be treated as confidential business information as described in 40 CFR
1068.11. Data that vehicle manufacturers need for demonstrating
compliance with greenhouse gas emission standards, including fuel-
consumption data as described in Sec.  1036.535 and 40 CFR 1037.550,
also qualify as emission data for purposes of confidentiality
determinations.

Sec.  1036.820  Requesting a hearing.

    (a) You may request a hearing under certain circumstances, as
described elsewhere in this part. To do this, you must file a written
request, including a description of your objection and any supporting
data, within 30 days after we make a decision.
    (b) For a hearing you request under the provisions of this part, we
will approve your request if we find that your request raises a
substantial factual issue.
    (c) If we agree to hold a hearing, we will use the procedures
specified in 40 CFR part 1068, subpart G.

Sec.  1036.825  Reporting and recordkeeping requirements.

    (a) This part includes various requirements to submit and record
data or other information. Unless we specify otherwise, store required
records in any format and on any media and keep them readily available
for eight years after you send an associated application for
certification, or eight years after you generate the data if they do
not support an application for certification. We may review these
records at any time. You must promptly give us organized, written
records in English if we ask for them. We may require you to submit
written records in an electronic format.
    (b) The regulations in Sec.  1036.255 and 40 CFR 1068.25 and
1068.101 describe your obligation to report truthful and complete
information. This includes information not related to certification.
Failing to properly report information and keep the records we specify
violates 40 CFR 1068.101(a)(2), which may involve civil or criminal
penalties.
    (c) Send all reports and requests for approval to the Designated
Compliance Officer (see Sec.  1036.801).
    (d) Any written information we require you to send to or receive
from another company is deemed to be a required record under this
section. Such records are also deemed to be submissions to EPA. Keep
these records for eight years unless the regulations specify a
different period. We may require you to send us these records whether
or not you are a certificate holder.
    (e) Under the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the
Office of Management and Budget approves the reporting and
recordkeeping specified in the applicable regulations. The following
items illustrate the kind of reporting and recordkeeping we require for
engines and vehicles regulated under this part:
    (1) We specify the following requirements related to engine
certification in this part:
    (i) In Sec.  1036.135 we require engine manufacturers to keep
certain records related to duplicate labels sent to vehicle
manufacturers.
    (ii) In Sec.  1036.150 we include various reporting and
recordkeeping requirements related to interim provisions.
    (iii) In subpart C of this part we identify a wide range of
information required to certify engines.
    (iv) In Sec. Sec.  1036.430 and 1036.435 we identify reporting and
recordkeeping requirements related to field testing in-use engines.
    (v) In subpart G of this part we identify several reporting and
recordkeeping items for making demonstrations and getting approval
related to various special compliance provisions.
    (vi) In Sec. Sec.  1036.725, 1036.730, and 1036.735 we specify
certain records related to averaging, banking, and trading.
    (2) We specify the following requirements related to testing in 40
CFR part 1065:
    (i) In 40 CFR 1065.2 we give an overview of principles for
reporting information.
    (ii) In 40 CFR 1065.10 and 1065.12 we specify information needs for
establishing various changes to published procedures.
    (iii) In 40 CFR 1065.25 we establish basic guidelines for storing
information.
    (iv) In 40 CFR 1065.695 we identify the specific information and
data items to record when measuring emissions.
    (3) We specify the following requirements related to the general
compliance provisions in 40 CFR part 1068:
    (i) In 40 CFR 1068.5 we establish a process for evaluating good
engineering judgment related to testing and certification.
    (ii) In 40 CFR 1068.25 we describe general provisions related to
sending and keeping information
    (iii) In 40 CFR 1068.27 we require manufacturers to make engines
available for our testing or inspection if we make such a request.
    (iv) In 40 CFR 1068.105 we require vehicle manufacturers to keep
certain records related to duplicate labels from engine manufacturers.
    (v) In 40 CFR 1068.120 we specify recordkeeping related to
rebuilding engines.
    (vi) In 40 CFR part 1068, subpart C, we identify several reporting
and recordkeeping items for making demonstrations and getting approval
related to various exemptions.
    (vii) In 40 CFR part 1068, subpart D, we identify several reporting
and recordkeeping items for making demonstrations and getting approval
related to importing engines.
    (viii) In 40 CFR 1068.450 and 1068.455 we specify certain records
related to testing production-line engines in a selective enforcement
audit.
    (ix) In 40 CFR 1068.501 we specify certain records related to
investigating and reporting emission-related defects.
    (x) In 40 CFR 1068.525 and 1068.530 we specify certain records
related to recalling nonconforming engines.
    (xi) In 40 CFR part 1068, subpart G, we specify certain records for
requesting a hearing.

Appendix A of Part 1036--Summary of Previous Emission Standards

    The following standards, which EPA originally adopted under 40
CFR part 85 or part 86, apply to compression-ignition engines
produced before model year 2007 and to spark-ignition engines
produced before model year 2008:
    (a) Smoke. Smoke standards applied for compression-ignition
engines based on opacity measurement using the test procedures in 40
CFR part 86, subpart I, as follows:
    (1) Engines were subject to the following smoke standards for
model years 1970 through 1973:

    (i) 40 percent during the engine acceleration mode.
    (ii) 20 percent during the engine lugging mode.
    (2) The smoke standards in 40 CFR 86.007-11 started to apply in
model year 1974.
    (b) Idle CO. A standard of 0.5 percent of exhaust gas flow at
curb idle applied through model year 2016 to the following engines:
    (1) Spark-ignition engines with aftertreatment starting in model
year 1987. This standard applied only for gasoline-fueled engines
through model year 1997. Starting in model year 1998, the same
standard applied for engines fueled by methanol, LPG, and natural
gas. The idle CO standard no longer applied for engines certified to
meet onboard diagnostic requirements starting in model year 2005.
    (2) Methanol-fueled compression-ignition engines starting in
model year 1990. This standard also applied for natural gas and LPG
engines starting in model year 1997. The idle CO standard no longer
applied for engines certified to meet onboard diagnostic
requirements starting in model year 2007.
    (c) Crankcase emissions. The requirement to design engines to
prevent crankcase emissions applied starting with the following
engines:
    (1) Spark-ignition engines starting in model year 1968. This
standard applied only for gasoline-fueled engines through model year
1989, and applied for spark-ignition engines using other fuels
starting in model year 1990.
    (2) Naturally aspirated diesel-fueled engines starting in model
year 1985.
    (3) Methanol-fueled compression-ignition engines starting in
model year 1990.
    (4) Naturally aspirated gaseous-fueled engines starting in model
year 1997, and all other gaseous-fueled engines starting in 1998.
    (d) Early steady-state standards. The following criteria
standards applied to heavy-duty engines based on steady-state
measurement procedures:

               Table 1 of Appendix A--Early Steady-State Emission Standards for Heavy-Duty Engines
----------------------------------------------------------------------------------------------------------------
                                                                               Pollutant
           Model year                    Fuel        -----------------------------------------------------------
                                                              HC               NOX + HC               CO
----------------------------------------------------------------------------------------------------------------
1970-1973.......................  gasoline..........  275 ppm...........  ..................  1.5 volume
                                                                                percent.
1974-1978.......................  gasoline and        ..................  16 g/hp[middot]hr.  40 g/hp[middot]hr.
                                   diesel.
1979-1984 \a\...................  gasoline and        ..................  5 g/hp[middot]hr    25 g/hp[middot]hr.
                                   diesel.                                 for diesel.
                                                                          5.0 g/hp[middot]hr
                                                                           for gasoline.
----------------------------------------------------------------------------------------------------------------
\a\ An optional NOX + HC standard of 10 g/hp[middot]hr applied in 1979 through 1984 in conjunction with a
  separate HC standard of 1.5 g/hp[middot]hr.

    (e) Transient emission standards for spark-ignition engines. The
following criteria standards applied for spark-ignition engines
based on transient measurement using the test procedures in 40 CFR
part 86, subpart N. Starting in model year 1991, manufacturers could
generate or use emission credits for NOX and
NOX + NMHC standards. Table 2 to this appendix follows:

             Table 2 of Appendix A--Transient Emission Standards for Spark-Ignition Engines \a\ \b\
----------------------------------------------------------------------------------------------------------------
                                                                    Pollutant (g/hp[middot]hr)
                   Model year                    ---------------------------------------------------------------
                                                        HC              CO              NOX         NOX + NMHC
----------------------------------------------------------------------------------------------------------------
1985-1987.......................................             1.1            14.4            10.6  ..............
1988-1990.......................................             1.1            14.4             6.0  ..............
1991-1997.......................................             1.1            14.4             5.0  ..............
1998-2004 \c\...................................             1.1            14.4             4.0  ..............
2005-2007.......................................  ..............            14.4  ..............         \d\ 1.0
----------------------------------------------------------------------------------------------------------------
\a\ Standards applied only for gasoline-fueled engines through model year 1989. Standards started to apply for
  methanol in model year 1990, and for LPG and natural gas in model year 1998.
\b\ Engines intended for installation only in heavy-duty vehicles above 14,000 pounds GVWR were subject to an HC
  standard of 1.9 g/hp[middot]hr for model years 1987 through 2004, and a CO standard of 37.1 g/hp[middot]hr for
  model years 1987 through 2007. In addition, for model years 1987 through 2007, up to 5 percent of a
  manufacturer's sales of engines intended for installation in heavy-duty vehicles at or below 14,000 pounds
  GVWR could be certified to the alternative HC and CO standards.
\c\ For natural gas engines in model years 1998 through 2004, the NOX standard was 5.0 g/hp[middot]hr; the HC
  standards were 1.7 g/hp[middot]hr for engines intended for installation only in vehicles above 14,000 pounds
  GVWR, and 0.9 g/hp[middot]hr for other engines.
\d\ Manufacturers could delay the 1.0 g/hp[middot]hr NOX + NMHC standard until model year 2008 by meeting an
  alternate NOX + NMHC standard of 1.5 g/hp[middot]hr applied for model years 2004 through 2007.

    (f) Transient emission standards for compression-ignition
engines. The following criteria standards applied for compression-
ignition engines based on transient measurement using the test
procedures in 40 CFR part 86, subpart N. Starting in model year
1991, manufacturers could generate or use emission credits for
NOX, NOX + NMHC, and PM standards. Table 3 to
this appendix follows:

            Table 3 of Appendix A--Transient Emission Standards for Compression-Ignition Engines \a\
----------------------------------------------------------------------------------------------------------------
                                                           Pollutant (g/hp[middot]hr)
          Model year           ---------------------------------------------------------------------------------
                                      HC              CO              NOX         NOX + NMHC           PM
----------------------------------------------------------------------------------------------------------------
1985-1987.....................             1.3            15.5            10.7  ..............  ................
1988-1989.....................             1.3            15.5            10.7  ..............  0.60.
1990..........................             1.3            15.5             6.0  ..............  0.60.
1991-1992.....................             1.3            15.5             5.0  ..............  0.25.
1993..........................             1.3            15.5             5.0  ..............  0.25 truck, 0.10
                                                                                bus.
1994-1995.....................             1.3            15.5             5.0  ..............  0.10 truck, 0.07
                                                                                urban bus.

1996-1997.....................             1.3            15.5             5.0  ..............  0.10 truck, 0.05
                                                                                urban bus.\b\
1998-2003.....................             1.3            15.5             4.0  ..............  0.10 truck, 0.05
                                                                                urban bus.\b\
2004-2006.....................  ..............            15.5  ..............         \c\ 2.4  0.10 truck, 0.05
                                                                                urban bus.\b\
----------------------------------------------------------------------------------------------------------------
\a\ Standards applied only for diesel-fueled engines through model year 1989. Standards started to apply for
  methanol in model year 1990, and for LPG and natural gas in model year 1997. An alternate HC standard of 1.2 g/
  hp[middot]hr applied for natural gas engines for model years 1997 through 2003.
\b\ The in-use PM standard for urban bus engines in model years 1996 through 2006 was 0.07 g/hp[middot]hr.
\c\ An optional NOX + NMHC standard of 2.5 g/hp[middot]hr applied in 2004 through 2006 in conjunction with a
  separate NMHC standard of 0.5 g/hp[middot]hr.

Appendix B of Part 1036--Transient Duty Cycles

    (a) This appendix specifies transient duty cycles for the engine
and powertrain testing described in Sec. Sec.  1036.510 and
1036.512, as follows:
    (1) The transient duty cycle for testing engines involves a
schedule of normalized engine speed and torque values.
    (2) The transient duty cycles for powertrain testing involves a
schedule of vehicle speeds and road grade. Determine road grade at
each point based on the peak rated power of the powertrain system,
Prated, determined in Sec.  1036.527 and road grade coefficients
using the following equation: Road grade = a [middot]
P\2\rated + b [middot] Prated + c
    (b) The following transient duty cycle applies for spark-
ignition engines and powertrains:
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    (c) The following transient duty cycle applies for compression-
ignition engines and powertrains:
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    (d) The following transient Low Load Cycle applies for
compression-ignition engines and powertrains:
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Appendix C of Part 1036--Default Engine Fuel Maps for Sec.  1036.540

    GEM contains the default steady-state fuel maps in this appendix
for performing cycle-average engine fuel mapping as described in
Sec.  1036.503(b)(2). Note that manufacturers have the option to
replace these default values in GEM if they generate a steady-state
fuel map as described in Sec.  1036.535(b).
    (a) Use the following default fuel map for compression-ignition
engines that will be installed in Tractors and Vocational Heavy HDV:

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    (b) Use the following default fuel map for compression-ignition
engines that will be installed in Vocational Light HDV and
Vocational Medium HDV:
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    (c) Use the following default fuel map for all spark-ignition
engines:

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BILLING CODE 6560-50-C

PART 1037--CONTROL OF EMISSIONS FROM NEW HEAVY-DUTY MOTOR VEHICLES

0
87. The authority citation for part 1037 continues to read as follows:

    Authority:  42 U.S.C. 7401-7671q.

0
88. Amend Sec.  1037.1 by revising paragraph (a) to read as follows:

Sec.  1037.1  Applicability.

    (a) The regulations in this part 1037 apply for all new heavy-duty
vehicles, except as provided in Sec. Sec.  1037.5 and 1037.104. This
includes electric vehicles, fuel cell vehicles, and vehicles fueled by
conventional and alternative fuels. This also includes certain trailers
as described in Sec. Sec.  1037.5, 1037.150, and 1037.801.
* * * * *
0
89. Amend Sec.  1037.5 by revising paragraph (e) to read as follows:

Sec.  1037.5  Excluded vehicles.

* * * * *
    (e) Vehicles subject to the heavy-duty emission standards of 40 CFR
part 86. See 40 CFR 86.1816 and 86.1819 for emission standards that
apply for these vehicles. This exclusion generally applies for complete
heavy-duty vehicles at or below 14,000 pounds GVWR and all vehicles at
or below 14,000 pounds GVWR that have no installed propulsion engine,
such as electric vehicles.
* * * * *
0
90. Amend Sec.  1037.10 by revising paragraph (c) to read as follows:

Sec.  1037.10  How is this part organized?

* * * * *
    (c) Subpart C of this part describes how to apply for a certificate
of conformity.
* * * * *
0
91. Revise Sec.  1037.101 to read as follows:

Sec.  1037.101  Overview of emission standards.

    This part specifies emission standards for certain vehicles and for
certain pollutants. This part contains standards and other regulations
applicable to the emission of the air pollutant defined as the
aggregate group of six greenhouse gases: carbon dioxide, nitrous oxide,
methane, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride.
    (a) You must show that vehicles meet the following emission
standards:
    (1) Exhaust emissions of criteria pollutants. Criteria pollutant
standards for NOX, HC, PM, and CO apply as described in
Sec.  1037.102. These pollutants are sometimes described collectively
as ``criteria pollutants'' because they are either criteria pollutants
under the Clean Air Act or precursors to the criteria pollutants ozone
and PM.
    (2) Exhaust emissions of greenhouse gases. These pollutants are
described collectively in this part as ``greenhouse gas pollutants''
because they are regulated primarily based on their impact on the
climate. Emission standards apply as follows for greenhouse gas (GHG)
emissions:
    (i) CO2, CH4, and N2O emission
standards apply as described in Sec. Sec.  1037.105 through 1037.107.
    (ii) Hydrofluorocarbon standards apply as described in Sec.
1037.115(e). These pollutants are also ``greenhouse

gas pollutants'' but are treated separately from exhaust greenhouse gas
pollutants listed in paragraph (b)(2)(i) of this section.
    (3) Fuel evaporative emissions. Requirements related to fuel
evaporative emissions are described in Sec.  1037.103.
    (b) The regulated heavy-duty vehicles are addressed in different
groups as follows:
    (1) For criteria pollutants, vocational vehicles and tractors are
regulated based on gross vehicle weight rating (GVWR), whether they are
considered ``spark-ignition'' or ``compression-ignition,'' and whether
they are first sold as complete or incomplete vehicles.
    (2) For greenhouse gas pollutants, vehicles are regulated in the
following groups:
    (i) Tractors above 26,000 pounds GVWR.
    (ii) Trailers.
    (iii) Vocational vehicles.
    (3) The greenhouse gas emission standards apply differently
depending on the vehicle service class as described in Sec.  1037.140.
In addition, standards apply differently for vehicles with spark-
ignition and compression-ignition engines. References in this part 1037
to ``spark-ignition'' or ``compression-ignition'' generally relate to
the application of standards under 40 CFR 1036.140. For example, a
vehicle with an engine certified to spark-ignition standards under 40
CFR part 1036 is generally subject to requirements under this part 1037
that apply for spark-ignition vehicles. However, note that emission
standards for Heavy HDE are considered to be compression-ignition
standards for purposes of applying vehicle emission standards under
this part. Also, for spark-ignition engines voluntarily certified as
compression-ignition engines under 40 CFR part 1036, you must choose at
certification whether your vehicles are subject to spark-ignition
standards or compression-ignition standards. Heavy-duty vehicles with
no installed propulsion engine, such as electric vehicles, are subject
to compression-ignition emission standards for the purpose of
calculating emission credits.
    (4) For evaporative and refueling emissions, vehicles are regulated
based on the type of fuel they use. Vehicles fueled with volatile
liquid fuels or gaseous fuels are subject to evaporative emission
standards.
0
92. Revise Sec.  1037.102 to read as follows:

Sec.  1037.102  Exhaust emission standards for NOX, HC, PM, and CO.

    (a) Engines installed in heavy-duty vehicles are subject to
criteria pollutant standards for NOX, HC, PM, and CO under
40 CFR part 86 through model year 2026 and 40 CFR part 1036 for model
years 2027 and later.
    (b) Heavy-duty vehicles with no installed propulsion engine, such
as electric vehicles, are subject to criteria pollutant standards under
this part. The emission standards that apply are the same as the
standards that apply for compression-ignition engines under 40 CFR
86.007-11 and 1036.104 for a given model year. Additional requirements
apply to vehicles with no installed propulsion engine as specified in
this part.
    (1) Where this part references standards or other requirements in
40 CFR part 86 or 1036 that apply differently based on primary intended
service class, apply the Light HDE provisions to Light HDV, apply the
Medium HDE provisions to Medium HDV, and apply the Heavy HDE provisions
to Heavy HDV.
    (2) Criteria pollutant emission standards and related requirements
apply for the useful life specified in 40 CFR 86.001-2 through model
year 2026 and as specified in 40 CFR 1036.104 for model year 2027 and
later. You may alternatively select the useful life values identified
in Sec.  1037.105(e) if you do not generate NOX credits
under Sec.  1037.616.
    (3) The following requirements apply for vehicles generating
NOX credits under Sec.  1037.616:
    (i) Electric vehicles. Measure initial useable battery energy for
electric vehicles using the test procedure in Sec.  1037.552. Useable
battery energy must remain at or above 70 percent throughout the useful
life.
    (ii) Fuel cell vehicles. Measure initial fuel cell voltage for fuel
cell vehicles using the test procedure in Sec.  1037.554. Fuel cell
voltage must remain at or above 80 percent throughout the useful life.
0
93. Amend Sec.  1037.103 by:
0
a. Revising paragraph (b)(1).
0
b. Removing paragraph (b)(6).
0
c. Revising paragraphs (f) and (g)(1) and (2).
    The revisions read as follows:

Sec.  1037.103  Evaporative and refueling emission standards.

* * * * *
    (b) * * *
    (1) The refueling standards in 40 CFR 86.1813-17(b) apply to
complete vehicles starting in model year 2022; they apply for
incomplete vehicles starting in model year 2027.
* * * * *
    (f) Useful life. The evaporative and refueling emission standards
of this section apply for the full useful life, expressed in service
miles or calendar years, whichever comes first. The useful life values
for the standards of this section are the same as the values described
for evaporative emission standards in 40 CFR 86.1805.
    (g) * * *
    (1) Auxiliary engines and associated fuel-system components must be
installed when testing fully assembled vehicles. If the auxiliary
engine draws fuel from a separate fuel tank, you must fill the extra
fuel tank before the start of diurnal testing as described for the
vehicle's main fuel tank. Use good engineering judgment to ensure that
any nonmetal portions of the fuel system related to the auxiliary
engine have reached stabilized levels of permeation emissions. The
auxiliary engine must not operate during the running loss test or any
other portion of testing under this section.
    (2) For testing with partially assembled vehicles, you may omit
installation of auxiliary engines and associated fuel-system components
as long as those components installed in the final configuration are
certified to meet the applicable emission standards for Small SI
equipment described in 40 CFR 1054.112 or for Large SI engines in 40
CFR 1048.105. For any fuel-system components that you do not install,
your installation instructions must describe this certification
requirement.
0
94. Amend Sec.  1037.105 by revising paragraphs (b)(1), (g)(2), and
(h)(1) and (5) through (7) to read as follows:

Sec.  1037.105  CO2 emission standards for vocational vehicles.

* * * * *
    (b) * * *
    (1) Model year 2027 and later vehicles are subject to
CO2 standards corresponding to the selected subcategories as
shown in the following table:

       Table 1 of Sec.   1037.105--Phase 2 CO2 Standards for Model Year 2027 and Later Vocational Vehicles
                                                  [g/ton-mile]
----------------------------------------------------------------------------------------------------------------
             Engine cycle                     Vehicle size         Multi-purpose     Regional          Urban
----------------------------------------------------------------------------------------------------------------
Compression-ignition..................  Light HDV...............             325             286             361
Compression-ignition..................  Medium HDV..............             231             215             254
Compression-ignition..................  Heavy HDV...............             226             186             265
Spark-ignition........................  Light HDV...............             372             319             413
Spark-ignition........................  Medium HDV..............             268             247             297
----------------------------------------------------------------------------------------------------------------

* * * * *
    (g) * * *
    (2) Class 8 hybrid vehicles with Light HDE or Medium HDE may be
certified to compression-ignition standards for the Heavy HDV service
class. You may generate and use credits as allowed for the Heavy HDV
service class.
* * * * *
    (h) * * *
    (1) The following alternative emission standards apply by vehicle
type and model year as follows:

                          Table 5 of Sec.   1037.105--Phase 2 Custom Chassis Standards
                                                  [g/ton-mile]
----------------------------------------------------------------------------------------------------------------
               Vehicle type \a\                 Assigned vehicle service class     MY 2021-2026      MY 2027+
----------------------------------------------------------------------------------------------------------------
School bus...................................  Medium HDV......................              291             267
Motor home...................................  Medium HDV......................              228             226
Coach bus....................................  Heavy HDV.......................              210             205
Other bus....................................  Heavy HDV.......................              300             282
Refuse hauler................................  Heavy HDV.......................              313             298
Concrete mixer...............................  Heavy HDV.......................              319             316
Mixed-use vehicle............................  Heavy HDV.......................              319             316
Emergency vehicle............................  Heavy HDV.......................              324             319
----------------------------------------------------------------------------------------------------------------
\a\ Vehicle types are generally defined in Sec.   1037.801. ``Other bus'' includes any bus that is not a school
  bus or a coach bus. A ``mixed-use vehicle'' is one that meets at least one of the criteria specified in Sec.
  1037.631(a)(1) or (2).

* * * * *
    (5) Emergency vehicles are deemed to comply with the standards of
this paragraph (h) if they use tires with TRRL at or below 8.4 N/kN
(8.7 N/kN for model years 2021 through 2026).
    (6) Concrete mixers and mixed-use vehicles are deemed to comply
with the standards of this paragraph (h) if they use tires with TRRL at
or below 7.1 N/kN (7.6 N/kN for model years 2021 through 2026).
    (7) Motor homes are deemed to comply with the standards of this
paragraph (h) if they have tires with TRRL at or below 6.0 N/kN (6.7 N/
kN for model years 2021 through 2026) and automatic tire inflation
systems or tire pressure monitoring systems with wheels on all axles.
* * * * *
0
95. Amend Sec.  1037.106 by revising paragraphs (b) and (f)(1) to read
as follows:

Sec.  1037.106  Exhaust emission standards for tractors above 26,000
pounds GVWR.

* * * * *
    (b) The CO2 standards for tractors above 26,000 pounds
GVWR in Table 1 of this section apply based on modeling and testing as
described in subpart F of this part. The provisions of Sec.  1037.241
specify how to comply with these standards in this paragraph (b).

            Table 1 of Sec.   1037.106--CO2 Standards for Class 7 and Class 8 Tractors by Model Year
                                                  [g/ton-mile]
----------------------------------------------------------------------------------------------------------------
                                    Phase 1         Phase 1         Phase 2         Phase 2          Phase 2
                                 standards for   standards for   standards for   standards for    standards for
        Subcategory \a\           model years     model years     model years     model years    model year 2027
                                   2014-2016       2017-2020       2021-2023       2024-2026        and later
----------------------------------------------------------------------------------------------------------------
Class 7 Low-Roof (all cab                  107             104           105.5            99.8              94.8
 styles)......................
Class 7 Mid-Roof (all cab                  119             115           113.2           107.1             101.8
 styles)......................
Class 7 High-Roof (all cab                 124             120           113.5           106.6              98.5
 styles)......................
Class 8 Low-Roof Day Cab......              81              80            80.5            76.2              72.3
Class 8 Low-Roof Sleeper Cab..              68              66            72.3            68.0              64.1
Class 8 Mid-Roof Day Cab......              88              86            85.4            80.9              76.8
Class 8 Mid-Roof Sleeper Cab..              76              73            78.0            73.5              69.6
Class 8 High-Roof Day Cab.....              92              89            85.6            80.4              74.6
Class 8 High-Roof Sleeper Cab.              75              72            75.7            70.7              64.3
Heavy-Haul Tractors...........  ..............  ..............            52.4            50.2              48.3
----------------------------------------------------------------------------------------------------------------
\a\ Sub-category terms are defined in Sec.   1037.801.

* * * * *
    (f) * * *
    (1) You may optionally certify 4x2 tractors with Heavy HDE to the
standards and useful life for Class 8 tractors, with no restriction on

generating or using emission credits within the Class 8 averaging set.
* * * * *
0
96. Amend Sec.  1037.115 by revising paragraphs (a) and (e)(3) to read
as follows:

Sec.  1037.115  Other requirements.

* * * * *
    (a) Adjustable parameters. Vehicles that have adjustable parameters
must meet all the requirements of this part for any adjustment in the
physically adjustable range. We may require that you set adjustable
parameters to any specification within the adjustable range during any
testing. See 40 CFR 1068.50 for general provisions related to
adjustable parameters. You must ensure safe vehicle operation
throughout the physically adjustable range of each adjustable
parameter, including consideration of production tolerances. Note that
adjustable roof fairings and trailer rear fairings are deemed not to be
adjustable parameters.
* * * * *
    (e) * * *
    (3) If air conditioning systems are designed such that a compliance
demonstration under 40 CFR 86.1867-12(a) is impossible or impractical,
you may ask to use alternative means to demonstrate that your air
conditioning system achieves an equivalent level of control.
0
97. Amend Sec.  1037.120 by revising paragraphs (b) and (c) to read as
follows:

Sec.  1037.120  Emission-related warranty requirements.

* * * * *
    (b) Warranty period. (1) Except as specified in paragraph (b)(2) of
this section, your emission-related warranty must be valid for at
least:
    (i) 5 years or 50,000 miles for Light HDV (except tires).
    (ii) 5 years or 100,000 miles for Medium HDV and Heavy HDV (except
tires).
    (iii) 5 years for trailers (except tires).
    (iv) 1 year for tires installed on trailers, and 2 years or 24,000
miles for all other tires.
    (2) Your emission-related warranty with respect to the standards
under Sec.  1037.102(b) must be valid for at least the periods
specified for engines in 40 CFR 1036.120(b) if you generate
NOX credits under Sec.  1037.616.
    (3) You may offer an emission-related warranty more generous than
we require. The emission-related warranty for the vehicle may not be
shorter than any basic mechanical warranty you provide to that owner
without charge for the vehicle. Similarly, the emission-related
warranty for any component may not be shorter than any warranty you
provide to that owner without charge for that component. This means
that your warranty for a given vehicle may not treat emission-related
and nonemission-related defects differently for any component. The
warranty period begins when the vehicle is placed into service.
    (c) Components covered. The emission-related warranty covers tires,
automatic tire inflation systems, tire pressure monitoring systems,
vehicle speed limiters, idle-reduction systems, hybrid system
components, and devices added to the vehicle to improve aerodynamic
performance (not including standard components such as hoods or mirrors
even if they have been optimized for aerodynamics), to the extent such
emission-related components are included in your application for
certification. The emission-related warranty also covers other added
emission-related components to the extent they are included in your
application for certification. The emission-related warranty covers
components designed to meet requirements under Sec.  1037.102(b)(3).
The emission-related warranty covers all components whose failure would
increase a vehicle's emissions of air conditioning refrigerants (for
vehicles subject to air conditioning leakage standards), and it covers
all components whose failure would increase a vehicle's evaporative and
refueling emissions (for vehicles subject to evaporative and refueling
emission standards). The emission-related warranty covers these
components even if another company produces the component. Your
emission-related warranty does not need to cover components whose
failure would not increase a vehicle's emissions of any regulated
pollutant.
* * * * *
0
98. Amend Sec.  1037.125 by revising paragraph (d) to read as follows:

Sec.  1037.125  Maintenance instructions and allowable maintenance.

* * * * *
    (d) Noncritical emission-related maintenance. Subject to the
provisions of this paragraph (d), you may schedule any amount of
emission-related inspection or maintenance that is not covered by
paragraph (a) of this section (that is, maintenance that is neither
explicitly identified as critical emission-related maintenance, nor
that we approve as critical emission-related maintenance). Noncritical
emission-related maintenance generally includes maintenance on the
components we specify in 40 CFR part 1068, appendix A, that is not
covered in paragraph (a) of this section. You must state in the owners
manual that these steps are not necessary to keep the emission-related
warranty valid. If operators fail to do this maintenance, this does not
allow you to disqualify those vehicles from in-use testing or deny a
warranty claim. Do not take these inspection or maintenance steps
during service accumulation on your emission-data vehicles.
* * * * *
0
99. Amend Sec.  1037.130 by revising paragraph (b)(3) to read as
follows:

Sec.  1037.130  Assembly instructions for secondary vehicle
manufacturers.

* * * * *
    (b) * * *
    (3) Describe the necessary steps for installing emission-related
diagnostic systems.
* * * * *
0
100. Amend Sec.  1037.135 by revising paragraph (c)(6) to read as
follows:

Sec.  1037.135  Labeling.

* * * * *
    (c) * * *
    (6) Identify the emission control system. Use terms and
abbreviations as described in appendix C to this part or other
applicable conventions. Phase 2 tractors and Phase 2 vocational
vehicles may omit this information.
* * * * *
0
101. Amend Sec.  1037.140 by revising paragraph (g) to read as follows:

Sec.  1037.140  Classifying vehicles and determining vehicle
parameters.

* * * * *
    (g) The standards and other provisions of this part apply to
specific vehicle service classes for tractors and vocational vehicles
as follows:
    (1) Phase 1 and Phase 2 tractors are divided based on GVWR into
Class 7 tractors and Class 8 tractors. Where provisions of this part
apply to both tractors and vocational vehicles, Class 7 tractors are
considered ``Medium HDV'' and Class 8 tractors are considered ``Heavy
HDV''. This paragraph (g)(1) applies for hybrid and non-hybrid
vehicles.
    (2) Phase 1 vocational vehicles are divided based on GVWR. ``Light
HDV'' includes Class 2b through Class 5 vehicles; ``Medium HDV''
includes Class 6 and Class 7 vehicles; and ``Heavy HDV'' includes Class
8 vehicles.
    (3) Phase 2 vocational vehicles propelled by engines subject to the
spark-ignition standards of 40 CFR part 1036 are divided as follows:
    (i) Class 2b through Class 5 vehicles are considered ``Light HDV''.

    (ii) Class 6 through Class 8 vehicles are considered ``Medium
HDV''.
    (4) Phase 2 vocational vehicles propelled by engines subject to the
compression-ignition standards in 40 CFR part 1036 are divided as
follows:
    (i) Class 2b through Class 5 vehicles are considered ``Light HDV''.
    (ii) Class 6 through 8 vehicles are considered ``Heavy HDV'' if the
installed engine's primary intended service class is Heavy HDE (see 40
CFR 1036.140), except that Class 8 hybrid vehicles are considered
``Heavy HDV'' regardless of the engine's primary intended service
class.
    (iii) All other Class 6 through Class 8 vehicles are considered
``Medium HDV''.
    (5) Heavy-duty vehicles with no installed propulsion engine, such
as electric vehicles, are divided as follows:
    (i) Class 2b through Class 5 vehicles are considered ``Light HDV''.
    (ii) Class 6 and 7 vehicles are considered ``Medium HDV''.
    (iii) Class 8 vehicles are considered ``Heavy HDV''.
    (6) In certain circumstances, you may certify vehicles to standards
that apply for a different vehicle service class. For example, see
Sec. Sec.  1037.105(g) and 1037.106(f). If you optionally certify
vehicles to different standards, those vehicles are subject to all the
regulatory requirements as if the standards were mandatory.
* * * * *
0
102. Amend Sec.  1037.150 by revising paragraphs (f) and (y)(1) to read
as follows:

Sec.  1037.150  Interim provisions.

* * * * *
    (f) Electric and hydrogen fuel cell vehicles. Tailpipe emissions of
regulated GHG pollutants from electric vehicles and hydrogen fuel cell
vehicles are deemed to be zero. No CO2-related emission
testing is required for electric vehicles. Use good engineering
judgment to apply other requirements of this part to electric vehicles.
* * * * *
    (y) * * *
    (1) For vocational Light HDV and vocational Medium HDV, emission
credits you generate in model years 2018 through 2021 may be used
through model year 2027, instead of being limited to a five-year credit
life as specified in Sec.  1037.740(c). For Class 8 vocational vehicles
with Medium HDE, we will approve your request to generate these credits
in and use these credits for the Medium HDV averaging set if you show
that these vehicles would qualify as Medium HDV under the Phase 2
program as described in Sec.  1037.140(g)(4).
* * * * *
0
103. Amend Sec.  1037.205 by revising paragraphs (p) and (q) to read as
follows:

Sec.  1037.205  What must I include in my application?

* * * * *
    (p) Where applicable, describe all adjustable operating parameters
(see Sec.  1037.115), including production tolerances. For any
operating parameters that do not qualify as adjustable parameters,
include a description supporting your conclusion (see 40 CFR
1068.50(c)). Include the following in your description of each
adjustable parameter:
    (1) For mechanically controlled parameters, include the nominal or
recommended setting, the intended physically adjustable range, and the
limits or stops used to establish adjustable ranges. Also include
information showing why the limits, stops, or other means of inhibiting
adjustment are effective in preventing adjustment of parameters on in-
use engines to settings outside your intended physically adjustable
ranges.
    (2) For electronically controlled parameters, describe how your
engines are designed to prevent unauthorized adjustments.
    (q) Include the following information for electric vehicles and
fuel cell vehicles to show that they meet the standards of this part:
    (1) You may attest that vehicles comply with the standards of Sec.
1037.102 instead of submitting test data.
    (2) For vehicles generating credits under Sec.  1037.616, you may
attest that the vehicle meets the durability requirements described in
Sec.  1037.102(b)(3) based on an engineering analysis of measured
values and other information, consistent with good engineering
judgment, instead of testing at the end of the useful life. Send us
your test results for work produced over the FTP and initial useable
battery energy or initial fuel cell voltage. Also send us your
engineering analysis describing how you meet the durability
requirements if we ask for it.
* * * * *
0
104. Amend Sec.  1037.225 by revising the introductory text and
paragraph (g) to read as follows:

Sec.  1037.225  Amending applications for certification.

    Before we issue you a certificate of conformity, you may amend your
application to include new or modified vehicle configurations, subject
to the provisions of this section. After we have issued your
certificate of conformity, you may send us an amended application any
time before the end of the model year requesting that we include new or
modified vehicle configurations within the scope of the certificate,
subject to the provisions of this section. You must amend your
application if any changes occur with respect to any information that
is included or should be included in your application.
* * * * *
    (g) You may produce vehicles or modify in-use vehicles as described
in your amended application for certification and consider those
vehicles to be in a certified configuration. Modifying a new or in-use
vehicle to be in a certified configuration does not violate the
tampering prohibition of 40 CFR 1068.101(b)(1), as long as this does
not involve changing to a certified configuration with a higher family
emission limit. See Sec.  1037.621(g) for special provisions that apply
for changing to a different certified configuration in certain
circumstances.
0
105. Amend Sec.  1037.230 by revising paragraph (c) to read as follows:

Sec.  1037.230  Vehicle families, sub-families, and configurations.

* * * * *
    (c) Group vehicles into configurations consistent with the
definition of ``vehicle configuration'' in Sec.  1037.801. Note that
vehicles with hardware or software differences that are related to
measured or modeled emissions are considered to be different vehicle
configurations even if they have the same modeling inputs and FEL. Note
also, that you are not required to separately identify all
configurations for certification. Note that you are not required to
identify all possible configurations for certification; also, you are
required to include in your final ABT report only those configurations
you produced.
* * * * *
0
106. Amend Sec.  1037.231 by revising paragraph (b)(1) to read as
follows:

Sec.  1037.231  Powertrain families.

* * * * *
    (b) * * *
    (1) Engine family as specified in 40 CFR 1036.230.
* * * * *
0
107. Amend Sec.  1037.250 by revising paragraph (a) to read as follows:

Sec.  1037.250  Reporting and recordkeeping.

    (a) By September 30 following the end of the model year, send the
Designated Compliance Officer a report including

the total U.S.-directed production volume of vehicles you produced in
each vehicle family during the model year (based on information
available at the time of the report). Report by vehicle identification
number and vehicle configuration and identify the subfamily identifier.
Report uncertified vehicles sold to secondary vehicle manufacturers. We
may waive the reporting requirements of this paragraph (a) for small
manufacturers.
* * * * *
0
108. Amend Sec.  1037.320 by removing Table 1 to Sec.  1037.320 and
revising paragraph (b) to read as follows:

Sec.  1037.320  Audit procedures for axles and transmissions.

* * * * *
    (b) Run GEM for each applicable vehicle configuration and GEM
regulatory subcategory identified in 40 CFR 1036.540 and for each
vehicle class as defined in Sec.  1037.140(g) using the applicable
default engine map in appendix C of 40 CFR part 1036, the cycle-average
fuel map in Table 1 of this section, the torque curve in Table 2 of
this section for both the engine full-load torque curve and parent
engine full-load torque curve, the motoring torque curve in Table 3 of
this section, the idle fuel map in Table 4 of this section. For axle
testing, this may require omitting several vehicle configurations based
on selecting axle ratios that correspond to the tested axle. For
transmission testing, use the test transmission's gear ratios in place
of the gear ratios defined in 40 CFR 1036.540. The GEM ``Default FEL
CO2 Emissions'' result for each vehicle configuration counts
as a separate test for determining whether the family passes the audit.
For vocational vehicles, use the GEM ``Default FEL CO2
Emissions'' result for the Regional subcategory. Table 1 through Table
4 follow:
BILLING CODE 6560-01-P

[GRAPHIC] [TIFF OMITTED] TP28MR22.216

BILLING CODE 6560-01-C

                                  Table 2 to Paragraph (b) of Sec.   1037.320--Full-Load Torque Curves by Vehicle Class
--------------------------------------------------------------------------------------------------------------------------------------------------------
      Light HDV and medium HDV--spark-ignition         Light HDV and medium HDV--compression-ignition                       Heavy HDV
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                 Engine torque                                      Engine torque                                     Engine torque
   Engine speed (r/min)          (N[middot]m)          Engine speed (r/min)         (N[middot]m)          Engine speed (r/min)         (N[middot]m)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  600                       433                       750                      470                       600                     1200
                  700                       436                       907                      579                       750                     1320
                  800                       445                      1055                      721                       850                     1490
                  900                       473                      1208                      850                       950                     1700
                 1000                       492                      1358                      876                      1050                     1950
                 1100                       515                      1507                      866                      1100                     2090
                 1200                       526                      1660                      870                      1200                     2100
                 1300                       541                      1809                      868                      1250                     2100
                 1400                       542                      1954                      869                      1300                     2093
                 1500                       542                      2105                      878                      1400                     2092
                 1600                       542                      2258                      850                      1500                     2085
                 1700                       547                      2405                      800                      1520                     2075
                 1800                       550                      2556                      734                      1600                     2010
                 1900                       551                      2600                        0                      1700                     1910
                 2000                       554      .......................  ........................                  1800                     1801
                 2100                       553      .......................  ........................                  1900                     1640
                 2200                       558      .......................  ........................                  2000                     1350
                 2300                       558      .......................  ........................                  2100                      910
                 2400                       566      .......................  ........................                  2250                        0
                 2500                       571
                 2600                       572
                 2700                       581
                 2800                       586
                 2900                       587
                 3000                       590
                 3100                       591
                 3200                       589
                 3300                       585
                 3400                       584
                 3500                       582
                 3600                       573
                 3700                       562
                 3800                       555
                 3900                       544
                 4000                       534
                 4100                       517
                 4200                       473
                 4291                       442
                 4500                       150
--------------------------------------------------------------------------------------------------------------------------------------------------------

                                  Table 3 to Paragraph (b) of Sec.   1037.320--Motoring Torque Curves by Vehicle Class
--------------------------------------------------------------------------------------------------------------------------------------------------------
      Light HDV and medium HDV--spark-ignition         Light HDV and medium HDV--compression-ignition                      Heavy HDV
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                 Engine torque                                      Engine torque                                     Engine torque
   Engine speed (r/min)          (N[middot]m)          Engine speed (r/min)         (N[middot]m)          Engine speed (r/min)         (N[middot]m)
--------------------------------------------------------------------------------------------------------------------------------------------------------
                  700                       -41                       750                     -129                       600                      -98
                  800                       -42                       907                     -129                       750                     -121
                  900                       -43                      1055                     -130                       850                     -138
                 1000                       -45                      1208                     -132                       950                     -155
                 1100                       -48                      1358                     -135                      1050                     -174
                 1200                       -49                      1507                     -138                      1100                     -184
                 1300                       -50                      1660                     -143                      1200                     -204
                 1411                       -51                      1809                     -148                      1250                     -214
                 1511                       -52                      1954                     -155                      1300                     -225
                 1611                       -53                      2105                     -162                      1400                     -247
                 1711                       -56                      2258                     -170                      1500                     -270
                 1811                       -56                      2405                     -179                      1520                     -275
                 1911                       -57                      2556                     -189                      1600                     -294
                 2011                       -57      .......................  ........................                  1700                     -319
                 2111                       -58      .......................  ........................                  1800                     -345
                 2211                       -60      .......................  ........................                  1900                     -372
                 2311                       -65      .......................  ........................                  2000                     -400
                 2411                       -81      .......................  ........................                  2100                     -429
                 2511                       -85
                 2611                       -87

                 2711                       -88
                 2811                       -89
                 2911                       -91
                 3011                       -91
                 3111                       -96
                 3211                       -96
                 3311                       -97
                 3411                       -98
                 3511                       -99
                 3611                      -104
                 3711                      -105
                 3811                      -108
                 3911                      -108
                 4011                      -111
                 4111                      -111
                 4211                      -115
                 4291                      -112
--------------------------------------------------------------------------------------------------------------------------------------------------------

                                   Table 4 to Paragraph (b) of Sec.   1037.320--Engine Idle Fuel Maps by Vehicle Class
--------------------------------------------------------------------------------------------------------------------------------------------------------
       Light HDV and medium HDV--spark-ignition          Light HDV and medium HDV--compression-ignition                      Heavy HDV
--------------------------------------------------------------------------------------------------------------------------------------------------------
 Engine speed (r/   Engine torque   Fuel mass rate (g/ Engine speed (r/  Engine torque   Fuel mass rate    Engine speed    Engine torque  Fuel mass rate
       min)          (N[middot]m)           s)               min)        (N[middot]m)         (g/s)           (r/min)      (N[middot]m)        (g/s)
--------------------------------------------------------------------------------------------------------------------------------------------------------
            600                 0            0.4010               750               0           0.2595              600               0          0.3501
            700                 0            0.4725               850               0           0.2626              700               0          0.4745
            600               100            0.6637               750             100           0.6931              600             100          0.6547
            700               100            0.7524               850             100           0.7306              700             100          0.8304
--------------------------------------------------------------------------------------------------------------------------------------------------------

* * * * *
0
109. Amend Sec.  1037.510 by revising paragraphs (a)(1)(i), (2), and
(3) and (d) to read as follows:

Sec.  1037.510  Duty-cycle exhaust testing.

* * * * *
    (a) * * *
    (1) * * *
    (i) Transient cycle. The transient cycle is specified in appendix A
of this part. Warm up the vehicle. Start the duty cycle within 30
seconds after concluding the preconditioning procedure. Start sampling
emissions at the start of the duty cycle.
* * * * *
    (2) Perform cycle-average engine fuel mapping as described in 40
CFR 1036.540. For powertrain testing under Sec.  1037.550 or Sec.
1037.555, perform testing as described in this paragraph (a)(2) to
generate GEM inputs for each simulated vehicle configuration, and test
runs representing different idle conditions. Perform testing as
follows:
    (i) Transient cycle. The transient cycle is specified in appendix A
of this part.
    (ii) Highway cruise cycles. The grade portion of the route
corresponding to the 55 mi/hr and 65 mi/hr highway cruise cycles is
specified in appendix D of this part. Maintain vehicle speed between -
1.0 mi/hr and 3.0 mi/hr of the speed setpoint; this speed tolerance
applies instead of the approach specified in 40 CFR 1066.425(b)(1) and
(2).
    (iii) Drive idle. Perform testing at a loaded idle condition for
Phase 2 vocational vehicles. For engines with an adjustable warm idle
speed setpoint, test at the minimum warm idle speed and the maximum
warm idle speed; otherwise simply test at the engine's warm idle speed.
Warm up the powertrain as described in 40 CFR 1036.527(c)(1). Within 60
seconds after concluding the warm-up, linearly ramp the powertrain down
to zero vehicle speed over 20 seconds. Apply the brake and keep the
transmission in drive (or clutch depressed for manual transmission).
Stabilize the powertrain for (60  1) seconds and then
sample emissions for (30  1) seconds.
    (iv) Parked idle. Perform testing at an no-load idle condition for
Phase 2 vocational vehicles. For engines with an adjustable warm idle
speed setpoint, test at the minimum warm idle speed and the maximum
warm idle speed; otherwise simply test at the engine's warm idle speed.
Warm up the powertrain as described in 40 CFR 1036.527(c)(1). Within 60
seconds after concluding the warm-up, linearly ramp the powertrain down
to zero vehicle speed in 20 seconds. Put the transmission in park (or
neutral for manual transmissions and apply the parking brake if
applicable). Stabilize the powertrain for (180  1) seconds
and then sample emissions for (600  1) seconds.
    (3) Where applicable, perform testing on a chassis dynamometer as
follows:
    (i) Transient cycle. The transient cycle is specified in appendix A
of this part. Warm up the vehicle by operating over one transient
cycle. Within 60 seconds after concluding the warm up cycle, start
emission sampling and operate the vehicle over the duty cycle.
    (ii) Highway cruise cycle. The grade portion of the route
corresponding to the 55 mi/hr and 65 mi/hr highway cruise cycles is
specified in appendix D of this part. Warm up the vehicle by operating
it at the appropriate speed setpoint over the duty cycle. Within 60
seconds after concluding the preconditioning cycle, start emission
sampling and operate the vehicle over the duty cycle, maintaining
vehicle speed within 1.0 mi/hr of the speed setpoint; this
speed tolerance applies

instead of the approach specified in 40 CFR 1066.425(b)(1) and (2).
* * * * *
    (d) For highway cruise and transient testing, compare actual
second-by-second vehicle speed with the speed specified in the test
cycle and ensure any differences are consistent with the criteria as
specified in Sec.  1037.550(g)(1). If the speeds do not conform to
these criteria, the test is not valid and must be repeated.
* * * * *
0
110. Amend Sec.  1037.520 by revising paragraphs (c)(2) and (3), (f),
and (h)(1) to read as follows:

Sec.  1037.520  Modeling CO2 emissions to show compliance for
vocational vehicles and tractors.

* * * * *
    (c) * * *
    (2) Measure tire rolling resistance in kg per metric ton as
specified in ISO 28580 (incorporated by reference in Sec.  1037.810),
except as specified in this paragraph (c). Use good engineering
judgment to ensure that your test results are not biased low. You may
ask us to identify a reference test laboratory to which you may
correlate your test results. Prior to beginning the test procedure in
Section 7 of ISO 28580 for a new bias-ply tire, perform a break-in
procedure by running the tire at the specified test speed, load, and
pressure for (60  2) minutes.
    (3) For each tire design tested, measure rolling resistance of at
least three different tires of that specific design and size. Perform
the test at least once for each tire. Calculate the arithmetic mean of
these results to the nearest 0.1 N/kN and use this value or any higher
value as your GEM input for TRRL. You must test at least one tire size
for each tire model, and may use engineering analysis to determine the
rolling resistance of other tire sizes of that model. Note that for
tire sizes that you do not test, we will treat your analytically
derived rolling resistances the same as test results, and we may
perform our own testing to verify your values. We may require you to
test a small sub-sample of untested tire sizes that we select.
* * * * *
    (f) Engine characteristics. Enter information from the engine
manufacturer to describe the installed engine and its operating
parameters as described in 40 CFR 1036.503. Note that you do not need
fuel consumption at idle for tractors.
* * * * *
    (h) * * *
    (1) For engines with no adjustable warm idle speed, input vehicle
idle speed as the manufacturer's declared warm idle speed. For engines
with adjustable warm idle speed, input your vehicle idle speed as
follows:

------------------------------------------------------------------------
                                                          Your default
                                  And your engine is      vehicle idle
  If your vehicle is a . . .       subject to . . .       speed is . .
                                                              .\a\
------------------------------------------------------------------------
(i) Heavy HDV.................  compression-ignition    600 r/min.
                                 or spark-ignition
                                 standards.
(ii) Medium HDV tractor.......  compression-ignition    700 r/min.
                                 standards.
(iii) Light HDV or Medium HDV   compression-ignition    750 r/min.
 vocational vehicle.             standards.
(iv) Light HDV or Medium HDV..  spark-ignition          600 r/min.
                                 standards.
------------------------------------------------------------------------
\a\ If the default idle speed is above or below the engine
  manufacturer's whole range of declared warm idle speeds, use the
  manufacturer's maximum or minimum declared warm idle speed,
  respectively, instead of the default value.

* * * * *
0
111. Amend Sec.  1037.534 by revising paragraph (d)(2) to read as
follows:

Sec.  1037.534  Constant-speed procedure for calculating drag area
(CdA).

* * * * *
    (d) * * *
    (2) Perform testing as described in paragraph (d)(3) of this
section over a sequence of test segments at constant vehicle speed as
follows:
    (i) (300  30) seconds in each direction at 10 mi/hr.
    (ii) (450  30) seconds in each direction at 70 mi/hr.
    (iii) (450  30) seconds in each direction at 50 mi/hr.
    (iv) (450  30) seconds in each direction at 70 mi/hr.
    (v) (450  30) seconds in each direction at 50 mi/hr.
    (vi) (300  30) seconds in each direction at 10 mi/hr.
* * * * *
0
112. Amend Sec.  1037.540 by revising the introductory text and
paragraphs (b)(3), (7), and (8), and (f)(3) to read as follows:

Sec.  1037.540  Special procedures for testing vehicles with hybrid
power take-off.

    This section describes optional procedures for quantifying the
reduction in greenhouse gas emissions for vehicles as a result of
running power take-off (PTO) devices with a hybrid energy delivery
system. See Sec.  1037.550 for powertrain testing requirements that
apply for drivetrain hybrid systems. The procedures are written to test
the PTO by ensuring that the engine produces all of the energy with no
net change in stored energy (charge-sustaining), and for plug-in hybrid
vehicles, also allowing for drawing down the stored energy (charge-
depleting). The full charge-sustaining test for the hybrid vehicle is
from a fully charged rechargeable energy storage system (RESS) to a
depleted RESS and then back to a fully charged RESS. You must include
all hardware for the PTO system. You may ask us to modify the
provisions of this section to allow testing hybrid vehicles other than
battery electric hybrids, consistent with good engineering judgment.
For plug-in hybrids, use a utility factor to properly weight charge-
sustaining and charge-depleting operation as described in paragraph
(f)(3) of this section.
* * * * *
    (b) * * *
    (3) Denormalize the PTO duty cycle in appendix B of this part using
the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.069

Where:

prefi = the reference pressure at each point i in the PTO
cycle.
pi = the normalized pressure at each point i in the PTO cycle
(relative to pmax).
pmax = the mean maximum pressure measured in paragraph
(b)(2) of this section.
pmin = the mean minimum pressure measured in paragraph
(b)(2) of this section.
* * * * *
    (7) Depending on the number of circuits the PTO system has, operate
the vehicle over one or concurrently over both of the denormalized PTO
duty cycles in appendix B of this part. Measure emissions during
operation over each duty cycle using the provisions of 40 CFR part
1066.
    (8) Measured pressures must meet the cycle-validation
specifications in the following table for each test run over the duty
cycle:

Table 1 to Paragraph (b)(8) of Sec.   1037.540--Statistical Criteria for
              Validating Each Test Run Over the Duty Cycle
------------------------------------------------------------------------
               Parameter \a\                          Pressure
------------------------------------------------------------------------
Slope, a1.................................  0.950 <= a1 <= 1.030
Absolute value of intercept,                <=2.0% of maximum mapped
 [verbar]a0[verbar].                         pressure
Standard error of the estimate, SEE.......  <=10% of maximum mapped
                                             pressure
Coefficient of determination, r\2\........  >=0.970
------------------------------------------------------------------------
\a\ Determine values for specified parameters as described in 40 CFR
  1065.514(e) by comparing measured values to denormalized pressure
  values from the duty cycle in appendix B of this part.

* * * * *
    (f) * * *
    (3) For plug-in hybrid electric vehicles calculate the utility
factor weighted fuel consumption in g/ton-mile, as follows:
    (i) Determine the utility factor fraction for the PTO system from
the table in appendix E of this part using interpolation based on the
total time of the charge-depleting portion of the test as determined in
paragraphs (c)(6) and (d)(3) of this section.
    (ii) Weight the emissions from the charge-sustaining and charge-
depleting portions of the test to determine the utility factor-weighted
fuel mass, mfuelUF[cycle]plug-in, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.070

Where:

i = an indexing variable that represents one test interval.
N = total number of charge-depleting test intervals.
mfuelPTOCD = total mass of fuel per ton-mile in the
charge-depleting portion of the test for each test interval, i,
starting from i = 1.
UFDCDi = utility factor fraction at time tCDi
as determined in paragraph (f)(3)(i) of this section for each test
interval, i, starting from i = 1.
j = an indexing variable that represents one test interval.
M = total number of charge-sustaining test intervals.
mfuelPTOCS = total mass of fuel per ton-mile in the
charge-sustaining portion of the test for each test interval, j,
starting from j = 1.
UFRCD = utility factor fraction at the full charge-
depleting time, tCD, as determined by interpolating the
approved utility factor curve. tCD is the sum of the time
over N charge-depleting test intervals.
* * * * *
0
113. Revise Sec.  1037.550 to read as follows:

Sec.  1037.550  Powertrain testing.

    This section describes the procedure to measure fuel consumption
and create engine fuel maps by testing a powertrain that includes an
engine coupled with a transmission, drive axle, and hybrid components
or any assembly with one or more of those hardware elements. Engine
fuel maps are part of demonstrating compliance with Phase 2 vehicle
standards under this part; the powertrain test procedure in this
section is one option for generating this fuel-mapping information as
described in 40 CFR 1036.503. Additionally, this powertrain test
procedure is one option for certifying hybrids to the engine standards
in 40 CFR 1036.108.
    (a) General test provisions. The following provisions apply broadly
for testing under this section:
    (1) Measure NOX emissions as described in paragraph (k)
of this section. Include these measured NOX values any time
you report to us your greenhouse gas emissions or fuel consumption
values from testing under this section.
    (2) The procedures of 40 CFR part 1065 apply for testing in this
section except as specified. This section uses engine parameters and
variables that are consistent with 40 CFR part 1065.
    (3) Powertrain testing depends on models to calculate certain
parameters. You can use the detailed equations in this section to
create your own models, or use the GEM HIL model (incorporated by
reference in Sec.  1037.810) to simulate vehicle hardware elements as
follows:
    (i) Create driveline and vehicle models that calculate the angular
speed setpoint for the test cell dynamometer,
[fnof]nref,dyno, based on the torque measurement location.
Use the detailed equations in paragraph (f) of this section, the GEM
HIL model's driveline and vehicle submodels, or a combination of the
equations and the submodels. You may use the GEM HIL model's
transmission submodel in paragraph (f) of this section to simulate a
transmission only if testing hybrid engines.
    (ii) Create a driver model or use the GEM HIL model's driver
submodel to simulate a human driver modulating the throttle and brake
pedals to follow the test cycle as closely as possible.
    (iii) Create a cycle-interpolation model or use the GEM HIL model's
cycle submodel to interpolate the duty-cycles and feed the driver model
the duty-cycle reference vehicle speed for each point in the duty-
cycle.
    (4) The powertrain test procedure in this section is designed to
simulate operation of different vehicle configurations over specific
duty cycles. See paragraphs (h) and (j) of this section.
    (5) For each test run, record engine speed and torque as defined in
40 CFR 1065.915(d)(5) with a minimum sampling frequency of 1 Hz. These
engine speed and torque values represent a duty cycle that can be used
for separate testing with an engine mounted on an engine dynamometer
under Sec.  1037.551, such as for a selective enforcement audit as
described in Sec.  1037.301.
    (6) For hybrid powertrains with no plug-in capability, correct for
the net energy change of the energy storage device as described in 40
CFR 1066.501. For plug-in hybrid electric powertrains, follow 40 CFR
1066.501 to determine End-of-Test for charge-depleting operation. You
must get our approval in advance for your utility factor curve; we will
approve it if you can show that you created it, using good engineering
judgment, from sufficient in-use data of vehicles in the same
application as the vehicles in which the plug-in hybrid electric
powertrain will be installed. You may use methodologies described in
SAE J2841 (incorporated by reference in Sec.  1037.810) to develop the
utility factor curve.
    (7) The provisions related to carbon balance error verification in
40 CFR

1036.543 apply for all testing in this section. These procedures are
optional if you are only performing direct or indirect fuel-flow
measurement, but we will perform carbon balance error verification for
all testing under this section.
    (8) If you test a powertrain over the duty cycle specified in 40
CFR 1036.512, control and apply the electrical accessory loads using
one of the following systems:
    (i) An alternator with dynamic electrical load control.
    (ii) A load bank connected directly to the powertrain's electrical
system.
    (b) Test configuration. Select a powertrain for testing as
described in Sec.  1037.235 or 40 CFR 1036.235 as applicable. Set up
the engine according to 40 CFR 1065.110 and 40 CFR 1065.405(b). Set the
engine's idle speed to the minimum warm-idle speed. If warm idle speed
is not adjustable, simply let the engine operate at its warm idle
speed.
    (1) The default test configuration consists of a powertrain with
all components upstream of the axle. This involves connecting the
powertrain's output shaft directly to the dynamometer or to a gear box
with a fixed gear ratio and measuring torque at the axle input shaft.
You may instead set up the dynamometer to connect at the wheel hubs and
measure torque at that location. The preceeding sentence may apply if
your powertrain configuration requires it, such as for hybrid
powertrains or if you want to represent the axle performance with
powertrain test results.
    (2) For testing hybrid engines, connect the engine's crankshaft
directly to the dynamometer and measure torque at that location.
    (c) Powertrain temperatures during testing. Cool the powertrain
during testing so temperatures for oil, coolant, block, head,
transmission, battery, and power electronics are within the
manufacturer's expected ranges for normal operation. You may use
electronic control module outputs to comply with this paragraph (c).
You may use auxiliary coolers and fans.
    (d) Engine break in. Break in the engine according to 40 CFR
1065.405, the axle assembly according to Sec.  1037.560, and the
transmission according to Sec.  1037.565. You may instead break in the
powertrain as a complete system using the engine break in procedure in
40 CFR 1065.405.
    (e) Dynamometer setup. Set the dynamometer to operate in speed-
control mode (or torque-control mode for hybrid engine testing at idle,
including idle portions of transient duty cycles). Record data as
described in 40 CFR 1065.202. Command and control the dynamometer speed
at a minimum of 5 Hz, or 10 Hz for testing engine hybrids. Run the
vehicle model to calculate the dynamometer setpoints at a rate of at
least 100 Hz. If the dynamometer's command frequency is less than the
vehicle model dynamometer setpoint frequency, subsample the calculated
setpoints for commanding the dynamometer setpoints.
    (f) Driveline and vehicle model. Use the GEM HIL model's driveline
and vehicle submodels or the equations in this paragraph (f) to
calculate the dynamometer speed setpoint, [fnof]nref,dyno,
based on the torque measurement location. Note that the GEM HIL model
is configured to set the accessory load to zero and it comes configured
with the tire slip model disabled. Note that the GEM HIL model is
configured to set the accessory load to zero and it comes configured
with the tire slip model disabled.
    (1) Driveline model with a transmission in hardware. For testing
with torque measurement at the axle input shaft or wheel hubs,
calculate, fnref,dyno, using the GEM HIL model's driveline
submodel or the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.071

Where:

ka[speed] = drive axle ratio as determined in paragraph
(h) of this section. Set ka[speed] equal to 1.0 if torque
is measured at the wheel hubs.
vrefi = simulated vehicle reference speed as calculated
in paragraph (f)(3) of this section.
r[speed] = tire radius as determined in paragraph (h) of
this section.

    (2) Driveline model with a simulated transmission. For testing with
the torque measurement at the engine's crankshaft,
fnref,dyno is the dynamometer target speed from the GEM HIL
model's transmission submodel. You may request our approval to change
the transmission submodel, as long as the changes do not affect the
gear selection logic. Before testing, initialize the transmission model
with the engine's measured torque curve and the applicable steady-state
fuel map from the GEM HIL model. You may request our approval to input
your own steady-state fuel map. For example, this request for approval
could include using a fuel map that represents the combined performance
of the engine and hybrid components. Configure the torque converter to
simulate neutral idle when using this procedure to generate engine fuel
maps in 40 CFR 1036.503 or to perform the Supplemental Emission Test
(SET) testing under 40 CFR 1036.505. You may change engine commanded
torque at idle to better represent CITT for transient testing under 40
CFR 1036.510. You may change the simulated engine inertia to match the
inertia of the engine under test. We will evaluate your requests under
this paragraph (f)(2) based on your demonstration that that the
adjusted testing better represents in-use operation.
    (i) The transmission submodel needs the following model inputs:
    (A) Torque measured at the engine's crankshaft.
    (B) Engine estimated torque determined from the electronic control
module or by converting the instantaneous operator demand to an
instantaneous torque in N[middot]m.
    (C) Dynamometer mode when idling (speed-control or torque-control).
    (D) Measured engine speed when idling.
    (E) Transmission output angular speed, fni,transmission,
calculated as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.072

Where:

ka[speed] = drive axle ratio as determined in paragraph
(h) of this section.
vrefi = simulated vehicle reference speed as calculated
in paragraph (f)(3) of this section.
r[speed] = tire radius as determined in paragraph (h) of
this section.

    (ii) The transmission submodel generates the following model
outputs:
    (A) Dynamometer target speed.
    (B) Dynamometer idle load.
    (C) Transmission engine load limit.
    (D) Engine speed target.
    (3) Vehicle model. Calculate the simulated vehicle reference speed,
vrefi, using the GEM HIL model's vehicle submodel or the
equations in this paragraph (f)(3):

[GRAPHIC] [TIFF OMITTED] TP28MR22.073

Where:

i= a time-based counter corresponding to each measurement during the
sampling period. Let vref1 = 0; start calculations at i =
2. A 10-minute sampling period will generally involve 60,000
measurements.
T = instantaneous measured torque at the axle input, measured at the
wheel hubs, or simulated by the GEM HIL model's transmission
submodel.
Effaxle = axle efficiency. Use Effaxle = 0.955
for T >= 0, and use Effaxle = 1/0.955 for T < 0. Use
Effaxle = 1.0 if torque is measured at the wheel hubs.
M = vehicle mass for a vehicle class as determined in paragraph (h)
of this section.
g = gravitational constant = 9.80665 m/s\2\.
Crr = coefficient of rolling resistance for a vehicle
class as determined in paragraph (h) of this section.
Gi-1 = the percent grade interpolated at distance,
Di-1, from the duty cycle in appendix D to this part
corresponding to measurement (i-1).
[GRAPHIC] [TIFF OMITTED] TP28MR22.074

r = air density at reference conditions. Use r = 1.1845 kg/m\3\.
CdA = drag area for a vehicle class as determined in
paragraph (h) of this section.
Fbrake,i-1 = instantaneous braking force
applied by the driver model.
[GRAPHIC] [TIFF OMITTED] TP28MR22.133

Dt = the time interval between measurements. For example, at 100 Hz,
Dt = 0.0100 seconds.
Mrotating = inertial mass of rotating components. Let
Mrotating = 340 kg for vocational Light HDV or vocational
Medium HDV. See paragraph (h) of this section for tractors and for
vocational Heavy HDV.

    (4) Example. The following example illustrates a calculation of
fnref,dyno using paragraph (f)(1) of this section where
torque is measured at the axle input shaft. This example is for a
vocational Light HDV or vocational Medium HDV with 6 speed automatic
transmission at B speed (Test 4 in Table 1 to paragraph (h)(2)(ii) of
this section).

kaB = 4.0
rB = 0.399 m
T999 = 500.0 N[middot]m
Crr = 7.7 N/kN = 7.7[middot]10-3 N/N
M = 11408 kg
CdA = 5.4 m2
G999 = 0.39% = 0.0039
[GRAPHIC] [TIFF OMITTED] TP28MR22.075

Fbrake,999 = 0 N
vref,999 = 20.0 m/s
Fgrade,999 = 11408 [middot] 981 [middot]
sin(atan(0.0039)) = 436.5 N
    [Delta]t = 0.0100 s
Mrotating = 340 kg
[GRAPHIC] [TIFF OMITTED] TP28MR22.076

[GRAPHIC] [TIFF OMITTED] TP28MR22.077

    (g) Driver model. Use the GEM HIL model's driver submodel or design
a driver model to simulate a human driver modulating the throttle and
brake pedals. In either case, tune the model to follow the test cycle
as closely as possible meeting the following specifications:
    (1) The driver model must meet the following speed requirements:
    (i) For operation over the highway cruise cycles, the speed
requirements described in 40 CFR 1066.425(b) and (c).
    (ii) For operation over the transient cycle specified in appendix A
of this part, the SET as defined 40 CFR 1036.505, the Federal Test
Procedure (FTP) as defined in 40 CFR 1036.510, and the Low Load Cycle
(LLC) as defined in 40 CFR 1036.512, the speed requirements described
in 40 CFR 1066.425(b) and (c).
    (iii) The exceptions in 40 CFR 1066.425(b)(4) apply to the highway
cruise cycles, the transient cycle specified in appendix A of this
part, SET, FTP, and LLC.

    (iv) If the speeds do not conform to these criteria, the test is
not valid and must be repeated.
    (2) Send a brake signal when operator demand is zero and vehicle
speed is greater than the reference vehicle speed from the test cycle.
Include a delay before changing the brake signal to prevent dithering,
consistent with good engineering judgment.
    (3) Allow braking only if operator demand is zero.
    (4) Compensate for the distance driven over the duty cycle over the
course of the test. Use the following equation to perform the
compensation in real time to determine your time in the cycle:
[GRAPHIC] [TIFF OMITTED] TP28MR22.078

Where:

vvehicle = measured vehicle speed.
vcycle = reference speed from the test cycle. If
vcycle,i-1 < 1.0 m/s, set vcycle,i-1 =
vvehicle,i-1.

    (h) Vehicle configurations to evaluate for generating fuel maps as
defined in 40 CFR 1036.503. Configure the driveline and vehicle models
from paragraph (f) of this section in the test cell to test the
powertrain. Simulate multiple vehicle configurations that represent the
range of intended vehicle applications using one of the following
options:
    (1) Use at least three equally spaced axle ratios or tire sizes and
three different road loads (nine configurations), or at least four
equally spaced axle ratios or tire sizes and two different road loads
(eight configurations). Select axle ratios to represent the full range
of expected vehicle installations. Instead of selecting axle ratios and
tire sizes based on the range of intended vehicle applications as
described in paragraph (h)(2) of this section, you may select axle
ratios and tire sizes such that the ratio of engine speed to vehicle
speed covers the range of ratios of minimum and maximum engine speed to
vehicle speed when the transmission is in top gear for the vehicles in
which the powertrain will be installed. Note that you do not have to
use the same axle ratios and tire sizes for each GEM regulatory
subcategory. You may determine your own Crr, CdA,
and M to cover the range of intended vehicle applications or you may
use the road loads in paragraph (h)(2) of this section.
    (2) Determine the vehicle model inputs for a set of vehicle
configurations as described in 40 CFR 1036.540(c)(3) with the following
exceptions:
    (i) In the equations of 40 CFR 1036.540(c)(3)(i),
ktopgear is the actual top gear ratio of the powertrain
instead of the transmission gear ratio in the highest available gear
given in Table 1 in 40 CFR 1036.540.
    (ii) Test at least eight different vehicle configurations for
powertrains that will be installed in Spark-ignition HDE, vocational
Light HDV, and vocational Medium HDV using the following table instead
of Table 2 in 40 CFR 1036.540:
BILLING CODE 6560-50-P
[GRAPHIC] [TIFF OMITTED] TP28MR22.079

    (iii) Select and test vehicle configurations as described in 40 CFR
1036.540(c)(3)(iii) for powertrains that will be installed in
vocational Heavy HDV and tractors using the following tables instead of
Table 3 and Table 4 in 40 CFR 1036.540:

[GRAPHIC] [TIFF OMITTED] TP28MR22.080

BILLING CODE 6560-50-C
    (3) For hybrid powertrain systems where the transmission will be
simulated, use the transmission parameters defined in 40 CFR
1036.540(c)(2) to determine transmission type and gear ratio. Use a
fixed transmission efficiency of 0.95. The GEM HIL transmission model
uses a transmission parameter file for each test that includes the
transmission type, gear ratios, lockup gear, torque limit per gear from
40 CFR 1036.540(c)(2), and the values from 40 CFR 1036.503(b)(4) and
(c).
    (i) [Reserved]
    (j) Duty cycles to evaluate. Operate the powertrain over each of
the duty cycles specified in Sec.  1037.510(a)(2), and for each
applicable vehicle configuration from paragraph (h) of this section.
Determine cycle-average powertrain fuel maps by testing the powertrain
using

the procedures in 40 CFR 1036.540(d) with the following exceptions:
    (1) Understand ``engine'' to mean ``powertrain''.
    (2) Warm up the powertrain as described in 40 CFR 1036.527(c)(1).
    (3) Within 90 seconds after concluding the warm-up, start the
transition to the preconditioning cycle as described in paragraph
(j)(5) of this section.
    (4) For plug-in hybrid engines, precondition the battery and then
complete all back-to-back tests for each vehicle configuration
according to 40 CFR 1066.501 before moving to the next vehicle
configuration.
    (5) If the preceding duty cycle does not end at 0 mi/hr, transition
between duty cycles by decelerating at a rate of 2 mi/hr/s at 0% grade
until the vehicle reaches zero speed. Shut off the powertrain. Prepare
the powertrain and test cell for the next duty-cycle.
    (6) Start the next duty-cycle within 60 to 180 seconds after
shutting off the powertrain.
    (i) To start the next duty-cycle, for hybrid powertrains, key on
the vehicle and then start the duty-cycle. For conventional powertrains
key on the vehicle, start the engine, wait for the engine to stabilize
at idle speed, and then start the duty-cycle.
    (ii) If the duty-cycle does not start at 0 mi/hr, transition to the
next duty cycle by accelerating at a target rate of 1 mi/hr/s at 0%
grade. Stabilize for 10 seconds at the initial duty cycle conditions
and start the duty-cycle.
    (7) Calculate cycle work using GEM or the speed and torque from the
driveline and vehicle models from paragraph (f) of this section to
determine the sequence of duty cycles.
    (8) Calculate the mass of fuel consumed for idle duty cycles as
described in paragraph (n) of this section.
    (k) Measuring NOX emissions. Measure NOX emissions for
each sampling period in grams. You may perform these measurements using
a NOX emission-measurement system that meets the
requirements of 40 CFR part 1065, subpart J. If a system malfunction
prevents you from measuring NOX emissions during a test
under this section but the test otherwise gives valid results, you may
consider this a valid test and omit the NOX emission
measurements; however, we may require you to repeat the test if we
determine that you inappropriately voided the test with respect to
NOX emission measurement.
    (l) [Reserved]
    (m) Measured output speed validation. For each test point, validate
the measured output speed with the corresponding reference values. If
the range of reference speed is less than 10 percent of the mean
reference speed, you need to meet only the standard error of the
estimate in Table 1 of this section. You may delete points when the
vehicle is stopped. If your speed measurement is not at the location of
fnref, correct your measured speed using the constant speed
ratio between the two locations. Apply cycle-validation criteria for
each separate transient or highway cruise cycle based on the following
parameters:

  Table 4 to Paragraph (m) of Sec.   1037.550--Statistical Criteria for
                         Validating Duty Cycles
------------------------------------------------------------------------
               Parameter \a\                        Speed control
------------------------------------------------------------------------
Slope, [alpha]1...........................  0.990 <= [alpha]1 <= 1.010.
Absolute value of intercept,                <=2.0% of maximum fnref
 [bond][alpha]0[bond].                       speed.
Standard error of the estimate, SEE.......  <=2.0% of maximum fnref
                                             speed.
Coefficient of determination, r2..........  >=0.990.
------------------------------------------------------------------------
\a\ Determine values for specified parameters as described in 40 CFR
  1065.514(e) by comparing measured and reference values for fnref,dyno.

    (n) Fuel consumption at idle. Determine the mass of fuel consumed
at idle for the applicable duty cycles described in Sec.
1037.510(a)(2) as follows:
    (1) Measure fuel consumption with a fuel flow meter and report the
mean idle fuel mass flow rate for each duty cycle as applicable,
mifuelidle.
    (2) If you do not measure fuel mass flow rate, calculate the idle
fuel mass flow rate for each duty cycle, mifuelidle, for
each set of vehicle settings, as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.081

Where:

MC = molar mass of carbon.
wCmeas = carbon mass fraction of fuel (or mixture of test
fuels) as determined in 40 CFR 1065.655(d), except that you may not
use the default properties in Table 2 of 40 CFR 1065.655 to
determine a, b, and wC for liquid fuels.
niexh = the mean raw exhaust molar flow rate from which
you measured emissions according to 40 CFR 1065.655.
xCcombdry = the mean concentration of carbon from fuel
and any injected fluids in the exhaust per mole of dry exhaust.
xH2Oexhdry = the mean concentration of H2O in
exhaust per mole of dry exhaust.
miCO2DEF = the mean CO2 mass emission rate
resulting from diesel exhaust fluid decomposition over the duty
cycle as determined in 40 CFR 1036.535(b)(7). If your engine does
not use diesel exhaust fluid, or if you choose not to perform this
correction, set miCO2DEF equal to 0.
MCO2 = molar mass of carbon dioxide.

Example:

MC = 12.0107 g/mol
wCmeas = 0.867
niexh = 25.534 mol/s
xCcombdry = 2.805 [middot] 10-3 mol/mol
xH2Oexhdry = 3.53 [middot] 10-2 mol/mol
miCO2DEF = 0.0726 g/s
MCO2 = 44.0095
[GRAPHIC] [TIFF OMITTED] TP28MR22.082

mifuelidle = 0.405 g/s = 1458.6 g/hr

    (o) Create GEM inputs. Use the results of powertrain testing to
determine GEM inputs for the different simulated vehicle configurations
as follows:
    (1) Correct the measured or calculated fuel masses,
mfuel[cycle], and mean idle fuel mass flow rates,
mifuelidle, if applicable, for each test result to a mass-
specific net energy content of a reference fuel as described in 40 CFR
1036.535(f), replacing mifuel with mmfuel[cycle]
where applicable in Eq. 1036.535-4.

    (2) Declare fuel masses, mfuel[cycle] and
mifuelidle. Determine mmfuel[cycle] using the
calculated fuel mass consumption values described in 40 CFR
1036.540(d). In addition, declare mean fuel mass flow rate for each
applicable idle duty cycle, mifuelidle. These declared
values may not be lower than any corresponding measured values
determined in this section. If you use both direct and indirect
measurement of fuel flow, determine the corresponding declared values
as described in 40 CFR 1036.535(g)(2) and (3). These declared values,
which serve as emission standards, collectively represent the
powertrain fuel map for certification.
    (3) For engines designed for plug-in hybrid electric vehicles, the
mass of fuel for each cycle, mfuel[cycle], is the utility
factor-weighted fuel mass, mfuelUF[cycle]. This is
determined by calculating mfuel for the full charge-
depleting and charge-sustaining portions of the test and weighting the
results, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.083

Where:

i = an indexing variable that represents one test interval.
N = total number of charge-depleting test intervals.
mfuel[cycle]CDi = total mass of fuel in the charge-
depleting portion of the test for each test interval, i, starting
from i = 1, including the test interval(s) from the transition
phase.
UFDCDi = utility factor fraction at distance
DCDi from Eq. 1037.505-9 as determined by interpolating
the approved utility factor curve for each test interval, i,
starting from i = 1. Let UFDCD0 = 0
j = an indexing variable that represents one test interval.
M = total number of charge-sustaining test intervals.
mfuel[cycle]CSj = total mass of fuel over the charge-
sustaining portion of the test for each test interval, j, starting
from j = 1.
UFRCD = utility factor fraction at the full charge-
depleting distance, RCD, as determined by interpolating
the approved utility factor curve. RCD is the cumulative
distance driven over N charge-depleting test intervals.
[GRAPHIC] [TIFF OMITTED] TP28MR22.084

Where:

k = an indexing variable that represents one recorded velocity
value.
Q = total number of measurements over the test interval.
v = vehicle velocity at each time step, k, starting from k = 1. For
tests completed under this section, v is the vehicle velocity as
determined by Eq. 1037.550-1. Note that this should include charge-
depleting test intervals that start when the engine is not yet
operating.
[Delta]t = 1/frecord
frecord = the record rate

Example for the 55 mi/hr cruise cycle:

Q = 8790
v1 = 55.0 mi/hr
v2 = 55.0 mi/hr
v3 = 55.1 mi/hr
frecord = 10 Hz
[Delta]t = 1/10 Hz = 0.1 s
[GRAPHIC] [TIFF OMITTED] TP28MR22.085

DCD2 = 13.4 mi
DCD3 = 13.4 mi
N = 3
UFDCD1 = 0.05
UFDCD2 = 0.11
UFDCD3 = 0.21
mfuel55cruiseCD1 = 0 g
mfuel55cruiseCD2 = 0 g
mfuel55cruiseCD3 = 1675.4 g
M = 1
mfuel55cruiseCS = 4884.1 g
UFRCD = 0.21

[GRAPHIC] [TIFF OMITTED] TP28MR22.086

    (ii) For testing with torque measurement at the wheel hubs, use Eq.
1037.550-8 setting ka equal to 1.
    (iii) For testing with torque measurement at the engine's
crankshaft:
[GRAPHIC] [TIFF OMITTED] TP28MR22.087

Where:

fengine = average engine speed when vehicle speed is at
or above 0.100 m/s.
vref = average simulated vehicle speed at or above 0.100
m/s.

Example:

fengine = 1870 r/min = 31.17 r/s
vref = 19.06 m/s
[GRAPHIC] [TIFF OMITTED] TP28MR22.088

    (5) Calculate positive work, W[cycle], as the work over
the duty cycle at the axle input shaft, wheel hubs, or the engine's
crankshaft, as applicable, when vehicle speed is at or above 0.100 m/s.
For plug-in hybrids engines and powertrains, calculate,
W[cycle], by calculating the positive work over each of the
charge-sustaining and charge-depleting test intervals and then
averaging them together.
    (6) Calculate engine idle speed, by taking the average engine speed
measured during the transient cycle test while the vehicle speed is
below 0.100 m/s.
    (7) The following table illustrates the GEM data inputs
corresponding to the different vehicle configurations for a given duty
cycle:

[GRAPHIC] [TIFF OMITTED] TP28MR22.089

0
114. Amend Sec.  1037.551 by revising the introductory text and
paragraphs (b) and (c) to read as follows:

Sec.  1037.551  Engine-based simulation of powertrain testing.

    Section 1037.550 describes how to measure fuel consumption over
specific duty cycles with an engine coupled to a transmission; Sec.
1037.550(a)(5) describes how to create equivalent duty cycles for
repeating those same measurements with just the engine. This Sec.
1037.551 describes how to perform this engine testing to simulate the
powertrain test. These engine-based measurements may be used for
confirmatory testing as described in Sec.  1037.235, or for selective
enforcement audits as described in Sec.  1037.301, as long as the test
engine's operation represents the engine operation observed in the
powertrain test. If we use this approach for confirmatory testing, when
making compliance determinations, we will consider the uncertainty
associated with this approach relative to full powertrain testing. Use
of this approach for engine SEAs is optional for engine manufacturers.
* * * * *
    (b) Operate the engine over the applicable engine duty cycles
corresponding to the vehicle cycles specified in Sec.  1037.510(a)(2)
for powertrain testing over the applicable vehicle simulations
described in Sec.  1037.550(j). Warm up the engine to prepare for the
transient test or one of the highway cruise cycles by operating it one
time over one of the simulations of the corresponding duty cycle. Warm
up the engine to prepare for the idle test by operating it over a
simulation of the 65-mi/hr highway cruise cycle for 600 seconds. Within
60 seconds after concluding the warm up cycle, start emission sampling
while the engine operates over the duty cycle. You may perform any
number of test runs directly in succession once the engine is warmed
up. Perform cycle validation as described in 40 CFR 1065.514 for engine
speed, torque, and power.
    (c) Calculate the mass of fuel consumed as described in Sec.
1037.550(n) and (o). Correct each measured value for the test fuel's
mass-specific net energy content as described in 40 CFR 1036.530. Use
these corrected values to determine whether the engine's emission
levels conform to the declared fuel-consumption rates from the
powertrain test.
0
115. Add Sec.  1037.552 to subpart F read as follows:

Sec.  1037.552  Multicycle powertrain test for battery electric
vehicles.

    This section describes a procedure to measure work produced over
the Heavy-Duty Transient Cycle (HDTC), useable battery energy (UBE) of
a powertrain that propels a battery electric vehicle, and a transient
cycle conversion factor, CFBEV, for use in Sec.  1037.616.
Work produced over the HDTC and UBE are part of demonstrating
compliance with criteria pollutant standards under Sec.  1037.102 if
you choose to generate NOX emission credits under this part.
This test procedure is one option for generating work produced over the
HDTC and UBE. You may ask to use alternative test methods to
demonstrate compliance with the standards.
    (a) General test provisions. The following provisions apply broadly
for testing under this section:
    (1) The procedures of 40 CFR part 1065 apply for testing in this
section except as specified. This section uses engine parameters and
variables that are consistent with 40 CFR part 1065.
    (2) For powertrains that propel a battery electric vehicle, follow
the procedures of 40 CFR 1036.505, 1036.510, and 1036.512 for testing
the respective duty-cycles in this section except as specified. For the
purposes of testing under this section, testing over the HDTC is
carried out using the transient duty cycle described in 40 CFR
1036.510(a)(2) with a cold start testing only being required for the
first HDTC of the test sequence.
    (3) The following instruments are required for determination of the
required voltages and currents during testing and must be installed on
the powertrain to measure these values during testing:
    (i) Measure the voltage and current of the battery pack directly
with a DC wideband voltage, Ampere, and Watt-hour meter (power
analyzer). Install this meter in such a way as to measure all current
leaving and entering the battery pack (no other connections upstream of
the measurement point). The maximum integration period for ampere-hour
meters using an integration technique is 0.05 seconds to accommodate
abrupt current changes without introducing significant integration
errors. Use a power analyzer that has an accuracy for current and
voltage measurements of 1% of point or 0.3% of max, whichever is
greater. Use an instrument that is not susceptible to offset errors
while measuring current as very small current offsets can be integrated
throughout the cycle and provide erroneous energy or ampere-hour
results.
    (ii) If voltage sensing is not available, then optionally measure
amp hours without directly measuring voltage

using a DC wideband ampere-hour meter. In this case, the voltage is
determined from the powertrain ECM.
    (iii) Install an AC Watt-hour meter to measure AC recharge energy
in such a way as to measure all AC electrical energy entering the
powertrain charger. Use an AC Watt-hour meter that has an accuracy for
current and voltage measurements of 1% of point or 0.3% of max,
whichever is greater.
    (4) You must include in the test the powertrain's cooling system
(e.g., battery, power electronics, and electric motor(s)) such that the
energy used from these accessories is accounted for during the test,
including the pre- and post- test soak and charging periods.
    (5) Stabilize powertrains tested under this section by following
manufacturer recommendations.
    (i) For determining the initial UBE, test a powertrain that has
accumulated a minimum of 1,000 miles, but no more than 6,200 miles
using a manufacturer defined durability driving schedule. Age the
battery as follows:
    (A) Include it in the powertrain that was operated over the
durability driving schedule.
    (B) Condition it using test procedure #2, Constant Current
Discharge Test Series, in the United States Advanced Battery
Consortium's Electric Vehicle Battery Test Procedures Manual
(incorporated by reference in Sec.  1037.810). Note that the number of
charge/discharge cycles for bench aging a lead acid battery must be
equivalent to at least 1000 vehicle miles. You may use other battery
aging periods for non-lead-acid battery technologies, if supported by
the manufacturer as being equivalent.
    (ii) For determining aged UBE, test a powertrain that has
accumulated targeted aged miles.
    (6) Cycle all batteries in accordance with the powertrain
manufacturers' recommendations before starting testing.
    (b) Precondition the powertrain by repeatedly operating it over the
HDTC, without soaks and leaving the key in the on position between
cycles, until the powertrain's battery is fully depleted. This method
is recommended to ensure that the subsequent recharge event produces a
repeatable battery energy capacity prior to the test; however, a
preconditioning sequence that does not fully deplete the battery but
consists of at least one HDTC is also acceptable if it results in
equivalent pre-test UBE.
    (c) Following the preconditioning, soak the powertrain, including
the battery and thermal management system, if any, at (20 to 30) [deg]C
for 12 to 36 hours. Charge the powertrain for the duration of the soak
period measuring the DC recharge energy, EDCRC, and do not
end the soak period prior to reaching full charge. Upon completion of
the soak, install the powertrain, if not already installed, in the test
cell and attach it to the dynamometer. The powertrain will be tested in
a cold start condition for this test. Start the powertrain test no more
than one hour after the powertrain is taken off charge.
    (d) Measure DC discharge energy, EDCD, in Watt-hours and
DC discharge current per hour, CD, for the entire Multicycle
Test (MCT). The measurement points for the battery(ies) must capture
all the current flowing into and out of the battery(ies) during
powertrain operation, including current associated with regenerative
braking. The equation for calculating powertrain EDCD is
given in Eq. 1037.552-1, however, it is expected that this calculation
will typically be performed internally by the power analyzer specified
in paragraph (a)(3)(i) of this section. Battery voltage measurements
made by the powertrain's own on-board sensors (such as those available
via a diagnostic port) may be used for calculating EDCD if
these measurements are equivalent to those produced by applicable
external measurement equipment, such as a power analyzer.
[GRAPHIC] [TIFF OMITTED] TP28MR22.090

Where:

f = frequency of the current measurement in Hz.
i = an indexing variable that represents one individual measurement.
N = total number of measurements.
V = battery DC bus voltage in volts.
I = battery current in amps.

    (e) The MCT range test consists of four HDTCs, two LLCs, two SETs,
and two constant speed cycles: CSCM at the mid-test point
and CSCE at the end of test.
    (1) The test sequence follows: HDTC-HDTC-LLC-SET-CSCM-
HDTC-HDTC-LLC-SET-CSCE.
    (2) The CSC is used to rapidly deplete battery energy, and consists
of a steady-state speed schedule of 55 mi/hr or 90% of maximum
sustainable speed if a powertrain cannot reach 55 mi/hr. When
transitioning from the SET to CSC, smoothly accelerate to 55 mi/hr
within 1 minute of the key switch being placed in the ``on'' position.
Maintain powertrain speed to within 1.0 mi/hr of the speed
setpoint.
    (3) Use one of the following methods to determine the duration of
CSCM, tCSCM, prior to carrying out the test
sequence:
    (i) DC recharge energy method. This method requires data from the
recharge event preceding the test as described in paragraph (b) of this
section or known UBE, cycle DC discharge energy,
EDCD[dutycycle], and DC energy consumption rates, EC,
measured either before or during the MCT.
    (A) If a reasonable estimate of the powertrain's UBE is not
available, determine UBEest as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.091

Where:

Beff = estimated battery efficiency = 0.95. You may
develop your own estimated battery efficiency.
EDCRC = DC recharge energy measured during the pre-test
recharging event. If DC recharge energy is not available, use the AC
recharge energy, EACRC, from the pre-test recharging
event which includes the total AC energy supplied to the powertrain
from the electrical grid, including all energy used to power
charging equipment (e.g., charger, electrical vehicle supply
equipment, 12V battery charger, etc.), and define a suitable (lower)
battery plus charger efficiency factor to calculate
UBEest.

Example:

EDCRC = 600000 W [middot] hrs
Beff = 0.95
UBEest = 0.95 [middot] 600000 = 570000 W [middot] hrs

    (B) Determine length of CSCM, DCSCM, using
the following equation:
[GRAPHIC] [TIFF OMITTED] TP28MR22.092

Where:

CSCMfactor = multiplier intended to leave 10% of the
total energy for CSCE = 0.9. You may choose a smaller
factor, but target no more than 20% of the total energy for
CSCE.
EDCDHDTC = discharge energy from HDTC #2 of the MCT.
EDCDLLC = discharge energy from LLC #1 of the MCT.
EDCDSET = discharge energy from SET #1 of the MCT.
ECCSC = DC energy consumption from the preconditioning
run in paragraph (b) of this section.

Example:

EDCDHDTC = 25604 W [middot] hr
EDCDLLC = 37312 W [middot] hr
EDCDSET = 129009 W [middot] hr
ECCSC = 1380 W [middot] hr/mi
CSCMfactor = 0.9
[GRAPHIC] [TIFF OMITTED] TP28MR22.093

    (C) Determine tCSCM using the following equation:
    [GRAPHIC] [TIFF OMITTED] TP28MR22.094

Where:

vCSC = powertrain speed over the CSC = 55 mi/hr.

Example:
[GRAPHIC] [TIFF OMITTED] TP28MR22.095

    (ii) Projected range method. Use this method if the DC cycle
discharge energy and DC recharge energy are unknown. Determine
CSCM using the powertrain's projected range on the HDTC,
LLC, SET, and CSC.
    (A) Using the powertrain's projected range and distance on the duty
cycle(s), determine DCSCM as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.096

Where:

RCSCest = estimated range from the charge depleting test
run in paragraph (e)(2) of this section.
RHDTCest = estimated range on repeat HDTC cycles
determine in paragraph (k) of this section.
RLLCest = estimated range on repeat LLC cycles determine
in paragraph (k) of this section.
RSETest = estimated range on repeat SET cycles determine
in paragraph (k) of this section.
DHDTC = scheduled driving distance of one HDTC = 6.75
miles.
DLLC = scheduled driving distance of one LLC = 15.70
miles.
DSET = scheduled driving distance of one SET = 35.47
miles.
CSCEfactor = multiplier intended to leave 20% of the
total energy for CSCE = 0.2. You may choose a smaller
factor if your range estimates allow for accurate determination of
the factor.

Example:

RCSCest = 413.0 miles
RHDTCest = 180.3 miles
RLLCest = 299.8 miles
RSETest = 156.7 miles
DHDTC = 6.75 miles
DLLC = 15.70 miles
DSET = 35.47 miles
CSCEfactor = 0.2
[GRAPHIC] [TIFF OMITTED] TP28MR22.097

    (B) Determine tCSCM using Eq. 1037.552-4.

Example:
[GRAPHIC] [TIFF OMITTED] TP28MR22.098

    (4) Operate the powertrain over the test sequence described in
Figure 1 of this section. Measure and report the total work,
W[cycle], EDCD, and CD from each of
the test intervals. During soaks, use test cell ventilation to maintain
a powertrain soak temperature of (20 to 30) [deg]C with the key or
power switch in the ``off'' position and the brake pedal not depressed.

[GRAPHIC] [TIFF OMITTED] TP28MR22.099

    (f) The test is complete when the following end-of-test criteria
during CSCE have been met.
    (1) The test termination criterion for the full-depletion range and
energy consumption test for powertrains capable of meeting the
prescribed speed vs. time relationship of the applicable drive cycle
follows:
    (i) The test is complete when the powertrain, due to power
limitations, is incapable of maintaining 1.0 mi/hr of the
speed setpoint or the manufacturer determines that the test should be
terminated for safety reasons (e.g., excessively high battery
temperature, abnormally low battery voltage, etc.).
    (ii) Immediately apply the brake and decelerate the powertrain to a
stop within 15 seconds once the test termination criteria have been
met.
    (2) The test termination criterion for the full-depletion range and
energy consumption test for powertrains that are not capable of meeting
the prescribed speed vs. time relationship of the applicable drive
cycle for the initial phase of that cycle (i.e., the phase that begins
with the powertrain fully charged) and operated at maximum available
power follows:
    (i) The test is complete when the powertrain, while operated at
maximum available power or ``full throttle'', is unable to reproduce
the best-effort speed vs. time relationship established by the
powertrain in the first phase of the test.
    (ii) The best-effort trace drive tolerance are the speed
requirements described in 40 CFR 1066.425(b)(1) and (2).
    (g) Place the powertrain on-charge within 3 hours of completing the
MCT and charge the battery to full capacity to measure the total AC
recharge energy, EACRC, and DC recharge current per hour,
CRC.
    (1) Carryout recharging at the same nominal ambient temperature as
the pre-test soak/charging period.
    (2) Established that the system is fully charged using the
manufacturer's recommended charging procedure and appropriate
equipment. Use the powertrain charger if it came equipped with one.
Otherwise, charge the powertrain using an external charger recommended
by the powertrain manufacturer. If multiple charging power levels are
available, recharge the powertrain at the power level recommended by
the manufacturer. If the manufacturer does not specify a power level,
recharging the system at the power level expected to be most widely
used by end users. Use this power level for all pre- and post-test
recharging events.
    (3) Measure all AC energy supplied to the powertrain from the
electrical grid, including all energy used to power charging equipment
(e.g., charger, electrical vehicle supply equipment, 12V battery
charger, etc.).
    (4) Determine EAC in Watt-hours and CC in amp
hours, using the instruments specified in paragraph (a)(3) of this
section, for powertrains that require less than 12 hours to reach full
charge by measuring the EAC and CC for a 12 hour
period following the connection of the powertrain to the electrical
vehicle supply equipment.
    (5) Collect data for powertrains requiring more than 12 hours to
reach full charge, until full charge is achieved.

Note that the 12 hour minimum data collection period is intended to
better replicate expected in-use charging practices (i.e., overnight
charging) and to provide a standard time period that can be used
quantify any ancillary recharging loads, such as those resulting from
battery thermal conditioning.
    (6) Charge recovery is used to evaluate the equivalence of the pre-
and post-test charge. Since the net amp-hours required to return the
battery to a full charge during the post MCT recharging event in
paragraph (g)(1) of this section must be greater than or equal to net
amp hours discharged by the battery during the MCT, the charge recovery
ratio should be >=1 for most battery types. Since the determination of
full charge verification must also take into account error in the
associated measurement devices, the pre- and post-test charge events
can be considered equivalent if the charge recovery is greater than
0.97. Verify the charge recovery, CR, of the post-test battery charge
as follows:
[GRAPHIC] [TIFF OMITTED] TP28MR22.100

Where:

CDCRC = total post-MCT DC recharge current per hour.
CDCD = total DC discharge current per hour during the
MCT.

Example:

CDCRC = 1425.0 amp [middot] hrs
CDCD = 1452.1 amp [middot] hrs
[GRAPHIC] [TIFF OMITTED] TP28MR22.101

    (h) The UBE is defined as the total DC discharge energy,
EDCDtotal, measured in DC Watt hours, over the MCT as
determined as described in paragraph (d) of this section. The UBE
represents the total deliverable energy the battery is capable of
providing while a powertrain is following a duty cycle on a
dynamometer. Determine a declared UBE that is at or below the
corresponding value determined in paragraph (d) of this section,
including those from redundant measurements. This declared UBE serves
as the initial UBE that must be submitted under Sec.  1037.205(q)(2).
    (i) [Reserved]
    (j) Determine the transient cycle conversion factor,
CFBEV, in hp [middot] hr/mile. This represents the average
work performed over the test interval for use in the credit calculation
for battery electric vehicles in Sec.  1037.616.
[GRAPHIC] [TIFF OMITTED] TP28MR22.102

Where:

WHDTC2 = total (integrated) work generated over the
second HDTC test interval in the MTC.
d = duty-cycle distance for engines subject to compression-ignition
standards from the CF determination for the emission credit
calculation in 40 CFR 1036.705 = 6.5 miles.

Example:

WHDTC2 = 32.62 hp [middot] hr
d = 6.5 miles
[GRAPHIC] [TIFF OMITTED] TP28MR22.103

    (k) If you use the projected range option for determining the
duration of CSCM, tCSCM, in paragraph (e)(3)(ii)
of this section, determine the total range and energy consumption for a
BEV over the HDTC, LLC, and SET when operated on a dynamometer over
repeats of a respective duty-cycle. This is a single cycle test (SCT)
where the powertrain is driven until the useable energy content of the
powertrain's battery is fully depleted. The intent of this section is
to provide a standard powertrain procedure for testing BEVs so that
their performances can be compared when operated over the certification
duty cycles. Measure CD as described in paragraph (d) of
this section during the entire dynamometer test procedure (duty cycles
and soaks) in order to validate the equivalence of the pre- and post-
test charge.
    (1) Precondition and soak the powertrain prior to testing as
described in paragraphs (b) and (c) of this section.
    (2) Operate the powertrain over one of the following drive cycles:
    (i) HDTC.
    (ii) LLC.
    (iii) SET.
    (3) Operate the powertrain over one of the duty-cycles described in
paragraph (k)(2) of this section using the following soak times between
each duty-cycle; soak the powertrain as described in paragraph (e)(4)
of this section:
    (i) HDTC. 10 to 30 minutes between each duty-cycle.
    (ii) LLC. A 15 second key on pause.
    (iii) SET. A 15 second key on pause.
    (4) Repeat testing over the duty cycle until the end-of-test
criteria in paragraph (f) of this section have been met. You may
specify other earlier test termination criterion, for example, to
prevent battery damage. In this case, you may specify a battery
characteristic such as terminal voltage under load to be the test
termination criterion.
    (5) Place the powertrain on-charge within 3 hours of completing the
SCT and charge the battery to full capacity as described in paragraph
(g) of this section.
    (6) The range for an SCT, R[cycle], is defined as the
total test distance driven in miles from the beginning of the test
until the point where the powertrain reaches zero speed after
satisfying the end-of-test criteria.
0
116. Add Sec.  1037.554 to subpart F read as follows:

Sec.  1037.554  Multicycle powertrain test for fuel cell vehicles.

    This section describes a procedure to measure work produced over
the heavy-duty transient cycle (HDTC) and fuel cell voltage (FCV) of a
powertrain that propels a fuel cell vehicle. Work produced over the
HDTC and FCV are part of demonstrating compliance with criteria
pollutant standards under Sec.  1037.102 if you choose to generate
NOX emission credits under this part. This test procedure is
one option for generating work produced over the HDTC and FCV. You may
ask to use alternative test methods to demonstrate compliance with the
standards.
    (a) The following provisions apply broadly for testing under this
section:
    (1) The procedures of 40 CFR part 1065 apply for testing in this
section except as specified. This section uses engine parameters and
variables that are consistent with 40 CFR part 1065.
    (2) For powertrains that propel a fuel cell vehicle, follow the
procedures of 40 CFR 1036.505, 1036.510, and 1036.512 for testing the
respective duty-cycles in this section except as specified.
    (3) Use the instruments in Sec.  1037.552(a)(3)(i) and (ii) for
determination of the required voltages and currents during testing and
install these on the powertrain to measure these values during testing.
    (4) Stabilize powertrains tested under this section by following
manufacturer recommendations.

    (i) For determining the initial mean fuel cell voltage, FCV, test a
powertrain that has accumulated a minimum of 1000 miles, but no more
than 6200 miles using a manufacturer defined durability driving
schedule.
    (ii) For determining aged FCV, test a powertrain that has