Distillation Range:
1. Initial boiling point, °C
2. 10% point, °C
3. 50% point, °C
4. 90% point, °C
5. End point, °C
23.9 -- 35.0 [2]
48.9 -- 57.2
93.3 -- 110.0
148.9 -- 162.8
212.8 maximum
ASTM D86
Total aromatic hydrocarbon, volume %
35 maximum
ASTM D1319 or ASTM D5769
Olefins, volume %[3]
10 maximum
ASTM D1319 or ASTM D6550
Lead (organic), g/liter
0.013 maximum
ASTM D3237
Phosphorous, g/liter
0.0013 maximum
ASTM D3231
Sulfur, weight %
0.008 maximum
ASTM D2622
Dry Vapor Pressure Equivalent (DVPE), kPa
55.2 to 63.4 [4]
ASTM D5191
[1]Incorporated by reference, see §86.1.
[2]For testing at altitudes above 1,219 m, the specified initial boiling point range is (23.9 to 40.6) °C.
[3]ASTM D6550 prescribes measurement of olefin concentration in mass %.  Multiply this result by 0.857 and round to the first decimal place to determine the olefin concentration in volume %.
[4]For testing at altitudes above 1,219 m, the specified volatility range is 52 to 55 kPa. Calculate dry vapor pressure equivalent, DVPE, based on the measured total vapor pressure, pT, using the following equation: DVPE (kPa) = 0.956∙pT - 2.39 (or DVPE (psi) = 0.956∙pT  -  0.347).  DVPE is intended to be equivalent to Reid Vapor Pressure using a different test method.
*	*	*	*	*
(3) Manufacturers may alternatively use ethanol-blended gasoline meeting the specifications described in 40 CFR 1065.710(b) for general testing without our advance approval. Manufacturers using the ethanol-blended fuel for certifying a given engine family may also use it for any testing for that engine family under this part. If manufacturers use the ethanol-blended fuel for certifying a given engine family, EPA may use the ethanol-blended fuel or the neat gasoline test fuel specified in this section for that engine family. Manufacturers may also request to use fuels meeting alternate specifications as described in 40 CFR 1065.701(b).
*	*	*	*	*

63. Revise §86.531-78 to read as follows:
§86.531-78   Vehicle preparation.
(a) The manufacturer shall provide additional fittings and adapters, as required by the Administrator, to accommodate a fuel drain at the lowest point possible in the tank(s) as installed on the vehicle, and to provide for exhaust sample collection.
(b) Connect the motorcycle's exhaust system to the analyzer for all exhaust emission measurements. Seal all known leaks in the exhaust system. Make sure any remaining leaks do not affect the demonstration that the motorcycle complies with standards.

64. Revise §86.1362 to read as follows:
§86.1362   Steady-state testing with a ramped-modal cycle.
(a) This section describes how to test engines under steady-state conditions. Perform ramped-modal testing as described in 40 CFR 1036.505 and 40 CFR part 1065, except as specified in this section.
(b) Measure emissions by testing the engine on a dynamometer with the following ramped-modal duty cycle to determine whether it meets the applicable steady-state emission standards:
                                   RMC Mode
                                Engine testing
                              Powertrain testing
                          CO2 weighting (percent)[5]

                              Time in mode (sec)
                                    Engine
                                  Speed[1,2]
                             Torque (percent)[2,3]
                           Vehicle speed (mi/hr)[4]
                          Road-grade coefficients[4]

                                       a
                                       b
                                       c

1a Steady-state
170
Warm Idle
0
Warm Idle
0
0
0
6
1b Transition
20
Linear Transition
Linear Transition
Linear Transition
5.6E-6
-4.6E-3
-9.1E+0

2a Steady-state
173
A
100
53.38
-1.6E-6
691.3E-6
2.1E+0
9
2b Transition
20
Linear Transition
Linear Transition
Linear Transition
0
0
0

3a Steady-state
219
B
50
65.00
-12.8E-6
10.2E-3
-1.6E+0
10
3b Transition
20
B
Linear Transition
65.00
0
0
0

4a Steady-state
217
B
75
65.00
-10.2E-6
7.8E-3
-268.9E-3
10
4b Transition
20
Linear Transition
Linear Transition
Linear Transition
-8.8E-6
6.7E-3
2.2E+0

5a Steady-state
103
A
50
53.38
-8.0E-6
6.2E-3
-623.0E-3
12
5b Transition
20
A
Linear Transition
53.38
-5.6E-6
4.4E-3
92.1E-3

6a Steady-state
100
A
75
53.38
-5.0E-6
3.5E-3
712.4E-3
12
6b Transition
20
A
Linear Transition
53.38
-6.9E-6
5.4E-3
-473.1E-3

7a Steady-state
103
A
25
53.38
-11.1E-6
8.8E-3
-2.0E+0
12
7b Transition
20
Linear Transition
Linear Transition
Linear Transition
-8.6E-6
6.9E-3
-3.1E+0

8a Steady-state
194
B
100
65.00
-7.4E-6
5.5E-3
798.2E-3
9
8b Transition
20
B
Linear Transition
65.00
-13.2E-6
10.1E-3
-1.2E+0

9a Steady-state
218
B
25
65.00
-16.9E-6
13.6E-3
-3.2E+0
9
9b Transition
20
Linear Transition
Linear Transition
Linear Transition
-16.7E-6
13.6E-3
-5.2E+0

10a Steady-state
171
C
100
77.80
-16.5E-6
13.1E-3
-1.3E+0
2
10b Transition
20
C
Linear Transition
77.80
-18.5E-6
15.4E-3
-2.9E+0

11a Steady-state
102
C
25
77.80
-24.7E-6
20.2E-3
-5.0E+0
1
11b Transition
20
C
Linear Transition
77.80
-22.1E-6
17.9E-3
-3.8E+0

12a Steady-state
100
C
75
77.80
-19.2E-6
15.5E-3
-2.5E+0
1
12b Transition
20
C
Linear Transition
77.80
-20.4E-6
16.5E-3
-3.1E+0

13a Steady-state
102
C
50
77.80
-21.8E-6
17.7E-3
-3.7E+0
1
13b Transition
20
Linear Transition
Linear Transition
Linear Transition
-11.8E-6
7.6E-3
17.6E+0

14 Steady-state
168
Warm Idle
0
Warm Idle
0
0
0
6
[1]Engine speed terms are defined in 40 CFR part 1065.
[2]Advance from one mode to the next within a 20 second transition phase. During the transition phase, command a linear progression from the settings of the current mode to the settings of the next mode.
[3]The percent torque is relative to maximum torque at the commanded engine speed.
[4]See 40 CFR 1036.505(c) for a description of powertrain testing with the ramped-modal cycle, including the equation that uses the road-grade coefficients.
[5]Use the specified weighting factors to calculate composite emission results for CO2 as specified in 40 CFR 1036.501.

Subpart P  -- [Removed and Reserved]
65. Remove and reserve Subpart P.

Subpart Q  -- [Removed and Reserved]
66. Remove and reserve Subpart Q.

67. Amend §86.1803-01 by revising the definitions for "Heavy-duty vehicle" and "Light-duty truck" to read as follows:
§86.1803-01   Definitions.
*	*	*	*	*
Heavy-duty vehicle means any complete or incomplete motor vehicle rated at more than 8,500 pounds GVWR. Heavy-duty vehicle also includes incomplete vehicles that have a curb weight above 6,000 pounds or a basic vehicle frontal area greater than 45 square feet. Note that MDPVs are heavy-duty vehicles that are in many cases subject to requirements that apply for light-duty trucks.
*	*	*	*	*
Light-duty truck means any motor vehicle that is not a heavy-duty vehicle, but is:
(1) Designed primarily for purposes of transportation of property or is a derivation of such a vehicle; or
(2) Designed primarily for transportation of persons and has a capacity of more than 12 persons; or
(3) Available with special features enabling off-street or off-highway operation and use.
*	*	*	*	*

68. Amend §86.1811-17 by revising paragraph (b)(8)(iii)(C) to read as follows:
§86.1811-17   Exhaust emission standards for light-duty vehicles, light-duty trucks and medium-duty passenger vehicles.
*	*	*	*	*
(b) 	*	*	*
(8) 	*	*	*
(iii) 	*	*	*
(C) Vehicles must comply with the Tier 2 SFTP emission standards for NMHC + NOx and CO for 4,000-mile testing that are specified in §86.1811-04(f)(1) if they are certified to transitional Bin 85 or Bin 110 standards, or if they are certified based on a fuel without ethanol, or if they are not certified to the Tier 3 PM standard. Note that these standards apply under this section for alternative fueled vehicles, for flexible fueled vehicles when operated on a fuel other than gasoline or diesel fuel, and for MDPVs, even though these vehicles were not subject to the SFTP standards in the Tier 2 program.
*	*	*	*	*

69. Amend §86.1813-17 by revising the introductory text and paragraph (a)(2)(i) to read as follows:
§86.1813-17   Evaporative and refueling emission standards.
Vehicles must meet evaporative and refueling emission standards as specified in this section. These emission standards apply for heavy duty vehicles above 14,000 pounds GVWR as specified in §86.1801. These emission standards apply for total hydrocarbon equivalent (THCE) measurements using the test procedures specified in subpart B of this part, as appropriate. Note that §86.1829 allows you to certify without testing in certain circumstances. These evaporative and refueling emission standards do not apply for electric vehicles, fuel cell vehicles, or diesel-fueled vehicles, except as specified in paragraph (b) of this section. Unless otherwise specified, MDPVs are subject to all the same provisions of this section that apply to LDT4.
(a)	*	*	*
(2)	*	*	*
(i) The emission standard for the sum of diurnal and hot soak measurements from the two-diurnal test sequence and the three-diurnal test sequence is based on a fleet average in a given model year. You must specify a family emission limit (FEL) for each evaporative family. The FEL serves as the emission standard for the evaporative family with respect to all required diurnal and hot soak testing. Calculate your fleet-average emission level as described in §86.1860 based on the FEL that applies for low-altitude testing to show that you meet the specified standard. For multi-fueled vehicles, calculate fleet-average emission levels based only on emission levels for testing with gasoline. You may generate emission credits for banking and trading and you may use banked or traded credits for demonstrating compliance with the diurnal plus hot soak emission standard for vehicles required to meet the Tier 3 standards, other than gaseous-fueled vehicles, as described in §86.1861 starting in model year 2017. You comply with the emission standard for a given model year if you have enough credits to show that your fleet-average emission level is at or below the applicable standard. You may exchange credits between or among evaporative families within an averaging set as described in §86.1861. Separate diurnal plus hot soak emission standards apply for each evaporative/refueling emission family as shown for high-altitude conditions. The sum of diurnal and hot soak measurements may not exceed the following Tier 3 standards:
*	*	*	*	*

70. Amend §86.1817-05 by revising paragraph (a)(1) to read as follows:
§86.1817-05   Complete heavy-duty vehicle averaging, trading, and banking program.
(a)	*	*	*
(1) Complete heavy-duty vehicles eligible for the NOx averaging, trading and banking program are described in the applicable emission standards section of this subpart. Participation in this averaging, trading, and banking program is voluntary.
*	*	*	*	*

71. Amend §86.1818-12 by revising paragraph (d) to read as follows:
§86.1818-12   Greenhouse gas emission standards for light-duty vehicles, light-duty trucks, and medium-duty passenger vehicles.
*	*	*	*	*
(d) In-use CO2 exhaust emission standards. The in-use CO2 exhaust emission standard shall be the combined city/highway carbon-related exhaust emission value calculated for the appropriate vehicle carline/subconfiguration according to the provisions of §600.113-12(g)(4) of this chapter adjusted by the deterioration factor from §86.1823-08(m). Multiply the result by 1.1 and round to the nearest whole gram per mile. For in-use vehicle carlines/subconfigurations for which a combined city/highway carbon-related exhaust emission value was not determined under §600.113-12(g)(4) of this chapter, the in-use CO2 exhaust emission standard shall be the combined city/highway carbon-related exhaust emission value calculated according to the provisions of §600.208 of this chapter for the vehicle model type (except that total model year production data shall be used instead of sales projections) adjusted by the deterioration factor from §86.1823-08(m). Multiply the result by 1.1 and round to the nearest whole gram per mile. For vehicles that are capable of operating on multiple fuels, except plug-in hybrid electric vehicles, a separate in-use standard shall be determined for each fuel that the vehicle is capable of operating on. These standards apply to in-use testing performed by the manufacturer pursuant to regulations at §§86.1845 and 86.1846 and to in-use testing performed by EPA.
*	*	*	*	*

72. Amend §86.1838-01 by revising paragraph (c)(2)(iii) to read as follows:
§86.1838-01   Small-volume manufacturer certification procedures.
*	*	*	*	*
(c)	*	*	*
(2)	*	*	*
(iii) The provisions of §86.1845-04(c)(2) that require one vehicle of each test group during high mileage in-use verification testing to have a minimum odometer mileage of 75 percent of the full useful life mileage do not apply.
*	*	*	*	*

73. Amend §86.1868-12 by revising paragraph (g) introductory text and adding paragraph (g)(5) to read as follows:
§86.1868-12   CO2 credits for improving the efficiency of air conditioning systems.
*	*	*	*	*
(g) AC17 validation testing and reporting requirements. For 2020 and later model years, manufacturers must validate air conditioning credits by using the AC17 Test Procedure as follows:
*	*	*	*	*
(5) AC17 testing requirements apply as follows for electric vehicles and plug-in hybrid electric vehicles:
(i) Manufacturers may omit AC17 testing for electric vehicles. Electric vehicles may qualify for air conditioning efficiency credits based on identified technologies, without testing. The application for certification must include a detailed description of the vehicle's air conditioning system and identify any technology items eligible for air conditioning efficiency credits.  Include additional supporting information to justify the air conditioning credit for each technology.
(ii) The provisions of paragraph (g)(5)(i) of this section also apply for plug-in hybrid electric vehicles if they have an all electric range of at least 60 miles (combined city and highway) after adjustment to reflect actual in-use driving conditions (see 40 CFR 600.311(j)), and they do not rely on the engine to cool the vehicle's cabin for the ambient and driving conditions represented by the AC17 test.
(iii) If AC17 testing is required for plug-in hybrid electric vehicles, perform this testing in charge-sustaining mode.
*	*	*	*	*

74. Part 88 is revised to read as follows:
PART 88 -- CLEAN-FUEL VEHICLES
Sec.
88.1 General applicability.
88.2 through 88.3 [Reserved]
Authority: 42 U.S.C. 7410, 7418, 7581, 7582, 7583, 7584, 7586, 7588, 7589, 7601(a).
§88.1   General applicability.
(a) The Clean Air Act includes provisions intended to promote the development and sale of clean-fuel vehicles (see 42 U.S.C. 7581-7589).  This takes the form of credit incentives for State Implementation Plans. The specified clean-fuel vehicle standards to qualify for these credits are now uniformly less stringent than the emission standards that apply for new vehicles and new engines under 40 CFR part 86 and part 1036.
(b) The following provisions apply for purposes of State Implementation Plans that continue to reference the Clean Fuel Fleet Program:
(1) Vehicles and engines certified to current emission standards under 40 CFR part 86 or part 1036 are deemed to also meet the Clean Fuel Fleet standards as Ultra Low-Emission Vehicles.
(2) Vehicles and engines meeting requirements as specified in paragraph (a)(1) of this section with a fuel system designed to not vent fuel vapors to the atmosphere are also deemed to meet the Clean Fuel Fleet standards as Inherently Low-Emission Vehicles.  The applies for vehicles using diesel fuel, liquefied petroleum gas, or compressed natural gas. It does not apply for vehicles using gasoline, ethanol, methanol, or liquefied natural gas.
(3) The following types of vehicles qualify as Zero Emission Vehicles:
(i) Electric vehicles (see 40 CFR 86.1803).
(ii) Any other vehicle with a fuel that contains no carbon or nitrogen compounds, that has no evaporative emissions, and that burns without forming oxides of nitrogen, carbon monoxide, formaldehyde, particulate matter, or hydrocarbon compounds. This applies equally for all engines installed on the vehicle.
§§88.2 through 88.3 [Reserved]

75. Part 89 is revised to read as follows:
PART 89 -- CONTROL OF EMISSIONS FROM NEW AND IN-USE NONROAD COMPRESSION-IGNITION ENGINES
Sec.
89.1 Applicability.
89.2 through 89.3 [Reserved]
Authority: 42 U.S.C. 7401-7671q.
§89.1 Applicability.
The Environmental Protection Agency adopted emission standards for model year 1996 and later nonroad compression-ignition engines under this part 89. EPA has migrated regulatory requirements for these engines to 40 CFR part 1039, with additional testing and compliance provisions in 40 CFR part 1065 and part 1068. The Tier 1, Tier 2, and Tier 3 standards originally adopted in this part 89 are identified in 40 CFR part 1039, Appendix I.  See 40 CFR 1039.1 for information regarding the timing of the transition to 40 CFR part 1039, and for information regarding regulations that continue to apply for engines that manufacturers originally certified or otherwise produced under this part 89.
§§89.2 through 89.3 [Reserved]

76. Part 90 is revised to read as follows:
PART 90 -- CONTROL OF EMISSIONS FROM NONROAD SPARK-IGNITION ENGINES AT OR BELOW 19 KILOWATTS
Sec.
90.1 Applicability.
90.2 through 90.3 [Reserved]
Authority: 42 U.S.C. 7401-7671q.
§90.1 Applicability.
The Environmental Protection Agency adopted emission standards for model year 1997 and later nonroad spark-ignition engines below 19 kW under this part 90. EPA has migrated regulatory requirements for these engines to 40 CFR part 1054, with additional testing and compliance provisions in 40 CFR part 1065 and part 1068. The Phase 1 and Phase 2 standards originally adopted in this part 90 are identified in 40 CFR part 1054, Appendix I.  See 40 CFR 1054.1 for information regarding the timing of the transition to 40 CFR part 1054, and for information regarding regulations that continue to apply for engines that manufacturers originally certified or otherwise produced under this part 90.1
§§90.2 through 90.3 [Reserved]

77. Part 91 is revised to read as follows:
PART 91 -- CONTROL OF EMISSIONS FROM MARINE SPARK-IGNITION ENGINES
Sec.
91.1 Applicability.
91.2 through 91.3 [Reserved]
Authority: 42 U.S.C. 7401-7671q.
§91.1 Applicability.
The Environmental Protection Agency adopted emission standards for model year 1998 and later marine spark-ignition engines under this part 91, except that the standards of this part did not apply to sterndrive/inboard engines. EPA has migrated regulatory requirements for these engines to 40 CFR part 1045, with additional testing and compliance provisions in 40 CFR part 1065 and part 1068. The standards originally adopted in this part 91 are identified in 40 CFR part 1045, Appendix I.  See 40 CFR 1045.1 for information regarding the timing of the transition to 40 CFR part 1045, and for information regarding regulations that continue to apply for engines that manufacturers originally certified or otherwise produced under this part 91.
§§91.2 through 91.3 [Reserved]

78. Part 92 is revised to read as follows:
PART 92 -- CONTROL OF AIR POLLUTION FROM LOCOMOTIVES AND LOCOMOTIVE ENGINES
Sec.
92.1 Applicability.
92.2 through 92.3 [Reserved]
Authority: 42 U.S.C. 7401-7671q.
§92.1 Applicability.
The Environmental Protection Agency first adopted emission standards for freshly manufactured and remanufactured locomotives under this part 92 in 1998. EPA has migrated regulatory requirements for these engines to 40 CFR part 1033, with additional testing and compliance provisions in 40 CFR part 1065 and part 1068. The Tier 0, Tier 1, and Tier 2 standards originally adopted in this part 92 are identified in 40 CFR part 1033, Appendix I.  See 40 CFR 1033.1 for information regarding the timing of the transition to 40 CFR part 1033, and for information regarding regulations that continue to apply for engines that manufacturers originally certified or otherwise produced or remanufactured under this part 92. Emission standards started to apply for locomotive and locomotive engines if they were -
(a) Manufactured on or after January 1, 2000;
(b) Manufactured on or after January 1, 1973 and remanufactured on or after January 1, 2000; or
(c) Manufactured before January 1, 1973 and upgraded on or after January 1, 2000.
§§92.2 through 92.3 [Reserved]

79. Part 94 is revised to read as follows:
PART 94 -- CONTROL OF EMISSIONS FROM MARINE COMPRESSION-IGNITION ENGINES
Sec.
94.1 Applicability.
94.2 through 94.3 [Reserved]
Authority: 42 U.S.C. 7401-7671q.
§94.1 Applicability.
The Environmental Protection Agency adopted emission standards for model year 2004 and later marine compression-ignition engines under this part 94. EPA has migrated regulatory requirements for these engines to 40 CFR part 1042, with additional testing and compliance provisions in 40 CFR part 1065 and part 1068. The Tier 1 and Tier 2 standards originally adopted in this part 94 are identified in 40 CFR part 1042, Appendix I.  See 40 CFR 1042.1 for information regarding the timing of the transition to 40 CFR part 1042, and for information regarding regulations that continue to apply for engines that manufacturers originally certified or otherwise produced under this part 94.
§§94.2 through 94.3 [Reserved]

PART 1027  --  FEES FOR VEHICLE AND ENGINE COMPLIANCE PROGRAMS
80. The authority statement for part 1027 continues to read as follows:
Authority: 42 U.S.C. 7401-7671q.
81. The heading for part 1027 is revised to read as set forth above.

82. Amend §1027.101 by:
a. Revising paragraph (a); and
b. Removing and reserving paragraph (b).
The revision reads as follows:
§1027.101 To whom do these requirements apply?
(a) This part prescribes fees manufacturers must pay for activities related to EPA's motor vehicle and engine compliance program (MVECP).  This includes activities related to approving certificates of conformity and performing tests and taking other steps to verify compliance with emission standards.  You must pay fees as described in this part if you are a manufacturer of any of the following products:
   (1) Motor vehicles and motor vehicle engines we regulate under 40 CFR part 86.  This includes light-duty vehicles, light-duty trucks, medium-duty passenger vehicles, highway motorcycles, and heavy-duty highway engines and vehicles.
   (2) The following nonroad engines and equipment:
      (i) Locomotives and locomotive engines we regulate under 40 CFR part 1033.
      (ii) Nonroad compression-ignition engines we regulate under 40 CFR part 1039.
      (iii) Marine compression-ignition engines we regulate under 40 CFR part 1042 or 1043.
      (iv) Marine spark-ignition engines and vessels we regulate under 40 CFR part 1045 or 1060.  We refer to these as Marine SI engines.
      (v) Nonroad spark-ignition engines above 19 kW we regulate under 40 CFR part 1048.  We refer to these as Large SI engines.
      (vi) Recreational vehicles we regulate under 40 CFR part 1051.
      (vii) Nonroad spark-ignition engines and equipment at or below 19 kW we regulate under 40 CFR part 1054 or 1060.  We refer to these as Small SI engines.
   (3) The following stationary internal combustion engines:
      (i) Stationary compression-ignition engines we certify under 40 CFR part 60, subpart IIII.
      (ii) Stationary spark-ignition engines we certify under 40 CFR part 60, subpart JJJJ.
   (4) Portable fuel containers we regulate under 40 CFR part 59, subpart F.
*	*	*	*	*

83. Revise §1027.105 to read as follows:
§1027.105  How much are the fees?
(a) Fees are determined based on the date we receive a complete application for certification.  Each reference to a year in this subpart refers to the calendar year, unless otherwise specified.  Paragraph (b) of this section specifies baseline fees that apply for certificates received in 2020  See paragraph (c) of this section for provisions describing how we calculate fees for 2021 and later years.
(b) The following baseline fees apply for each application for certification:
   (1) Except as specified in paragraph (b)(2) of this section for Independent Commercial Importers, the following fees apply in 2020 for motor vehicles and motor vehicle engines:
Category[a]
Certificate type
Fee
(i) Light-duty vehicles, light-duty trucks, medium-duty passenger vehicle, and complete heavy-duty highway vehicles
Federal
$27,347
(ii) Light-duty vehicles, light-duty trucks, medium-duty passenger vehicle, and complete heavy-duty highway vehicles
California-only
$14,700
(iii) Heavy-duty highway engine
Federal
$56,299
(iv) Heavy-duty highway engine
California-only
$563
(v) Heavy-duty vehicle
Evap
$563
(vi) Highway motorcycle, including Independent Commercial Importers
All
$1,852
[a]The specified categories include engines and vehicles that use all applicable fuels.

   (2) A fee of $87,860 applies in 2020 for Independent Commercial Importers with respect to the following motor vehicles:
      (i) Light-duty vehicles and light-duty trucks.
      (ii) Medium-duty passenger vehicles.
      (iii) Complete heavy-duty highway vehicles.
   (3) The following fees apply in 2020 for nonroad and stationary engines, vehicles, equipment, and components:
Category
Certificate type
Fee
(i) Locomotives and locomotive engines
All
$563
(ii) Marine compression-ignition engines and stationary compression-ignition engines with per-cylinder displacement at or above 10 liters
All, including EIAPP
$563
(iii) Other nonroad compression-ignition engines and stationary compression-ignition engines with per-cylinder displacement below 10 liters
All
$2,940
(iv) Large SI engines and stationary spark-ignition engines above 19 kW
All
$563
(v) Marine SI engines. Small SI engines, and stationary spark-ignition engines at or below 19 kW
Exhaust only
$563
(vi) Recreational vehicles
Exhaust (or combined exhaust and evap)
$563
(vii) Equipment and fuel-system components associated with nonroad and stationary spark-ignition engines, including portable fuel containers.
Evap (where separate certification is required)
$397

(c) We will calculate adjusted fees for 2021 and later years based on changes in the Consumer Price Index and the number of certificates.  We will announce adjusted fees for a given year by March 31 of the preceding year.
   (1) We will adjust the values specified in paragraph (b) of this section for years after 2020 as follows:
      (i) Use the following equation for certification related to evaporative emissions from nonroad and stationary engines when a separate fee applies for certification to evaporative emission standards:

      Where:
      Certificate FeeCY = Fee per certificate for a given year.
      Op = operating costs are all of EPA's nonlabor costs for each category's compliance program, including any fixed costs associated with EPA's testing laboratory, as described in paragraph (d)(1) of this section.
      L = the labor costs, to be adjusted by the Consumer Price Index, as described in paragraph (d)(1) of this section.
      CPICY-2 = the Consumer Price Index for the month of November two years before the applicable calendar year, as described in paragraph (d)(2) of this section.
      CPI2006 =  201.8.  This is based on the October 2006 value of the Consumer Price Index. as described in paragraph (d)(2) of this section
      OH = 1.169.  This is based on EPA overhead, which is applied to all costs.
      cert#MY-2 = the total number of certificates issued for a fee category in the model year two years before the calendar year for the applicable fees as described in paragraph (d)(3) of this section.
      cert#MY-3 = the total number of certificates issued for a fee category in the model year three years before the calendar year for the applicable fees as described in paragraph (d)(3) of this section.
      (ii) Use the following equation for all other certificates:

      Where:
      CPI2002 = 180.9.  This is based on the December 2002 value of the Consumer Price Index as described in paragraph (d)(2) of this section.

   (2) The fee for any year will remain at the previous year's amount until the value calculated in paragraph (c)(1) of this section differs by at least $50 from the amount specified for the previous year.
(d) Except as specified in §1027.110(a) for motor vehicles and motor vehicle engines, we will use the following values to determine adjusted fees using the equation in paragraph (c) of this section:
   (1) The following values apply for operating costs and labor costs:
Engine or Vehicle Category
Op
L
(i) Light-duty, medium-duty passenger, and complete heavy-duty highway vehicle certification
$3,322,039
$2,548,110
(ii) Light-duty, medium-duty passenger, and complete heavy-duty highway vehicle in-use testing
$2,858,223
$2,184,331
(iii) Independent Commercial Importers identified in §1027.105(b)(2)
$344,824
$264,980
(iv) Highway motorcycles
$225,726
$172,829
(v) Heavy-duty highway engines
$1,106,224
$1,625,680
(vi) Nonroad compression-ignition engines that are not locomotive or marine engines, and stationary compression-ignition engines with per-cylinder displacement below 10 liters
$486,401
$545,160
(vii) Evaporative certificates related to nonroad and stationary engines
$5,039
$236,670
(viii) All other
$177,425
$548,081

   (2) The applicable Consumer Price Index is based on the values published by the Bureau of Labor Statistics for All Urban Consumers at https://www.usinflationcalculator.com/ under "Inflation and Prices" and "Consumer Price Index Data from 1913 to....".  For example, we calculated the 2006 fees using the Consumer Price Index for November 2004, which is 191.0.
   (3) Fee categories for counting the number of certificates issued are based on the grouping shown in paragraph (d)(1) of this section.

84. Amend §1027.110 by revising paragraph (a) introductory text to read as follows:
§1027.110  What special provisions apply for certification related to motor vehicles?
(a) We will adjust fees for light-duty, medium-duty passenger, and complete heavy-duty highway vehicles as follows:
*	*	*	*	*

85. Amend §1027.125 by revising paragraph (e) to read as follows:
§1027.125  Can I get a refund?
*	*	*	*	*
(e) Send refund and correction requests online at www.Pay.gov, or as specified in our guidance.
*	*	*	*	*

86. Amend §1027.130 by revising paragraphs (a) and (b) to read as follows:
§1027.130  How do I make a fee payment?
(a) Pay fees to the order of the Environmental Protection Agency in U.S. dollars using electronic funds transfer or any method available for payment online at www.Pay.gov, or as specified in EPA guidance.
(b) Submit a completed fee filing form at www.Pay.gov.
*	*	*	*	*

87. Amend §1027.135 by revising paragraph (b) to read as follows:
§1027.135  What provisions apply to a deficient filing?
*	*	*	*	*
(b) We will hold a deficient filing along with any payment until we receive a completed form and full payment. If the filing remains deficient at the end of the model year, we will continue to hold any funds associated with the filing so you can make a timely request for a refund.  We will not process an application for certification if the associated filing is deficient.

88. Revise §1027.155 to read as follows:
§1027.155  What abbreviations apply to this subpart?
The following symbols, acronyms, and abbreviations apply to this part:
CFR
Code of Federal Regulations.
CPI
Consumer Price Index.
EPA
U.S. Environmental Protection Agency.
Evap
Evaporative emissions.
EIAPP
Engine International Air Pollution Prevention (from MARPOL Annex VI).
ICI
Independent Commercial Importer.
MVECP
Motor vehicle and engine compliance program.
MY
Model year.
U.S.
United States.

PART 1033 -- CONTROL OF EMISSIONS FROM LOCOMOTIVES
89. The authority citation for part 1033 continues to read as follows:
Authority: 42 U.S.C. 7401-7671q.

90. Amend §1033.150 by --
a. Removing and reserving paragraphs (a) and (d).
b. Revising paragraph (e) introductory text.
c. Removing and reserving paragraphs (h) through (j).
d. Removing paragraphs (l) and (m).
The revision reads as follows:
§1033.150   Interim provisions.
*	*	*	*	*
(e) Producing switch locomotives using certified nonroad engines. You may use the provisions of this paragraph (e) to produce any number of freshly manufactured or refurbished switch locomotives in model years 2008 through 2017. Locomotives produced under this paragraph (e) are exempt from the standards and requirements of this part subject to the following provisions:
*	*	*	*	*

91. Revise §1033.255 to read as follows:
§1033.255   EPA decisions.
(a) If we determine an application is complete and shows that the engine family meets all the requirements of this part and the Clean Air Act, we will issue a certificate of conformity for the engine family for that model year. We may make the approval subject to additional conditions.
(b) We may deny an application for certification if we determine that an engine family fails to comply with emission standards or other requirements of this part or the Clean Air Act. We will base our decision on all available information. If we deny an application, we will explain why in writing.
(c) In addition, we may deny your application or suspend or revoke a certificate of conformity if you do any of the following:
   (1) Refuse to comply with any testing or reporting requirements.
   (2) Submit false or incomplete information. This includes doing anything after submitting an application that causes submitted information to be false or incomplete.
   (3) Cause any test data to become inaccurate.
   (4) Deny us from completing authorized activities (see 40 CFR 1068.20). This includes a failure to provide reasonable assistance.
   (5) Produce locomotives for importation into the United States at a location where local law prohibits us from carrying out authorized activities.
   (6) Fail to supply requested information or amend an application to include all locomotives being produced.
   (7) Take any action that otherwise circumvents the intent of the Clean Air Act or this part.
(d) We may void a certificate of conformity if you fail to keep records, send reports, or give us information as required under this part or the Act. Note that these are also violations of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of conformity if we find that you intentionally submitted false or incomplete information. This includes doing anything after submitting an application that causes submitted information to be false or incomplete.
(f) If we deny an application or suspend, revoke, or void a certificate, you may ask for a hearing (see §1033.920).

92. Amend §1033.601 by revising paragraphs (c)(4) and (5) to read as follows:
§1033.601   General compliance provisions.
*	*	*	*	*
(c)	*	*	*
(4) The provisions for importing engines and equipment under the identical configuration exemption of 40 CFR 1068.315(h) do not apply for locomotives.
(5) The provisions for importing engines and equipment under the ancient engine exemption of 40 CFR 1068.315(i) do not apply for locomotives.
*	*	*	*	*

93. Amend §1033.701 by revising paragraph (k)(1) to read as follows:
§1033.701   General provisions.
*	*	*	*	*
(k)	*	*	*
(1) You may retire emission credits generated from any number of your locomotives. This may be considered donating emission credits to the environment.  Identify any such credits in the reports described in §1033.730.  Locomotives must comply with the applicable FELs even if you donate or sell the corresponding emission credits under this paragraph (k). Those credits may no longer be used by anyone to demonstrate compliance with any EPA emission standards.
*	*	*	*	*

94. Amend §1033.740 by revising the introductory text and paragraph (a) to read as follows:
§1033.740   Credit restrictions.
Use of emission credits generated under this part 1033 is restricted depending on the standards against which they were generated.
(a) Pre-2008 credits. NOx and PM credits generated before model year 2008 may be used under this part in the same manner as NOx and PM credits generated under this part.
*	*	*	*	*

95. Amend §1033.901 by revising paragraph (1) of the definition of "New" to read as follows:
§1033.901   Definitions.
*	*	*	*	*
New, 	*	*	*
(1) A locomotive or engine is new if its equitable or legal title has never been transferred to an ultimate purchaser. Where the equitable or legal title to a locomotive or engine is not transferred prior to its being placed into service, the locomotive or engine ceases to be new when it is placed into service. A locomotive or engine also becomes new if it is remanufactured or refurbished (as defined in this section). A remanufactured locomotive or engine ceases to be new when placed back into service. With respect to imported locomotives or locomotive engines, the term "new locomotive" or "new locomotive engine" also means a locomotive or locomotive engine that is not covered by a certificate of conformity under this part or 40 CFR part 92 at the time of importation, and that was manufactured or remanufactured after January 1, 2000,  which would have been applicable to such locomotive or engine had it been manufactured or remanufactured for importation into the United States. Note that replacing an engine in one locomotive with an unremanufactured used engine from a different locomotive does not make a locomotive new.
*	*	*	*	*

96. Amend §1033.925 by revising paragraph (e) introductory text to read as follows:
§1033.925  Reporting and recordkeeping requirements.
*	*	*	*	*
Budget approves the reporting and recordkeeping specified in the applicable regulations. The following items illustrate the kind of reporting and recordkeeping we require for locomotives regulated under this part:
*	*	*	*	*

PART 1036--CONTROL OF EMISSIONS FROM NEW AND IN-USE HEAVY-DUTY HIGHWAY ENGINES
97. The authority citation for part 1036 continues to read as follows:
Authority: 42 U.S.C. 7401 - 7671q.

98. Amend §1036.1 by adding paragraph (b)(3) to read as follows:
§1036.1  Does this part apply for my engines?
*	*	*	*	*
(b)	*	*	*
(3) The provisions of §1036.501(h)(1) apply.
*	*	*	*	*

99. Amend §1036.108 by revising paragraph (a) to read as follows:
§1036.108  Greenhouse gas emission standards.
*	*	*	*	*
(a) Emission standards. Emission standards apply for engines and optionally powertrains measured using the test procedures specified in subpart F of this part as follows:
   (1) CO2 emission standards in this paragraph (a)(1) apply based on testing as specified in subpart F of this part.  The applicable test cycle for measuring CO2 emissions differs depending on the engine family's primary intended service class and the extent to which the engines will be (or were designed to be) used in tractors.  For medium and heavy heavy-duty engines certified as tractor engines, measure CO2 emissions using the steady-state duty cycle specified in §1036.501 (referred to as the Supplemental Emission Test, or SET, even though emission sampling involves measurements from discrete modes).  This is intended for engines designed to be used primarily in tractors and other line-haul applications.  Note that the use of some SET-certified tractor engines in vocational applications does not affect your certification obligation under this paragraph (a)(1); see other provisions of this part and 40 CFR part 1037 for limits on using engines certified to only one cycle.  For medium and heavy heavy-duty engines certified as both tractor and vocational engines, measure CO2 emissions using the steady-state duty cycle and the transient duty cycle (sometimes referred to as the FTP engine cycle) specified in §1036.501.  This is intended for engines that are designed for use in both tractor and vocational applications.  For all other engines (including engines meeting spark-ignition standards), measure CO2 emissions using the appropriate transient duty cycle specified in §1036.501.
      (i) The CO2 standard is 627 g/hp·hr for all spark-ignition engines for model years 2016 through 2020. This standard continues to apply in later model years for all spark-ignition engines that are not heavy heavy-duty engines.
      (ii) The following CO2 standards apply for compression-ignition engines (in g/hp·hr):
Table 1 of §1036.108 -- Compression-Ignition Engine Standards for MY 2014  -  2020
                                  Model Years
                               Light Heavy-Duty
                         Medium Heavy-Duty-Vocational
                          Heavy Heavy-Duty-Vocational
                           Medium Heavy-Duty-Tractor
                           Heavy Heavy-Duty-Tractor
2014-2016
                                      600
                                      600
                                      567
                                      502
                                      475
2017-2020
                                      576
                                      576
                                      555
                                      487
                                      460

      (iii) The following CO2 standards apply for compression-ignition engines and all heavy heavy-duty engines (in g/hp·hr):
Table 2 of §1036.108 -- Compression-Ignition Engine Standards for MY 2021 and Later
                                  Model Years
                               Light Heavy-Duty
                         Medium Heavy-Duty-Vocational
                          Heavy Heavy-Duty-Vocational
                           Medium Heavy-Duty-Tractor
                           Heavy Heavy-Duty-Tractor
2021-2023
                                      563
                                      545
                                      513
                                      473
                                      447
2024-2026
                                      555
                                      538
                                      506
                                      461
                                      436
2027 and later
                                      552
                                      535
                                      503
                                      457
                                      432

      (iv) You may certify spark-ignition engines to the compression-ignition standards for the appropriate model year under this paragraph (a).  If you do this, those engines are treated as compression-ignition engines for all the provisions of this part.
    (2) The CH4 emission standard is 0.10 g/hp·hr when measured over the applicable transient duty cycle specified in 40 CFR part 86, subpart N.  This standard begins in model year 2014 for compression-ignition engines and in model year 2016 for spark-ignition engines.  Note that this standard applies for all fuel types just like the other standards of this section.
   (3) The N2O emission standard is 0.10 g/hp·hr when measured over the transient duty cycle specified in 40 CFR part 86, subpart N. This standard begins in model year 2014 for compression-ignition engines and in model year 2016 for spark-ignition engines.
*	*	*	*	*

100. Amend §1036.150 by revising paragraphs (e), (g), and (p)(2) and adding paragraph (q) to read as follows:
§1036.150  Interim provisions.
*	*	*	*	*
(e) Alternate phase-in standards.  Where a manufacturer certifies all of its model year 2013 compression-ignition engines within a given primary intended service class to the applicable alternate standards of this paragraph (e), its compression-ignition engines within that primary intended service class are subject to the standards of this paragraph (e) for model years 2013 through 2016.  This means that once a manufacturer chooses to certify a primary intended service class to the standards of this paragraph (e), it is not allowed to opt out of these standards.  Engines certified to these standards are not eligible for early credits under paragraph (a) of this section.
Vehicle Type
Model Years
LHD Engines
MHD Engines
HHD Engines
Tractors
2013-2015
NA
512 g/hphr
485 g/hphr

2016 and later[a]
NA
487 g/hphr
460 g/hphr
Vocational
2013-2015
618 g/hphr
618 g/hphr
577 g/hphr

2016 through 2020[a]
576 g/hphr
576 g/hphr
555 g/hphr
[a]Note: these alternate standards for 2016 and later are the same as the otherwise applicable standards for 2017 through 2020.

*	*	*	*	*
(g)  Assigned deterioration factors.  You may use assigned deterioration factors (DFs) without performing your own durability emission tests or engineering analysis as follows:
   (1) You may use an assigned additive DF of 0.0 g/hp-hr for CO2 emissions from engines that do not use advanced or off-cycle technologies.  If we determine it to be consistent with good engineering judgment, we may allow you to use an assigned additive DF of 0.0 g/hp-hr for CO2 emissions from your engines with advanced or off-cycle technologies.
   (2) You may use an assigned additive DF of 0.010 g/hphr for N2O emissions from any engine through model year 2021, and 0.020 g/hp-hr for later model years.
   (3) You may use an assigned additive DF of 0.020 g/hp-hr for CH4 emissions from any engine.
*	*	*	*	*
(p)	*	*	*
   (2) You may certify your model year 2024 through 2026 engines to the following alternative standards:
                                  Model Years
                         Medium Heavy-Duty-Vocational
                          Heavy Heavy-Duty-Vocational
                           Medium Heavy-Duty-Tractor
                           Heavy Heavy-Duty-Tractor
                                   2024-2026
                                      542
                                      510
                                      467
                                      442

(q) Confirmatory testing of fuel maps defined in §1036.503(b).  For model years 2021 and later, where the results from Equation 1036.235-1 for a confirmatory test is less than or equal to 2.0 %, we will not replace the manufacturer's fuel maps.

101. Amend §1036.225 by revising paragraphs (e) and (f)(1) to read as follows:
§1036.225  Amending my application for certification.
*	*	*	*	*
(e) The amended application applies starting with the date you submit the amended application, as follows:
   (1) For engine families already covered by a certificate of conformity, you may start producing a new or modified engine configuration any time after you send us your amended application and before we make a decision under paragraph (d) of this section.  However, if we determine that the affected engines do not meet applicable requirements, we will notify you to cease production of the engines and may require you to recall the engines at no expense to the owner.  Choosing to produce engines under this paragraph (e) is deemed to be consent to recall all engines that we determine do not meet applicable emission standards or other requirements and to remedy the nonconformity at no expense to the owner.  If you do not provide information required under paragraph (c) of this section within 30 days after we request it, you must stop producing the new or modified engines.
   (2) [Reserved]
(f)	*	*	*
   (1) You may ask to raise your FEL for your engine family at any time before the end of the model year.  In your request, you must show that you will still be able to meet the emission standards as specified in subparts B and H of this part.  Use the appropriate FELs/FCLs with corresponding production volumes to calculate emission credits for the model year, as described in subpart H of this part.
*	*	*	*	*

102. Amend §1036.230 by revising paragraph (d) and adding paragraph (f) to read as follows:
§1036.230  Selecting engine families.
*	*	*	*	*
(d) Except as described in paragraph (f) of this section, engine configurations within an engine family must use equivalent greenhouse gas emission controls. Unless we approve it, you may not produce nontested configurations without the same emission control hardware included on the tested configuration. We will only approve it if you demonstrate that the exclusion of the hardware does not increase greenhouse gas emissions.
*	*	*	*	*
(f) Engine families may be divided into subfamilies with respect to compliance with CO2 standards.

103. Amend §1036.235 by revising the introductory text and paragraphs (b) and (c) to read as follows:
§1036.235  Testing requirements for certification.
This section describes the emission testing you must perform to show compliance with the greenhouse gas emission standards in §1036.108.  When testing hybrid powertrains substitute "hybrid powertrain" for "engine" as it applies to requirements for certification.
*	*	*	*	*
(b) Test your emission-data engines using the procedures and equipment specified in subpart F of this part.  In the case of dual-fuel and flexible-fuel engines, measure emissions when operating with each type of fuel for which you intend to certify the engine. (Note: measurement of criteria emissions from flexible-fuel engines generally involves operation with the fuel mixture that best represents in-use operation, or with the fuel mixture with the highest emissions.)Measure CO2, CH4, and N2O emissions using the specified duty cycle(s), including cold-start and hot-start testing as specified in 40 CFR part 86, subpart N.  The following provisions apply regarding test cycles for demonstrating compliance with tractor and vocational standards:
      (1) If you are certifying the engine for use in tractors, you must measure CO2 emissions using the applicable SET specified in §1036.501, and measure CH4, and N2O emissions using the specified transient cycle.
      (2) If you are certifying the engine for use in vocational applications, you must measure CO2, CH4, and N2O emissions using the specified transient duty cycle, including cold-start and hot-start testing as specified in §1036.501.
      (3) You may certify your engine family for both tractor and vocational use by submitting CO2 emission data from both SET and transient cycle testing and specifying FCLs for both.
      (4) Some of your engines certified for use in tractors may also be used in vocational vehicles, and some of your engines certified for use in vocational may be used in tractors.  However, you may not knowingly circumvent the intent of this part (to reduce in-use emissions of CO2) by certifying engines designed for tractors or vocational vehicles (and rarely used in the other application) to the wrong cycle.  For example, we would generally not allow you to certify all your engines to the SET without certifying any to the transient cycle.
(c) We may perform confirmatory testing by measuring emissions from any of your emission-data engines. If your certification includes powertrain testing as specified in §1036.630, this paragraph (c) also applies for the powertrain test results.
   (1) We may decide to do the testing at your plant or any other facility.  If we do this, you must deliver the engine to a test facility we designate.  The engine you provide must include appropriate manifolds, aftertreatment devices, electronic control units, and other emission-related components not normally attached directly to the engine block.  If we do the testing at your plant, you must schedule it as soon as possible and make available the instruments, personnel, and equipment we need.
   (2) If we measure emissions on your engine, the results of that testing become the official emission results for the engine as specified in this paragraph (c).  Unless we later invalidate these data, we may decide not to consider your data in determining if your engine family meets applicable requirements.
   (3) Before we test one of your engines, we may set its adjustable parameters to any point within the physically adjustable ranges.
   (4) Before we test one of your engines, we may calibrate it within normal production tolerances for anything we do not consider an adjustable parameter.  For example, this would apply for an engine parameter that is subject to production variability because it is adjustable during production, but is not considered an adjustable parameter (as defined in §1036.801) because it is permanently sealed.  For parameters that relate to a level of performance that is itself subject to a specified range (such as maximum power output), we will generally perform any calibration under this paragraph (c)(4) in a way that keeps performance within the specified range.
   (5) We may use our emission test results for steady-state, idle, cycle-average and powertrain fuel maps defined in §1036.503(b) as the official emission results.  We will not replace individual points from your fuel map.
      (i) We will determine fuel masses, mfuel[cycle], and mean idle fuel mass flow rates, , if applicable, using the method described in §1036.535(h).
      (ii) We will perform this comparison using the weighted results from GEM, using vehicles that are appropriate for the engine under test.  For example, we may select vehicles that the engine went into for the previous model year.
      (iii) If you supply cycle-average engine fuel maps for the highway cruise cycles instead of generating a steady-state fuel map for these cycles, we may perform a confirmatory test of your engine fuel maps for the highway cruise cycles by either of the following methods:
         (A) Directly measuring the highway cruise cycle-average fuel maps.
         (B) Measuring a steady-state fuel map as described in paragraph (c)(5) of this section and using it in GEM to create our own cycle-average engine fuel maps for the highway cruise cycles.
      (iv) This section describes how we will replace fuel maps as a result of confirmatory testing.
         (A) Weight individual duty cycle results using the vehicle categories determined in paragraph (c)(5)(i) of this section and respective weighting factors in Table 1 of 40 CFR 1037.510 to determine a composite CO2 emission value for each vehicle configuration; then repeat the process for all the unique vehicle configurations used to generate the manufacturer's fuel maps.
         (B) The average percent difference between fuel maps is calculated using the following equation:

      Eq. 1036.235-1
      Where:
         i = an indexing variable that represents one individual weighted duty cycle result for a vehicle configuration.
         N = total number of vehicle configurations.
         eCO2compEPAi = unrounded composite mass of CO2 emissions in g/ton-mile for vehicle
         configuration i for the EPA confirmatory test.
         eCO2compManui = unrounded composite mass of CO2 emissions in g/ton-mile for vehicle
         configuration i for the manufacturer-declared map.
         (C) Where the unrounded average percent difference between our composite weighted fuel map and the manufacturer's is greater than or equal to 0 %, we will not replace the manufacturer's maps, and we will consider an individual engine to have passed the fuel map confirmatory test.
*	*	*	*	*

104. Revise §1036.255 to read as follows:
§1036.255  What decisions may EPA make regarding a certificate of conformity?
(a) If we determine an application is complete and shows that the engine family meets all the requirements of this part and the Act, we will issue a certificate of conformity for the engine family for that model year.  We may make the approval subject to additional conditions.
(b) We may deny an application for certification if we determine that an engine family fails to comply with emission standards or other requirements of this part or the Clean Air Act.  We will base our decision on all available information.  If we deny an application, we will explain why in writing.
(c) In addition, we may deny your application or suspend or revoke a certificate of conformity if you do any of the following:
   (1) Refuse to comply with any testing or reporting requirements.
   (2) Submit false or incomplete information.  This includes doing anything after submitting an application that causes submitted information to be false or incomplete.
   (3) Cause any test data to become inaccurate.
   (4) Deny us from completing authorized activities (see 40 CFR 1068.20).  This includes a failure to provide reasonable assistance.
   (5) Produce engines for importation into the United States at a location where local law prohibits us from carrying out authorized activities.
   (6) Fail to supply requested information or amend an application to include all engines being produced.
   (7) Take any action that otherwise circumvents the intent of the Act or this part.
(d) We may void a certificate of conformity if you fail to keep records, send reports, or give us information as required under this part or the Act.  Note that these are also violations of 40 CFR 1068.101(a)(2).
(e) We may void a certificate of conformity if we find that you intentionally submitted false or incomplete information.  This includes doing anything after submitting an application that causes submitted information to be false or incomplete after submission.
(f) If we deny an application or suspend, revoke, or void a certificate, you may ask for a hearing (see §1036.820).

Subpart D --  Testing Production Engines and Hybrid Powertrains
105. Revise the heading for subpart D to read as set forth above.

106. Amend §1036.301 by revising paragraph (b)(2) to read as follows:
§1036.301  Measurements related to GEM inputs in a selective enforcement audit.
*	*	*	*	*
(b)	*	*	*
   (2) Evaluate cycle-average fuel maps by running GEM based on simulated vehicle configurations representing the interpolated center of every group of four test points that define a boundary of cycle work and average engine speed divided by average vehicle speed.  These simulated vehicle configurations are defined from the four surrounding points based on averaging values for vehicle mass, drag area (if applicable), tire rolling resistance, tire size, and axle ratio. The regulatory subcategory is defined by the regulatory subcategory of the vehicle configuration with the greatest mass from those four test points.  Figure 1 of this section illustrates a determination of vehicle configurations for engines used in tractors and Vocational Heavy-Duty Vehicles (HDV) using a fixed tire size (see §1036.540(c)(3)(iii)).  The vehicle configuration from the upper-left quadrant is defined by values for Tests 1, 2, 4, and 5 from Table 3 of §1036.540.  Calculate vehicle mass as the average of the values from the four tests. Determine the weight reduction needed for GEM to simulate this calculated vehicle mass by comparing the average vehicle mass to the default vehicle mass for the vehicle subcategory from the four points that has the greatest mass, with the understanding that two-thirds of weight reduction for tractors is applied to vehicle weight and one-third is understood to represent increased payload. This is expressed mathematically as Mavg = Msubcategory  -  2/3∙Mreduction, which can be solved for Mreduction.  For vocational vehicles, half of weight reduction is applied to vehicle weight and half is understood to represent increased payload.  Use the following values for default vehicle masses by vehicle subcategory:
Table 1 of §1036.301 -- Default Vehicle Mass by Vehicle Subcategory
Vehicle Subcategory
                           Default Vehicle Mass (kg)
Vocational Light HDV
                                     7,257
Vocational Medium HDV
                                    11,408
Class 7 Mid-Roof Day Cab
                                    20,910
Class 8 Mid-Roof Day Cab
                                    29,529
Class 8 High-Roof Sleeper Cab
                                    31,978
Heavy-Haul Tractor
                                    53,750

*	*	*	*	*

107. Amend §1036.501 by revising paragraph (g) and adding paragraph (h) to read as follows:
§1036.501  How do I run a valid emission test?
*	*	*	*	*
(g) The following additional provisions apply for testing to demonstrate compliance with the emission standards in §1036.108 for model year 2016 through 2020 engines:
   (1) Measure CO2, CH4, and N2O emissions using the transient cycle specified in either 40 CFR 86.1333 or §1036.510.
   (2) For engines subject to SET testing under §1036.108(a)(1), measure CO2 emissions using the SET specified in 40 CFR 86.1362.
(h) The following additional provisions apply for testing to demonstrate compliance with the emission standards in §1036.108 for model year 2021 and later engines:
   (1) If your engine is intended for installation in a vehicle equipped with stop-start technology, you may turn the engine off during the idle portions of the duty cycle to represent in-use operation, consistent with good engineering judgment.  We recommend installing an engine starter motor and allowing the engine's Electronic Control Unit (ECU) to control the engine stop and start events.
   (2) For engines subject to SET testing under §1036.108(a)(1), use one of the following methods to measure CO2 emissions:
      (i) Use the SET duty cycle specified in §1036.505 using either continuous or batch sampling.
      (ii) Measure CO2 emissions over the SET duty cycle specified in 40 CFR 86.1362 using continuous sampling.  Integrate the test results by mode to establish separate emission rates for each mode (including the transition following each mode, as applicable).  Apply the CO2 weighting factors specified in 40 CFR 86.1362 to calculate a composite emission result.
   (3) Measure CO2, CH4, and N2O emissions over the transient cycle specified in either 40 CFR 86.1333 or §1036.510.
(4) Measure or calculate emissions of criteria pollutants corresponding to your measurements to demonstrate compliance with CO2 standards. These test results are not subject to the duty-cycle standards of 40 CFR part 86, subpart A.

108. Add §1036.503 to read as follows:
§1036.503  Engine data and information for vehicle certification.
You must give vehicle manufacturers information as follows so they can certify model year 2021 and later vehicles:
(a) Identify engine make, model, fuel type, combustion type, engine family name, calibration identification, and engine displacement.  Also identify which standards the engines meet.
(b) This paragraph (b) describes four different methods to generate engine fuel maps. For engines without hybrid components or mild hybrid where you choose not to include hybrid components in the test, you must generate fuel maps using either paragraphs (b)(1) or (2) of this section.  For mild hybrid engines where you choose to include the hybrid components in the test and for hybrid engines, you must generate fuel maps using paragraph (b)(4) of this section.  For all other hybrids, powertrains, and for vehicles where the transmission is not automatic, automated manual, manual, or dual-clutch you must use paragraph (b)(3) of this section.
   (1) Combined steady-state and cycle-average. Determine steady-state engine fuel maps and fuel consumption at idle as described in §1036.535(b) and (c) respectively, and determine cycle-average engine fuel maps as described in §1036.540, excluding cycle-average fuel maps for highway cruise cycles.
   (2) Cycle-average. Determine fuel consumption at idle as described in §1036.535(c) and (d), and determine cycle-average engine fuel maps as described in §1036.540, including cycle-average engine fuel maps for highway cruise cycles.  In this case, you do not need to determine steady-state engine fuel maps under §1036.535(b).  Fuel mapping for highway cruise cycles using cycle-average testing is an alternate method, which means that we may do confirmatory testing based on steady-state fuel mapping for highway cruise cycles even if you do not; however, we will use the steady-state fuel maps to create cycle-average fuel maps. In §1036.540 we define the vehicle configurations for testing; we may add more vehicle configurations to better represent your engine's operation for the range of vehicles in which your engines will be installed (see 40 CFR 1065.10(c)(1)).
   (3) Powertrain. Generate a powertrain fuel map as described in 40 CFR 1037.550.  In this case, you do not need to perform fuel mapping under §1036.535 or §1036.540.  The option in 40 CFR 1037.550(b)(2) is only allowed for hybrid powertrain testing.
   (4) Hybrid engine.  Determine fuel consumption at idle as described in §1036.535(c) and (d), and determine cycle-average engine fuel maps as described in §1037.550, including cycle-average engine fuel maps for highway cruise cycles.
(c) Provide the following information if you generate engine fuel maps using either paragraph (b)(1), (2), or (4) of this section:
   (1) Full-load torque curve for installed engines, and the full-load torque curve of the engine (parent engine) with the highest fueling rate that shares the same engine hardware, including the turbocharger, as described in 40 CFR 1065.510.  You may use 40 CFR 1065.510(b)(5)(i) for engines subject to spark-ignition standards.  Measure the torque curve for hybrid engines that have an RESS as described in 40 CFR 1065.510(g)(2) with the hybrid system active.  For hybrid engines that do not include an RESS follow 40 CFR 1065.510(b)(5)(ii).
   (2) Motoring torque map as described in 40 CFR 1065.510(c)(2) and (5) for conventional and hybrid engines, respectively.  For engines with a low-speed governor, remove data points where the low speed governor is active.  If you don't know when the low-speed governor is active, we recommend removing all points below 40 r/min above the low warm idle speed.
   (3) Declared engine idle speed.  For vehicles with manual transmissions, this is the engine speed with the transmission in neutral. For all other vehicles, this is the engine's idle speed when the transmission is in drive.
   (4) The engine idle speed during the transient cycle-average fuel map.
   (5) The engine idle torque during the transient cycle-average fuel map.
(d) If you generate powertrain fuel maps using paragraph (b)(3) of this section, determine the system continuous rated power according to §1036.527.

109. Amend §1036.505 to read as follows:
§1036.505  Supplemental emission test.
(a) Starting in model year 2021, you must measure CO2 emissions using the SET duty cycle in 40 CFR 86.1362 as described in §1036.501, or using the SET duty cycle in this section.
(b) Perform SET testing with one of the following procedures:
   (1) For engine testing, the SET duty cycle is based on normalized speed and torque values relative to certain maximum values.  Denormalize torque as described in 40 CFR 1065.610(d).  Denormalize speed as described in 40 CFR 1065.512.
   (2) For hybrid powertrain and hybrid engine testing, follow 40 CFR 1037.550 to carry out the test, but do not compensate the duty cycle for the distance driven as described in 40 CFR 1037.550(g)(4), for hybrid engines select the transmission from Table 1 of §1036.540 substituting "engine" for "vehicle" and "highway cruise cycle" for "SET", and cycles do not follow 40 CFR 1037.550(j).  For cycles that begin with a set of contiguous idle points, leave the transmission in neutral or park for the full initial idle segment.  Place the transmission into drive within 5 seconds of the first nonzero vehicle speed setpoint.  Place the transmission into park or neutral when the cycle reaches SET mode 14.  Use the following vehicle parameters in place of those in 40 CFR 1037.550 to define the vehicle model in 40 CFR 1037.550(a)(3):
      (i) Determine the vehicle test mass, M, as follows:

      	Eq. 1036.505-1
      Where:
      Pcontrated = the continuous rated power of the hybrid system determined in §1036.527.
      Example:
      Pcontrated = 350.1 kW
      M = 15.1·350.1[1.31] = 32499 kg
      (ii) Determine the vehicle frontal area, Afront, as follows:
             For M <= 18050 kg:

      	Eq. 1036.505-2
         Example:
         M = 16499 kg

             For M > 18050 kg, Afront = 7.59 m[2]
      (iii) Determine the vehicle drag area, CdA, as follows:

      Eq. 1036.505-3
      Where:
      g = gravitational constant = 9.80665 m/s[2].
      ρ = air density at reference conditions.  Use ρ = 1.1845 kg/m[3].
      Example:

      (iv) Determine the coefficient of rolling resistance, Crr, as follows:

      Eq. 1036.505-4
      Example:

      (v) Determine the vehicle curb mass, Mcurb, as follows:

      Eq. 1036.505-5
      Example:

      (vi) Determine the linear equivalent mass of rotational moment of inertias, Mrotating, as follows:

      Eq. 1036.505-6
      Example:

      (vii) Select a drive axle ratio, ka, that represents the worst-case pair of drive axle ratio and tire size for CO2 expected for vehicles in which the powertrain will be installed.  This is typically the highest numeric axle ratio.
      (viii) Select a tire radius, r, that represents the worst-case pair of tire size and drive axle ratio for CO2 expected for vehicles in which the powertrain will be installed.  This is typically the smallest tire radius.
      (ix) If you are certifying a hybrid powertrain system without the transmission, use a default transmission efficiency of 0.95.  If you certify with this configuration, you must use 40 CFR 1037.550(a)(3)(ii) to create the vehicle model along with its default transmission shift strategy.  Use the transmission parameters defined in Table 1 of §1036.540 to determine transmission type and gear ratio.  For Light and Medium HDVs, use the Light and Medium HDV parameters for the FTP and SET.  For Tractors and Heavy HDVs, use the Tractor and Heavy HDV transient cycle parameters for the FTP  and the Tractor and Heavy HDV highway cruise cycle parameters for the SET.
      (x) Select axle efficiency, Effaxle, according to 40 CFR 1037.550.
(c) Measure emissions using the SET duty cycle shown in Table 1 of this section to determine whether engines and hybrid powertrains meet the steady-state compression-ignition standards specified in subpart B of this part.  Table 1 of this section specifies settings for engine and hybrid powertrain testing, as follows:
   (1) The duty cycle for testing engines involves a schedule of normalized engine speed and torque values.
   (2) The duty cycle for hybrid powertrain testing involves a schedule of vehicle speeds and road grade.
      (i) Determine road grade at each point based on the continuous rated power of the hybrid powertrain system, Pcontrated, in kW determined in §1036.527, the vehicle speed (A, B, or C) in mi/hr for a given SET mode, vref[speed], and the specified road grade coefficients using the following equation:
      Eq. 1036.505-7
      Example:
      This example is for SET mode 3a in Table 1 to §1036.505.
      Pcontrated = 345.2 kW
      vrefB = 59.3 mi/hr(ii) Use the vehicle C speed determined in §1036.527 and determine the vehicle A and B speeds as follows:
         (A) Determine vehicle A speed using the following equation:

         Eq. 1036.505-8
         Example:
         VrefC = 68.42 mi/hr

         (B) Determine vehicle B speed using the following equation:

         Eq. 1036.505-9
         Example:

  Table 1 to §1036.505 -- Supplemental Emission Test Ramped-modal Duty Cycle
SET mode
                                Engine testing
                           Hybrid powertrain testing

                            Time in mode (seconds)
                                    Engine
                                  speed[a,b]
                             Torque (percent)[b,c]
                             Vehicle speed (mi/hr)
                            Road-grade coefficients

                                       a
                                       b
                                       c
                                       d
                                       e
                                       f
                                       g
                                       h
1a Steady-state
                                      124
                                   Warm Idle
                                       0
                                   Warm Idle
                                       0
                                       0
                                       0
                                       0
                                       0
                                       0
                                       0
                                       0
1b Transition
                                      20
                               Linear Transition
                               Linear Transition
                               Linear Transition
                                  -1.898E-08
                                  -5.895E-07
                                   3.780E-05
                                   4.706E-03
                                   6.550E-04
                                  -2.679E-02
                                  -1.027E+00
                                   1.542E+01
2a Steady-state
                                      196
                                       A
                                      100
                                     vrefA
                                  -1.227E-08
                                  -5.504E-07
                                   3.946E-05
                                   1.212E-03
                                   5.289E-04
                                  -3.116E-02
                                  -3.227E-01
                                   1.619E+01
2b Transition
                                      20
                               Linear Transition
                               Linear Transition
                               Linear Transition
                                  -2.305E-09
                                  -4.873E-07
                                   2.535E-05
                                   8.156E-04
                                   4.730E-04
                                  -2.383E-02
                                  -2.975E-01
                                   1.277E+01
3a Steady-state
                                      220
                                       B
                                      50
                                     vrefB
                                   8.296E-09
                                  -4.752E-07
                                   1.291E-05
                                   2.880E-04
                                   4.524E-04
                                  -1.802E-02
                                  -1.830E-01
                                   8.810E+00
3b Transition
                                      20
                                       B
                               Linear Transition
                                     vrefB
                                   4.642E-09
                                  -5.143E-07
                                   1.991E-05
                                   3.556E-04
                                   4.873E-04
                                  -2.241E-02
                                  -2.051E-01
                                   1.068E+01
4a Steady-state
                                      220
                                       B
                                      75
                                     vrefB
                                   1.818E-10
                                  -5.229E-07
                                   2.579E-05
                                   5.575E-04
                                   5.006E-04
                                  -2.561E-02
                                  -2.399E-01
                                   1.287E+01
4b Transition
                                      20
                               Linear Transition
                               Linear Transition
                               Linear Transition
                                   5.842E-10
                                  -4.992E-07
                                   2.244E-05
                                   4.700E-04
                                   4.659E-04
                                  -2.203E-02
                                  -1.761E-01
                                   1.072E+01
5a Steady-state
                                      268
                                       A
                                      50
                                     vrefA
                                   3.973E-09
                                  -4.362E-07
                                   1.365E-05
                                   4.846E-04
                                   4.158E-04
                                  -1.606E-02
                                  -1.908E-01
                                   8.206E+00
5b Transition
                                      20
                                       A
                               Linear Transition
                                     vrefA
                                  -2.788E-10
                                  -4.226E-07
                                   1.812E-05
                                   6.591E-04
                                   4.158E-04
                                  -1.846E-02
                                  -2.201E-01
                                   1.001E+01
6a Steady-state
                                      268
                                       A
                                      75
                                     vrefA
                                  -4.216E-09
                                  -4.891E-07
                                   2.641E-05
                                   8.796E-04
                                   4.692E-04
                                  -2.348E-02
                                  -2.595E-01
                                   1.226E+01
6b Transition
                                      20
                                       A
                               Linear Transition
                                     vrefA
                                   3.979E-09
                                  -4.392E-07
                                   1.411E-05
                                   2.079E-04
                                   4.203E-04
                                  -1.658E-02
                                  -1.655E-01
                                   7.705E+00
7a Steady-state
                                      268
                                       A
                                      25
                                     vrefA
                                   1.211E-08
                                  -3.772E-07
                                   6.209E-07
                                   1.202E-04
                                   3.578E-04
                                  -8.420E-03
                                  -1.248E-01
                                   4.189E+00
7b Transition
                                      20
                               Linear Transition
                               Linear Transition
                               Linear Transition
                                   1.659E-09
                                  -4.954E-07
                                   2.103E-05
                                   4.849E-04
                                   4.776E-04
                                  -2.194E-02
                                  -2.551E-01
                                   1.075E+01
8a Steady-state
                                      196
                                       B
                                      100
                                     vrefB
                                  -8.232E-09
                                  -5.707E-07
                                   3.900E-05
                                   8.150E-04
                                   5.477E-04
                                  -3.325E-02
                                  -2.956E-01
                                   1.689E+01
8b Transition
                                      20
                                       B
                               Linear Transition
                                     vrefB
                                   4.286E-09
                                  -5.150E-07
                                   2.070E-05
                                   5.214E-04
                                   4.882E-04
                                  -2.291E-02
                                  -2.271E-01
                                   1.157E+01
9a Steady-state
                                      196
                                       B
                                      25
                                     vrefB
                                   1.662E-08
                                  -4.261E-07
                                  -2.705E-07
                                   2.098E-05
                                   4.046E-04
                                  -1.037E-02
                                  -1.263E-01
                                   4.751E+00
9b Transition
                                      20
                               Linear Transition
                               Linear Transition
                               Linear Transition
                                   7.492E-09
                                  -5.451E-07
                                   1.950E-05
                                   2.243E-04
                                   5.114E-04
                                  -2.331E-02
                                  -2.270E-01
                                   1.062E+01
10a Steady-state
                                      28
                                       C
                                      100
                                     vrefC
                                  -1.073E-09
                                  -5.904E-07
                                   3.477E-05
                                   5.069E-04
                                   5.647E-04
                                  -3.354E-02
                                  -2.648E-01
                                   1.651E+01
10b Transition
                                      20
                                       C
                               Linear Transition
                                     vrefC
                                   9.957E-09
                                  -5.477E-07
                                   1.826E-05
                                   2.399E-04
                                   5.196E-04
                                  -2.410E-02
                                  -2.010E-01
                                   1.128E+01
11a Steady-state
                                       4
                                       C
                                      25
                                     vrefC
                                   1.916E-08
                                  -5.023E-07
                                   3.715E-06
                                   3.634E-05
                                   4.706E-04
                                  -1.539E-02
                                  -1.485E-01
                                   6.827E+00
11b Transition
                                      20
                                       C
                               Linear Transition
                                     vrefC
                                   1.474E-08
                                  -5.176E-07
                                   1.027E-05
                                   1.193E-04
                                   4.911E-04
                                  -1.937E-02
                                  -1.713E-01
                                   8.872E+00
12a Steady-state
                                       4
                                       C
                                      75
                                     vrefC
                                   6.167E-09
                                  -5.577E-07
                                   2.354E-05
                                   3.524E-04
                                   5.319E-04
                                  -2.708E-02
                                  -2.253E-01
                                   1.313E+01
12b Transition
                                      20
                                       C
                               Linear Transition
                                     vrefC
                                   1.039E-08
                                  -5.451E-07
                                   1.756E-05
                                   2.257E-04
                                   5.165E-04
                                  -2.366E-02
                                  -1.978E-01
                                   1.106E+01
13a Steady-state
                                       4
                                       C
                                      50
                                     vrefC
                                   6.209E-09
                                  -5.292E-07
                                   2.126E-05
                                   3.475E-04
                                   5.132E-04
                                  -2.552E-02
                                  -2.212E-01
                                   1.274E+01
13b Transition
                                      20
                               Linear Transition
                               Linear Transition
                               Linear Transition
                                   4.461E-09
                                  -6.452E-07
                                   1.301E-05
                                   1.420E-03
                                   5.779E-04
                                  -1.564E-02
                                   1.949E-01
                                   7.998E+00
14 Steady-state
                                      144
                                   Warm Idle
                                       0
                                   Warm Idle
                                       0
                                       0
                                       0
                                       0
                                       0
                                       0
                                       0
                                       0
[a]Engine speed terms are defined in 40 CFR part 1065.
[b]Advance from one mode to the next within a 20 second transition phase. During the transition phase, command a linear progression from the settings of the current mode to the settings of the next mode.
[c]The percent torque is relative to maximum torque at the commanded engine speed.

110. Revise §1036.510 to read as follows:
§1036.510  Transient testing.
(a) Measure emissions by testing the engine or hybrid powertrain on a dynamometer with one of the following transient duty cycles to determine whether it meets the transient emission standards:
   (1) For spark-ignition engines, use the transient duty cycle described in paragraph (a) of Appendix II of this part.
   (2) For compression-ignition engines, use the transient duty cycle described in paragraph (b) of Appendix II of this part.
   (3) For spark-ignition hybrid powertrains, use the transient duty cycle described in paragraph (a) of Appendix II of this part.
   (4) For compression-ignition hybrid powertrains, use the transient duty cycle described in paragraph (b) of Appendix II of this part.
(b) Perform the following depending on if you are testing engines or hybrid powertrains:
   (1) For engine testing, the transient duty cycles are based on normalized speed and torque values relative to certain maximum values.  Denormalize torque as described in 40 CFR 1065.610(d).  Denormalize speed as described in 40 CFR 1065.512.
   (2) For hybrid powertrain testing, follow §1036.505(b)(2) to carry out the test except replace Pcontrated with Prated, the peak rated power determined in §1036.527, keep the transmission in drive for all idle segments after the initial idle segment, and for hybrid engines select the transmission from Table 1 of §1036.540 substituting "engine" for "vehicle".  You may request to change the engine commanded torque at idle to better represent CITT.
(c) The transient test sequence consists of an initial run through the transient duty cycle from a cold start, 20 minutes with no engine operation, then a final run through of the same transient duty cycle.  Emissions from engine starting is part of the both the cold and hot test intervals.  Calculate the total emission mass of each constituent, m, and the total work, W, over each test interval according to 40 CFR 1065.650.  Calculate the official transient emission result from the cold-start and hot-start test intervals using the following equation:

   Eq. 1036.510-1
(d) Calculate cycle statistics and compare with the established criteria as specified in 40 CFR 1065.514 for engines and 40 CFR 1037.550 for hybrid powertrains to confirm that the test is valid.

111. Amend §1036.525 by revising paragraphs (a), (d) introductory text, and (d)(4) to read as follows:
§1036.525  Hybrid engines.
(a) For model years 2014 through 2020, if your engine system includes features that recover and store energy during engine motoring operation, test the engine as described in paragraph (d) of this section.  For purposes of this section, features that recover energy between the engine and transmission are considered related to engine motoring.
*	*	*	*	*
(d) Measure emissions using the same procedures that apply for testing non-hybrid engines under this part, except as specified in this part and 40 CFR part 1065.  For SET testing, deactivate the hybrid features unless we specify otherwise.  The following provisions apply for testing hybrid engines:
   *	*	*	*	*
   (4) Limits on braking energy. Calculate brake energy fraction, xb, as follows:
      (i) Calculate xb as the integrated negative work over the cycle divided by the integrated positive work over the cycle according to Eq. 1036.525-1.  Calculate the brake energy limit for the engine, xbl, according to Eq. 1036.525-2.  If xb is less than or equal to xbl, use the integrated positive work for your emission calculations.  If xb is greater than xbl use Eq. 1036.525-3 to calculate an adjusted value for cycle work, Wcycle, and use Wcycle as the work value for calculating emission results.  You may set an instantaneous brake target that will prevent xb from being larger than xbl to avoid the need to subtract extra brake work from positive work.

   Eq. 1036.525-1
      Where:
         Wneg = the negative work over the cycle.
         Wpos = the positive work over the cycle.

   Eq. 1036.525-2
      Where:
         Pmax = the maximum power of the engine with the hybrid system engaged, in kW.

   Eq. 1036.525-3
      Where:
         Wcycle = cycle work when xb is greater than xbl.
         Example:
         Wneg = 4.69 kW-hr
         Wpos = 14.67 kW-hr
         Pmax = 223 kW

         since xb > xbl;

      (ii) Convert from g/kW-hr to g/hp-hr as the final step in calculating emission results.
*	*	*	*	*

112. Add §1036.527 to read as follows:
§1036.527  Powertrain system rated power determination.
This section describes how to determine the peak and continuous rated power of conventional and hybrid powertrain systems and the vehicle speed for carrying out testing according to §1036.505, §1036.510, and 40 CFR 1037.550.
(a) Set up the powertrain according to 40 CFR 1037.550, but use the vehicle parameters in §1036.505(b)(2), except replace Pcontrated with the manufacturer declared system peak power and use applicable automatic transmission for the engine.  Note that if you repeat the system rated power determination as described in paragraph (f)(4) of this section, use the measured system peak power in place of Pcontrated.
(b) Prior to the start of each test interval verify the following:
   (1) The state-of-charge of the rechargeable energy storage system (RESS) is >= 90 % of the operating range between the minimum and maximum RESS energy levels specified by the manufacturer.
   (2) The conditions of all hybrid system components are within their normal operating range as declared by the manufacturer.
   (3) RESS restrictions (e.g., power limiting, thermal limits, etc.) are not active.
(c) Carry out the test as follows:
   (1) Warm up the powertrain by operating it.  We recommend operating the powertrain at any vehicle speed and road grade that achieves approximately 75 % of its expected maximum power.  Continue the warm-up until the engine coolant, block, or head absolute temperature is within +-2 % of its mean value for at least 2 min or until the engine thermostat controls engine temperature.
   (2) Start the test by keying on the powertrain and letting it sit at 0 mi/hr for 50 seconds.
   (3) Set maximum driver demand for a full load acceleration at 6 % road grade starting at an initial vehicle speed of 0 mi/hr.
   (4) 268 seconds after the initiation of paragraph (c)(3) of this section, linearly ramp the grade from 6 % to 0 % over 300 seconds.  Stop the test after the vehicle speed has stopped increasing above the maximum value observed during the test.
(d) Record the powertrain system angular speed and torque values measured at the dynamometer at 100 Hz and use these in conjunction with the vehicle model to calculate Psys,vehicle.
(e) Calculate the system power, Psys, for each data point as follows:
   (1) For testing with the speed and torque measurements at the transmission input shaft, Psys is equal to the calculated vehicle system peak power, Psys,vehicle, determined in paragraphs (c) through (d) of this section.
   (2) For testing with the speed and torque measurements at the axle input shaft or the wheel hubs, determine Psys using the following equation:

   	Eq. 1036.527-1
   Where:
   Psys,vehicle = the calculated vehicle system peak power.
   εtrans = the default transmission efficiency = 0.95.
   εaxle = the default axle efficiency.  Set this value = 1 for speed and torque measurement at the axle input shaft or = 0.955 at the wheel hubs.
   Example:
   Psys,vehicle = 317.6 kW

(f) The system peak rated power, Prated, is the highest calculated Psys where the coefficient of variation (COV) < 2 %.  The COV is determined as follows:
   (1) Calculate the standard deviation, σ(t).

   	Eq. 1036.527-2
   Where:
   N = the number of measurement intervals = 20.
   Psysi = the N samples in the 100 Hz signal previously used to calculate the respective Pμ(t) values at the time step t.
    = the power vector from the results of each test run that is determined by a moving averaging of 20 consecutive samples of Psys in the 100 Hz that converts Pμ(t) to a 5 Hz signal.
   (2) The resulting 5 Hz power and covariance signals are used to determine system rated power.
   (3) The coefficient of variation COV(t) shall be calculated as the ratio of the standard deviation, σ(t), to the mean value of power, , for each time step t.

      Eq. 1036.527-3
   (4) If the determined system peak rated power is not within +-3 % of the system peak rated power as declared by the manufacturer, you must repeat the procedure in paragraphs (a) through (f)(3) of this section using the measured system peak rated power determined in paragraph (f) of this section instead of the manufacturer declared value.  The result from this repeat is the final determined system peak rated power.
   (5) If the determined system peak rated power is within +-3 % of the system peak rated power as declared by the manufacturer, the declared system peak rated power shall be used.
(g) Determine continuous rated power as follows:
   (1) For conventional powertrains, P - contrated equals P - rated.
   (2) For hybrid powertrains, continuous rated power, Pcontrated, is the maximum measured power from the data collected in paragraph (c)(3) of this section that meets the requirements in paragraph (f) of this section.
(h) Vehicle C speed, vrefC, is determined as follows:
   (1) For powertrains where Psys is greater than 0.98·Pcontrated in top gear at more than one vehicle speed, vrefC is the average of the minimum and maximum vehicle speeds from the data collected in paragraph (c)(4) of this section that meets the requirements in paragraph (f) of this section.
   (2) For powertrains where Psys is not greater than 0.98·Pcontrated in top gear at more than one vehicle speed, vrefC is the maximum vehicle speed from the data collected in paragraph (c)(4) of this section that meets the requirements in paragraph (f) of this section where Psys is great than 0.98·Pcontrated.

113. Revise §1036.530 to read as follows:
§1036.530  Calculating greenhouse gas emission rates.
This section describes how to calculate official emission results for CO2, CH4, and N2O.
(a) Calculate brake-specific emission rates for each applicable duty cycle as specified in 40 CFR 1065.650.  Apply infrequent regeneration adjustment factors to your CO2 emission results for each duty cycle as described in 40 CFR 86.004-28 starting in model year 2021.  You may optionally apply infrequent regeneration adjustment factors for CH4 and N2O.
(b) Adjust CO2 emission rates calculated under paragraph (a) of this section for measured test fuel properties as specified in this paragraph (b).  This adjustment is intended to make official emission results independent of differences in test fuels within a fuel type.  Use good engineering judgment to develop and apply testing protocols to minimize the impact of variations in test fuels.
   (1) Determine your test fuel's mass-specific net energy content, Emfuelmeas, also known as lower heating value, in MJ/kg, expressed to at least three decimal places.  Determine Emfuelmeas as follows:
      (i) For liquid fuels, determine Emfuelmeas according to ASTM D4809 (incorporated by reference in §1036.810).  Have the sample analyzed by at least three different labs and determine the final value of your test fuel's Emfuelmeas as the median all of the lab results you obtained.  If you have results from three different labs, we recommend you screen them to determine if additional observations are needed.  To perform this screening, determine the absolute value of the difference between each lab result and the average of the other two lab results.  If the largest of these three resulting absolute value differences is greater than 0.297 MJ/kg, we recommend you obtain additional results prior to determining the final value of Emfuelmeas.
      (ii) For gaseous fuels, determine Emfuelmeas according to ASTM D3588 (incorporated by reference in §1036.810).
   (2) Determine your test fuel's carbon mass fraction, wC, as described in 40 CFR 1065.655(d), expressed to at least three decimal places; however, you must measure fuel properties rather than using the default values specified in Table 1 of 40 CFR 1065.655.
      (i) For liquid fuels, have the sample analyzed by at least three different labs and determine the final value of your test fuel's wC as the median of all of the lab results you obtained.  If you have results from three different labs, we recommend you screen them to determine if additional observations are needed.  To perform this screening, determine the absolute value of the difference between each lab result and the average of the other two lab results.  If the largest of these three resulting absolute value differences is greater than 1.56 percent carbon, we recommend you obtain additional results prior to determining the final value of wC.
      (ii) For gaseous fuels, have the sample analyzed by a single lab and use that result as your test fuel's wC.
   (3) If, over a period of time, you receive multiple fuel deliveries from a single stock batch of test fuel, you may use constant values for mass-specific energy content and carbon mass fraction, consistent with good engineering judgment.  To use this provision, you must demonstrate that every subsequent delivery comes from the same stock batch and that the fuel has not been contaminated.
   (4) Correct measured CO2 emission rates as follows:

   Eq. 1036.530-1
         Where:
      eCO2 = the calculated CO2 emission result.
      Emfuelmeas = the mass-specific net energy content of the test fuel as determined in paragraph (b)(1) of this section.  Note that dividing this value by wCmeas (as is done in this equation) equates to a carbon-specific net energy content having the same units as EmfuelCref.
      EmfuelCref = the reference value of carbon-mass-specific net energy content for the appropriate fuel type, as determined in Table 1 of this section.
      wCmeas = carbon mass fraction of the test fuel (or mixture of test fuels) as determined in paragraph (b)(2) of this section.
      Example:
      eCO2 = 630.0 g/hp∙hr
      Emfuelmeas = 42.528 MJ/kg
      EmfuelCref = 49.3112 MJ/kgC
      wCmeas = 0.870

      eCO2cor = 624.5 g/hp∙hr
                Table 1 to §1036.530 -- Reference fuel properties
Fuel type[a]
Reference fuel carbon-mass-specific net energy content, EmfuelCref,  (MJ/kgC)[b]
                 Reference fuel carbon mass fraction, wCref[b]

Diesel fuel
                                    49.3112
                                     0.874
Gasoline
                                    50.4742
                                     0.846
Natural Gas
                                    66.2910
                                     0.750
LPG
                                    56.5218
                                     0.820
Dimethyl Ether
                                    55.3886
                                     0.521
High-level ethanol-gasoline blends
                                    50.3211
                                     0.576
[a]For fuels that are not listed, you must ask us to approve reference fuel properties.
[b]For multi-fuel streams, such as natural gas with diesel fuel pilot injection, use good engineering judgment to determine blended values for EmfuelCref and wCref using the values in this table.

(c) Your official emission result for each pollutant equals your calculated brake-specific emission rate multiplied by all applicable adjustment factors, other than the deterioration factor.

114. Revise §1036.535 to read as follows:
§1036.535  Determining steady-state engine fuel maps and fuel consumption at idle.
This section describes how to determine an engine's steady-state fuel map and fuel consumption at idle for model year 2021 and later vehicles.  Vehicle manufacturers may need these values to demonstrate compliance with emission standards under 40 CFR part 1037 as described in §1036.510.
(a) General test provisions. Perform fuel mapping using the procedure described in paragraph (b) of this section to establish measured fuel-consumption rates at a range of engine speed and load settings.  Measure fuel consumption at idle using the procedure described in paragraph (c) of this section.  If you perform cycle-average mapping for highway cruise cycles as described in §1036.540, omit mapping under paragraph (b) of the section and instead perform mapping as described in paragraph (d) of this section.  Use these measured fuel-consumption values to declare fuel-consumption rates for certification as described in paragraph (e) of this section.
   (1) Map the engine's torque curve and declare engine idle speed as described in §1036.503(c)(1) and (3), and perform emission measurements as described in 40 CFR 1065.501 and 1065.530 for discrete-mode steady-state testing.  This section uses engine parameters and variables that are consistent with 40 CFR part 1065.
   (2) Measure NOx emissions for each specified sampling period in g/s.  You may perform these measurements using a NOx emission-measurement system that meets the requirements of 40 CFR part 1065, subpart J.  Include these measured NOx values any time you report to us your fuel consumption values from testing under this section.  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.
(b) Steady-state fuel mapping.  Determine fuel-consumption rates for each engine configuration over a series of steady-state engine operating points consisting of pairs of speed and torque points as described in this paragraph (b).  You may use shared data across an engine platform to the extent that the fuel-consumption rates remain valid.  For example, if you test a high-output configuration and create a different configuration that uses the same fueling strategy but limits the engine operation to be a subset of that from the high-output configuration, you may use the fuel-consumption rates for the reduced number of mapped points for the low-output configuration, as long as the narrower map includes at least 70 points.  Perform fuel mapping as follows:
    (1) Generate the sequence of steady-state engine operating points as follows:
      (i) Determine the required steady-state engine operating points as follows:
        (A) For engines with an adjustable warm idle speed setpoint, select the following speed setpoints: minimum warm idle speed, fnidlemin, the highest speed above maximum power at which 70 % of maximum power occurs, nhi, and eight (or more) equally spaced points between fnidlemin and nhi.  (See 40 CFR 1065.610(c)).  For engines without an adjustable warm idle speed replace minimum warm idle speed with warm idle speed, fnidle.
        (B) Select the following torque setpoints at each of the selected speed setpoints: zero (T = 0), maximum mapped torque, Tmax mapped, and eight (or more) equally spaced points between T = 0 and Tmax mapped.  For each of the selected speed setpoints, replace any torque setpoints that are above the mapped torque at  the selected speed setpoint, Tmax, minus 5 percent of Tmax mapped, with one test point at Tmax.
      (ii) Select any additional (optional) steady-state engine operating points consistent with good engineering judgment.  For example you may select additional points when linear interpolation between the defined points is not a reasonable assumption for determining fuel consumption from the engine.  For each additional speed setpoint, increments between torque setpoints must be no larger than one-ninth of Tmax,mapped and we recommend including a torque setpoint of Tmax.  If you select a maximum torque setpoint less than Tmax, use good engineering judgment to select your maximum torque setpoint to avoid unrepresentative data.  Note that if the test points were added for the child rating, they should still be reported in the parent fuel map.  We will select at least as many points as you.
      (iii) Set the run order for all of the steady-state engine operating points (both required and optional) as described in this paragraph (b)(1)(iii).  Arrange the list of steady-state engine operating points such that the resulting list of paired speed and torque setpoints begins with the highest speed setpoint and highest torque setpoint followed by decreasing torque setpoints at the highest speed setpoint.  This will be followed by the next lowest speed setpoint and the highest torque setpoint at that speed setpoint continuing through all the steady-state engine operating points and ending with the lowest speed (fnidlemin) and torque setpoint (T = 0).  The following figure provides an example of this array of points and run order.

      Figure 1 of §1036.535 -- Steady-state engine operation point run order

      (iv) The steady-state engine operating points that have the highest torque setpoint for a given speed setpoint are optional reentry points into the steady-state-fuel-mapping sequence, should you need to pause or interrupt the sequence during testing.
      (v) The steady-state engine operating points that have the lowest torque setpoint for a given speed setpoint are optional exit points from the steady-state-fuel-mapping sequence, should you need to pause or interrupt the sequence during testing.
    (2) If the engine has an adjustable warm idle speed setpoint, set it to its minimum value, fnidlemin.
    (3) During each test interval, control speed within +-1 % of nhi and engine torque within +-5 % of Tmax mapped except for the following cases where both setpoints cannot be achieved because the steady-state engine operating point is near an engine operating boundary:
      (i) For steady-state engine operating points that cannot be achieved and the operator demand stabilizes at minimum; control the dynamometer so it gives priority to follow the torque setpoint and let the engine govern the speed (see 40 CFR 1065.512(b)(1)).  In this case, the tolerance on speed control in paragraph (b)(3) of this section does not apply and engine torque is controlled to within +-25 N·m.
      (ii) For steady-state engine operating points that cannot be achieved and the operator demand stabilizes at maximum and the speed setpoint is below 90 % of nhi; control the dynamometer so it gives priority to follow the speed setpoint and let the engine govern the torque (see 40 CFR 1065.512(b)(2)).  In this case, the tolerance on torque control given in paragraph (b)(3) of this section does not apply.
      (iii) For steady-state engine operating points that cannot be achieved and the operator demand stabilizes at maximum and the speed setpoint is at or above 90 % of nhi; control the dynamometer so it gives priority to follow the torque setpoint and let the engine govern the speed (see 40 CFR 1065.512(b)(1)).  In this case, the tolerance on speed control given in paragraph (b)(3) of this section does not apply.
      (iv) For the steady-state engine operating points at the minimum speed setpoint and maximum torque setpoint, you may select a dynamometer control mode that gives priority to speed and an engine control mode that gives priority to torque.  In this case, if the operator demand stabilizes at minimum or maximum, the tolerance on torque control in paragraph (b)(3) of this section does not apply.
    (4) You may select the appropriate dynamometer and engine control modes in real-time or at any time prior based on various factors including the operating setpoint location relative to an engine operating boundary.  Warm-up the engine as described in 40 CFR 1065.510(b)(2).
    (5) Within 60 seconds after concluding the warm-up, linearly ramp the speed and torque setpoints over 5 seconds to the first steady-state engine operating point from paragraph (b)(1) of this section.
    (6) Operate the engine at the steady-state engine operating point for (70 +-1) seconds, and then start the test interval and record measurements using one of the following methods.  You must also measure and report NOx emissions over each test interval as described in paragraph (a)(2) of this section.  If you use redundant systems for the determination of fuel consumption, for example combining measurements of dilute and raw emissions when generating your map, follow the requirements of 40 CFR 1065.201(d).
      (i) Indirect measurement of fuel flow. Record speed and torque and measure emissions and other inputs needed to run the chemical balance in 40 CFR 1065.655(c) for a (30 +- 1) second test interval; determine the corresponding mean values for the test interval.  For dilute sampling of emissions, in addition to the background measurement provisions described in 40 CFR 1065.140 you may do the following:
         (A) If you use batch sampling to measure background emissions, you may sample periodically into the bag over the course of multiple test intervals and read them as allowed in paragraph (b)(10)(i) of this section.  If you use this provision, you must apply the same background readings to correct emissions from each of the applicable test intervals.
         (B) You may determine background emissions by sampling from the dilution air during the non-test interval periods in the test sequence, including pauses allowed in paragraph (b)(10)(i) of this section.  If you use this provision, you must allow sufficient time for stabilization of the background measurement; followed by an averaging period of at least 30 seconds.  Use the average of the most recent pre-test interval and the next post-test interval background readings to correct each test interval.  The most recent pre-test interval background reading must be taken no greater than 30 minutes prior to the start of the first applicable test interval and the next post-test interval background reading must be taken no later than 30 minutes after the end of the last applicable test interval. Background readings must be taken prior to the test interval for each reentry point and after the test interval for each exit point or more frequently.
      (ii) Direct measurement of fuel flow. Record speed and torque and measure fuel consumption with a fuel flow meter for a (30 +-1) second test interval; determine the corresponding mean values for the test interval.
    (7) After completing the test interval described in paragraph (b)(6) of this section, linearly ramp the speed and torque setpoints over 5 seconds to the next steady-state engine operating point.
      (i) You may pause the steady-state-fuel-mapping sequence at any of the reentry points (as noted in paragraph (b)(1)(iv) of this section) to calibrate emission-measurement instrumentation; to read and evacuate background bag samples collected over the course of multiple test intervals; or to sample the dilution air for background emissions.  This provision allows you to spend more than the 70 seconds noted in paragraph (b)(6) of this section.
      (ii) If an infrequent regeneration event occurs, interrupt the steady-state-fuel-mapping sequence and allow the regeneration event to finish.  You may continue to operate at the steady-state engine operating point where the event began or, using good engineering judgment, you may transition to another operating condition to reduce the regeneration event duration.  You may complete any post-test interval activities to validate test intervals prior to the most recent reentry point.  Once the regeneration event is finished, linearly ramp the speed and torque setpoints over 5 seconds to the most recent reentry point described in paragraph (b)(1)(iv) of this section, and restart the steady-state-fuel-mapping sequence by repeating the steps in paragraphs (b)(6) and (7) of this section for all the remaining steady-state engine operating points.  Operate at the reentry point for longer than the 70 seconds in paragraph (b)(6), as needed, to bring the aftertreatment to representative thermal conditions.  Void all test intervals in the steady-state-fuel-mapping sequence beginning with the reentry point and ending with the steady-state engine operating point where the regeneration event began.
      (iii) You may interrupt the steady-state-fuel-mapping sequence after any of the exit points described in paragraph (b)(1)(v) of this section.  To restart the steady-state-fuel-mapping sequence; begin with paragraph (b)(4) of this section and continue with paragraph (b)(5) of this section, except that the steady-state engine operating point is the next reentry point, not the first operating point from paragraph (b)(1) of this section.  Follow paragraphs (b)(6) and (7) of this section until all remaining steady-state engine operating points are tested.
      (iv) If the steady-state-fuel-mapping sequence is interrupted due test equipment or engine malfunction, void all test intervals in the steady-state-fuel-mapping sequence beginning with the most recent reentry point as described in paragraph (b)(1)(iv) of this section.  Complete any post-test interval activities to validate test intervals prior to the most recent reentry point.  Correct the malfunction and restart the steady-state-fuel-mapping sequence as described in paragraph (b)(7)(iii) of this section.
      (v) If any steady-state engine test interval is voided, void all test intervals in the steady-state-fuel-mapping sequence beginning with the most recent reentry point as described in paragraph (b)(1)(iv) of this section and ending with the next exit point as described in paragraph (b)(1)(v) of this section.  Rerun that segment of the steady-state-fuel-mapping sequence.  If multiple test intervals are voided in multiple speed setpoints, you may exclude the speed setpoints where all of the test intervals were valid from the rerun sequence. Rerun the steady-state-fuel-mapping sequence as described in paragraph (b)(10)(iii) of this section.
    (8) If you determine fuel-consumption rates using emission measurements from the raw or diluted exhaust, calculate the mean fuel mass flow rate, , for each point in the fuel map using the following equation:

	Eq. 1036.535-1
      Where:
      = mean fuel mass flow rate for a given fuel map setpoint, expressed to at least the nearest 0.001 g/s.
      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 1 of 40 CFR 1065.655 to determine α, , and wC for liquid fuels.  You may not account for the contribution to α, β, γ, and δ of diesel exhaust fluid or other non-fuel fluids injected into the exhaust.
      = the mean raw exhaust molar flow rate from which you measured emissions according to 40 CFR 1065.655.
      = the mean concentration of carbon from fuel and any injected fluids in the exhaust per mole of dry exhaust as determined in 40 CFR 1065.655(c).
      = the mean concentration of H2O in exhaust per mole of dry exhaust as determined in 40 CFR 1065.655(c).
      = the mean CO2 mass emission rate resulting from diesel exhaust fluid decomposition as determined in paragraph (b)(9) of this section.  If your engine does not use diesel exhaust fluid, or if you choose not to perform this correction, set equal to 0.
      MCO2 = molar mass of carbon dioxide.
      Example:
      MC = 12.0107 g/mol
      wCmeas = 0.869
      = 25.534 mol/s
      = 0.002805 mol/mol
       = 0.0353 mol/mol
      = 0.0726 g/s
      MCO2 = 44.0095 g/mol

    (9) If you determine fuel-consumption rates using emission measurements with engines that utilize diesel exhaust fluid for NOx control, correct for the mean CO2 mass emissions resulting from diesel exhaust fluid decomposition at each fuel map setpoint using the following equation:

    	Eq. 1036.535-2
    Where:
     = the mean mass flow rate of injected urea solution diesel exhaust fluid for a given sampling period, determined directly from the electronic control module, or measured separately, consistent with good engineering judgment.
    MCO2 = molar mass of carbon dioxide.
    wCH4N2O = mass fraction of urea in diesel exhaust fluid aqueous solution.  Note that the subscript "CH4N2O" refers to urea as a pure compound and the subscript "DEF" refers to the aqueous urea diesel exhaust fluid as a solution of urea in water.  You may use a default value of 32.5 % or use good engineering judgment to determine this value based on measurement.
    MCH4N2O = molar mass of urea.
    Example:
     = 0. 304 g/s
    MCO2 = 44.0095 g/mol
    wCH4N2O = 32.5 % = 0.325
    MCH4N2O = 60.05526 g/mol

(c) Fuel consumption at idle.  Determine fuel-consumption rates for engines certified for installation in vocational vehicles for each engine configuration over a series of engine-idle operating points consisting of pairs of speed and torque points as described in this paragraph (c).  You may use shared data across engine configurations, consistent with good engineering judgment.  Perform measurements as follows:
    (1) Determine the required engine-idle operating points as follows:
      (i) Select the following two speed setpoints:
        (A) Engines with an adjustable warm idle speed setpoint: minimum warm idle speed, fnidlemin, and the maximum warm idle speed, fnidlemax.
        (B) Engines without an adjustable warm idle speed setpoint: warm idle speed (with zero torque on the primary output shaft), fnidle, and 1.15 times fnidle.
      (ii) Select the following two torque setpoints at each of the selected speed setpoints: 0 and 100 N∙m.
      (iii) You may run these four engine-idle operating points in any order.
    (2) Control speed and torque as follows:
      (i) Engines with an adjustable warm idle speed setpoint.  For the warm-up in paragraph (c)(3) and the transition in paragraph (c)(4) of this section control both speed and torque.  At any time prior to reaching the next engine-idle operating point, set the engine's adjustable warm idle speed setpoint to the speed setpoint of the next engine-idle operating point in the sequence.  This may be done before or during the warm-up or during the transition.  Near the end of the transition period control speed and torque as described in paragraph (b)(3)(i) of this section.  Once the transition is complete; set the operator demand to minimum to allow the engine governor to control speed; and control torque with the dynamometer as described in paragraph (b)(3) of this section.
      (ii) Engines without an adjustable warm idle speed setpoint.  Control speed and torque with operator demand and the dynamometer for the engine-idle operating points at the higher speed setpoint as described in paragraph (b)(3) of this section.  Both the speed and torque tolerances apply for these points because they are not near the engine's operating boundary and are achievable.  Control speed and torque for the engine-idle operating points at the lower speed setpoint as described in paragraph (c)(2)(i) of this section except for setting the engine's adjustable warm idle speed setpoint.
    (3) Warm-up the engine as described in 40 CFR 1065.510(b)(2).
    (4) After concluding the warm-up procedure, linearly ramp the speed and torque setpoints over 20 seconds to operate the engine at the next engine-idle operating point from paragraph (c)(1) of this section.
    (5) Operate the engine at the engine-idle operating point for (180 +-1) seconds, and then start the test interval and record measurements using one of the following methods.  You must also measure and report NOx emissions over each test interval as described in paragraph (a)(2) of this section.  If you use redundant systems for the determination of fuel consumption, for example combining measurements of dilute and raw emissions when generating your map, follow the requirements of 40 CFR 1065.201(d).
      (i) Indirect measurement of fuel flow. Record speed and torque and measure emissions and other inputs needed to run the chemical balance in 40 CFR 1065.655(c) for a (600 +-1) second test interval; determine the corresponding mean values for the test interval.  We will use an average of indirect measurement of fuel flow with dilute sampling and direct sampling.  For dilute sampling of emissions, measure background according to the provisions described in 40 CFR 1065.140, but read the background as described in paragraph (c)(7)(i) of this section.  If you use batch sampling to measure background emissions, you may sample periodically into the bag over the course of multiple test intervals and read them as allowed in paragraph (b)(10)(i) of this section.  If you use this provision, you must apply the same background readings to correct emissions from each of the applicable test intervals.  Note that the minimum dilution ratio requirements for PM sampling in 40 CFR 1065.140(e)(2) do not apply.  We recommend minimizing the CVS flow rate to minimize errors due to background correction consistent with good engineering judgment and operational constraints such as minimum flow rate for good mixing.
      (ii) Direct measurement of fuel flow.  Record speed and torque and measure fuel consumption with a fuel flow meter for a (600 +-1) second test interval; determine the corresponding mean values for the test interval.
    (6) After completing the test interval described in paragraph (c)(5) of this section, repeat the steps in paragraphs (c)(3) to (5) of this section for all the remaining engine-idle operating points.  After completing the test interval on the last engine-idle operating point, the fuel-consumption-at-idle sequence is complete.
    (7) The following provisions apply for interruptions in the fuel-consumption-at-idle sequence.  These provisions are intended to produce results equivalent to running the sequence without interruption.
      (i) You may pause the fuel-consumption-at-idle sequence after each test interval to calibrate emission-measurement instrumentation and to read and evacuate background bag samples collected over the course of a single test interval.  This provision allows you to shut-down the engine or to spend more time at the speed/torque idle setpoint after completing the test interval before transitioning to the step in paragraph (c)(3) of this section.
      (ii) If an infrequent regeneration event occurs, interrupt the fuel-consumption-at-idle sequence and allow the regeneration event to finish.  You may continue to operate at the engine-idle operating point where the event began or, using good engineering judgment, you may transition to another operating condition to reduce the regeneration event duration.  If the event occurs during a test interval, void that test interval.  Once the regeneration event is finished, restart the fuel-consumption-at-idle sequence by repeating the steps in paragraphs (c)(3) through (5) of this section for all the remaining engine-idle operating points.
      (iii) You may interrupt the fuel-consumption-at-idle sequence after any of the test intervals.  Restart the fuel-consumption-at-idle sequence by repeating the steps in paragraphs (c)(3) to (5) of this section for all the remaining engine-idle operating points.
      (iv) If the fuel-consumption-at-idle sequence is interrupted due to test equipment or engine malfunction, correct the malfunction and restart the fuel-consumption-at-idle sequence by repeating the steps in paragraphs (c)(3) through (5) of this section for all the remaining engine-idle operating points.  If the malfunction occurred during a test interval, void that test interval.