission family) 

based on a review of data submitted to EPA by the 

manufacturer in support of a claim of vehicle equivalency. 

(19) Vehicles will be classified as having the same 

refueling emission control system if they are identical in 

all of the following respects: 

(i) Canister adsorptive material - type, size, and 

quantity. 

(ii) Canister configuration - purge and vent 

mechanism, open bottom, closed bottom, and geometry. 

(iii) Purge system configuration: 

(A) Purge technique - controlled or uncontrolled. 

(B) Method of control (e.g. electrical, vacuum). 

(C) Conditioning of purge air (e.g. heated, dried). 
(vi) If 90 percent or more of the engine family sales 

will be in California, a manufacturer may substitute 

emission-data vehicles selected by the California Air 

Resources ^Board criteria for the selections specified in 

paragraphs (b)(l)(i), (bXD(ii), and (b)(l)(iv) of this 

section. 

(vii)(A) Vehicles of each evaporative emission family 

will be divided into evaporative emission control systems. 

(B) The Administrator will select the vehicle 

expected to exhibit the highest evaporative emissions, from 

within each evaporative family to be certified, from among 

the vehicles represented by the exhaust emission-data 

selections for the engine family, unless evaporative 

testing has already been completed on the vehicle expected 

to exhibit the highest evaporative emissions for the 

evaporative family as part of another engine family's 

testing. 

(C) If the vehicles selected in accordance with 

paragraph (b)(1)(vii)(B) of this section do not represent 

each evaporative emission control system then the 

Administrator will select the highest expected evaporative 

emission vehicle from within the unrepresented evaporative 

system. 
P.48 

(viii) For high-altitude evaporative emission 

compliance' for each evaporative emission family, the 

manufacturer shall follow one of the following procedures: 

(A) The manufacturer will select for testing under 

high-altitude conditions the one nonexempt vehicle 

previously selected under paragraph (b)(l)(vii)(B) or (C) 

of this section which is expected to have the highest level 

of evaporative emissions when operated at high altitude, or 

(B) In lieu of testing vehicles according to 

paragraph (A) of this section, a manufacturer may provide a 

statement in its application for certification that based 

on the manufacturer's engineering evaluation of such 

high-altitude emission testing as the manufacturer deems 

appropriate, 

( 1 ) That all light-duty vehicles not exempt under 

§86.XXX-8(h) comply with the emission standards at high 

altitude, and 

(2) That light-duty trucks sold for principal use at 

designated high-altitude locations comply with the 

high-altitude emission requirements, and that all 

light-duty trucks sold at low altitude, which are not 

exempt under §86.XXX-9(h)(2), are capable of being modified 

to meet high-altitude standards. 
P.49 

(v) For high-altitude exhaust emission compliance 

for each engine family, the manufacturer shall follow one 

of the following procedures: 

(A) The manufacturer will select for testing under 

high-altitude conditions the vehicle expected to exhibit 

the highest emissions from the nonexempt vehicles selected 

in accordance with paragraphs (b)(1) (ii), (iii), and (iv) 

of this section or, 

(B) In lieu of testing vehicles according to 

paragraph (b)(l)(v)(A) of this section, a manufacturer may 

provide a statement in its application for certification 

that, based on the manufacturer's engineering evaluation of 

such high-altitude emission testing as the manufacturer 

deems appropriate, 

(_1) That all light-duty vehicles not exempt under 

§86.XXX-8(h) comply with the emission standards at high 

altitude, and 

(2) That light-duty trucks sold for principal use at 

designated high-altitude locations comply with the 

high-altitude emission requirements, and that all 

light-duty trucks sold at low altitude, which are not 

exempt under §86.XXX-9(h)(2), are capable of being modified 

to meet high-altitude standards. 
(ix) Vehicles selected under paragraph (b)(l)(v)(A) 

of this section may be used to satisfy the requirements of 

(b)(l)(viii)(A) of this section. 

(x)(A) Vehicles of each refueling emission family will 

be divided into refueling emission control systems. 

(B) The Administrator will select the vehicle 

expected to exhibit the highest refueling emissions from 

within each refueling family to be certified from among the 

vehicles represented by exhaust emission-data selections 

for the engine family, unless refueling emission testing 

has already been completed on the vehicle expected to 

exhibit the highest refueling emission for the refueling 

family as part of another engine family testing. 

(C) If the vehicles selected in accordance with 

paragraph (b)(l)(xi)(B) of this section do not represent 

each refueling emission control system, then the 

Administrator will select the highest expected refueling 

emission vehicle from within the unrepresented system. 

!' 

(xi) For high-altitude refueling emission compliance 

for each refueling emission family, the manufacturer shall 

follow one of the following procedures: 
P.51 

highest numerical final gear ratio (including overdrive), 

the highest numerical axle ratio offered in that engine 

family and the maximum fuel flow calibration. 

(ii) The Administrator shall select one additional 

test vehicle from within each engine family. The vehicle 

selected shall be the vehicle expected to exhibit the 

highest emissions of those vehicles remaining in the engine 

family. If all vehicles within the engine family are 

similar the Administrator may waive the requirements of 

this paragraph. 

(iii) Within an engine family and exhaust emission 

control system, the manufacturer may alter any 

emission-data vehicle (or other vehicles such as including 

current or previous model year emission-data vehicles, fuel 

economy data vehicles, and development vehicles provided 

they meet emission-data vehicles' protocol) to represent 

more than one selection under paragraph (b)(1) (i), (ii), 

(iv), or (vii) of this section. 

(iv) If the vehicles selected in .accordance with 

paragraphs (b)(1) (i) and (ii) of this section do not 

represent each engine-system combination, then one vehicle 

of each engine-system combination not represented will be 

selected by the Administrator. The vehicle selected shall 

be the vehicle expected to exhibit the highest emissions of 

those vehicles remaining in the engine family. 
P.52 

(iv) Purge strategy (e.g., rate, schedule) and point 

of induction (e.g., carburetor or throttle body, intake 

manifold, air cleaner). 

(v) Vapor/liquid separator usage. 

(20) Vehicles which differ in the parameters listed 

in §86.XXX-24 (a)(19) above may be judged by EPA to be 

essentially equivalent (i.e., having the same refueling 

emission control system) based on a review of data 

submitted to EPA by the manufacturer in support of a claim 

of equivalency. 

(b) Emission data: 

(1) Emission-data vehicles. Paragraph (b)(1) of 

this section applies to light-duty vehicle and light-duty 

truck emission-data vehicles. 

(i) Vehicles will be chosen to be operated and 

tested for emission data based upon engine family, one test 

vehicle will be selected based on the following criteria: 

The Administrator shall select the vehicle with the 

heaviest equivalent test weight (including options) within 

the family. Then within that vehicle the Administrator 

shall select, in the order listed, the highest road-load 

power, largest displacement, the transmission with the 
(A) The manufacturer will select for testing under 

high-altitude conditions the one nonexempt vehicle 

previously selected under paragraph (b)(l)(x)(B) or (C) of 

this section which is expected to have the highest level of 

refueling emissions when operated at high altitude or 

(B) In lieu of testing vehicles according to 

paragraph (A) of this section, a manufacturer may provide a 

statement in its application for certification that based 

on the manufacturer's engineering evaluation of such 

high-altitude emission testing as the manufacturer deems 

appropriate, 

(1) That all light-duty vehicles not exempt under 

§86.XXX-8(i) comply with the emission standards at high 

altitude, and 

(2) That light-duty trucks sold for principal use at 

designated high-altitude locations comply with the 

high-altitude emission requirements, and that all 

light-duty trucks sold at low altitude, which are not 

exempt under §86.XXX-9(h)(2), are capable of being modified 

to meet high-altitude standards. 

(xii) Vehicles selected under paragraphs (b)(l)(v)(A) 

or (b)(1)(vii)(A) of this section may be used to satisfy 

the requirements of (b)(l)(xi)(A) of this section. 
P.54 

(xiii) (Liqht-Duty Trucks Only): (A) The manufacturer 

may reconfigure any of the low-altitude emission-data 

vehicles to represent the vehicle configuration required 

to be tested at high altitude. 

(B) The manufacturer is not required to test the 

reconfigured vehicle at low altitude. 

(2) Gasoline-fueled heavy-duty emission-data 

engines. Paragraph (b)(2) of this section applies to 

gasoline-fueled heavy-duty engines. 

(i)-(ii) [Reserved] 

(iii) The Administrator shall select a maximum of two 

engines within each engine family based upon features 

indicating that they may have the highest emission levels 

of the engine in the engine family as follows: 

(A) The Administrator shall select one emission-data 

engine first based on the largest displacement within the 

engine family. Then within the largest displacement the 

Administrator shall select, in order listed, highest fuel 

flow at the speed of maximum rated torque, the engine with 

the most advanced spark timing, largest evaporative and/or 

refueling emissions canister, no EGR or lowest actual flow 

air pump. 
P.55 

(B) The Administrator shall select one additional 

engine, from within each engine family. The engine 

selected shall be the engine expected to exhibit the 

highest emissions of those engines remaining in the engine 

family. If all engines within the engine family are 

similar the Administrator may waive the requirements Of 

this paragraph. 

(iv) If the engines selected in accordance with 

paragraphs (b)(2) (ii) and (iii) of this section do not 

represent each engine displacement-exhaust emission control 

system combination, then one engine of each engine 

displacement-exhaust emission control system combination 

not represented shall be selected by the Administrator. 

(v) Within an engine family/displacement/control 

system combination, the manufacturer may alter any 

emission-data engine (or other engine including current or 

previous model year emission-data engines and development 

engines provided they meet the emission-data engines' 

protocol) to represent more than one selection under 

paragraph (b)(2)(iii) of this section. 

(3) Diesel heavy-duty emission-data engines. 

Paragraph (b)(3) of this section applies to diesel 

heavy-duty emission-data vehicles. 
P.56 

(i) Engines will be chosen to be run for emission 

data based upon engine family groupings. Within each 

engine family, the requirements of this paragraph must be 

met . •• | 

(ii) Engines of each engine family will be divided 

into groups based upon their exhaust emission control 

systems. One engine of each engine system combination 

shall be run for smoke emission data and gaseous emission 

data (including data for particulate matter). Either the 

complete gaseous emission test or the complete smoke test 

may be conducted first. Within each combination, the 

engine that features the highest fuel feed per stroke, 

primarily at the speed of maximum rated torque and 

secondarily at rated speed, will usually be selected. If 

there are military engines with higher fuel rates than 

other engines in the same engine system combinations, then 

one military engine shall also be selected. The engine 

with the highest fuel feed per stroke will usually be 

selected. 

(iii) The Administrator may select a ^maximum of one 

additional engine within each engine-system combination 

based upon features indicating that it may have the highest 

emission levels of the engines of that combination. In 

selecting this engine, the Administrator will consider such 
features as the injection system, fuel system, compression 

ratio, rated speed, rated horsepower, peak torque speed, 

and peak torque. 

(iv) Within an engine family control system 

combination, the manufacturer may alter any emission-data 

engine (or other engine such as including current or 

previous model year emission-data engines and development 

engines provided they meet the emission-data engines' 

protocol) to represent more than one selection under 

paragraphs (b)(3)(ii) and (iii) of this section. 

(c) Durability data: (1) Light-duty vehicle 

durability-data vehicles. Paragraph (c)(1) of this section 

applies to light-duty vehicle durability-data vehicles. 

(i) A durability-data vehicle will be selected by 

the Administrator to represent each engine-system 

combination. The vehicle selected shall be of the engine 

displacement with the largest projected sales volume of 

vehicles with that control-system combination in that 

engine family and will be designated by the Administrator 

as to transmission type, fuel system, inertia weight class, 

and test weight. 

(ii) A manufacturer may elect to operate and test 

additional vehicles to represent any engine-system 

combination. The additional vehicles must be of the same 
P.58 

engine displacement, transmission type, fuel system and 

inertia weight class as the vehicle selected for that 

engine-system combination in accordance with the provisions 

of the paragraph (c)(1)(i) of this section. Notice of an 

intent to operate and test additional vehicles shall be 

given to the Administrator no later than 30 days following 

notification of the test fleet selection. 

(2) L i ght-duty t rucks. Paragraph (c)(2) of this 

section applies to vehicles, engines, subsystems, or 

components used to establish exhaust emissions 

deterioration factors for light-duty trucks. 

(i) The manufacturer shall select the vehicles, 

engines, subsystems, or components to be used to determine 

exhaust emission deterioration factors for each 

engine-family control system combination. Whether 

vehicles, engines, subsystems, or components are used, they 

shall be selected so that their emissions deterioration 

characteristics may be expected to represent those of 

in-use vehicles, based on good engineering judgment. 

f' 

(3) Heavy-duty engines. Paragraph (c)(3) of this 

section applies to engines, subsystems, or components used 

to establish exhaust emission deterioration factors for 

heavy-duty engines. 
P.59 

(i) The manufacturer shall select the engines, 

subsystems, or components to be used to determine exhaust 

emission deterioration factors for each engine-family 

control system combination. Whether engines, subsystems, 

or components are used, they shall be selected so that 

their emissions deterioration characteristics may be 

expected to represent those of in-use engines, based on 

good engineering judgment. 

(d) For purposes of testing under §86.084-26 (a)(9) 

or (b)(ll), the Administrator may require additional 

emission-data vehicles (or emission-data engines) and 

durability-data vehicles (light-duty vehicles only) 

identical in all material respects to vehicles (or engines) 

selected in accordance with paragraphs (b) and (c) of this 

section, provided, that the number of vehicles (or engines) 

selected shall not increase the size of either the 

emission-data fleet by more than 20 percent or one vehicle 

(or engine), whichever is greater. 

(e)(1) Any manufacturer whose projected sales for the 

model year in which certification is sought }.s less than: 

(i) 2,000 gasoline-fueled light-duty vehicles, or 

(ii) 2,000 diesel light-duty vehicles, or 
P.60 

(iii) 2,000 gasoline-fueled light-duty trucks, or 

(iv) 2,000 diesel light-duty trucks, or 

(v) 2,000 gasoline-fueled heavy-duty engines, or 

(vi) 2,000 diesel heavy-duty engines, may request a 

reduction in the number of test vehicles (or engines) 

determined in accordance with the foregoing provisions of 

this section. The Administrator may agree to such lesser 

number as he determines would meet the objectives of this 

procedure. 

(2) Any manufacturer may request to certify engine 

families with combined total sales of fewer than 10,000 

light-duty vehicles, light-duty trucks, and heavy-duty 

engines utilizing assigned deterioration factors prescribed 

by the Administrator. The assigned deterioration factors 

shall be applied only to entire engine families. 

(f) In lieu of testing an emission-data or 

durability vehicle (or engine) selected under paragraph (b) 

or (c) of this section, and submitting data therefor, a 

manufacturer may, with the prior written approval of the 

Administrator, submit exhaust emission data, evaporative 

emission data and/or refueling emission data, as applicable 

on a similar vehicle (or engine) for which certification 
P.61 

has been obtained or for which all applicable data required 

under §86.XXX-23 has previously been submitted. 

(g)(1) | This paragraph applies to light-duty vehicles 

and light-duty trucks, but does not apply to the production 

vehicles selected under paragraph (h) of this section. 

(2)(i) Where it is expected that more than 33 percent 

of a carline, within an engine-system combination, may be 

equipped with an item (whether that item is standard 

equipment or an option), the full estimated weight of that 

item shall be included in the curb weight computation of 

each vehicle available with that item in that carline, 

within that engine-system combination. 

(ii) When it is expected that 33 percent or less of 

the carline, within an engine-system combination, will be 

equipped with an item (whether that item is standard 

equipment or an option) no weight for that item will be 

added in computing the curb weight for any vehicle in the 

carline, within that engine-system combination, unless that 

item is standard equipment on the vehicle. , 

(iii) In the case of mutually exclusive options, only 

the weight of the heavier option will be added in computing 

the curb weight. 
P.62 

(iv) Optional items weighing less than three pounds 

per item need not be considered. 

(3)(i) V where it is expected that more than 33 percent 

of a carline, within an engine-system combination, will be 

equipped with an item (whether that item is standard 

equipment or an option) that can reasonably be expected to 

influence emissions, then such items shall actually be 

installed (unless excluded under paragraph (g)(3)(ii) of 

this section) on all emission-data and durability-data 

vehicles of that carline, within that engine-system 

combination, on which the items are intended to be offered 

in production. Items that can reasonably be expected to 

influence emissions are: air conditioning, power steering, 

power brakes, and other items determined by the 

Administrator. 

(ii) If the manufacturer determines by test data or 

engineering evaluation that the actual installation of the 

optional equipment required by paragraph (g)(3)(i) of this 

section does not affect the emissions or fuel economy 

values, the optional equipment need not be installed on the 

test vehicle. 

(iii) The weight of the options shall be included in 

the design curb weight and also be represented in the 

weight of the test vehicles. 
P.63 

(iv) The engineering evaluation, including any test 

data, used to support the deletion of optional equipment 

from the test vehicles, shall be maintained by the 

manufacturer and shall be made available to the 

Administrator upon request. 

(4) Where it is expected that 33 percent or less of 

a carline within an engine-system combination will be 

equipped with an item (whether that item is standard 

equipment or an option) that can reasonably be expected to 

influence emissions, that item shall not be installed on 

any emission-data vehicle or durability-data vehicle of 

that carline, within that engine-system combination, unless 

that item is standard equipment on that vehicle or 

specifically required by the Administrator. 

(h) Alternative Durability Program durability-data 

vehicles. This section applies to light-duty vehicle and 

light-duty truck durability-data vehicles selected under 

the Alternative Durability Program described in §86.085-13. 

(1) In order to update the durability data to be 

used to determine a deterioration factor for each engine 

family group, the Administrator will select durability-data 

vehicles from the manufacturer's production line. 

Production vehicles will be selected from each model year's 
production for those vehicles certified using the 

Alternative Durability Program procedures. 

(i) o.: The Administrator shall select the production 

durability-data vehicle designs from the designs that the 

manufacturer offers for sale. For each model year and for 

each engine family group, the Administrator may select 

production durability-data vehicle designs of equal number 

to the number of engine families within the engine family 

group, up to a maximum of three vehicles. 

(ii) The production durability-data vehicles 

representing the designs selected in paragraph (h)(l)(i) of 

this section will be randomly selected from the 

manufacturer's production. The Administrator will make 

these random selections unless the manufacturer (with prior 

approval of the Administrator) elects to make the random 

selections. 

(iii) The manufacturer may select additional 

production durability-data vehicle designs from within the 

engine family group. The production ,, durability-data 

vehicles representing these designs shall be randomly 

selected from the manufacturer's production in accordance 

with paragraph (h)(l)(ii) of this section. 
P.65 

(iv) For each production durability-data vehicle 

selected under paragraph (h)(1) of this section, the 

manufacturer shall provide to the Administrator (before the 

vehicle Is tested or begins service accumulation) the 

vehicle identification number. Before the vehicle begins 

service accumulation the manufacturer shall also provide 

the Administrator with a description of the durability-data 

vehicle as specified by the Administrator. 

(v) In lieu of testing a production durability-data 

vehicle selected under paragraph (h)(1) of this section, 

and submitting data therefor, a manufacturer may, with the 

prior written approval of the Administrator, submit exhaust 

emission data from a production vehicle of the same 

configuration for which all applicable data has previously 

been submitted. 

(2) If, within an existing engine family group, a 

manufacturer requests to certify vehicles of a new design, 

engine family, emission control system, or with any other 

durability-related design difference, the Administrator 

will determine if the existing engine^ family group 

deterioration factor is appropriate for the new design. If 

the Administrator cannot make this determination or deems 

the deterioration factor not appropriate, the Administrator 

shall select preproduction durability-data vehicles under 

the provisions of paragraph (c) of this section. If 
P.66 

vehicles are then certified using the new design, the 

Administrator may select production vehicles with the new 

design under the provisions of paragraph (h)(1) of this 

section. 

(3) If a manufacturer requests to certify vehicle's 

of a new design that the Administrator determines are a new 

engine family group, the Administrator shall select 

preproduction durability-data vehicles under the provisions 

of paragraph (c) of this section. If vehicles are then 

certified using the new design, the Administrator may 

select production vehicles of that design under the 

provisions of paragraph (h)(1) of this section. 
6. A new Section 86.107-XX is proposed to be added to 

i"" 

Subpart B, to read as follows: •) 

§86.1(n-XX Sampling and analytical system; evaporative 

emissions. 

(a) Component description of evaporative emissions 

sampling system. The following components will be used in 

evaporative emissions sampling systems for testing under 

this subpart. 

(1) Evaporative emission measurement enclosure. The 

enclosure shall be readily sealable, rectangular in shape, 

with space for personnel access to all sides of the 

vehicle. The sides of the enclosure shall be equipped with 

one or more ports to provide access to the fuel tank filler 

cap(s) of test vehicles and to allow fueling of the test 

vehicle from a fuel nozzle and hose located outside of the 

enclosure. Access port sealing devices shall be capable of 

maintaining gas-tightness of the enclosure at all times. 

As an alternative to the access ports, a manufacturer may 

locate the fuel dispensing hose and nozzle in the 

enclosure, provided it is demonstrated that the hose and 

nozzle contribute no hydrocarbons to the enclosure by any 

means and also provided that nozzle activation and/or 

reactivation can be performed safely and that the means for 

activating the nozzle shall not introduce air, 
P.68 

hydrocarbons, or other materials into the enclosure during 

a test. When sealed, the enclosure shall be gas tight in 

accordance with §86.117. Interior surfaces must be 

impermeable to hydrocarbons. One surface should be of 

flexible, impermeable material to allow for minor volume 

changes resulting from temperature changes. Wall design 

should promote maximum dissipation of heat and if 

artificial cooling is used, interior surface temperatures 

shall not be less than 68.0°F (20.0°C). 

(2) Evaporative emission hydrocarbon analyzers. A 

hydrocarbon analyzer utilizing the hydrogen flame 

ionization principle (FID) shall be used to monitor the 

atmosphere within the enclosure. Instrument bypass flow 

may be returned to the enclosure. The FID shall have a 

response time to 90 percent of final reading of less than 

1.5 seconds, and be capable of meeting the following 

performance requirements expressed as a function of C .,, 

where C ., is the specific enclosure hydrocarbon level, 

in ppm, corresponding to the evaporative emission standard: 
P.69 

(i) Stability of the analyzer shall be better than 

0.01 C. , ppm at zero and span over a 15-minute period on 

all ranges used. 

(ii) Repeatability of the analyzer, expressed as one 

standard deviation, shall be better than 0.005 C ., ppm 

on all ranges used. 

(3) Evaporative emission hydrocarbon data recording 

system. The electrical output of the FID shall be recorded 

at least at the initiation and termination of each diurnal 

or hot soak. The recording may be by means of a strip 

chart potentiometric recorder, by use of an on-line 

computer system or other suitable means. In any case, the 

recording system must have operational characteristics 

(signal to noise ratio, speed of response, etc.) equivalent 

to or better than those of the signal source being 

recorded, and must provide a permanent record of results. 

The record shall show a positive indication of the 

initiation and completion of each diurnal or hot soak along 

with the time elapsed between initiation and completion of 

each soak. 

(4) Tank fuel heating system. The tank fuel heating 

system shall consist of a heat source and a temperature 

controller. A typical heat source is a 2000 W heating 

pad. Other sources may be used as required by 
P.70 

circumstances. The temperature controller may be manual, 

such as a variable voltage transformer, or may be 

automated. The heating system must not cause hot spots on 

the tank wetted surface which could cause local overheating 

of the fuel. Heat must not be applied to the vapor in the 

tank above the liquid fuel. The temperature controller 

must be capable of controlling the fuel tank temperature 

during the diurnal soak to within +3.0°F (1.7°C) of the 

following equation: 

F = T + 0.4t 

o 

or for SI units: 

C = TQ + (2/9)t 

where: 

F = Temperature in °F 

C = Temperature in °C 

t = Time since start of test in minutes 

T = Initial temperature in °F (or in °C for SI 

units) , 

(5) Temperature recording system. Strip chart 

recorder(s) or an automatic data processor shall be used to 

record enclosure ambient and vehicle fuel tank temperature 

during the evaporative emissions test. The temperature 
P.71 

recorder or data processor shall record each temperature at 

least once every minute. The recording system shall be 

capable of resolving time to +15s and capable of resolving 

temperature to +0.75°F (0.42°C). The temperature recording 

system (recorder and sensor) shall have an accuracy of 

+3.0°F (l.7°C). The recorder (data processor) shall have a 

time accuracy of +15s and a precision of +15s. Two ambient 

temperature sensors, connected to provide one average 

output, shall be located in the enclosure. These sensors 

shall be located at the approximate vertical centerline of 

each side wall extending four inches (nominally) into the 

enclosure at a height of 3.0+0.5 ft (0.9+0.2 m). The 

vehicle fuel tank temperature sensor shall be located in 

the fuel tank so as to measure the temperature of the 

prescribed test fuel at the approximate mid-volume of the 

fuel. Manufacturers shall arrange that vehicles furnished 

for testing at Federal certification facilities be equipped 

with iron-constantan Type J thermocouples for measurement 

of fuel tank temperature. 

(6) Purge blower. One or more portable or fixed 

blowers shall be used to purge the enclosure. The blowers 

shall have sufficient flow capacity to reduce the enclosure 

hydrocarbon concentration from the test level to the 

ambient level between tests. Actual flow capacity will 

depend upon the time available between tests. 
(7) Mixing blower. One or more small blowers or 

fans with a total capacity of 200 to 1,000 cfm shall be 

used to mix the contents of the enclosure during 

evaporative emission testing. No portion of the air stream 

shall be directed towards the vehicle. Maintenance of 

uniform concentrations throughout the enclosure is 

important to the accuracy of the test. 

(8) Fue 1 ing ecruipment. The fueling equipment shall 

consist of a fuel delivery system with temperature control 

equipment, fuel flow safety switch, service station type 

dispensing pump, hose, nozzle, and a meter to measure the 

dispensed fuel volume. A fuel recirculation system from 

the temperature control equipment to the nozzle shall be 

utilized to avoid trapping of non-temperature controlled 

fuel in the hose. The fuel delivery system must be capable 

of delivering fuel at 79.0 to 86.0°F (26.1 to 30.0°C) and 

at a flow rate of from 3.0 to 10.0 gal/min (11.4 to 37.9 

1/min). 
P.73 

7. A new Section 86.130-XX is proposed to be added 

to Subpart B, to read as follows: 

§86.130-XX Test sequence; general requirements. 

The test sequences shown in Figures BXX-lOa and 

BXX-lOb show the steps encountered as the test vehicle 

undergoes the procedures subsequently described to 

determine conformity with the standards set forth. Figure 

BXX-lOa shows test sequences to be used with vehicles 

equipped with fully integrated refueling emissions control 

systems. Figure BXX-lOb shows the test sequence to be used 

with all other refueling emission control system designs. 

Ambient temperature levels encountered by the test vehicle 

shall not be less than 68.0°F (20.0°C) nor more than 86.0°F 

(30.0°C). The temperatures monitored during . testing must 

be representative of those experienced by the test 

vehicle. The vehicle shall be approximately level during 

all phases of the test sequence to prevent abnormal fuel 

distribution. 
P.74 

9 

V*id»T« 

Da^PwiTatari 

I (mm^mmtl | T~«h — MM 

|!»MlDwh4tm| X' 

"hoar MAX 

I 

CbUla*IM^ | 

Son MAX 

I 

*af.u*r 

fe^Tal 

Na*H . 

T~~T 

OaM&MBm— T— 

Bn^Taa HC 

Not 

^ toton 

S ° " 

fc*MAXI», 

10 a 

Hettek 

Tat 

•©« ' 

7otaMAX 

Figure Bxx - 10a. Test Sequence. Fully-Integrated Refueling Controls. 
•tr-- i 

J-gcU, """"T-'l-TMarnif-Ti71

 T"»hoiMiw 

R-l Or* 4 HB 

JZ 1 how MAX 

I 1 hoar MAX 

T 

-jn»H»o^f»J»7I 

Sato MAX 

Ral ^ 

•Onto 

>40*R| 

I 

HalOtaMilhaMM 

•«0*.|4«P 

• 11 

B»mT—Mi»Ro«." I _ _ 

12.J6_ 

(noMAXfcr 

5 ota MAX 

Figure Bxx - 10b. Test Sequence. PaitiaUy-Integrated or Non-Integrated Refueling Controls. 
P.76 

8. A new Section 86.131-XX is proposed to be added 

to Subpart B, to read as follows: 

§86.131-XX Vehicle preparation. 

(a) For gasoline-fueled vehicles, prepare the' fuel 

tank(s) for recording the temperature of the prescribed 

test fuel at the approximate mid-volume of the fuel when 

the tank is 40 percent full. 

(b) Provide 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. 

(c) For non-integrated and partially integrated 

refueling control systems, provide valving or other means 

to allow loading of evaporative emissions canister(s) not 

connected to the vehicle fuel tank. 
P.77 

9. A new Section 86.132-XX is proposed to be added 

to Subpart B, to read as follows: 

§86.132-XX Vehicle preconditioning. 

(a) During any period that the vehicle is parked 

out-of-doors awaiting testing, the fuel tank cap(s) shall 

be removed to prevent unusual loading of the canister(s) 

(Diesel-fueled vehicles are exempt). During this time care 

must be taken to prevent entry of water or other 

contaminates into the fuel tank. During any period that 

the vehicle is parked in the test area awaiting testing, 

the fuel tank cap(s) may be in place. The vehicle shall be 

moved into the test area and the following operations 

performed: 

(1) For gasoline fueled vehicles only, the refueling 

emission canisters(s), and the evaporative emissions 

canister(s) if the vehicle is so equipped, shall be loaded 

to breakthrough as specified below. Canister(s) shall not 

be purged prior to beginning this sequence. If the vehicle 

is to undergo testing for fuel economy(, only, this step is 

not required. 

(i) Drain the vehicle fuel tank(s). 
(ii) Vehicle Temperature Stabilization. The vehicle 

shall be soaked at a temperature between 68.0 and 86.0°F 

(20.0 and 30.0°C) for a minimum of six hours. This 

tempeiature stabilization step may be omitted on vehicles 

which are already temperature stabilized as a result of 

storage in the test area. 

(iii) Canister(s) loading to breakthrough. 

NOTE: If at any time the hydrocarbon concentration 

exceeds 15,000 ppm C the enclosure should be immediately 

purged. This concentration provides a 4:1 safety factor 

against the lean flammability limit. 

(A) Evaporative emissions canister(s). For vehicles 

equipped with either non-integrated or partially integrated 

refueling emission control systems, the evaporative 

canister(s) shall be loaded to breakthrough. 

(.1) For . vehicles with evaporative emissions 

canisters which are not connected to the fuel tank, the 

manufacturers shall recommend a procedure for loading these 

canisters and shall receive approval by the Administrator 

prior to the use of the recommended procedure. 
(2) For vehicles equipped with evaporative emission 

canisters connected to the fuel tank, the following 

procedure shall be performed to load the canisters to 

breakthrough using hydrocarbon vapors generated by diurnal 

heat builds: 

(i.) The evaporative emission enclosure shall be 

purged for several minutes. 

(ii) If not already on, the evaporative enclosure 

mixing fan shall be turned on at this time. 

(iii) Immediately prior to the diurnal heat build, the 

refueling emissions canister(s) shall be disconnected or a 

diverter valve opened, if so equipped, to prevent the flow 

of vapor from the fuel tank to the refueling canister 

during the fueling event. If disconnected, the open end of 

the vapor line leading to the refueling canister shall be 

plugged. The fuel tank(s) of the prepared vehicle shall be 

drained and recharged with test fuel, as specified in 

§86.113, to the "tank fuel volume" defined in §86.082-2. 

The temperature of the fuel prior to jLts delivery to the 

fuel tank(s) shall be between 45.0 and 60.0°F (7.2 and 

16.0°C). The fuel tank cap(s) is not installed until the 

diurnal heat build begins. 
P.80 

(iv) Following fueling, both open ends of the vapor 

line shall be plugged, or if a diverter valve is employed, 

its exit plugged. In both cases, the evaporative canister 

remains connected to the fuel tank. 

(y) The test vehicle, with the engine shut off, 

shall be moved into the evaporative emission enclosure, the 

vehicle shall be grounded, the fuel tank temperature sensor 

shall be connected to the temperature recording system, 

and, if reguired, the heat source shall be properly 

positioned with respect to the fuel tank(s) and/or 

connected to the temperature controller. 

(vi) The temperature recording system shall be 

started. 

(vii) The fuel may be artificially heated to the 

starting diurnal temperature. 

(viii) When the fuel temperature recording system 

reaches at least 58.0°F (14.0°C), immediately: install fuel 

tanks cap(s); turn off purge blower, if not already off; 

close and seal enclosure doors and initiate measurement of 

the hydrocarbon level in the SHED. 
P.81 

(ix) When the fuel temperature recording system 

reaches 60.0+2.0°F (16.0+1.1°C), immediately start the 

diurnal heat build. 

(x) The fuel shall be heated in such a way that its 

temperature change conforms to the following function to 

within +3.0°F (-2.2°C): 

F = T + 0.4t o 

for SI units, 

C = TQ + (2/9)t 

where: 

F = fuel temperature, °F. 

C = fuel temperature, °C. 

t = time since beginning of test, minutes. 

T = initial temperature in °F (°C for SI units) 

(xi) As soon as breakthrough occurs (breakthrough is 

defined as the point at which the hydrocarbon concentration 

in the SHED increases by a factor of three or greater in 

one minute or less) or the fuel temperature reaches 84.0°F 

(28.9°C), whichever occurs first, the heat source shall be 

turned off, the enclosure doors shall be unsealed and 

opened, and the vehicle fuel tank cap(s) shall be removed. 
If breakthrough has not occurred by the time the fuel 

temperature reaches 84.0°F, the vehicle shall be removed 

(with engine shut off) from the evaporative emission 

enclosure and the entire procedure outlined in 

(a)(1)(iii)(A)(2) of this section shall be repeated as many 

times as necessary until breakthrough occurs. ' Upon 

completion of loading of the evaporative canister to 

breakthrough, drain the heated fuel from the fuel tank and 

connect the refueling canister. 

(B) Refueling emissions canister(s). (1) Place the 

vehicle in the SHED if not already in the SHED. Ground the 

vehicle. Remove the fuel tank cap(s). 

(2) Purge the SHED of hydrocarbon vapor, turn on the 

mixing blower, close and seal the SHED doors. 

(3) Start measurement of the hydrocarbon level in 

the SHED. 

(4) The tank(s) shall be filled to the nominal tank 

capacity or until canister breakthrough occurs (canister 

breakthrough is defined as the point at which the 

hydrocarbon concentration in the SHED increases by a factor 

of three or greater in one minute or less), whichever 

occurs first, with test fuel, as specified in §86.113. 
The temperature of the dispensed fuel shall be between 79.0 

and 86.0°F (26.1 and 30.0°C). The fuel dispensing rate 

shall be between 3.0 and 5.0 gal/min (11.3 and 18.9 

1/min). If the vehicle is equipped with dual fuel tanks 

either fuel tank may be filled first. If canister 

breakthrough does not occur during the first full fueling 

operation, the SHED shall be opened, the vehicle removed 

without starting the engine, and draining of the fuel 

tank(s) shall be initiated within 10 minutes of completing 

the first fueling operation. The tank(s) shall be drained, 

the SHED purged of hydrocarbon vapors, the vehicle moved 

into the SHED without starting the engine, and the doors 

closed and sealed. Within 10 minutes of completion of fuel 

tank draining, a second fueling operation shall be 

initiated. A second full fueling or fueling to 

breakthrough, whichever occurs first, as described above 

shall be performed. If breakthrough has not occurred, fuel 

draining, SHED purging and resealing, and fueling as 

described above, shall be repeated until breakthrough 

occurs. 

(5) If the vehicle is equipped with dual fuel tanks 

and a common canister, either fuel tank may be filled 

first. If the vehicle is equipped with dual fuel tanks and 

canisters dedicated to each tank, one canister shall be 

loaded to breakthrough, the SHED opened and purged of 

hydrocarbon vapors and resealed, and the second canister 

loaded to breakthrough. 
P.84 

(6) Remove the vehicle from the SHED without 

starting the engine. 

(?2) Vehicle fueling. Within one: hour of loading the 

canister(s) to breakthrough, the refueling emission 

canister(s) shall be disconnected (gasoline-fueled vehicles 

only). The fuel tank(s) shall be drained through the 

provided fuel tank drain(s) and filled with test fuel, as 

specified in §86.113, to the "tank fuel volume" defined in 

§86.082-2. The refueling emission canister(s) shall be 

reconnected (gasoline-fueled vehicles only). 

(3) Dynamometer dr ive. Within one hour of being 

fueled the vehicle shall be placed, either by being driven 

or pushed, on a dynamometer and operated through one Urban 

Dynamometer Driving Schedule test procedure, specified in 

§86.115 and Appendix I. A test vehicle may not be used to 

set dynamometer horsepower. 

(b) Within five minutes of completion of the 

preconditioning drive, the vehicle shall be driven off the 

dynamometer and parked. The vehicle shall be stored for 

not less than 12 hours nor for more than 36 hours prior to 

the cold start exhaust test.. (Gasoline-fueled vehicles 

undergo a one-hour diurnal heat build prior to the cold 

start exhaust test. A wait of up to one hour is permitted 

between the end of the diurnal heat build and the beginning 
P.85 

of the cold start exhaust test, described in §86.130 and 

Figures BXX-lOa and BXX-lOb). 

(c) Vehicles to be tested for evaporative emissions 

shall be processed in accordance with procedures in 

§§86.133 through 86.138. Vehicles to be tested for exhaust 

emissions only shall be processed according to §§86.133 

through 86.137. 
P.86 

10. A new Section 86.133-XX is proposed to be added to 

Subpart B, to read as follows: 

S86.133-XX Diurnal breathing loss test. 

(a) Vehicles equipped with fully-integrated refueling 

emissions control systems. 

(1) Following vehicle preparation and vehicle 

preconditioning procedures described in §§86.131 and 86.132 the 

test vehicle shall be allowed to soak for a period of not less 

than 12 or more than 36 hours prior to the exhaust emission 

test. The diurnal test shall start not less than 10 or more 

than 35 hours after the end of the preconditioning procedure. 

The start of the exhaust emissions test, defined in §86.137, 

shall follow the end of the diurnal test within one hour. 

(2) Gasoline-fueled vehicles to be tested for exhaust 

emissions only shall undergo the diurnal heat build. Since no 

evaporative measurements are necessary, an evaporative 

enclosure is not required. 

(3) The evaporative emission enclosure shall be purged 

for several minutes immediately prior to the test. 

NOTE: If at anytime the hydrocarbon concentration exceeds 

15,000 ppm C the enclosure should be immediately purged. This 
P.87 

concentration provides a 4:1 safety factor against the lean 

flammability limit. 

(4) ': The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the test. 

(5) If not already on, the evaporative enclosure mixing 

fan shall be turned on at this time. 

(6) Immediately prior to the diurnal breathing loss 

test, the refueling emissions canister(s) shall be disconnected 

or a diverter valve opened, if so equipped, to prevent the flow 

of vapor from the fuel tank to the refueling canister during 

the fueling event. If disconnected, the open end of the vapor 

line leading to the refueling canister shall be plugged. The 

fuel tank(s) of the prepared vehicle shall be drained and 

recharged with test fuel, as specified in §86.113, to the "tank 

fuel volume" defined in §86.082-2. The temperature of the fuel 

prior to its delivery to the fuel tank(s) shall be between 45.0 

and 60.0°F (7.2 and 16.0°C). The fuel tank cap(s) is not 

installed and the refueling emissions control canister(s) is 

not reconnected until the diurnal heat build, begins. 

(7) The test vehicle, with the engine shut off, shall be 

moved into the evaporative emission enclosure, the test vehicle 

windows and luggage compartments shall be opened, the fuel tank 
P.88 

temperature sensor shall be connected to the temperature 

recording system, and, if required, the heat source shall be 

properly positioned with respect to the fuel tank(s) and/or 

connected to the temperature controller. 

(8) The temperature recording system shall be started. 

(9) The fuel may be artificially heated to the starting 

diurnal temperature. 

(10) When the fuel temperature recording system reaches 

at least 58.0°F (14.0°C), immediately. 

(i) Install fuel tank cap(s) and reconnect refueling 

emissions control canister(s). 

(ii) Turn off purge blowers, if not already off at this 

time. 

(iii) Close and seal enclosure doors. 

(11) When the fuel temperature recording system reaches 

60.0+2.0°F (16.0+1.1°C), immediately: 

(i) Analyze enclosure atmosphere for hydrocarbons and 

record. This is the initial (time = 0 minutes) hydrocarbon 

concentration, C„c., required in §86.143. 
P.89 

(ii) Record barometric pressure reading. This is the 

initial (time = 0 minutes) barometric pressure, P, . , required 

in §86.143. 

(iii) Record enclosure ambient temperature. This is the 

initial (time = 0 minutes) enclosure ambient temperature", T,, 

required in §86.143. 

(iv) Start diurnal heat build and record time. This 

commences the 60+2 minute test period. 

(12) The fuel shall be heated in such a way that its 

temperature change conforms to the following function to within 

+3.0°F (+1.6°C): 

F = To+0.4t 

for SI units, 

C = T0 + (2/9)t 

where: 

F = fuel temperature, °F 

C = fuel temperature, °C 

t = time since beginning of test, minutes. 

T0 = initial temperature in °F (or in °C for SI units) 
P.90 

After 60+2 minutes of heating, the fuel temperature rise 

shall be 24.0+1.0°F (13.3+0.5°C). 

(13) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the end of the diurnal test. 

(14) The end of the diurnal breathing loss test 

occurs 60+2 minutes after the heat build begins, paragraph 

(ll)(iv). Analyze the enclosure atmosphere for 

hydrocarbons and record. This is the final (time = 60 

minutes) hydrocarbon concentration,

 cunf required in 

§86.143. The time (or elapsed time) of this analysis shall 

be recorded. 

(i) Record barometric pressure reading. This is the 

final (time = 60 minutes) barometric pressure,

 Phf' 

required in §86.143. 

(ii) Record enclosure ambient temperature. This is 

the final (time = 60 minutes) enclosure ambient 

temperature, Tf, required in §86.143. 

(15) The heat source shall be turned off and the 

enclosure doors unsealed and opened. 

(16) The heat source shall be moved away from the 

vehicle, if required, and/or disconnected from the 
P.91 

temperature, controller, the fuel tank temperature sensor 

shall be disconnected from the temperature recording 

system, the test vehicle windows and the luggage 

compartments may be closed and the test vehicle, with the 

engine shut off, shall be removed from the evaporative 

emission enclosure. 

(17) For vehicles with multiple tanks, the largest 

tank shall be designated as the primary tank and shall be 

heated in accordance with the procedure described in 

paragraph (12) of this section. All other tanks shall be 

designated as auxiliary tanks and shall undergo a similar 

heat build such that the fuel temperature shall be within 

3.0°F (1.6°C) of the primary tank. 

(b) Vehicles equipped with non-integrated or 

partially-integrated refueling emissions control 

(1) Overview 

(i) Vehicles equipped with either non-integrated or 

partially-integrated refueling emissions control systems 

shall be required to undergo two diurnal heat builds and a 

diurnal breathing loss test for the purpose of 

demonstrating compliance with evaporative emissions 

standards. The first of these heat builds occurs after 
P.92 

vehicle preparation and preconditioning, and before the 

start of the exhaust emission test. The second diurnal 

heat build occurs after' completion of the hot soak 

emissions test. Evaporative emissions are not measured 

during either of these first two diurnal heat builds, so 

that an evaporative emissions enclosure is not reguired. 

The diurnal breathing loss test occurs directly following 

the second heat build. Evaporative emissions shall be 

measured during this final test, so that it shall be 

performed in an evaporative emissions enclosure. 

(ii) The procedure to be used to perform the first and 

second diurnal heat builds is essentially identical with 

the diurnal breathing loss test required for vehicles 

equipped with fully-integrated refueling emissions control 

systems, except that evaporative emissions are not 

measured. This procedure is presented in paragraph (3) 

below. A similar procedure shall be carried out to perform 

the diurnal breathing loss test, as presented in paragraph 

(4) below. 

(iii) The key difference between the diurnal breathing 

loss test required for vehicles equipped with 

fully-integrated refueling emissions control systems, and 

the second diurnal heat build and the diurnal breathing 

loss test required for vehicles with partially- or 
P.93 

non-integrated control systems, is that the latter two 

tests are carried out with an initial fuel temperature of 

72.0°F instead of 60.0°F, and a final fuel temperature of 

96.0°F instead of 84.0°F. 

(2) Test Sequence 

(i) Following vehicle preparation and vehicle 

preconditioning procedures described in §§86.131 and 

86.132, the test vehicle shall be allowed to soak for a 

period of not less than 12 nor more than 36 hours prior to 

the exhaust emission test. The first diurnal heat build 

shall start not less than 10 or more than 35 hours after 

the end of the preconditioning procedure and be conducted 

according to paragraph (b)(2) of this section. Since no 

evaporative measurements are necessary, an evaporative 

enclosure is not reguired. The start of the exhaust 

emissions test, described in §86.137 shall follow the end 

of the first diurnal heat build within one hour. 
P.94 

(ii) Gasoline-fueled vehicles to be tested for 

exhaust emissions only shall undergo the first diurnal heat 

build. Since no evaporative measurements are necessary, an 

evaporative enclosure is not required. 

(iii) Within 15 minutes of completing the hot soak 

emissions test, described in §86.138, the second diurnal 

heat build shall be initiated. The second diurnal heat 

build shall be conducted according to paragraph (b)(3) of 

this section. Since no evaporative measurements are 

necessary, an evaporative enclosure is not required. 

Within 10 minutes of completing the second diurnal heat 

build, draining of the heated fuel from the fuel tanks(s) 

shall be initiated. The vehicle shall be temperature 

stabilized at a temperature of 68.0 to 86.0°F (20.0 to 

30.0°C) for not less than 6 hours nor more than 24 hours 

between fuel draining and fueling to the "tank fuel volume" 

which preceeds the diurnal breathing loss test in the 

evaporative enclosure. 
P.95 

(iv) Following completion of the second diurnal heat 

build, the diurnal breathing loss test is to be conducted 

according to paragraph (b)(4) of this section. Evaporative 

emissions^measurements are required, so that this procedure 

must be carried out in an evaporative emissions enclosure. 

(3) Procedures for First and Second Diurnal Heat 

Builds: 

(i) Disconnect refueling canister(s) (See paragraph 

(a)(6)). 

(ii) Drain the fuel tank(s) and recharge with test 

fuel, as specified in §86.113, to the "tank fuel volume" 

defined in §86.082-2. The temperature of the fuel prior to 

its delivery to the fuel tank(s) shall be between 45.0 and 

60.0°F (7.2 and 16°C) for the first fueling associated with 

the first heat build and between 60.0 and 72.0°F (15.6 and 

22.2°C) for the second fueling associated with the second 

heat build. The fuel tank temperature sensor shall be 

connected to the temperature recording system and the 

temperature recording system turned on, the heat source 

shall be properly positioned with respect to the fuel 

tank(s) and/or connected to the temperature controller. 

Heating of the fuel shall then be started. 
P.96 

(iii) When the fuel temperature recording system shows 

that the fuel has reached 58.0°F (14.0°C) for the first 

heat build or 70.0°F (21.0°C) for the second heat build 

immediately install the fuel tank cap(s) and reconnect 

refueling emissions control canister(s). Heating of the 

fuel shall continue and be controlled so that its rate of 

temperature rise conforms with the equation specified in 

paragraph (a)(12) of this section. 

(iv) As soon as the temperature recording system 

shows that the temperature of the fuel has reached 

84.0+2.0°F (28.9+1.9°C) for the first heat build or 

96.0+2.0°F (35.6+1.0°C) for the second heat build, heating 

of the fuel shall be stopped and the test vehicle shall 

proceed to the next step in the test sequence (i.e., after 

the first diurnal heat build, to the cold start exhaust 

test and after the second diurnal heat build, to fuel 

draining in preparation for the diurnal breathing loss 

test). 

(4) Procedures for Diurnal Breathing Loss Test: 

The diurnal breathing loss test shall be carried out 

according to the provisions of paragraphs (a)(3) through 

(a)(17) of this section, except for the following 

differences: 
P.97 

(i) The draining and fueling contained in paragraph 

(a)(6) shall be initiated within 10 minutes of completion 

of the second diurnal heat build. 

(ii) During refueling, defined in paragraph (a)(6), 

the temperature of the fuel prior to its delivery to the 

fuel tank(s) shall be between 60.0 and 72.0°F (15.6 and 

22.2°C). 

(iii) The steps defined in paragraph (a)(10) shall be 

carried out when the temperature recording system indicates 

a fuel temperature of at least 70.0°F (14.0°C). 

(iv) The steps defined in paragraph (a)(11) shall be 

carried out when the temperature recording system indicates 

a fuel temperature of 72.0+2.0°F (16.0+1.1°C). 
P.98 

11. A new Section 86.138-XX is proposed to be added to 

Subpart B, to read as follows: 

§86.138-X& Hot-soak test. 

The hot-soak evaporative emission test shall be conducted 

immediately following the hot transient exhaust emission test. 

(a) Prior to the completion of the hot-start transient 

exhaust emission sampling period, the evaporative emissions 

enclosure shall be purged for several minutes. 

(b) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the test. 

(c) If not already on, the evaporative enclosure mixing 

fan shall be turned on at this time. 

(d) Upon completion of the hot transient exhaust 

emission sampling period, the vehicle engine compartment cover 

shall be closed, the cooling fan shall be moved, the vehicle 

shall be disconnected from the dynamometer and exhaust sampling 

system, and then driven at minimum throttle to the vehicle 

entrance of the enclosure. 
P.99 

(e) The vehicle's engine must be stopped before any 

part of the vehicle enters the enclosure. The vehicle may 

be pushed or coasted into the enclosure. 

(f) The test vehicle windows and luggage 

compartments shall be opened, if not already open. 

(g) The temperature recording system shall be 

started and the time of engine shut off shall be noted on 

the evaporative emission hydrocarbon data recording system. 

(h) The enclosure doors shall be closed and sealed 

within two minutes of engine shutdown and within seven 

minutes after the end of the exhaust emission test. 

(i) The 60+0.5 minute hot soak begins when the 

enclosure doors are sealed. The enclosure atmosphere shall 

be analyzed and recorded at this time. This is the initial 

(time = 0 minutes) hydrocarbon concentration,

 cuci' 

required in §86.143. 

(j) Utilizing the access port(s) in i;he side of the 

enclosure, the fuel tank caps(s) shall be removed for a 

period of not less than 5 seconds nor longer than 20 

seconds to relieve any pressure in the tank and then be 

reinstalled and tightened. This operation shall be 

completed within five minutes of engine shutdown. 
P.1 

(k) The test vehicle shall be permitted to soak for 

a period of one hour (60.0+0.5 minutes) in the enclosure. 

(1) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the end of the test. 

(m) The end of the hot-soak evaporative test occurs 

60.0+0.5 minutes after the enclosure doors are sealed, as 

specified in paragraph (i). Analyze the enclosure 

atmosphere for hydrocarbons and record. This is the final 

(time = 60 minutes) hydrocarbon concentration,

 cvrf 

required in §86.143. The elapsed time of this test shall 

be recorded. 
P.2 

§86.214 [Reserved] 
P.3 

§86.215 EPA urban dynamometer driving schedules. 

(a) The dynamometer driving schedules are listed in 

Appendix I. The driving schedules are defined as a smooth 

trace drawn through the specified speed vs. time 

relationships. The driving schedules consist of 

nonrepetitive series of idle, acceleration, cruise and 

deceleration modes of various time sequences and rates. 

(b) The speed tolerance at any given time for this 

schedule, or a for a driver's aid chart approved by the 

Administrator, when conducted to meet the requirements of 

Subpart C, are: 

(1) The upper limit is 4.0 mph (6.4 km/h) higher 

than the highest point on the trace within 1 second of the 

given time. 

(2) The lower limit is 4.0 mph (6.4 km/h) lower than 

the lowest point on the trace within 1 second of the given 

time. 

(3) Speed variations greater than the tolerances 

(such as may occur during gear changes) are acceptable 

provided they occur for less than 2 seconds on any occasion. 
P.4 

§86.227 Test procedure; overview. 

(a) The refueling emissions test procedure described 

in this and subsequent sections is used to determine the 

conformity of vehicles with the refueling emissions 

standards set forth in Subpart A for light-duty gasoline 

vehicles, light-duty gasoline trucks and heavy-duty 

gasoline vehicles. 

(b) The refueling emissions test is designed to 

measure hydrocarbon emissions resulting from the generation 

or displacement of fuel tank vapor during vehicle 

refueling. The refueling emissions shall be measured by 

the enclosure technique. 

(c) All emission control systems installed on or 

incorporated in a new motor vehicle shall be functioning 

during all procedures in this subpart except: 1) in cases 

of component malfunction or failure, and 2) during certain 

specified fuel drain and fill operations at which times the 

refueling emission control canister is disconnected. 

Maintenance to correct component malfunction or failure 

shall be authorized in accordance with S86.XXX-25. 
P.5 

(4) Speeds lower than those prescribed are 

acceptable provided the vehicle is operated at maximum 

available power during such occurrences. 

§86.216 [Reserved] 

§86.217 [Reserved] 

§86.218 [Reserved] 

§86.219 [Reserved] 

§86.220 [Reserved] 

§86.221 [Reserved] 

§86.222 [Reserved] 

§86.223 [Reserved] 

§86.224 [Reserved] 

§86.225 [Reserved] 

§86.226 [Reserved] 
P.6 

§86.228 [Reserved] 

§86.229 [Reserved] 
P.7 

§86.230 Test sequence; general requirements. 

(a) The refueling emissions procedure starts with 

loading o£ the refueling emissions canister(s) at least to 

breakthrough and continues with the canister stabilization 

drivedown followed by the refueling emissions measurement. 

For fully-integrated systems canister loading and 

stabilization are normally accomplished as part of the 

exhaust and evaporative emissions test sequences §86.130 or 

§86.1230. The test sequence is shown in Figure CXX-1. For 

non-integrated and partially-integrated systems the test 

sequence is shown in Figure CXX-2. 

(b) The vehicle shall be approximately level during 

all phases of the test sequence to prevent abnormal fuel 

distribution. 
P.8 

DiKonoect 

ReAieling Cininer 

ExluMt/EvipoririTe 

Emotion of 

SubpntBorM 

Eainion 

Mewuieiueiui 

Not Required 

, 

| EPA Urban Oj-n-aoneier Oriviig Scbednk 

i 

* Remove Fuel Tuk Cip(i) 

* Dnin Tmk(i) 

, 

• 10* Fueiag (gi*. g4*p fnel) 

•RepUceFuelTinkCipd) 

1 

1 Vehicfc Tempenn-re Subilizition 

I 

j 

V 

* Remove Pael Tmk Ctp(i) 

* CoimeaReft-eliDg Cmif-erfr) 

i 

| Place Vehicle in SHED 

, 

Metfure Refueling Eminioot 1 

15 min MAX 

10 min MAX 

6 - 24 ho-*n 

5 min MAX 

•; 

/ 

\ 

s. 

60 mm MAX 

/ 

Figure Cxx -1 . Refueling Test Procedure. Fully-Integrated Systems. 
P.9 

Doco-mect 

Refueling Canister 

Conneci 

Refueling Canister 

Difconoeci 

Refueling Cuiner 

Drain Fuel Tank(i) 

~~T~ 

Vehicle Tt-jt-peraJure Subiltzition 

(uitqnted) I 

•Dram Fuel Tankfj) 

•95%Pueling 

I 

Dnve repeated Urban Dyntmouteief 

Driving Schedule* until 85% 

Tank Volume • comumed 

1 

* Remove Fuel Tank Capft) 

• Drain Tank(i) 

T 

•10%Puding(8r--84,Ffuei) 

•Replace Puei Tank Capd) 

T 

Vehicle Tempenmre Stabilization 

J 

* Remove Fuel Tank CapG) 

* Connect Refueling Caniiter(i) 

T 

| Place Vehicle in SHED | T 

.Measure Refueling Emissions 

T 0 

X 6 horn MIN 

I Load Canisterd) To Bteal-through I 

• i -y 1 hour MAX 

1 hour MAX 

* * • 

N /

 10 min MAX 

60 mm MAX 

6-24 hours 

"7FT 

5 mm MAX 

Figure Cxx - 2. Refueling Test Procedure. Non-Integrated and Partially-Integrated Systems 
P.10 

§86.231 Vehicle preparation. 

(a) Provide 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. 

In-use vehicles shall be modified, if at all, in a manner 

which causes no permanent alteration of the vehicle. 

(b) Provide valving or other means to allow the 

venting of the refueling vapor line to the atmosphere 

rather than to the refueling emissions canister(s) when 

required by this test procedure. 
P.11 

§86.232 Vehicle and canister preconditioning. 

(a) Fully-integrated systems (Figure CXX-1). 

(1) The evaporative/exhaust tests of Subparts B or 

M, as appropriate, normally preceed the refueling emissions 

measurement, described in §86.233, and constitute the first 

parts of vehicle and canister preconditioning for the 

refueling emissions measurement. In the event that the 

vehicle is being tested for refueling emissions only, the 

following sections of Subparts B or M, as appropriate, 

shall be performed, except that emissions are not 

measured: Vehicle preconditioning (§86.132 or §86.1232), 

Diurnal breathing loss test (§86.133 or §86.1233), 

Dynamometer test run, gaseous and particulate emissions 

(§86.137) or Dynamometer runs (§86.1237) and Hot-soak test 

(§86.138 or §86.1238) . 

(2) Within 15 minutes of completing the one hour hot 

soak (§86.138 or §86.1238) the vehicle shall be pushed onto 

the dynamometer and operated over one Urban Dynamometer 

Driving Schedule. Immediately upon completion of the 

drive, vehicle tie downs or other restraining devices shall 

be disconnected, the CVS to tailpipe connections(s) shall 

be removed and the vehicle shall be driven, using minimum 

throttle, off of the dynamometer and to the fuel drain 

equipment. 
P.12 

(3) Vehicle cool down. Within 10 minutes of 

completing the drive, the refueling emissions canister(s) 

shall be disconnected or a diverter valve opened, if so 

equipped, vto prevent the flow of vapor from the fuel tank 

to the refueling canister. If disconnected, the open end 

of the vapor line leading to the refueling canister shall 

be plugged. The fuel tank cap(s) shall then be removed, 

the vehicle grounded, and draining of the fuel tank(s) 

initiated. Within 60 minutes of completing the drive 

draining of the fuel tank(s) shall be completed, and the 

tank(s) fueled with test fuel, specified in §86.113, at a 

temperature of 81.0 to 84.0°F (27.2 to 28.9°C), to 10 

percent of nominal fuel tank capacity to the nearest 0.1 

U.S. gallon (0.38 liter). The fuel tank cap(s) shall then 

be replaced, the disconnected vapor line leading to the 

refueling canister plugged or the diverter valve closed, 

and the vehicle moved, without starting the engine, to the 

area of the test laboratory where it will undergo 

temperature stabilization at a temperature of 80.0+3.0°F 

(27.0+1.7°C). The duration of temperature stabilization 

shall be between 6 hours and 24 hours. Alternatively, 

artificial heating or cooling, as required, of the vehicle 

fuel tank may be employed to achieve a temperature of 

80.0+3.0°F (27.0+1.7°C) for three hours while monitoring 

and recording the skin temperature of the fuel tank. 
P.13 

(b) Non-integrated and partially-integrated systems 

(Figure CXX-2). 

(1) Vehicle temperature stabilization. Drain the 

vehicle fuel tank(s). The vehicle, either 

manufacturer-supplied certification vehicles or in-use 

vehicles, shall be soaked at 80.0+3.0°F (27.0+l.7°C) for a 

minimum of six hours. 

(2) Refueling emissions canister(s) loading to 

breakthrough. 

(i) Place the vehicle in the SHED, ground the 

vehicle, and remove the fuel tank cap(s). 

(ii) Purge the SHED of hydrocarbon vapor, turn on the 

mixing blower, close and seal the SHED doors. 

(iii) Measure the hydrocarbon level in the SHED. 

(iv) The tank(s) shall be filled to £he nominal tank 

capacity or until canister breakthrough occurs (canister 

breakthrough is defined as the point at which the 

hydrocarbon concentration in the SHED increases by a factor 

of three or greater in one minute or less), whichever 
P.14 

occurs first, with the specified fuel, (§86.113). The 

temperature of the dispensed fuel shall be between 79.0 and 

86.0°F (26.1 to 30.0°C). The fuel dispensing rate shall be 

between -3§;0 to 5.0 gal/min (11.3 to 37.9 l/min). If the 

vehicle is equipped with dual fuel tanks, either fuel tank 

may be filled first. If canister breakthrough does not 

occur during the first fueling operation, the SHED shall be 

opened, the vehicle removed without starting the engine, 

and draining of the fuel tank(s) initiated within 10 

minutes of completing the first fueling operation. The 

tank(s) shall be drained, the SHED purged of hydrocarbon 

vapors, the vehicle moved into the SHED without starting 

the engine, and the doors closed and sealed. Within 10 

minutes of completion of fuel tank draining, a second 

fueling operation shall be initiated. A second full 

fueling or fueling to breakthrough, whichever occurs first, 

as described above shall be performed. If breakthrough has 

not occurred, fuel draining, SHED purging and resealing, 

and fueling as described above, shall be repeated until 

breakthrough occurs. 

(v) If the vehicle is equipped with dual fuel tanks 

and a common canister, either tank may be fueled first. If 

the vehicle is equipped with dual fuel tanks and canisters 

dedicated to each tank, one canister shall be loaded to 

breakthrough, the SHED opened and purged of hydrocarbon 

vapor and resealed, and the second canister loaded to 

breakthrough. 

(vi) Remove the vehicle from the SHED without 

starting the engine. 
P.15 

12. A neu 

added to read as 

'- -

I Subpart C of Part 86 is proposed to be 

follows: 

Subpart C 

Emission Regulations for 19XX and Later Model Year New 

or In-Use 1 

Light-Duty 

Heavy-Duty 

Procedure. 

Sec. 

86.201 

86.202 

86.203 

86.204 

86.205 

86.206 

86.207 

86.208 

86.209 

86.210 

86.211 

86.212 

86.213 

86.214 

86.215 

Jight-Duty Gasoline Vehicles, New or In-Use 

Gasoline Trucks and New or In-Use 

Gasoline Vehicles; Refueling Emissions Test 

General applicability 

Definitions 

[Reserved] 

Introduction; structure of subpart 

[Reserved] 

[Reserved] 

Sampling and analytical system 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

Fuel specifications 

[Reserved] 

EPA urban dynamometer driving schedules 

1 

i 

i 

i 

» 
86.216 

86.217 

86.218 

86.219 

86.220 

86.221 

86.222 

86.223 

86.224 

86.225 

86.226 

86.227 

86.228 

86.229 

86.230 

86.231 

86.232 

86.233 

86.234 

86.235 

86.236 

86.237 

86.238 

86.239 

86.240 

86.241 

86.242 

86.243 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

Test procedure; overview 

[Reserved] 

[Reserved] 

Test sequence; general requirements 

Vehicle preparation 

Vehicle and Canister Preconditioning 

Refueling Emissions Measurement 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

[Reserved] 

Records Required 

Calculations 

P.16 

> 

i 

-
P.17 

§86.201 General applicability. 

(a) The provisions of this subpart are applicable 

for testing of both new and in-use 19XX and later model 

year light-duty gasoline vehicles, light-duty gasoline 

trucks and heavy-duty gasoline vehicles. 

(b) Provisions of this subpart apply to tests 

performed by both the Administrator and motor vehicle 

manufacturers. 

(c) The procedure of this subpart is intended to be 

performed in conjunction with the exhaust and evaporative 

emissions tests of Subpart B for light-duty vehicles and 

light-duty trucks and in conjunction with evaporative 

emission tests of Subpart M for heavy-duty gasoline 

vehicles, and in conjunction with exhaust emissions tests 

of Subpart N for heavy-duty gasoline engines. The 

following sections or parts thereof, of Subparts B and M 

and Appendix I apply to this section and will not be 

repeated in this section: 

§86.103 Abbreviations 

§86.104 Section numbering; construction 

§86.108-XX Dynamometer 

§86.113-XX Fuel Specifications 

§86.114-XX Analytical gases 
P.18 

§86.116-XX Calibration, frequency and overview 

§86.117-XX Evaporative emission enclosure calibrations 

§86.118-XX Dynamometer calibration 

§86.i21-XX Hydrocarbon analyzer calibration 

§86.128-XX Transmissions 

§86.129-XX Road load power test weight and inertia 

weight class determination 

§86.136-XX Engine starting and restarting 

§86.1203-XX Abbreviations 

§86.1213-XX Fuel specifications 

§86.1214-XX Analytical gases 

§86.1216-XX Calibrations; frequency and overview 

§86.1217-XX Evaporative emissions enclosure 

calibrations 

§86.1218-XX Dynamometer calibration 

§86.1221-XX Hydrocarbon analyzer calibration 

§86.1226-XX Calibration of other equipment 

§86.1228-XX Transmissions 

§86.1229-XX Dynamometer load determination 

§86.1235-XX Dynamometer procedure 

§86.1236-XX Engine starting and restarting 

Appendix 1(a) EPA Urban Dynamometer Driving Schedule 

for Light-Duty Vehicles and Light-Duty 

Trucks 

Appendix 1(d) EPA Urban Dynamometer Driving Schedule 

for Heavy-Duty Vehicles. 
P.19 

§86.202 Definitions. 

(a) The definitions of Subpart A and of Subpart B 

and of Subpart M and of Subpart N apply to this Subpart. 

(b) Specific terms used in this subpart are defined 

as follows. 

Evaporative emissions canister(s) means any vapor 

storage unit(s) that is exposed to either vehicle 

diurnal or hot soak or both diurnal and hot soak 

emissions, except for vapor storage unit(s) located in 

the primary path of and purged by the engine intake 

air, whenever the engine is operated, for the sole 

purpose of storing miscellaneous evaporative emissions 

from the intake system. 

Fully-integrated refueling emission control system 

means a system where vapors resulting from refueling 

are stored in a common vapor storage unit(s) with both 

the diurnal heating emissions and the hot soak 

emissions of the vehicle and are purged through a 

common purge system. 

Integrated refueling emission control system means 

either a fully or partially-integrated system. 
P.20 

In-use vehicle means a light-duty vehicle or 

light-duty truck or a heavy-duty vehicle which is used 

on the public highways by the "ultimate purchaser" as 

described in Section 216 of the Clean Air Act, or any 

subsequent purchaser. 

Non-integrated refueling emission control system means 

a system where fuel vapors from refueling are stored 

in a vapor storage unit assigned solely to the 

function of storing refueling vapors. 

Partially-integrated refueling emission control system 

means a system where vapors resulting from refueling 

are stored in a vapor storage unit(s) with either the 

diurnal heating emissions or the hot soak emissions of 

the vehicle. 

Refueling emissions canister(s) means any vapor 

storage unit(s) that is exposed to the vapors 

generated during refueling. 
P.21 

§86.203 [Reserved] 
P.22 

§86.204 Introduction; structure of subpart. 

This subpart describes the equipment required and the 

testing procedures to follow in order to perform refueling 

emissions tests on light-duty gasoline-fueled vehicles' and 

light-duty gasoline-fueled trucks and heavy-duty 

gasoline-fueled vehicles. Subpart A sets forth the testing 

requirements and test intervals necessary to comply with 

EPA certification procedures. 
P.23 

§86.205 [Reserved] 

§86.206 [Reserved] 
P.24 

§86.207 Sampling and analytical system. 

(a) Component description. The components used in 

refueling" emissions sampling systems are the same 

components used in the evaporative emissions sampling 

systems as described in §§86.107 and 86.1207, except for 

the following modifications to the evaporative emission 

measurement enclosure and components which are exclusive to 

refueling testing. 

(1) Evaporative emission measurement enclosure. 

(i) The enclosure shall conform to the requirements 

detailed in §86.107(a)(l) 

(ii) Mixing blower. (A) Light-duty vehicles and 

light-duty trucks. One or more small blowers or fans with 

a total capacity of 750 to 1,000 cfm shall be used to mix 

the contents of the enclosure during canister(s) loading to 

breakthrough and during refueling emissions measurements. 

No portion of the air stream shall be directed towards the 

vehicle. Maintenance of uniform concentrations throughout 

the enclosure is important to the accuracy of the test. 
P.25 

(B) Heavy-duty vehicles. One or more blowers or 

fans with a total capacity of 500 to 750 cfm per 1,000 

3 

ft of enclosure volume shall be used to mix the contents 

of the enclosure during canister(s) loading to breakthrough 

and during refueling emissions measurements. The mixing 

blower (s) shall be arranged such that a uniform 

concentration is maintained. No portion of the air stream 

shall be directed towards the vehicle 

(2) Refue1ing equipment. The refueling equipment 

shall consist of a fuel delivery system with temperature 

control equipment, fuel flow safety switch, service station 

type dispensing pump, hose, nozzle and a meter to measure 

the dispensed fuel volume. A fuel recirculation system 

from the temperature control equipment to the nozzle shall 

be utilized to avoid trapping of non-temperature controlled 

fuel in the hose. The fuel delivery system must be capable 

of delivering fuel at 81.0 to 84.0°F (27.2 to 28.9°C) and 

at a flow rate of . from 3.0 to 10.0 gal/min (11.4 to 37.9 

l/min) during the refueling emissions measurement phase of 

the test. During the canister loading to breakthrough 

phase of the test the dispensed fuel temperature shall be 

between 79.0 and 86.0°F (26.1 and 30.0°C). The accuracy of 

the meter for measuring the dispensed fuel volume shall be 

+2 percent at the test flow rate. 
P.26 

(3) Temperature recording system. Strip chart 

recorder(s) or an automatic data processor shall be used to 

record vehicle soak area ambient temperature, enclosure 

ambient temperature, and dispensed fuel temperature at the 

nozzle during the test. The temperature recorder(s) or 

data processor shall record each temperature at least once 

every 20 seconds (the soak area ambient temperature 

recorder may be a continuous recording system). The 

recording system shall be capable of resolving time to +15s 

and be capable of resolving temperature to +0.75°F 

(0.42°C). The temperature recording system (recorder and 

sensor) shall have an accuracy of +1.0°F (0.6°C). Two 

ambient temperature sensors, connected to provide one 

average output, shall be located in the enclosure. These 

sensors shall be located at the approximate vertical center 

line of each side wall extending 4 inches (10 cm) 

(nominally) into the enclosure at a height of 3.0+0.5 ft 

(0.9+0.2m). 
P.27 

(4) Spilled fuel mixing blower. An explosion-proof 

3 3 

blower of 100-200 ft /min (2.8-5.7 m/min) capacity is 

required to enhance mixing of vapors from spilled fuel 

through the enclosure atmosphere during tests. The 

discharge from this blower shall be directed toward the 

region of the enclosure floor where fuel spillage during 

fueling may occur. In addition, the discharge from this 

blower shall be either across or generally in parallel with 

the direction of flow at the floor induced by the enclosure 

mixing blower. The discharge from this blower must not be 

in opposition to the direction of flow induced by the 

enclosure mixing blower. 

§86.208 [Reserved] 

§86.209 [Reserved] 

§86.210 [Reserved] 

§86.211 [Reserved] 

§86.212 [Reserved] 
P.28 

§86.213 Fuel Specifications 

(a) Fuel meeting the specifications of §86.113 or 

§86.1213, as applicable, shall be employed. 

(b) Fuel RVP shall be measured periodically to 

assure compliance with applicable requirements. At least 

one measurement shall be taken from each batch of fuel used 

in a refueling cart or underground storage tank. The 

results of each measurement shall be used for the time 

period since any previous measurement, but shall not be 

used for any subsequent time. 
P.29 

(3) Canister stabilization. 

(i) Within one hour of completion of canister 

loading to breakthrough, the refueling emissions 

canister(s) shall be disconnected or a diverter valve 

opened, if so equipped, to prevent the flow of vapor from 

the fuel tank to the refueling canister during the 

refueling event. If disconnected, the open end of the 

vapor line leading to the refueling canister shall be 

plugged. The fuel tank(s) of the vehicle shall be drained 

and recharged with the specified test fuel, §86.113 or 

§86.1213, to 95 percent of nominal fuel tank capacity 

determined to the the nearest one-tenth of a U.S. gallon 

(0.38 liter). The temperature of the fuel prior to its 

delivery to the fuel tank(s) shall be between 81.0 and 

84.0°F (27.2 and 28.9°C). 

(ii) Following completion of fueling, the refueling 

emissions canister(s) shall be reconnected. Vehicle 

driving to purge the refueling canister shall be performed 

using either the chassis dynamometer procedure (A) or the 

test track procedure (B) below. For vehicles equipped with 

dual fuel tanks, a portion of the total required volume of 

fuel equal to 85 percent of the first tank nominal capacity 

shall be consumed from the first tank. Then, the second 

tank shall be selected as the fuel source, and the 

remainder of the required volume of fuel consumed from the 

second tank. 
P.30 

(A) Chassis dynamometer procedure. Vehicle driving 

on a chassis dynamometer shall consist of repeated drives 

of the Urban Dynamometer Driving Schedule (UDDS) until 85 

percent of fuel tank capacity has been consumed. The 

number of UDDSs required to consume 85 percent of tank fuel 

capacity (total capacity of both tanks when the vehicle is 

equipped with dual fuel tanks) shall be determined from the 

fuel economy of vehicles with that refueling emission 

family-refueling emission control system combination on the 

UDDS and from the number of gallons to the nearest 0.1 

gallon (0.38 liter) which constitutes 85 percent of tank 

volume. If this fuel consumed point occurs part way 

through a UDDS cycle, the cycle shall be completed in its 

entirety. For vehicles equipped with dual fuel tanks, fuel 

switching from the first tank to the second tank shall 

occur at the 10 percent volume of the first tank and only 

the last UDDS on the second tank is to be completed in its 

entirety. During breaks in work schedules, between shifts 

and during periods when no shift is scheduled, the engine 

shall be turned off and the vehicle parked on the 

dynamometer (the vehicle may be parked off of the 

dynamometer to facilitate maintenance or repairs if 

required) if on the dynamometer, or in the soak area if in 

the soak area. At the start of the next work shift, 

resumption of canister stabilization shall be initiated at 

the next step in the sequence. 
P.31 

(B) Test track procedure. Vehicle driving on a test 

track shall follow the Durability Driving Schedule (DDS) as 

specified in Appendix IV and shall consist of repeated 

drives on the DDS until 85 percent of fuel tank capacity 

has been consumed. If the distance from the emission 

laboratory to the test track is less than 2.0 miles (3.23 

km) the vehicle may be driven to the test track at a speed 

not to exceed 25 mph (40 kph). If the distance is greater 

than 2.0 miles (3.23 km) the vehicle shall be moved to the 

test track with the engine off. The number of DDSs 

required to consume 85 percent of tank capacity (total 

capacity of both fuel tanks when the vehicle is equipped 

with duel fuel tanks) shall be determined from the fuel 

economy of the vehicle on the DDS and from the number of 

gallons to the nearest 0.1 gallon (0.38 liter) which 

constitutes 85 percent of tank capacity. If this fuel 

consumed point occurs part way through a lap of the DDS 

that lap of the DDS shall be completed. The vehicle shall 

be driven at a speed not exceeding 25 mph from the test 

track to the laboratory provided the distance from the test 

track to the laboratory does not exceed 2.0 miles (3.23 

km). If the distance from the test track tj.o the emissions 

laboratory is greater than 2.0 miles (3.23 km) the vehicle 

shall be moved from the test track with the engine off. 

For vehicles equipped with dual fuel tanks, fuel supply 

switching from the first tank to the second tank shall 
P.32 

occur at the 10 percent volume of the first tank. During 

breaks in work schedules, between shifts and during periods 

when no shift is scheduled, the engine shall be turned off 

and the vehicle either parked on the test track or moved to 

a storage facility with the engine off. If the vehicle is 

moved from the test track, it shall be returned to the 

track with the engine off when mileage accumulation is to 

be resumed. 

(4) Vehicle cool down. Within 10 minutes of 

completing the 85 percent fuel consumption drive, the 

vehicle fuel tank shall be drained and filled, and the 

vehicle temperature stabilized according to the procedures 

in paragraph (a)(3) of this section. 
P.33 

§86.233 Refueling emissions measurement. 

(a) The evaporative emission enclosure shall be 

purged for several minutes immediately prior to the test. 

NOTE: If at any time the hydrocarbon concentration 

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 hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the test. 

(c) If not already on, the enclosure mixing fan and 

the spilled fuel mixing blower shall be turned on at this 

time. 

(d) Dry all fuel from the interior and the exterior 

of the refueling nozzle spout. 

(e) The refueling emission measurement portion of 

the refueling control test shall be performed as follows: 

(1) The line from the fuel tank(s) to the refueling 

emissions canister shall be connected. Remove the fuel 

tank cap(s). 
P.34 

(2) Within 5 minutes of removing the fuel tank 

cap(s), the test vehicle, with the engine shut off, shall 

be moved into the enclosure. The test vehicle windows and 

luggage compartment shall be opened. 

(3) An electrical ground shall be attached to the 

vehicle. Position the spilled fuel mixing blower 

(§86.207(a)(4)). The enclosure door shall be closed and 

sealed. The FID trace shall be allowed to stabilize. 

(4) The dispensed fuel temperature recording system 

shall be started. 

(5) The initial reading of the evaporative enclosure 

FID analyzer shall be taken. 

(6) Within one minute of obtaining the initial FID 

reading, the fuel nozzle shall be inserted into the filler 

neck of the test vehicle and the refueling operation shall 

be started. The temperature of the dispensed fuel shall be 

between 81.0 and 84.0°F (27.2 and 28.9°C). The dispensing 

rate shall be between 3.0 and 10.0 gal/min (11.4 to 37.9 

l/min). The fuel flow shall continue until the refueling 

nozzle automatic shut-off is activated. 
P.35 

The amount of fuel dispensed must be at least 85 percent of 

nominal fuel tank capacity, determined to the nearest 

one-tenth of a U.S. gallon (0.38 liter). If automatic 

nozzle shut-off occurs prior to this point, the nozzle 

shall be reactivated within 15 seconds and fuel dispensing 

continued until automatic nozzle shut-off occurs and at 

least 85 percent of nominal fuel tank capacity has been 

dispensed. Multiple nozzle reactivations may be required. 

(7) The final reading of the evaporative enclosure 

FID analyzer shall be taken 60+5 seconds following 

completion of dispensing of required fuel volume. The 

elapsed time, in minutes, between the initial and final FID 

readings shall be recorded. 

(8) For vehicles equipped with more than one fuel 

tank, the procedures described in paragraphs (a) through 

(e)(7) above shall be performed for each fuel tank. 
P.36 

§86.234 [Reserved] 

§86.235 [Reserved] 

§86.236 [Reserved] 

§86.237

 : [Reserved] 

§86.238 [Reserved] 

§86.239 [Reserved] 

§86.240 [Reserved] 

§86.241 [Reserved] 
P.37 

§86.242 Records required. 

The following information shall be recorded with 

respect to each test: 

(a) Test number. 

(b) System or device tested (brief description). 

(c) Date and time of day. 

(d) Instrument operated. 

(e) Operator. 

(f) Vehicle: ID number, manufacturer, model year, 

engine family, refueling emission family, refueling 

emission control system, refueling emission canister 

continuous drive purge miles for integrated systems and 

description of how mileage is determined, refueling 

emissions canister continuous drive purge miles for 

non-integrated systems, fuel system (including number of 

carburetors, number of carburetor barrels, fuel injection 

type, and fuel tank(s) capacity and location), basic engine 

description (including displacement, number of cylinders, 

turbocharger (if used), and catalyst usage), engine code, 

odometer reading. 
P.38 

(g) All pertinent instrument information including 

nozzle and fuel delivery system description. As an 

alternative, a reference to a vehicle test cell number may 

be used, i with advance approval of the Administrator, 

provided test cell calibration records show the pertinent 

instrument information. 

(h) Recorder charts: Identify zero, span, and 

sample traces. 

(i) Enclosure barometric pressure and ambient 

temperature. 

NOTE: A central laboratory barometer may be used, 

provided that individual test cell barometric pressures are 

shown to be within +0.1 percent of the barometric pressure 

at the central barometer location. 

(j) Temperatures: soak area; dispensed fuel, 

initial and final. 

(k) Fuel dispensing rate(s). 

(1) Dispensed fuel volume. 

(m) Test fuel RVP 
P.39 

(n) All additional information necessary for the 

calculations specified in §86.243. 
P.40 

§86.243 Calculations. 

(a) The calculation of the net hydrocarbon mass 

change in-the enclosure is used_to determine refueling mass 

emissions. The mass is calculated from initial and final 

hydrocarbon concentrations in ppm carbon, initial and final 

enclosure ambient temperatures, initial and final 

barometric pressures, and net enclosure volume using the 

evaporative emissions equation of §86.143 or §86.1243 as 

applicable, with the hydrogen-carbon ratio equal to that of 

diurnal emissions. For vehicles with multiple tanks, the 

results for each tank shall be calculated and then summed 

to determine overall refueling emissions. 

(b) The final results for comparison with the 

refueling control emission standard shall be computed by 

dividing the total refueling mass emissions by the total 

gallons of fuel dispensed in the refueling test. 

(c) The results of all emission tests shall be 

rounded, in accordance with ASTM E 29-67, to the number of 

decimal places contained in the applicable emission 

standard expressed to one additional significant figure. 
P.41 

13. A new Section 86.1207-XX is proposed to be added 

to Subpart M, to read as follows: 

§86.1207-XX Sampling and analytical system; 

evaporative emissions. 

(a) Component description of evaporative emissions 

sampling system. The following components will be used in 

evaporative emissions sampling systems for testing under 

this subpart. 

(1) Evaporative emission measurement enclosure. The 

enclosure shall be readily sealable, rectangular in shape, 

with space for personnel access to all sides of the 

vehicle. The sides of the enclosure shall be equipped with 

one or more ports to provide access to the fuel tank filler 

cap(s) of test vehicles and to allow fueling of the test 

vehicle from a fuel nozzle and hose located outside of the 

enclosure. Access port sealing devices shall be capable of 

maintaining gas-tightness of the enclosure at all times. 

As an alternative to the access ports and sealing boots, a 

manufacturer may locate the fuel dispensing hose and nozzle 

in the enclosure, provided it is demonstrated that the hose 

and nozzle contribute no hydrocarbons to the enclosure by 

any means and also provided that nozzle activation and/or 

reactivation can be performed safely and that the means for 

activating the nozzle shall not introduce air, 
hydrocarbons, or other materials into the enclosure during 

a test. When sealed, the enclosure shall be gas tight in 

accordance with §86.1217. Interior surfaces must be 

impermeable to hydrocarbons. One surface should be of 

flexible, impermeable material to allow for minor volume 

changes resulting from temperature changes. Wall desiqn 

should promote maximum dissipation of heat and if 

artificial cooling is used, interior surface temperatures 

shall not be less than 68.0°F (20.0°C). 

(2) Evaporative emission hydrocarbon analyzers. A 

hydrocarbon analyzer utilizing the hydrogen flame 

ionization principle (FID) shall be used to monitor the 

atmosphere within the enclosure. Instrument bypass flow 

may be returned to the enclosure. The FID shall have a 

response time to 90 percent of final reading of less than 

1.5 seconds, and be capable of meeting the following 

performance requirements expressed as a function of C .. , 

where C . . is the specific enclosure hydrocarbon level, 

in ppm, corresponding to the evaporative emission standard: 
(i) Stability of the analyzer shall be better than 

0.01 C. , ppm at zero and span over a 15-minute period on 

all ranges used. 

(ii) Repeatability of the analyzer, expressed as one 

standard deviation, shall be better than 0.005 C ., ppm 

on all ranges used. 

(3) Evaporative emission hydrocarbon data recording 

system. The electrical output of the FID shall be recorded 

at least at the initiation and termination of each diurnal 

or hot soak. The recording may be by means of a strip 

chart potentiometric recorder, by use of an on-line 

computer system or other suitable means. In any case, the 

recording system must have operational characteristics 

(signal to noise ratio, speed of response, etc.) equivalent 

to or better than those of the signal source being 

recorded, and must provide a permanent record of results. 

The record shall show a positive indication of the 

initiation and completion of each diurnal or hot soak along 

with the time elapsed between initiation and completion of 

each soak. 

(4) Tank fuel heating system. The tank fuel heating 

system shall consist of a heat source and a temperature 

controller. A typical heat source is a 2000 W heating 

pad. Other sources may be used as required by 
P.44 

circumstances. The temperature controller may be manual, 

such as a variable voltage transformer, or may be 

automated. The heating system must not cause hot spots on 

the tank wetted surface which could cause local overheating 

of the fuel. Heat must not be applied to the vapor in the 

tank above the liquid fuel. The temperature controller 

must be capable of controlling the fuel tank temperature 

during the diurnal soak to within +3.0°F (l.7°c) of the 

following equation: 

F = T + 0.4t 

o 

or for SI units: 

C = TQ + (2/9)t 

where: 

F = Temperature in °F 

C = Temperature in °C 

t = Time since start of test in minutes 

T = Initial temperature in °F (or in °C for SI 

units) 

(5) Temperature recording system. Strip chart 

recorder(s) or an automatic data processor shall be used to 

record enclosure ambient and vehicle fuel tank temperature 

during the evaporative emissions test. The temperature 
P.45 

recorder or data processor shall record each temperature at 

least once every minute. The recording system shall be 

capable of resolving time to +15s and capable of resolving 

temperature to +0.75°F (0.<t?.°C). The temperature recording 

system (recorder and sensor) shall have an accuracy of 

+3.0°F (1.7°C). The recorder (data processor) shall have a 

time accuracy of +15s and a precision of +15s. Two ambient 

temperature sensors, connected to provide one average 

output, shall be located in the enclosure. These sensors 

shall be located at the approximate vertical centerline of 

each side wall extending four inches (nominally) into the 

enclosure at a height of 3.0+0.5 ft (0.9+0.2 m) . The 

vehicle fuel tank temperature sensor shall be located in 

the fuel tank so as to measure the temperature of the 

prescribed test fuel at the approximate mid-volume of the 

fuel. Manufacturers shall arrange that vehicles furnished 

for testing at Federal certification facilities be equipped 

with iron-constantan Type J thermocouples for measurement 

of fuel tank temperature. 

(6) Purge blower. One or more portable or fixed 

blowers shall be used to purge the enclosure. The blowers 

shall have sufficient flow capacity to reduce the enclosure 

hydrocarbon concentration from the test level to the 

ambient level between tests. Actual flow capacity will 

depend upon the time available between tests. 
P.46 

(7) Mixing blower. One of more blowers or fans with 

3 

a total capacity of 250 to 750 cfm per 1000 ft of 

enclosure volume shall be used to mix the contents of the 

enclosureiduring evaporative emission testing. The mixing 

blower(s) shall be arranged such that a uniform 

concentration is maintained. Maintenance of uniform 

concentrations throughout the enclosure is important to the 

accuracy of the test. 

(8) Fue1ing eguipment. The fueling equipment shall 

consist of a fuel delivery system with temperature control 

equipment, fuel flow safety switch, service station type 

dispensing pump, hose, nozzle and a meter to measure the 

dispensed fuel volume. A fuel recirculation system from 

the temperature control equipment to the nozzle shall be 

utilized to avoid trapping of non-temperature controlled 

fuel in the hose. The fuel delivery system must be capable 

of delivering fuel at 79.0 to 86.0°F (26.1 to 30.0°C) and 

at a flow rate of from 3.0 to 10.0 gal/min (11.4 to 37.9 

l/min). 
P.47 

7. A new Section 86.1230-XX is proposed to be added 

to Subpart M, to read as follows: 

§86.1230-3_< Test sequence; general requirements. 

The test sequences shown in Fiqures MXX-lOa and 

MXX-lOb show the steps encountered as the test, vehicle 

underqoes the procedures subsequently described to 

determine conformity with the standards set forth. Figure 

MXX-lOa shows test sequences to be used with vehicles 

equipped with fully integrated refueling emissions control 

systems. Figure MXX-lOb shows the test sequence to be used 

with all other refueling emission control system designs. 

Ambient temperature levels encountered by the test vehicle 

shall not be less than 68.0°F (20.0°C) nor more than 86.0°F 

(30.0°C). The temperatures monitored during testing must 

be representative of those experienced by the test 

vehicle. The vehicle shall be approximately level during 

all phases of the test sequence to prevent abnormal fuel 

distribution. 
P.48 

RatettagC-oJanr 

Rate—i| Cadaar 

Dt«in*-ortT-_-(i) 

T 

V-ttefc T-op—__ ->iabill-__i 

(••qot»J) | I I 6hannMIN 

UtdC-B_w<i)To 

Er_E 1 has MAX 

tat !*•-•-_ A FID 

I 

D-aal 

lCydac-rUtta-il 

M«ta| Seta-dob te ItanMtay 

V*4|Cl»(l»»4jlll(l*)) 

I 

X 1 hoar MAX 

GDldSoAFM-^ 

I 

•-to* pm 

I 

•H-atP—l-l Hour 

•60*.I4*P 

SninMAX 

lO-SSa 

Ezni' 0-1 hoar 

DyNC—OO—laW DtlVlUg •SCMMlB 

(A|-|H-_UI(d» 

HC Riniijig Losm AM •Rtqabad 

JL" •nia MAX 

Figure Mxx • la. Test Sequence. Fully-Integrated Refueling Controls. 
P.49 

KateUu-Caiuur 

Ra4*4*-uku 4Mnifatr 

MaOi%Cmimi 

Rstelmg 

RfiflwUu Caiia-f 

© 

[DrimPi—T-SftT] 

VAJdaTi 

(unqaind) 

RialO-—i-F<D 

_ . 

1 Cyda of Urban D-Miiuia—i 

IMvng SdMduto tar **M~-0-- > 

V«tak_i(Ai-p--adixl(d)) I 

•»*-tkF*4-_i 

3 

t_Un | 

•Or * 

•40ft Pm 

I 

Haa OhmulH-M Bold 

•HMf-o-a-lHoar 

•80-,.t4 ,P 

I 

(Ar-(wtUI(d» 

HC*ta_D« U M At fUqnind 

T 

IHatSaakBacIo—laTca I 

i 

• M a 

•40ft pm 

(60t'.*1-PfaBl) 

Second Dhjmal He* Build 

•72,-9«,P 

• 11 

I 

IDi-dntaiTmRi)] 

taUsg 

•40ft pm 

(60*.n*Pfuel) I 

Dktmil BBCIM-I* Tea 

• (feet Pad-lHoa r 

•7J»-9« ,P 

T 0 

6 ha m MIN 

|UadC**_*---(-) To B*wbh-ou-*i| 

1 hoar MAX 

VX 1 hour MAX 

Sain MAX 

10-35 

vx°-

J3I lOataMAX 

15-ma MAX 

5 mm MAX 

10 min MAX 

6-2 4 noun 

5 mm MAX 

Figure Mxx - lb. Test Sequence. Partially-Integrated or Non-Integrated Refueling Controls. 
P.50 

8. A new Section 86.1231-XX is proposed to be 

added to Subpart M, to read as follows: 

§86.1231-XX Vehicle preparation. 

(a) Prepare the fuel tank(s) for recording the 

temperature of the prescribed test fuel at the approximate 

mid-volume of the fuel when the tank is 40 percent full. 

(b) Provide 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. 

(c) For non-integrated and partially integrated 

refueling control systems, provide valving or other means 

to allow loading of evaporative emissions canister(s) not 

connected to the vehicle fuel tank. 

(d)(1) Any vapor storage device which adsorbs HC 

vapors and subsequently releases them to the engine 

induction system during vehicle operation shall be 

subjected to a minimum of 30 load-purge(, cycles or the 

equivalent thereof (4,000 miles or more of actual in-use 

vehicle service accumulation shall be considered 

equivalent). One load-purge cycle shall be accomplished by 

conducting one of the following procedures: 
P.51 

(i) Vehicle Procedure. Park a fully-warm vehicle (a 

vehicle that has been driven for at least 15 minutes) for a 

time period of at least 3 hours. Fill the fuel tank(s) 

with test"fuel, as specified in §86.1213, to the prescribed 

"tank fuel volume" as defined in §86-082-2. Test fuel 

shall be at room temperature. The vehicle shall then be 

driven through at least one cycle of the HDV reference 

(transient) urban dynamometer driving schedule. 

(ii) Laboratory Procedure. Flow gasoline vapors into 

a pre-purged vapor storage device until at least 10 percent 

of the input HC mass flow rate is passing through the 

device. Purge the device with a volume of air which has a 

temperature no higher than that which would be drawn 

through the device if it were installed on the test vehicle 

and the vehicle was operated according to the HDV reference 

(transient) urban dynamometer driving schedule. The vapor 

flow rate, the method used to generate the vapors, the air 

flow rate, and the air temperature shall be recorded. If 

pre-blended gas is used, then the composition and 

characteristics of the gas shall be recorded. 

• j ' 

(2) Ten load-purge cycles accumulated immediately 

prior to testing shall be conducted according to the method 

in paragraph (d)(l)(i) of this section. The preceding 20 

cycles (minimum) shall be conducted according to either of 

the methods in paragraph (d)(l)(i) or (ii) of this section. 
P.52 

16. A new Section 86.1232-XX is proposed to be added 

to Subpart M, to read as follows: 

§86.1232-XX Vehicle preconditioning. 

(a) During any period that the vehicle is parked 

out-of-doors awaiting testing, the fuel tank cap(s) shall 

be removed to prevent unusual loading of the canister(s). 

During this time care must be taken to prevent entry of 

water or other contaminates into the fuel tank. During any 

period that the vehicle is parked in the test area awaiting 

testing, the fuel tank cap(s) may be in place. The vehicle 

shall be moved into the test area and the following 

operations performed: 

(1) The refueling emission canisters(s), and the 

evaporative emissions canister(s) if the vehicle is so 

equipped, shall be loaded to breakthrough as specified 

below. Canister(s) shall not be purged prior to beginning 

this sequence. 

(i) Drain the vehicle fuel tank(s). 
P.53 

(ii) Vehicle Temperature Stabilization. The vehicle 

shall be soaked at a temperature between 68.0 and 86.0°F 

(20.0 and 30.0°C) for a minimum of six hours. This 

temperature stabilization step may be omitted on vehicles 

which are already temperature stabilization as a result of 

storage in the test area. 

(iii) Canister(s) loading to breakthrough. 

NOTE: If at any time the hydrocarbon concentration 

exceeds 15,000 ppm C the enclosure should be immediately 

purged. This concentration provides a 4:1 safety factor 

against the lean flammability limit. 

(A) Evaporative emissions canister(s). For vehicles 

equipped with either non-integrated or partially integrated 

refueling emission control systems, the evaporative 

canister(s) shall be loaded to breakthrough. 

(I) For vehicles with evaporative emissions 

canisters which are not connected to the fuel tank, the 

manufacturers shall recommend a procedure for loading these 

canisters and shall receive approval by the Administrator 

prior to the use of the recommended procedure. 
P.54 

(2) For vehicles equipped with evaporative emission 

canisters connected to the fuel tank, the following 

procedure shall be performed to load the canisters to 

breakthrough using hydrocarhon vapors generated by diurnal 

heat builds: 

{i) The evaporative emission enclosure shall be 

purged for several minutes. 

(ii) If not already on, the evaporative enclosure 

mixing fan shall be turned on at this time. 

(iii) Immediately prior to the diurnal heat build, the 

refueling emissions canister(s) shall be disconnected or a 

diverter valve opened, if so equipped, to prevent the flow 

of vapor from the fuel tank to the refueling canister 

during the fueling event. If disconnected, the open end of 

the vapor line leading to the refueling canister shall be 

plugged. The fuel tank(s) of the prepared vehicle shall be 

drained and recharged with test fuel, as specified in 

§86.1213, to the "tank fuel volume" defined in §86.082-2. 

The temperature of the fuel prior to its ..delivery to the 

fuel tank(s) shall be between 45.0 and 60.0°F (7.2 and 

16.0°C). The fuel tank cap(s) is not installed until the 

diurnal heat build begins. 
P.55 

(iv) Following fueling, both open ends of the vapor 

line shall be plugged, or if a diverter valve is employed, 

its exit plugged. In both cases, the evaporative canister 

remains connected to the fuel tank. 

(v) The test vehicle, with the engine shut off, 

shall be moved into the evaporative emission enclosure, the 

vehicle shall be grounded, the fuel tank temperature sensor 

shall be connected to the temperature recording system, 

and, if required, the heat source shall be properly 

positioned with respect to the fuel tank(s) and/or 

connected to the temperature controller. 

(vi) The temperature recording system shall be 

started. 

(vii) The fuel may be artificially heated to the 

starting diurnal temperature. 

(viii) When the fuel temperature recording system 

reaches at least 58.0°F (14.0°C), immediately: install fuel 

tanks cap(s); turn off purge blower, if not already off; 

close and seal enclosure doors and initiate measurement of 

the hydrocarbon level in the SHED. 
(ix) When the fuel temperature recording system 

reaches 60.0+2.0°F (16.0+1.l°C), immediately start the 

diurnal heat build. 

(x) The fuel shall be heated in such a way that it's 

temperature change conforms to the following function to 

within +4.0°F (±2.2°C): 

F = T + 0.4t 

o 

for SI units, 

C = TQ + (2/9)t 

where: 

F = fuel temperature, °F. 

C = fuel temperature, °C. 

t = time since beginning of test, minutes. 

T = initial temperature in °F (or in °C for SI units) 

(xi) As soon as breakthrough occurs (canister 

breakthrough is defined as the point at which the 

hydrocarbon concentration in the SHED increases by a factor 

of three or greater in one minute or les^s) or the fuel 

temperature reaches 84.0°F (28.9°C), whichever occurs 

first, the heat source shall be turned off, the enclosure 

doors shall be unsealed and opened, and the vehicle fuel 

tank cap(s) shall be removed. 
If breakthrough has not occurred by the time the fuel 

temperature reaches 84.0°F, the vehicle shall be removed 

(with engine shut off) from the evaporative emission 

enclosure?; and the entire procedure outlined in 

(a)(1)(iii)(A)(2) of this section shall be repeated as many 

times as necessary until breakthrough occurs. Upon 

completion of loading of the evaporative canister to 

breakthrough, drain the heated fuel from the fuel tank and 

connect the refueling canister. 

(B) Refueling emissions canister(s). (1) Place the 

vehicle in the SHED if not already in the SHED. Ground the 

vehicle. Remove the fuel tank cap(s). 

(2) Purge the SHED of hydrocarbon vapor, turn on the 

mixing blower, close and seal the SHED doors. 

(3) Start measurement of the hydrocarbon level in 

the SHED. 

(4_) The tank(s) shall be filled to the nominal tank 

capacity or until canister breakthrough occurs (canister 

breakthrough is defined as the point at which the 

hydrocarbon concentration in the SHED increases by a factor 

of three or greater in one minute or less), whichever 

occurs first, with test fuel, as specified in §86.1213. 
The temperature of the dispensed fuel shall be between 

79.0 and 86.0°F (26.1 and 30.0°C). The fuel dispensing 

rate shall be between 3.0 and 5.0 gal/min (11.3 and 18.9 

l/min). If the vehicle is equipped with dual fuel tanks 

either fuel tank may be filled first. If canister 

breakthrough does not occur during the first full fueling 

operation, the SHED shall be opened, the vehicle removed 

without starting the engine, and draining of the fuel 

tank(s) shall be initiated within 10 minutes of completing 

the first fueling operation. The tank(s) shall be drained, 

the SHED purged of hydrocarbon vapors, the vehicle moved 

into the SHED without starting the engine, and the doors 

closed and sealed. Within 10 minutes of completion of fuel 

tank draining, a second fueling operation shall be 

initiated. A second full fueling or fueling to 

breakthrough, whichever occurs first, as described above 

shall be performed. If breakthrough has not occurred, fuel 

draining, SHED purging and resealing, and fueling as 

described above, shall be repeated until breakthrough 

occurs. 

(5) If the vehicle is equipped with ,,dual fuel tanks 

and a common canister, either fuel tank may be filled 

first. If the vehicle is equipped with dual fuel tanks and 

canisters dedicated to each tank, one canister shall be 

loaded to breakthrough, the SHED opened and purged of 

hydrocarbon vapors and resealed, and the second canister 

loaded to breakthrough. 
(6) Remove the vehicle from the SHED without 

starting the engine. 

(2) -Vehicle fueling. Within one hour of loading the 

canister(s) to breakthrough, the refueling emission 

canister(s) shall be disconnected. The fuel tank(s) shall 

be drained through the provided fuel tank(s) drain(s) and 

filled with test fuel, as specified in §86.1213, to the 

tank fuel volume" defined in §86.082-2. The refueling 

emission canister(s) shall be reconnected. 

(3) Dynamometer dr ive. Within one hour of being 

fueled the vehicle shall be placed, either by being driven 

or pushed, on a dynamometer and operated through one HDV 

Urban Dynamometer Driving Schedule test procedure, 

described in §86.1215 and Appendix I. A test vehicle may 

not be used to set dynamometer horsepower. 

(b) Within five minutes of completion of the 

preconditioning drive, the vehicle shall be driven off the 

dynamometer and parked, and the engine turned off. The 

vehicle may be pushed to its parking location after its 

engine has been turned off. The vehicle shall be stored 

for not less than 10 hours nor for more than 35 hours prior 

to the diurnal heat build. 
17. A new Section 86.1233-XX is proposed to be added 

to Subpart M, to read as follows: 

§86.1233-XX Diurnal breathing loss test. 

(a) Vehicles equipped with fully-integrated 

refueling emissions control systems. 

(1) Following vehicle preparation and vehicle 

preconditioning procedures described in §§86.1231 and 

86.1232 the test vehicle shall be allowed to soak for a 

period of not less than 12 or more than 36 hours prior to 

vehicle operation. The diurnal test shall start not less 

than iO or more than 35 hours after the end of the 

preconditioning procedure. The start of the vehicle 

operation shall follow the end of the diurnal test within 

one hour. 

(2) The evaporative emission enclosure shall be 

purged for several minutes immediately prior to the test. 
P.61 

NOTE: If at anytime the hydrocarbon concentration 

exceeds 15,000 ppm C the enclosure should be immediately 

purged. This concentration provides a 4:1 safety factor 

against the lean flammability limit. 

(3) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the test. 

(4) If not already on, the evaporative enclosure 

mixing fan shall be turned on at this time. 

(5) Immediately prior to the diurnal breathing loss 

test, the refueling emissions canister(s) shall be 

disconnected or a diverter valve opened, if so equipped, to 

prevent the flow of vapor from the fuel tank to the 

refueling canister during the fueling event. If 

disconnected, the open end of the vapor line leading to the 

refueling canister shall be plugged. The fuel tank(s) of 

the prepared vehicle shall be drained and recharged with 

test fuel, as specified in §86.1213, to the "tank fuel 

volume" defined in §86.082-2. The temperature of the fuel 

prior to its delivery to the fuel tank(s) shall be between 

45.0 and 60.0°F (7.2 and 16.0°C). The fuel tank cap(s) is 

not installed and the refueling emissions control 

canister(s) is not reconnected until the diurnal heat build 

begins. 
(6) The test vehicle, with the engine shut off, 

shall be moved into the evaporative emission enclosure, the 

test vehicle windows and any storage compartments shall be 

opened, the fuel tank temperature sensor shall be connected 

to the temperature recording system, and, if required, the 

heat source shall be properly positioned with respect to 

the fuel tank(s) and/or connected to the temperature 

controller. 

(7) The temperature recording system shall be 

started. 

(8) The fuel may be artificially heated to the 

starting diurnal temperature. 

(9) When the fuel temperature recording system 

reaches at least 58.0°F (14.0°C), immediately: 

(i) Install fuel tank cap(s) and reconnect refueling 

emissions control canister(s). 

(ii) Turn off purge blowers, if not, already off at 

this time. 

(iii) Close and seal enclosure doors. 

(10) When the fuel temperature recording system 

reaches 60.0+2.0°F (16.0+1.1°C), immediately: 
(i) Analyze enclosure atmosphere for hydrocarbons 

and record. This is the initial (time = 0 minutes) 

hydrocarbon concentration, CHC,., required in §86.1243. 

(ii) Record barometric pressure reading. This is the 

initial (time = 0 minutes) barometric pressure, P.., 

required in §86.1243. 

(iii) Record enclosure ambient temperature. This is 

the initial (time = 0 minutes) enclosure ambient 

temperature, T., required in §86.1243. 

(iv) Start diurnal heat build and record time. This 

commences the 60+2 minute test period. 

(11) The fuel shall be heated in such a way that its 

temperature change conforms to the following function to 

within +3.0°F (+1.6°C): 

F = To+0.4t 

for SI units, 

C = T„ + (2/9)t 
where: 

F = fuel temperature, °F 

C = fuel temperature, °C 

t = time since beginning of test, minutes. 

T0 = initial temperature in °F (or in °C for SI units) 

After 60+2 minutes of heating, the fuel temperature rise 

shall be 24.0+1.0°F (13.3+0.5°C). 

(12) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the end of the diurnal test. 

(13) The end of the diurnal breathing loss test 

occurs 60+2 minutes after the heat build begins, paragraph 

(I0)(iv). Analyze the enclosure atmosphere for 

hydrocarbons and record. This is the final (time = 60 

minutes) hydrocarbon concentration,

 c u C f required in 

§86.1243. The time (or elapsed time) of this analysis 

shall be recorded. 

(i) Record barometric pressure reading. This is the 

final (time = 60 minutes) barometric pressure, P^, 

required in §86.1243. 
(ii) Record enclosure ambient temperature. This is 

the final (time = 60 minutes) enclosure ambient 

temperature, Tf, required in §86.1243. 

(14) The heat source shall be turned off and the 

enclosure doors unsealed and opened. 

(15) The heat source shall be moved away from the 

vehicle, if required, and/or disconnected from the 

temperature controller, the fuel tank temperature sensor 

shall be disconnected from the temperature recordinq 

system, the test vehicle windows and any storage 

compartments may be closed and the test vehicle, with the 

engine shut off, shall be removed from the evaporative 

emission enclosure. 

(16) For vehicles with multiple tanks, the largest 

tank shall be designated as the primary tank and shall be 

heated in accordance with the procedure described in 

paragraph (11) of this section. All other tanks shall be 

designated as auxiliary tanks and shall undergo a similar 

heat build such that the fuel temperature shall be within 

3.0°F (1.6°C) of the primary tank. 
(b) Vehicles ecniipped with non-integrated and 

partially-integrated refueling emissions control systems. 

(1) VOverview 

(i) Vehicles equipped with either non-integrated or 

partially-integrated refueling emissions control systems 

shall be required to undergo two diurnal heat builds and a 

diurnal breathing loss test. The first of these heat 

builds occurs after vehicle preparation and 

preconditioning, and before the start of vehicle 

operation. The second diurnal heat build occurs after 

completion of the hot soak emissions test. Evaporative 

emissions are not measured during either of these first two 

diurnal heat builds, so that an evaporative emissions 

enclosure is not required. The diurnal breathing loss test 

occurs directly following the second heat build. 

Evaporative emissions shall be measured during this final 

test, so that it shall be performed in an evaporative 

emissions enclosure. 

(ii) The procedure to be used to perform the first and 

second diurnal heat builds is essentially identical with 

the diurnal breathing loss test required for vehicles 

equipped with fully-integrated refueling emissions control 

systems, except that evaporative emissions are not 

measured. This procedure is presented in paragraph (b)(3) 
below. A similar procedure shall be carried out to perform 

the diurnal breathing loss test, as presented in paragraph 

(b)(4) below. 

(iii) The key difference between the diurnal breathing 

loss test required for vehicles equipped with 

fully-integrated refueling emissions control systems, and 

the second diurnal heat build and the diurnal breathing 

loss test required for vehicles with partially- or 

non-integrated control systems, is that the latter two 

tests are carried out with an initial fuel temperature of 

72.0°F instead of 60.0°F, and a final fuel temperature of 

96.0°F instead of 84.0°F. The two diurnal tests at these 

higher temperatures are intended to ensure that vehicles 

equipped with partially- or non-integrated refueling 

systems provide control of in-use evaporative emissions at 

a level essentially equivalent to that of vehicles with 

fully integrated refueling systems. 

(2) Test Sequence 

(i) Following vehicle preparation, and vehicle 

preconditioning procedures described in §§86.1231 and 

86.1232, the test vehicle shall be allowed to soak for a 

period of not less than 12 nor more than 36 hours prior to 

vehicle operation. The first diurnal heat build 
P.68 

shall start, not less than 10 or more than 35 hours after 

the end of the preconditioning procedure and be conducted 

according to paragraph (b)(3) of this section. Since no 

evaporative measurements are necessary, an evaporative 

enclosure is not required. The start of vehicle operation, 

described in §86.1237 shall follow the end of the first 

diurnal heat build within one hour. 

(ii) Within 15 minutes of completing the hot soak 

emissions test, described in §86.1238, the second diurnal 

heat build shall be initiated. The second diurnal heat 

build shall be conducted according to paragraph (b)(3) of 

this section. Since no evaporative measurements are 

necessary, an evaporative enclosure is not required. 

Within 10 minutes of completing the second diurnal heat 

build, draining of the heated fuel from the fuel tanks(s) 

shall be initiated. The vehicle shall be temperature 

stabilized at a temperature of 68.0 to 86.0°F (20.0 to 

30.0°C) for not less than 6 hours nor more than 24 hours 

between fuel draining and fueling to the "tank fuel volume" 

defined in §86.082-2 which preceds the diurnal breathing 

loss test in the evaporative enclosure. ,< 

(iii) Following completion of the second diurnal heat 

build, the diurnal breathing loss test is to be conducted 

according to paragraph (b)(4) of this section. Evaporative 

emissions measurements are required, so that 
this procedure must be carried out in an evaporative 

emissions enclosure. 

(3) '.\ Procedures for First and Second Diurnal Heat 

Builds: 

(i) Disconnect refueling canister(s) (See paragraph 

(a)(6)). 

(ii) Drain the fuel tank(s) and recharge with test 

fuel, as specified in §86.1213, to the "tank fuel volume" 

defined in §86.082-2. The temperature of the fuel prior to 

its delivery to the fuel tank(s) shall be between 45.0 and 

60.0°F (7.2 and 16°C) for the first fueling associated with 

the first heat build and between 60.0 and 72.0°F (15.6 and 

22.2°C) for the second fueling associated with the second 

heat build. The fuel tank temperature sensor shall be 

connected to the temperature recording system and the 

temperature recording system turned on, the heat source 

shall be properly positioned with respect to the fuel 

tank(s) and/or connected to the temperature controller. 

Heating of the fuel shall then be started. 

i 

(iii) When the fuel temperature recording system shows 

that the fuel has reached 58.0°F (14.0°C) for the first 

heat build or 70.0°F (21.0°C) for the second heat build 

immediately install the fuel tank cap(s) and reconnect 
P.70 

refueling emissions control canister(s). Heating of the 

fuel shall continue and be controlled so that its rate of 

temperature rise conforms with the equation specified in 

paragraph -Xa)(12) of this section. 

(iv) As soon as the temperature recording system 

shows that the temperature of the fuel has reached 
P.71 

84.0+2.0°F (28.9+1.9°C) for the first heat build or 

96.0+2.0°F (35.6+1.0°C) for the second heat build, heating 

of the fuel shall be stopped and the test vehicle shall 

proceed to the next step in the test sequence (i.e., after 

the first diurnal heat build, to the vehicle operation 

step, and after the second diurnal heat build, to fuel 

draining in preparation for the diurnal breathing loss 

test). 

(4) Procedures for Diurnal Breathing Loss Test: 

The diurnal breathing loss test shall be carried out 

according to of paragraphs (a)(3) through (a)(17) of this 

section, except for the following differences: 

(i) The fuel tank draining and refueling steps 

contained in paragraph (a)(6) shall be initiated within 10 

minutes of completion of the second diurnal heat build. 

(ii) During refueling, defined in paragraph (a)(6), 

the temperature of the fuel prior to its delivery to the 

fuel tank(s) shall be between 60.0 and 72.0°F (15.6 and 

22.2°C). 

(iii) The steps defined in paragraph (a)(10) shall be 
P.72 

carried out.when the temperature recording system indicates 

a fuel temperature of at least 70.0°F (14.0°C). 

(iv) .The steps defined in paragraph (a)(11) shall be 

carried out when the temperature recording system indicates 

a fuel temperature of 72.0+2.0°F (16.0+1.1°C). 
18. A new Section 86.1238-XX is proposed to be added 

to Subpart M, to read as follows: 

§86.1238-XX Hot-soak test. 

The hot-soak evaporative emission test shall be 

conducted immediately following vehicle operation. 

(a) Prior to the completion of vehicle operation, 

the evaporative emissions enclosure shall be purged for 

several minutes. 

(b) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the test. 

(c) If not already on, the evaporative enclosure 

mixing fan(s) shall be turned on at this time. 

(d) Upon completion of vehicle operation, the 
P.74 

vehicle engine compartment cover shall be closed, the 

cooling fan shall be moved, the vehicle shall be 

disconnected from the dynamometer and exhaust sampling 

system, and then driven at minimum throttle to the vehicle 

entrance of the enclosure. 

(e) The vehicle's engine must be stopped before any 

part of the vehicle enters the enclosure. The vehicle may 

be pushed or coasted into the enclosure. 

(f) The test vehicle windows and any storage 

compartments shall be opened, if not already open. 

(g) The temperature recording system shall be 

started and the time of engine shut off shall be noted on 

the evaporative emission hydrocarbon data recording system. 

(h) The enclosure doors shall be closed and sealed 

within four minutes of engine shutdown and within ten 

minutes after the end of vehicle operation. 

(i) The 60+0.5 minute hot soak begins when the 

enclosure doors are sealed. The enclosure atmosphere shall 

be analyzed and recorded at this time. This is the initial 

(time = 0 minutes) hydrocarbon concentration,

 CHci' 

required in §86.1243. 
P.75 

(j) Utilizing the access port(s) in the side of the 

enclosure, the fuel tank caps(s) shall be removed for a 

period of. not less than 5 "seconds nor longer than 20 

seconds to relieve any pressure in the tank and then be 

reinstalled and tightened. This operation shall be 

completed within five minutes of engine shutdown. 

(k) The test vehicle shall be permitted to soak for 

a period of one hour (60.0+0.5 minutes) in the enclosure. 

(1) The FID hydrocarbon analyzer shall be zeroed and 

spanned immediately prior to the end of the test. 

(m) The end of the hot-soak evaporative test occurs 

60.0+0.5 minutes after the enclosure doors are sealed, as 

specified in paragraph (i). .Analyze the enclosure 

atmosphere for hydrocarbons and record. This is the final 

(time = 60 minutes) hydrocarbon concentration,

 cvrf 

required in §86.1243. The elapsed time of this test shall 

be recorded.