( a) You may trade only banked emission credits, not reserved credits. ( b) You may trade banked credits to any certifying manufacturer. ( c) If a negative credit balance results from a credit trade, both buyers and sellers are liable, except in cases involving fraud. We may void the certificates of all emission families participating in a negative trade. ( 1) If you buy credits but have not caused the negative credit balance, you must only supply more credits equivalent to the amount of invalid credits you used. ( 2) If you caused the credit shortfall, you may be subject to the requirement sof § 1051.730( b)( 6).

§ 1051.720 How do I calculate my average emission level or emission credits?

( a) Calculate your average emission level for each type of recreational vehicle or engine for each model year according to the following equation and round it to the nearest tenth of a g/ km or g/ kW hr. Use consistent units throughout the calculation. ( 1) For exhaust emissions: ( i) Calculate the average emission level as:

Emission level = ( FEL) ( UL) ( Production) Production ( UL)

i i i i i     × ×             ×             ( )

i i Where: FELi = The FEL to which the engine family is certified. ULi = The useful life of the engine family. Productioni = The number of vehicles in the engine family. ( ii) Use U. S. directed production projections for initial certification, and actual U. S. directed production volumes to determine compliance at the end of the model year. ( 2) For vehicles that have standards expressed as g/ kW hr and a useful life in km, convert the useful life to kW hr based on the maximum power output observed over the emission test and an assumed vehicle speed of 30 km/ hr as follows: UL ( kW hr) = UL ( km) × Maximum Test Power ( kW) ÷ 30 km/ hr. ( Note: It is not necessary to include a load factor, since credit exchange is not allowed between vehicles certified to g/ kW hr standards and vehicles certified to g/ km standards.) ( 3) For evaporative permeation standards expressed as g/ m2/ day, use the useful life value in years multiplied by 365.24, and calculate the average emission level as:

Emission level = ( FEL) ( UL) ( Production) Production ( UL)

i i i i i     × ×             ×             ( )

i i VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00164 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 ER08NO02.011</ MATH> ER08NO02.012</ MATH> 68405 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations Where: Productioni = The number of vehicles in the engine family times the average internal surface area of the vehicles' fuel tanks. ( b) If your average emission level is below the average standard, calculate credits available for banking according to the following equation and round them to the nearest tenth of a gram:

Credit = ( Average standard Emission level) Production ( UL) i   [ ] × ×               ( )

i i ( c) If your average emission level is above the average standard, calculate your preliminary credit deficit according to the following equation, rounding to the nearest tenth of a gram:

Deficit = ( Emission level Average standard) ( Production) ( UL)

i i i   [ ] × ×

§ 1051.725 What information must I keep? ( a) Maintain and keep five types of properly organized and indexed records for each engine family: ( 1) Model year and EPA engine family. ( 2) FEL. ( 3) Useful life. ( 4) Projected U. S. directed production volume for the model year. ( 5) Actual U. S. directed production volume for the model year. ( b) Keep paper records of this information for three years from the due date for the end of year report. You may use any additional storage formats or media if you like. ( c) Keep a copy of all of the information you send us under § 1051.730. ( d) We may ask you to keep or send other information necessary to implement this subpart.

§ 1051.730 What information must I report? ( a) Include the following information in each of your applications for certification: ( 1) A statement that, to the best of your belief, you will not have a negative credit balance for any type of recreational vehicle or engine when all credits are calculated. This means that if you believe that your average emission level will be above the standard ( i. e., that you will have a deficit for the model year), you must have banked credits ( or project to have received traded credits) to offset the deficit. ( 2) Detailed calculations of projected emission credits ( zero, positive, or negative) based on U. S. directed production projections. If you project a credit deficit, state the source of credits needed to offset the credit deficit. ( b) At the end of each model year, send an end of year report. ( 1) Your report must include three things: ( i) Calculate in detail your average emission level and any emission credits ( positive, or negative) based on actual U. S. directed production volumes. ( ii) If your average emission level is above the allowable average standard, demonstrate that you have the credits needed to offset the credit deficit. If you cannot demonstrate that you have the credits at the time you submit your endof year report, we may void the certificates for all families certified to FELs above the allowable average. ( iii) If your average emission level is below the allowable average standard, state whether you will reserve the credits for banking. ( 2) Base your U. S. directed production volumes on the point of first retail sale. You may consider distributors to be the point of first retail sale if all their engines are sold to ultimate buyers in the United States. ( 3) Send end of year reports to the Designated Officer within 120 days of the end of the model year. If you send reports later, you are violating the Act. ( 4) If you generate credits for banking and you do not send your end of year reports within 120 days after the end of the model year, you may not use or trade the credits until we receive and review your reports. You may not use projected credits pending our review. ( 5) You may correct errors discovered in your end of year report, including errors in calculating credits according to the following table:

If   And if   Then we   ( i) Our review discovers an error in your end of year report that increases your credit balance. the discovery occurs within 180 days of receipt ............. restore the credits for your use.

( ii) You discover an error in your report that increases your credit balance. the discovery occurs within 180 days of receipt ............. restore the credits for your use.

( iii) We or you discover and error in your report that increases your credit balance. the discovery occurs more than 180 days after receipt do not restore the credits for your use.

( iv) We discover an error in your report that reduces your credit balance. at any time after receipt .................................................. reduce your credit balance ( 6) If our review of a your end of yearreport shows a negative balance, you may buy credits to bring your credit balance to zero. But you must buy 1.1 credits for each 1.0 credit needed. If enough credits are not available to bring VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00165 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 ER08NO02.013</ MATH> ER08NO02.014</ MATH> 68406 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations your credit balance to zero within 90 days of when we notify you, we may void the certificates for all families certified to FELs above the allowable average. ( c) Within 90 days of any credit trade, you must send the Designated Officer a report of the trade that includes three types of information: ( 1) The corporate names of the buyer, seller, and any brokers. ( 2) Copies of contracts related to credit trading from the buyer, seller, and broker, as applicable. ( d) Include in each report a statement certifying the accuracy and authenticity of its contents. ( e) We may void a certificate of conformity for any emission family if you do not keep the records this section requires or give us the information when we ask for it.

§ 1051.735 Are there special averaging provisions for snowmobiles? For snowmobiles, you may only use credits for the same phase or set of standards against which they were generated, except as allowed by this section. ( a) Restrictions. ( 1) You may not use any Phase 1 or Phase 2 credits for Phase 3 compliance. ( 2) You may not use Phase 1 HC credits for Phase 2 HC compliance. However, because the Phase 1 and Phase 2 CO standards are the same, you may use Phase 1 CO credits for compliance with the Phase 2 CO standards. ( b) Special credits for next phase of standards. You may choose to generate credits early for banking for purposes of compliance with later phases of standards as follows: ( 1) If your corporate average emission level at the end of the model year exceeds the applicable ( current) phase of standards ( without the use of traded or previously banked credits), you may choose to redesignate some of your snowmobile production to a calculation to generate credits for a future phase of standards. To generate credits the snowmobiles designated must have an FEL below the emission level of that set of standards. This can be done on a pollutant specific basis. ( 2) Do not include the snowmobiles that you redesignate in the final compliance calculation of your average emission level for the otherwise applicable ( current) phase of standards. Your average emission level for the remaining ( non redesignated) snowmobiles must comply with the otherwise applicable ( current) phase of standards. ( 3) Include the snowmobiles that you redesignate in a separate calculation of your average emission level for redesignated engines. Calculate credits using this average emission level relative to the specific pollutant in the future phase of standards. These credits may be used for compliance with the future standards. ( 4) For generating early Phase 3 credits, you may generate credits for HC+ NOX or CO separately as described: ( i) To determine if you qualify to generate credits in accordance with paragraphs ( b)( 1) through ( 3) of this section, you must meet the credit trigger level. For HC+ NOX this value is 62 g/ kW hr ( which would be the HC+ NOX standard that would result from inputting the highest allowable CO standard ( 275 g/ kW hr) into the Phase 3 equation). For CO the value is 200 g/ kW hr ( which would be the CO standard that would result from inputting the highest allowable HC+ NOX standard ( 90 g/ kW hr) into the Phase 3 equation). ( ii) HC+ NOX and CO credits for Phase 3 are calculated relative to the 62 g/ kWhr and 200 g/ kW hr values, respectively. ( 5) Credits can also be calculated for Phase 3 using both sets of standards. Without regard to the trigger level values, if your net emission reduction for the redesignated averaging set exceeds the requirements of Phase 3 in § 1051.103 ( using both HC+ NOX and CO in the Phase 3 equation in § 1051.103), then your credits are the difference between the Phase 3 reduction requirement of that section and your calculated value.

Subpart I   Definitions and Other Reference Information § 1051.801 What definitions apply to this part?

The following definitions apply to this part. The definitions apply to all subparts unless we note otherwise. All undefined terms have the meaning the Act gives to them. The definitions follow: Act means the Clean Air Act, as amended, 42 U. S. C. 7401 et seq. Adjustable parameter means any device, system, or element of design that someone can adjust ( including those which are difficult to access) and that, if adjusted, may affect emissions or engine performance during emission testing or normal in use operation. You may ask us to exclude a parameter that is difficult to access if it cannot be adjusted to affect emissions without significantly degrading performance, or if you otherwise show us that it will not be adjusted in use in a way that affect emissions Aftertreatment means relating to any system, component, or technology mounted downstream of the exhaust valve or exhaust port whose design function is to reduce exhaust emissions. All terrain vehicle means a land based or amphibious nonroad vehicle that meets the criteria listed in paragraph ( 1) of this definition; or, alternatively, the criteria of paragraph ( 2) of this definition but not the criteria of paragraph ( 3) of this definition. ( 1) Vehicles designed to travel on four low pressure tires, having a seat designed to be straddled by the operator and handlebars for steering controls, and intended for use by a single operator and no other passengers are allterrain vehicles. ( 2) Other all terrain vehicles have three or more wheels and one or more seats, are designed for operation over rough terrain, and are intended primarily for transportation. Golf carts generally do not meet these criteria since they are generally not designed for operation over rough terrain. ( 3) Vehicles that meet the definition of `` offroad utility vehicle'' in this section are not all terrain vehicles. However, § 1051.1( a) specifies that some offroad utility vehicles are required to meet the same requirements as allterrain vehicles. Auxiliary emission control device means any element of design that senses temperature, engine rpm, motive speed, transmission gear, atmospheric pressure, manifold pressure or vacuum, or any other parameter to activate, modulate, delay, or deactivate the operation of any part of the emissioncontrol system. This also includes any other feature that causes in use emissions to be higher than those measured under test conditions, except as we allow under this part. For example, an accelerator pump would be considered an auxiliary emissioncontrol device. Brake power means the usable power output of the engine not including power required to operate fuel pumps, oil pumps, or coolant pumps. Broker means any entity that facilitates a trade of emission credits between a buyer and seller. Calibration means the set of specifications and tolerances specific to a particular design, version, or application of a component or assembly capable of functionally describing its operation over its working range. Certification means obtaining a certificate of conformity for an engine family that complies with the emission standards and requirements in this part. Compression ignition means relating to a type of reciprocating, internalcombustion engine that is not a sparkignition engine.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00166 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68407 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations Crankcase emissions means airborne substances emitted to the atmosphere from any part of the engine crankcase's ventilation or lubrication systems. The crankcase is the housing for the crankshaft and other related internal parts. Designated Officer means the Manager, Engine Programs Group ( 6405   J), U. S. Environmental Protection Agency, 1200 Pennsylvania Ave., Washington, DC 20460. Emission control system means any device, system, or element of design that controls or reduces the regulated emissions from a vehicle. Emission data vehicle means a vehicle or engine that is tested for certification. Emission related maintenance means maintenance that substantially affects emissions or is likely to substantially affect emissions deterioration. Engine family means a group of vehicles with similar emission characteristics, as specified in § 1051.230. Evaporative means relating to fuel emissions that result from permeation of fuel through the fuel system materials and from ventilation of the fuel system. Family emission limit ( FEL) means an emission level declared by the manufacturer to serve in place of an emission standard for certification under the emission credit program in subpart H of this part. The family emission limit must be expressed to the same number of decimal places as the emission standard it replaces. Fuel system means all components involved in transporting, metering, and mixing the fuel from the fuel tank to the combustion chamber( s), including the fuel tank, fuel tank cap, fuel pump, fuel filters, fuel lines, carburetor or fuelinjection components, and all fuelsystem vents. Good engineering judgment has the meaning we give it in § 1068.5 of this chapter. Hydrocarbon ( HC) means the hydrocarbon group on which the emission standards are based for each fuel type. For gasoline and LPG fueled engines, HC means total hydrocarbon ( THC). For natural gas fueled engines, HC means nonmethane hydrocarbon ( NMHC). For alcohol fueled engines, HC means total hydrocarbon equivalent ( THCE). Identification number means a unique specification ( for example, model number/ serial number combination) that allows someone to distinguish a particular vehicle or engine from other similar vehicle or engines. Manufacturer has the meaning given in section 216( 1) of the Act. In general, this term includes any person who manufactures a vehicle or engine for sale in the United States or otherwise introduces a new vehicle or engine into commerce in the United States. This includes importers that import for resale. Maximum brake power means the maximum brake power of an engine at test conditions. Maximum test power means the maximum brake power of an engine at maximum test speed. Maximum test speed has the meaning we give in § 1065.515 of this chapter Maximum test torque means the torque output observed at wide open throttle at a given speed. Model year means one of the following things: ( 1) For freshly manufactured vehicles or engines ( see definition of `` new,'' paragraph ( 1)), model year means one of the following: ( i) Calendar year. ( ii) Your annual new model production period if it is different than the calendar year. This must include January 1 of the calendar year for which the model year is named. It may not begin before January 2 of the previous calendar year and it must end by December 31 of the named calendar year. ( 2) For a vehicle or engine that is converted to a nonroad vehicle or engine after being placed into service in a motor vehicle, model year means the calendar year in which the vehicle or engine was originally produced ( see definition of `` new,'' paragraph ( 2)). ( 3) For a nonroad vehicle excluded under § 1051.5 that is later converted to operate in an application that is not excluded, model year means the calendar year in which the vehicle was originally produced ( see definition of `` new,'' paragraph ( 3)). ( 4) For engines that are not freshly manufactured but are installed in new nonroad vehicles, model year means the calendar year in which the engine is installed in the new nonroad vehicle. This installation date is based on the time that final assembly of the vehicle is complete ( see definition of `` new,'' paragraph ( 4)). ( 5) For a vehicle or engine modified by an importer ( not the original manufacturer) who has a certificate of conformity for the imported vehicle or engine ( see definition of `` new,'' paragraph ( 5)), model year means one of the following: ( i) The calendar year in which the importer finishes modifying and labeling the vehicle or engine. ( ii) Your annual production period for producing vehicles or engines if it is different than the calendar year; follow the guidelines in paragraph ( 1)( ii) of this definition. ( 6) For a vehicle or engine you import that does not meet the criteria in paragraphs ( 1) through ( 5) of the definition of `` new'' model year means the calendar year in which the manufacturer completed the original assembly of the vehicle or engine. In general, this applies to used equipment that you import without conversion or major modification. Motor vehicle has the meaning we give in § 85.1703( a) of this chapter. In general, motor vehicle means a selfpropelled vehicle that can transport one or more people or any material, but does not include any of the following: ( 1) Vehicles having a maximum ground speed over level, paved surfaces no higher than 40 km per hour ( 25 miles per hour). ( 2) Vehicles that lack features usually needed for safe, practical use on streets or highways for example, safety features required by law, a reverse gear ( except for motorcycles), or a differential. ( 3) Vehicles whose operation on streets or highways would be unsafe, impractical, or highly unlikely. Examples are vehicles with tracks instead of wheels, very large size, or features associated with military vehicles, such as armor or weaponry. New means relating to any of the following vehicles or engines: ( 1) A freshly manufactured engine or vehicle for which the ultimate buyer has never received the equitable or legal title. This kind of vehicle might commonly be thought of as `` brand new.'' In the case of this paragraph ( 1), the vehicle or engine is no longer new when the ultimate buyer receives this title or the product is placed into service, whichever comes first. ( 2) An engine originally manufactured as a motor vehicle engine that is later intended to be used in a piece of nonroad equipment. In this case, the engine ceases being a motor vehicle engine and becomes a `` new nonroad engine''. The engine is no longer new when it is placed into nonroad service. ( 3) A nonroad engine that has been previously placed into service in an application we exclude under § 1051.5 or exempt under 1051.620, where that engine is installed in a piece of equipment for which these exclusions or exemptions do not apply. The engine is no longer new when it is placed into nonroad service. For example, this would apply to a competition vehicle that is no longer used solely for competition. ( 4) An engine not covered by paragraphs ( 1) through ( 3) of this VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00167 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68408 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations definition that is intended to be installed in new nonroad equipment. The engine is no longer new when the ultimate buyer receives a title for the equipment or the product is placed into service, whichever comes first. This generally includes installation of used engines in new vehicles. ( 5) An imported nonroad vehicle or engine covered by a certificate of conformity issued under this part, where someone other than the original manufacturer modifies the vehicle or engine after its initial assembly and holds the certificate. The vehicle or engine is no longer new when it is placed into nonroad service. ( 6) An imported nonroad vehicle or engine that is not covered by a certificate of conformity issued under this part at the time of importation. This addresses uncertified engines and vehicles that have been placed into service in other countries and that someone seeks to import into the United States. Importation of this kind of new nonroad engine or vehicle is generally prohibited by part 1068 of this chapter. Noncompliant vehicle or engine means a vehicle or engine that was originally covered by a certificate of conformity, but is not in the certified configuration or otherwise does not comply with the conditions of the certificate. Nonconforming vehicle or engine means a vehicle or engine not covered by a certificate of conformity that would otherwise be subject to emission standards. Nonmethane hydrocarbon means the difference between the emitted mass of total hydrocarbons and the emitted mass of methane. Nonroad means relating to nonroad engines, or to vehicles or equipment that include nonroad engines. Nonroad engine has the meaning given in § 1068.30 of this chapter. In general this means all internalcombustion engines except motor vehicle engines, stationary engines, or engines used solely for competition. This part only applies to nonroad engines that are used in snowmobiles, off highway motorcycles, and ATVs ( see § 1051.5). Off highway motorcycle means a twowheeled vehicle with a nonroad engine and a seat ( excluding marine vessels and aircraft). ( Note: highway motorcycles are regulated under 40 CFR part 86.) Offroad utility vehicle means a nonroad vehicle that has four or more wheels, seating for two or more persons, is designed for operation over rough terrain, and has either a rear payload 350 pounds or more or seating for six or more passengers. Vehicles intended primarily for recreational purposes that are not capable of transporting six passengers ( such as dune buggies) are not offroad utility vehicles. ( Note: § 1051.1( a) specifies that some offroad utility vehicles are required to meet the requirements that apply for all terrain vehicles.) Oxides of nitrogen has the meaning given it in 40 CFR part 1065. Phase 1 means relating to Phase 1 standards of § § 1051.103, 1051.105, or 1051.107, or other Phase 1 standards specified in subpart B of this part. Phase 2 means relating to Phase 2 standards of § 1051.103, or other Phase 2 standards specified in subpart B of this part. Phase 3 means relating to Phase 3 standards of § 1051.103, or other Phase 3 standards specified in subpart B of this part. Physically adjustable range means the entire range over which an engine parameter can be adjusted, except as modified by § 1051.115( c). For parts described in § 1051.115( d), `` physically adjustable range'' means the adjustable range defined in that paragraph. Placed into service means used for its intended purpose. Point of first retail sale means the location at which the retail sale occurs. This generally means a dealership. Recreational means, for purposes of this part, relating to snowmobiles, allterrain vehicles, off highway motorcycles, and other vehicles that we regulate under this part. Note that 40 CFR part 90 applies to other recreational vehicles. Revoke means to discontinue the certificate for an engine family. If we revoke a certificate, you must apply for a new certificate before continuing to produce the affected vehicles or engines. This does not apply to vehicles or engines you no longer possess. Round means to round numbers according to ASTM E29   02 ( incorporated by reference in § 1051.810), unless otherwise specified. Scheduled maintenance means adjusting, repairing, removing, disassembling, cleaning, or replacing components or systems that is periodically needed to keep a part from failing or malfunctioning. It also may mean actions you expect are necessary to correct an overt indication of failure or malfunction for which periodic maintenance is not appropriate. Small volume manufacturer means: ( 1) For motorcycles and ATVs, a manufacturer that sold motorcycles or ATVs before 2003 and had annual U. S. directed production of no more than 5,000 off road motorcycles and ATVs ( combined number) in 2002 and all earlier calendar years. For manufacturers owned by a parent company, the limit applies to the production of the parent company and all of its subsidiaries. ( 2) For snowmobiles, a manufacturer that sold snowmobiles before 2003 and had annual U. S. directed production of no more than 300 snowmobiles in 2002 and all earlier model years. For manufacturers owned by a parent company, the limit applies to the production of the parent company and all of its subsidiaries. ( 3) A manufacturer that we designate to be a small volume manufacturer under § 1051.635. Snowmobile means a vehicle designed to operate outdoors only over snowcovered ground, with a maximum width of 1.5 meters or less. Spark ignition means relating to a gasoline fueled engine, or any other engine with a spark plug ( or other sparking device) and with operating characteristics significantly similar to the theoretical Otto combustion cycle. Spark ignition engines usually use a throttle to regulate intake air flow to control power during normal operation. Suspend means to temporarily discontinue the certificate for an engine family. If we suspend a certificate, you may not sell vehicles or engines from that engine family unless we reinstate the certificate or approve a new one. Test sample means the collection of vehicles or engines selected from the population of an engine family for emission testing. Test vehicle or engine means a vehicle or engine in a test sample. Total hydrocarbon means the combined mass organic compounds measured by our total hydrocarbon test procedure, expressed as a hydrocarbon with a hydrogen to carbon mass ratio of 1.85: 1. Total hydrocarbon equivalent means the sum of the carbon mass contributions of non oxygenated hydrocarbons, alcohols and aldehydes, or other organic compounds that are measured separately as contained in a gas sample, expressed as petroleumfueled engine hydrocarbons. The hydrogen to carbon ratio of the equivalent hydrocarbon is 1.85: 1. Ultimate buyer means ultimate purchaser. Ultimate purchaser means, with respect to any new vehicle or engine, the first person who in good faith purchases such vehicle or engine for purposes other than resale. United States means the States, the District of Columbia, the Commonwealth of Puerto Rico, the VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00168 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68409 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations Commonwealth of the Northern Mariana Islands, Guam, American Samoa, the U. S. Virgin Islands, and the Trust Territory of the Pacific Islands. Upcoming model year means for an engine family the model year after the one currently in production. U. S. directed production means the number of vehicle units, subject to the requirements of this part, produced by a manufacturer ( and/ or imported) for which the manufacturer has a reasonable assurance that sale was or will be made to ultimate buyers in the United States. Useful life means the period during which a vehicle is required to comply with all applicable emission standards, specified as a number of kilometers, hours, and/ or calendar years. It must be at least as long as both of the following: ( 1) The expected average service life before the vehicle is remanufactured or retired from service. ( 2) The minimum useful life value. Void means to invalidate a certificate or an exemption. If we void a certificate, all the vehicles produced under that engine family for that model year are considered noncompliant, and you are liable for each vehicle produced under the certificate and may face civil or criminal penalties or both. If we void an exemption, all the vehicles produced under that exemption are considered uncertified ( or nonconforming), and you are liable for each vehicle produced under the exemption and may face civil or criminal penalties or both. You may not produce any additional vehicles using the voided exemption. Wide open throttle means maximum throttle opening. Unless this is specified at a given speed, it refers to maximum throttle opening at maximum speed. For electronically controlled or other engines with multiple possible fueling rates, wide open throttle also means the maximum fueling rate at maximum throttle opening under test conditions.

§ 1051.805 What symbols, acronyms, and abbreviations does this part use?

The following symbols, acronyms, and abbreviations apply to this part:

°   degrees. ASTM   American Society for Testing and Materials. ATV   all terrain vehicle. cc   cubic centimeters. cm   centimeter. C   Celsius. CO   carbon monoxide. CO2   carbon dioxide. EPA   Environmental Protection Agency. F   Fahrenheit. g   grams. g/ gal/ day   grams per gallon per test day. g/ m2/ day   grams per meter square per test day. Hg   mercury. hr   hours. km   kilometer. kW   kilowatt. LPG   liquefied petroleum gas. m   meters. mm   millimeters. mW   milliwatts. NMHC   nonmethane hydrocarbons. NOX   oxides of nitrogen ( NO and NOX). psig   pounds per square inches of gauge pressure. rpm   revolutions per minute. SAE   Society of Automotive Engineers. SI   spark ignition. THC   total hydrocarbon. THCE   total hydrocarbon equivalent. U. S. C.   United States Code.

§ 1051.810 What materials does this part reference? We have incorporated by reference the documents listed in this section. The Director of the Federal Register approved the incorporation by reference as prescribed in 5 U. S. C. 552( a) and 1 CFR part 51. Anyone may inspect copies at the U. S. EPA, Air and Radiation Docket and Information Center, 1301 Constitution Ave., NW., Room B102, EPA West Building, Washington, DC 20460 or the Office of the Federal Register, 800 N. Capitol St., NW., 7th Floor, Suite 700, Washington, DC. ( a) ASTM material. Table 1 of § 1051.810 lists material from the American Society for Testing and Materials that we have incorporated by reference. The first column lists the number and name of the material. The second column lists the sections of this part where we reference it. Anyone may purchase copies of these materials from the American Society for Testing and Materials, 100 Barr Harbor Dr., West Conshohocken, PA 19428. Table 1 follows:

TABLE 1 OF § 1051.810.   ASTM MATERIALS Document number and name Part 1051 reference ASTM D471   98, Standard Test Method for Rubber Property Effect of Liquids. ..................... 1051.501 ASTM D814   95 ( reapproved 2000), Standard Test Method for Rubber Property Vapor Transmission of Volatile Liquids ......................................... 1051.245 ASTM E29   02, Standard Practice for Using Significant Digits in Test Data to Determine Conformance with Specifications ........................................ 1051.801 ( b) SAE material. Table 2 of § 1051.810 lists material from the Society of Automotive Engineering that we have incorporated by reference. The first column lists the number and name of the material. The second column lists the sections of this part where we reference it. Anyone may purchase copies of these materials from the Society of Automotive Engineers, 400 Commonwealth Drive, Warrendale, PA 15096. Table 2 follows:

TABLE 2 OF § 1051.810.   SAE MATERIALS Document number and name Part 1051 reference SAE J30, Fuel and Oil Hoses, June 1998. .............................. 1051.245, 1051.501 SAE J1930, Electrical/ Electronic Systems Diagnostic Terms, Definitions, Abbreviations, and Acronyms, May 1998. ............. 1051.135 SAE J2260, Nonmetallic Fuel System Tubing with One or More Layers, November 1996. 1051.245 § 1051.815 How should I request EPA to keep my information confidential?

( a) Clearly show what you consider confidential by marking, circling, bracketing, stamping, or some other method. We will store your confidential information as described in 40 CFR part 2. Also, we will disclose it only as specified in 40 CFR part 2. ( b) If you send us a second copy without the confidential information, we will assume it contains nothing confidential whenever we need to release information from it. ( c) If you send us information without claiming it is confidential, we may make it available to the public without further notice to you, as described in § 2.204 of this chapter.

§ 1051.820 How do I request a hearing?

See 40 CFR part 1068, subpart G, for information related to hearings.

PART 1065   TEST PROCEDURES AND EQUIPMENT Subpart A   Applicability and General Provisions Sec. 1065.1 Applicability. 1065.5 Overview of test procedures. 1065.10 Other test procedures. 1065.15 Engine testing. 1065.20 Limits for test conditions.

Subpart B   Equipment and Analyzers 1065.101 Overview. 1065.105 Dynamometer and engine equipment specifications. 1065.110 Exhaust gas sampling system; spark ignition ( SI) engines.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00169 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68410 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations 1065.115 Exhaust gas sampling system; compression ignition engines. [ Reserved] 1065.120 Raw sampling. [ Reserved] 1065.125 Analyzers ( overview/ general response characteristics). 1065.130 Hydrocarbon analyzers. 1065.135 NOX analyzers. 1065.140 CO and CO2 analyzers. 1065.145 Smoke meters. [ Reserved] 1065.150 Flow meters. 1065.155 Temperature and pressure sensors.

Subpart C   Test Fuels and Analytical Gases 1065.201 General requirements for test fuels. 1065.205 Test fuel specifications for distillate diesel fuel. [ Reserved] 1065.210 Test fuel specifications for gasoline. 1065.215 Test fuel specifications for natural gas. 1065.220 Test fuel specifications for liquefied petroleum gas. 1065.240 Lubricating oils. 1065.250 Analytical gases.

Subpart D   Analyzer and Equipment Calibrations 1065.301 Overview. 1065.305 International calibration standards. 1065.310 CVS calibration. [ Reserved] 1065.315 Torque calibration.

Subpart E   Engine Selection, Preparation, and Service Accumulation 1065.401 Selecting a test engine. 1065.405 Preparing and servicing a test engine. 1065.410 Service limits for stabilized test engines. 1065.415 Durability demonstration.

Subpart F   Running an Emission Test 1065.501 Overview of the engine dynamometer test procedures. 1065.510 Engine mapping procedures. 1065.515 Test cycle generation. 1065.520 Engine starting, restarting, and shutdown. 1065.525 Engine dynamometer test run. 1065.530 Test cycle validation criteria.

Subpart G   Data Analysis and Calculations 1065.601 Overview. 1065.605 Required records. 1065.610 Bag sample analysis. 1065.615 Bag sample calculations.

Subpart H   Particulate Measurements [ Reserved]

Subpart I   Testing With Oxygenated Fuels 1065.801 Applicability. 1065.805 Sampling system. 1065.810 Calculations.

Subpart J   Field Testing 1065.901 Applicability. 1065.905 General provisions. 1065.910 Measurement accuracy and precision. 1065.915 Equipment specifications for SI engines. 1065.920 Equipment setup and test run for SI engines. 1065.925 Calculations. 1065.930 Specifications for mass air flow sensors. 1065.935 Specifications for THC analyzers. 1065.940 Specifications for NOX and air/ fuel sensors. 1065.945 Specifications for CO analyzers. 1065.950 Specifications for speed and torque measurement.

Subpart K   Definitions and Other Reference Information 1065.1001 Definitions. 1065.1005 Symbols, acronyms, and abbreviations. 1065.1010 Reference materials. 1065.1015 Confidential information.

Authority: 42 U. S. C. 7401   7671( q).

Subpart A   Applicability and General Provisions § 1065.1 Applicability. ( a) This part describes the procedures that apply to testing that we require for the following engines or for equipment using the following engines: ( 1) Large nonroad spark ignition engines we regulate under 40 CFR part 1048. ( 2) Vehicles that we regulate under 40 CFR part 1051 ( i. e., recreational SI vehicles) that are regulated based on engine testing. See 40 CFR part 1051 to determine which vehicles may be certified based on engine test data. ( b) This part does not apply to any of the following engine or vehicle categories: ( 1) Light duty highway vehicles ( see 40 CFR part 86). ( 2) Heavy duty highway Otto cycle engines ( see 40 CFR part 86). ( 3) Heavy duty highway diesel engines ( see 40 CFR part 86). ( 4) Aircraft engines ( see 40 CFR part 87). ( 5) Locomotive engines ( see 40 CFR part 92). ( 6) Land based nonroad diesel engines ( see 40 CFR part 89). ( 7) General marine engines ( see 40 CFR parts 89 and 94). ( 8) Marine outboard and personal watercraft engines ( see 40 CFR part 91). ( 9) Small nonroad spark ignition engines ( see 40 CFR part 90). ( c) This part is addressed to you as a manufacturer, but it applies equally to anyone who does testing for you, and to us when we conduct testing to determine if you meet emission standards. ( d) Paragraph ( a) of this section identifies the parts of the CFR that define emission standards and other requirements for particular types of engines. In this part 1065, we refer to each of these other parts generically as the `` standard setting part.'' For example, 40 CFR part 1051 is always the standard setting part for snowmobiles. Follow the standard setting part if it differs from this part. ( e) For equipment subject to this part and regulated under equipment based or vehicle based standards, interpret the term `` engine'' in this part to include equipment and vehicles( see 40 CFR 1068.30).

§ 1065.5 Overview of test procedures. ( a) Some of the provisions of this part do not apply to all types of engines. For example, measurement of particulate matter is generally not required for spark ignition engines. See the standard setting part to determine which provisions in this part may not apply. Before using this part's procedures, read the standard setting part to answer at least the following questions: ( 1) How should I warm up the test engine before measuring emissions? Do I need to measure cold start emissions during this warm up segment of the duty cycle? ( 2) Do I measure emissions while the warmed up engine operates over a steady state schedule, a transient schedule, or both? ( 3) What are the speed and load points of the test cycle( s)? ( 4) Which exhaust constituents do I need to measure? ( 5) Does testing require full flow dilute sampling? Is raw sampling acceptable? Is partial flow dilute sampling acceptable? ( 6) Do any unique specifications apply for test fuels? ( 7) What maintenance steps may I do before or between tests on an emissiondata engine? ( 8) Do any unique requirements apply to stabilizing emission levels on a new engine? ( 9) Do any unique requirements apply to testing conditions, such as ambient temperatures or pressures? ( 10) Are there special emission standards that affect engine operation and ambient conditions? ( 11) Are there different emission standards that apply to field testing under normal operation? ( b) The following table shows how this part divides testing specifications into subparts:

This subpart... Describes these specifications or procedures...

Subpart A ..... General provisions for test procedures.

Subpart B ..... Equipment for testing.

Subpart C ..... Fuels and analytical gases for testing.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00170 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68411 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations This subpart... Describes these specifications or procedures...

Subpart D ..... How to calibrate test equipment

Subpart E ..... How to prepare engines for testing, including service accumulation.

Subpart F ..... How to test for emissions.

Subpart G ..... How to calculate emission levels from measured data.

Subpart H ..... [ Reserved].

Subpart I ...... How to measure emissions from engines fueled with an oxygenated fuel such as methanol or ethanol.

Subpart J ...... How to do field testing of inuse vehicles and equipment

Subpart K ..... Definitions, abbreviations, and other reference information that apply to emission testing

§ 1065.10 Other test procedures. ( a) Your testing. These test procedures apply for all testing that you do to show compliance with emission standards, with a few exceptions listed in this section. ( b) Our testing. These test procedures generally apply for testing that we do to determine if your engines comply with applicable emission standards. We may conduct other testing as allowed by the Act. ( c) Exceptions. You may be allowed or required to use test procedures other than those specified in this part in the following cases: ( 1) The test procedures in this part are intended to produce emission measurements equivalent to those that would result from measuring emissions during in use operation using the same engine configuration installed in a piece of equipment. If good engineering judgment indicates that use of the procedures in this part for an engine would result in measurements that are not representative of in use operation of that engine, you must notify us. If we determine that using these procedures would result in measurements that are significantly unrepresentative and that changing the procedures will result in more representative measurements and not decrease the stringency of emission standards, we will specify changes to the procedures. In your notification to us, you should recommend specific changes you think are necessary. ( 2) You may ask to use emission data collected using other test procedures, such as those of the California Air Resources Board or the International Organization for Standardization. We will allow this only if you show us that these data are equivalent to data collected using our test procedures. ( 3) You may ask to use alternate procedures that produce measurements equivalent to those from the specified procedures. If you send us a written request showing your procedures are equivalent, and we agree that they are equivalent, we will allow you to use them. You may not use an alternate procedure until we approve them, either by: telling you directly that you may use this procedure; or issuing guidance to all manufacturers, which allows you to use the alternate procedure without additional approval. ( 4) You may ask to use special test procedures if your engine cannot be tested under the specified procedures ( for example, your engine cannot operate on the specified transient cycle). In this case, tell us in writing why you cannot satisfactorily test your engines using this part's procedures and ask to use a different approach. We will approve your special test procedures if we determine they would produce emission measurements that are representative of those that would result from measuring emissions during in use operation. You may not use special procedures until we approve them. ( 5) The standard setting part may contain other specifications for test procedures that apply for your engines. In cases where it is not possible to comply with both the test procedures in those parts and the test procedures in this part, you must comply with the test procedures specified in the standardsetting part. Those other parts may also allow you to deviate from the test procedures of this part for other reasons.

§ 1065.15 Engine testing.

( a) This part describes the procedures for performing exhaust emission tests on engines that must meet emission standards. ( b) Generally, you must test an engine while operating it on a laboratory dynamometer over a prescribed sequence. ( Subpart J of this part describes in use testing of engines installed in vehicles or equipment.) You need to sample and analyze the exhaust gases generated during engine operation to determine the concentration of the regulated pollutants. ( c) Concentrations are converted into units of grams of pollutant per kilowatthour ( g/ kW hr) or similar units for comparison to emission standards. If the applicable emission standards are expressed as g/ bhp hr, references in this part to kW should generally be interpreted to mean horsepower.

§ 1065.20 Limits for test conditions. ( a) Unless specified elsewhere in this chapter, you may conduct tests to determine compliance with duty cycle emission standards at ambient temperatures of 20   30 ° C ( 68   86 ° F), ambient pressures of 600   775 mm Hg, and any ambient humidity level. ( b) Follow the standard setting part for ambient conditions when testing to determine compliance with not toexceed or other off cycle emission standards. ( c) For engine testing in a laboratory, you may heat, cool, and/ or dehumidify the dilution air before it enters the CVS. ( d) For engine testing in a laboratory, if the barometric pressure observed while generating the maximum torque curve changes by more than 25 mm Hg from the value measured when you started mapping, you must remap the engine. Also, to have a valid test, the average barometric pressure observed during the exhaust emission test must be within 25 mm Hg of the average observed during the maximum torque curve generation ( see § 1065.510).

Subpart B   Equipment and Analyzers § 1065.101 Overview. This subpart describes equipment and analyzers for measuring emissions. Subpart D of this part describes how to calibrate these devices and subpart C of this part defines the accuracy and purity specifications of analytical gases.

§ 1065.105 Dynamometer and engine equipment specifications. ( a) The engine dynamometer system must be able to control engine torque and speed simultaneously over the applicable test cycles within the accuracies specified in § 1065.530. If your dynamometer cannot meet the accuracy requirements in § 1065.530, you must get our approval before using it. For transient testing, issue command set points for engine torque and speed at 5 Hz or greater ( 10 Hz recommended). Record feedback engine torque and speed at least once every second during the test. In addition to these general requirements, make sure your engine or dynamometer's readout signals for speed and torque meet the following accuracies for all testing: ( 1) Engine speed readout must be accurate to within ± 2 percent of the absolute standard value. A 60 tooth ( or greater) wheel in combination with a common mode rejection frequency counter is considered an absolute standard for engine or dynamometer speed.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00171 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68412 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations ( 2) Engine flywheel torque readout must meet one of the two following standards for accuracy: ( i) Within ± 3 percent of the NIST true value torque ( as defined in § 1065.315). ( ii) The following accuracies:

If the full scale torque value is... Engine flywheel torque readout must be within...

T   550 ft lbs. ............ ± 2.5 ft lbs. of NIST true value.

550 < T   1050 ft lbs. ± 5.0 ft lbs. of NIST true value.

T > 1050 ft lbs. ± 10.0 ft lbs. of NIST true value.

( 3) Option: You may use internal dynamometer signals ( such as armature current) to measure torque if you can show that the engine flywheel torque during the test cycle conforms to paragraph ( b)( 2) of this section. Your measurements must compensate for increased or decreased flywheel torque because of the armature's inertia during accelerations and decelerations in the test cycle. ( b) To verify that the test engine has followed the test cycle correctly, collect the dynamometer or engine readout signals for speed and torque so you can statistically correlate the engine's actual performance with the test cycle ( see § 1065.530). Normally, to do this, you would convert analog signals from the dynamometer or engine into digital values for computer storage, but all conversions must meet two criteria: ( 1) Speed values used to evaluate cycles must be accurate to within 2 percent of the readout value for dynamometer or engine speed. ( 2) Engine flywheel torque values used to evaluate cycles must be accurate to within 2 percent of the readout value for dynamometer or engine flywheel torque. ( c) You may combine the tolerances in paragraphs ( a) and ( b) of this section if you use the root mean square ( RMS) method and refer accuracies of the RMS values to absolute standard or NIST true values. ( 1) Speed values used to evaluate cycles must be accurate to within ± 2.8 percent of the absolute standard values, as defined in paragraph ( a)( 1) of this section.

( 2) Engine flywheel torque values used to evaluate cycles must be accurate to within ± 3.6 percent of NIST true values, as determined in § 1065.315.

§ 1065.110 Exhaust gas sampling system; spark ignition ( SI) engines.

( a) General. The exhaust gas sampling system described in this section is designed to measure the true mass of gaseous emissions in the exhaust of SI engines. ( If the standard setting part requires determination of THCE or NMHCE for your engine, then see subpart I of this part for additional requirements.) Under the constantvolume sampler ( CVS) concept, you must measure the total volume of the mixture of exhaust and dilution air and collect a continuously proportioned volume of sample for analysis. You must control flow rates so that the ratio of sample flow to CVS flow remains constant. You then determine the mass emissions from the sample concentration and total flow over the test period.

( 1) Do not let the CVS or dilution air inlet system artificially lower exhaust system backpressure. To verify proper backpressures, measure pressure in the raw exhaust immediately upstream of the inlet to the CVS. Continuously measure and compare the static pressure of the raw exhaust observed during a transient cycle   with and without the CVS operating. Static pressure measured with the CVS system operating must remain within ± 5 inches of water ( 1.2 kPa) of the static pressure measured when disconnected from the CVS, at identical moments in the test cycle. ( Note: We will use sampling systems that can maintain the static pressure to within ± 1 inch of water ( 0.25 kPa) if your written request shows that this closer tolerance is necessary.) This requirement serves as a design specification for the CVS/ dilution air inlet system, and should be performed as often as good engineering practice dictates ( for example, after installing an uncharacterized CVS, adding an unknown inlet restriction on the dilution air, or otherwise altering the system). ( 2) The system for measuring temperature ( sensors and readout) must have an accuracy and precision of ± 3.4 ° F ( ± 1.9 ° C). The temperature measuring system for a CVS without a heat exchanger must respond within 1.50 seconds to 62.5 percent of a temperature change ( as measured in hot silicone oil). For a CVS with a heat exchanger, there is no specific requirement for response time. ( 3) The system for measuring pressure ( sensors and readout) must have an accuracy and precision of ± 3 mm Hg ( 0.4 kPa). ( 4) The flow capacity of the CVS must be large enough to keep water from condensing in the system. You may dehumidify the dilution air before it enters the CVS. You also may heat or cool the air if three conditions exist: ( i) The air ( or air plus exhaust gas) temperature does not exceed 250 ° F ( 121 ° C). ( ii) You calculate the CVS flow rate necessary to prevent water condensation based on the lowest temperature in the CVS before sampling. ( We recommend insulating the CVS system when you use heated dilution air.) ( iii) The dilution ratio is high enough to prevent condensation in bag samples as they cool to room temperature. ( 5) Bags for collecting dilution air and exhaust samples must be big enough for samples to flow freely. ( 6) The general CVS sample system consists of a dilution air filter ( optional) and mixing assembly, cyclone particulate separator ( optional), a sample line for the bag sample or other sample lines a dilution tunnel, and associated valves and sensors for pressure and temperature. Except for the system to sample hydrocarbons from two stroke engines, the temperature of the sample lines must be more than 3 ° C above the mixture's maximum dew point and less than 121 ° C. We recommend maintaining them at 113 ± 8 ° C. For the hydrocarbon sampling system with two stroke engines, the temperature of the sample lines should be maintained at 191 ± 11 ° C. A general schematic of the SI sampling system is shown in Figure 1065.110   1, which follows:

BILLING CODE 6560   50   P VerDate 0ct< 31> 2002 20: 04 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00172 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68413 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations BILLING CODE 6460   50   C ( b) Steady state testing. Constant proportional sampling is required throughout transient testing, but is not required throughout steady state testing.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00173 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 ER08NO02.017</ GPH> 68414 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations Steady state testing requires that you draw a proportional sample for each test mode, but you may sample in different proportions for different test modes, as long as you know the ratio of the sample flow to total flow during each test mode. This allowance means that you may use simpler flow control systems for steadystate testing than are shown in Figure 1065.110   1 of this section. ( c) Configuration variations. Since various configurations can produce equivalent results, you need not conform exactly to the drawings in this subpart. You may use other components   such as instruments, valves, solenoids, pumps and switches   to provide more information and coordinate the components' functions. Based on good engineering judgment, you may exclude other components that are not needed to maintain accuracy on some systems. ( d) CFV   CVS component description. The flow characteristics of a Critical Flow Venturi, Constant Volume Sampler ( CFV   CVS) are governed by the principles of fluid dynamics associated with critical flow. The CFV system is commonly called a constant volume system ( CVS) even though the mass flow varies. More properly, they are constantproportion sampling systems, because small CFVs in each of the sample lines maintains proportional sampling while temperatures vary. This CFV maintains the mixture's flow rate at choked flow, which is inversely proportional to the square root of the gas temperature, and the system computes the actual flow rate continuously. Because pressures and temperatures are the same at all venturi inlets, the sample volume is proportional to the total volume. The CFV   CVS sample system uses critical flow venturis for the bag sample or other sample lines ( these are shown in the figure as flow control valves) and a critical flow venturi for the dilution tunnel. All venturis must be maintained at the same temperature. ( e) EFC   CVS component description. The electronic flow control CVS ( EFC   CVS) system for sampling is identical to the CFV system described in paragraph ( b) of this section, except that it adds electronic flow controllers ( instead of sampling venturis), a subsonic venturi and an electronic flow controller for the CVS ( instead of the critical flow venturi), metering valves, and separate flow meters ( optional) to totalize sample flow volumes. The EFC sample system must conform to the following requirements: ( 1) The system must meet all the requirements in paragraph ( b) of this section. ( 2) The ratio of sample flow to CVS flow must not vary by more than ± 5 percent from the test's setpoint. ( 3) Sample flow totalizers must meet the accuracy specifications in § 1065.150. You may obtain total volumes from the flow controllers, with our advance approval, if you can show they meet these accuracies. ( f) Component description, PDP   CVS. The positive displacement pump CVS ( PDP   CVS) system for sampling is identical to the CFV system described in paragraph ( b) of this section, except for the following changes: ( 1) Include a heat exchanger. ( 2) Use positive displacement pumps for the CVS flow and sampling system flow. You do not need sampling venturis or a venturi for the dilution tunnel. All pumps must operate at a constant flow rate. ( 3) All pumps must operate at a nominally constant temperature. Maintain the gas mixture's temperature   measured at a point just ahead of the positive displacement pump ( and after the heat exchanger for the main CVS pump)   within ± 10 ° F ( ± 5.6 ° C) of the average operating temperature observed during the test. ( You may estimate the average operating temperature from the temperatures observed during similar tests.) The system for measuring temperature ( sensors and readout) must have an accuracy and precision of ± 3.4 ° F ( 1.9 ° C), and response time consistent with good engineering judgment. ( g) Mixed systems. You may combine elements of paragraphs ( d), ( e), and ( f) consistent with good engineering judgment. For example, you may control the CVS flow rate using a CFV, and control sample flow rates using electronic flow controllers.

§ 1065.115 Exhaust gas sampling system; compression ignition engines. [ Reserved]

§ 1065.120 Raw sampling. [ Reserved]

§ 1065.125 Analyzers ( overview/ general response characteristics).

( a) General. The following sections and subparts describe the specifications for analyzers and analytical equipment: ( 1) The analyzers for measuring hydrocarbon, NOX, CO, and CO2 emission concentrations are specified in § 1065.130 through § 1065.140. ( 2) The analytical equipment for measuring particulate emissions is specified in Subpart H of this part. ( 3) The analytical equipment for measuring emissions of oxygenated compounds ( for example, methanol) is specified in Subpart I of this part. ( 4) The analytical equipment for measuring in use emissions is specified in Subpart J of this part. ( b) Response time. Analyzers must have the following response characteristics: ( 1) For steady state testing and transient testing with bag sample analysis, the analyzer must reach at least 90 percent of its final response within 5.0 seconds after any step change to the input concentration at or above 80 percent of full scale. ( 2) For transient testing with continuous measurement, the analyzer must reach at least 90 percent of its final response within 1.0 second after any step change to the input concentration at or above 80 percent of full scale. ( c) Precision and noise. Analyzers must meet the following characteristics for precision and noise: ( 1) Precision must be no worse than ± 1 percent of full scale concentration for each range used above 155 ppm ( or ppmC), or ± 2 percent for each range used below 155 ppm ( or ppmC). For this paragraph ( c)( 1), we define precision as 2.5 times the standard deviation of 10 repetitive responses to a given calibration or span gas. ( 2) Peak to peak response to zero and calibration or span gases over any 10 second period must be no more than 2 percent of full scale chart deflection on all ranges used. ( d) Drift. Analyzers must meet specifications for zero response and span drift. ( 1) The zero response drift during one hour must be less than 2 percent of fullscale chart deflection on the lowest range used. Zero response is the mean response, including noise, to a zero gas during a 30 second interval. ( 2) The span drift during one hour must be less than 2 percent of full scale chart deflection on the lowest range used. Span is the difference between the span response and the zero response. Span response is the mean response, including noise, to a span gas during a 30 second interval. ( e) Calibration. See subpart D of this part for specifications to calibrate analyzers.

§ 1065.130 Hydrocarbon analyzers.

This section describes the requirements for flame ionization detectors ( FIDs) used to measure hydrocarbons. ( a) Fuel the FID with a mixture of hydrogen in helium and calibrate it using propane. ( b) If you use a heated FID ( required only for diesels and two stroke, sparkignition engines), keep the temperature 191 ± 11 ° C).

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00174 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68415 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations ( c) Use an overflow sampling system for heated continuous FIDs. ( In an overflow system excess zero gas or span gas spills out of the probe when you are doing zero or span checks.) ( d) Do not premix the FID fuel and burner air. ( e) Make sure the FID meets accuracy and precision specifications in ISO 8178   1 ( incorporated by reference in § 1065.1010).

§ 1065.135 NOX analyzers. This section describes the requirements for chemiluminescent detectors ( CLD) used to measure NOX. Good engineering practice may require the use of other detectors. ( a) A CLD must meet the following requirements: ( 1) Make sure your CLD meets the accuracy and precision specifications in ISO 8178   1 ( incorporated by reference in § 1065.1010). ( 2) The NO to NO2 converter must have an efficiency of at least 90 percent. ( 3) Use an overflow sampling system for continuous CLDs. ( In an overflow system excess zero gas or span gas spills out of the probe when you are doing zero or span checks.) ( 4) You do not need a heated CLD to test spark ignition engines. ( b) Using CLDs is generally acceptable even though they measure only NO and NO2, since conventional engines do not emit significant amounts of other NOX species.

§ 1065.140 CO and CO2 analyzers. This section describes the requirements for non dispersive infrared absorption detectors ( NDIR) to measure CO and CO2. ( a) The NDIR must meet the applicable accuracy and precision specifications of ISO 8178   1 ( incorporated by reference in § 1065.1010). ( b) The NDIR must meet the applicable quench and interference requirements of ISO 8178   1 ( incorporated by reference in § 1065.1010).

§ 1065.145 Smoke meters. [ Reserved]

§ 1065.150 Flow meters.

( a) Flow meters must have accuracy and precision of ± 2 percent of point or better and be traceable to NIST standards. ( b) You may correct flow measurements for temperature or pressure, if your temperature and pressure measurements have accuracy and precision of ± 2 percent of point or better ( absolute).

§ 1065.155 Temperature and pressure sensors.

( a) Except where we specify otherwise in this part, must meet the applicable accuracy and precision specifications of ISO 8178   1 ( incorporated by reference in § 1065.1010). ( b) Use good engineering judgment to design and operate your temperature and pressure measuring systems to minimize delays in response time and avoid hysteresis.

Subpart C   Test Fuels and Analytical Gases § 1065.201 General requirements for test fuels.

( a) For all emission tests, use test fuels meeting the specifications in this subpart, unless the standard setting part directs otherwise. For any service accumulation on a test engine, if we do not specify a fuel, use the specified test fuel or a fuel typical of what you would expect the engine to use in service. ( b) We may require you to test the engine with each type of fuel it can use ( for example, gasoline and natural gas). ( c) If you will produce engines that can run on a type of fuel ( or mixture of fuels) that we do not specify in this subpart, we will allow you to test with fuel representing commercially available fuels of that type. However, we must approve your fuel's specifications before you may use it for emission testing. ( d) You may use a test fuel other than those we specify in this subpart if you do all of the following: ( 1) Show that it is commercially available. ( 2) Show that your engines will use only the designated fuel in service. ( 3) Show that operating the engines on the fuel we specify would increase emissions or decrease durability. ( 4) Get our written approval before you start testing. ( e) We may allow you to use other test fuels ( for example, California Phase 2 gasoline) if they do not affect the demonstration of compliance.

§ 1065.205 Test fuel specifications for distillate diesel fuel. [ Reserved]

§ 1065.210 Test fuel specifications for gasoline.

Gasoline used as a test fuel must meet the following specifications: ( a) Unless the standard setting part requires testing with fuel appropriate for low temperatures, use gasoline test fuels meeting the specifications in the following table:

TABLE 1 OF § 1065.210.   GENERAL TEST FUEL SPECIFICATIONS FOR GASOLINE Item Procedure1 Value1 Distillation Range: 1. Initial boiling point, ° C .................................................................................................................. ASTM D 86   01 23.9   35.02 2. 10% point, ° C ............................................................................................................................... ASTM D 86   01 48.9   57.2 3.50% point, ° C ................................................................................................................................ ASTM D 86   01 93.3   110.0 4. 90% point, ° C ............................................................................................................................... ASTM D 86   01 148.9   162.8 5. End point, ° C ( maximum) ............................................................................................................. ASTM D 86   01 212.8.

Hydrocarbon composition: 1. Olefins, volume % ........................................................................................................................ ASTM D 1319   02 10 maximum 2. Aromatics, volume % .................................................................................................................... ASTM D 1319   02 35 maximum 3. Saturates ...................................................................................................................................... ASTM D 1319   02 Remainder Lead ( organic), g/ liter ............................................................................................................................... ASTM D 3237   97 0.013 maximum Phosphorous, g/ liter ................................................................................................................................. ASTM D 3231   02 0.0013 maximum VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00175 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68416 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations TABLE 1 OF § 1065.210.   GENERAL TEST FUEL SPECIFICATIONS FOR GASOLINE   Continued Item Procedure1 Value1 Sulfur, weight % ....................................................................................................................................... ASTM D 1266   98 0.008 maximum Volatility ( Reid Vapor Pressure), kPa ...................................................................................................... ASTM D 323   99a 60.0 to 63.4.2,3 1All ASTM standards are incorporated by reference in § 1065.1010. 2For testing at altitudes above 1 219 m, the specified volatility range is 52 to 55 kPa ( 7.5 to 8.0) and the specified initial boiling point range is 23.9 ° to 40.6 ° C. 3For testing unrelated to evaporative emissions, the specified range is 55 to 63 kPa ( 8.0 to 9.1 psi).

( b) If the standard setting part requires testing with fuel appropriate for low temperatures, use gasoline test fuels meeting the specifications in the following table:

TABLE 2 OF § 1065.210.   LOW TEMPERATURE TEST FUEL SPECIFICATIONS FOR GASOLINE Item Procedure1 Value1 Distillation Range: 1. Initial boiling point, ° C .................................................................................................................. ASTM D 86   01 24.4   35.6.

2. 10% point, ° C ............................................................................................................................... ASTM D 86   01 36.7   47.8.

3. 50% point, ° C ............................................................................................................................... ASTM D 86   01 81.7   101.1.

4. 90% point, ° C ............................................................................................................................... ASTM D 86   01 157.8   174.4.

5. End point, ° C ( maximum) ............................................................................................................. ASTM D 86   01 211.7.

Hydrocarbon composition: 1. Olefins, volume % ........................................................................................................................ ASTM D 1319   02 17.5 maximum.

2. Aromatics, volume % .................................................................................................................... ASTM D 1319   02 30.4 maximum.

3. Saturates ...................................................................................................................................... ASTM D 1319   02 Remainder.

Lead ( organic), g/ liter ............................................................................................................................... ASTM D 3237   97 0.013 maximum.

Phosphorous, g/ liter ................................................................................................................................. ASTM D 3231   02 0.005 maximum.

Sulfur, weight % ....................................................................................................................................... ASTM D 1266   98 0.08 maximum.

Volatility ( Reid Vapor Pressure), kPa ...................................................................................................... ASTM D 323   99a 11.2   11.8 psi.

1All ASTM standards are incorporated by reference in § 1065.1010.

( c) Use gasoline test fuel with octane values that represent commercially available fuels for the appropriate application. § 1065.215 Test fuel specifications for natural gas. ( a) Natural gas used as a test fuel must meet the specifications in the following table:

TABLE 1 OF § 1065.215.   TEST FUEL SPECIFICATIONS FOR NATURAL GAS Item Procedure1 Value ( mole percent)

1. Methane ............................................................................................................................................... ASTM D 1945   96 87.0 minimum. 2. Ethane .................................................................................................................................................. ASTM D 1945   96 5.5 maximum. 3. Propane ............................................................................................................................................... ASTM D 1945   96 1.2 maximum. 4. Butane .................................................................................................................................................. ASTM D 1945   96 0.35 maximum. 5. Pentane ................................................................................................................................................ ASTM D 1945   96 0.13 maximum. 6. C6 and higher ...................................................................................................................................... ASTM D 1945   96 0.1 maximum. 7. Oxygen ................................................................................................................................................. ASTM D 1945   96 1.0 maximum. 8. Inert gases ( sum of CO2 and N2) ........................................................................................................ ASTM D 1945   96 5.1 maximum.

1All ASTM standards are incorporated by reference in § 1065.1010.

( b) At ambient conditions, the fuel must have a distinctive odor detectable down to a concentration in air of not more than one fifth of the lower flammability limit.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00176 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68417 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations § 1065.220 Test fuel specifications for liquefied petroleum gas. ( a) Liquefied petroleum gas used as a test fuel must meet the specifications in the following table:

TABLE 1 OF § 1065.220.   TEST FUEL SPECIFICATIONS FOR LIQUEFIED PETROLEUM GAS Item Procedure1 Value 1. Propane .......................................................................................................................... ASTM D 2163   91 85.0 vol. percent minimum.

2. Vapor pressure at 38 ° C ................................................................................................ ASTM D 1267   02 or 2598   02 2 14 bar maximum.

3. Volatility residue ( evaporated temp., 35 ° C) .................................................................. ASTM D 1837   02   38 ° C maximum.

4. Butanes .......................................................................................................................... ASTM D 2163   91 5.0 vol. percent maximum.

5. Butenes .......................................................................................................................... ASTM D 2163   91 2.0 vol. percent maximum.

6. Pentenes and heavier .................................................................................................... ASTM D 2163   91 0.5 vol. percent maximum.

7. Propene .......................................................................................................................... ASTM D 2163   91 10.0 vol. percent maximum.

8. Residual matter ( residue on evap. of 100 ml oil stain observ.) .................................... ASTM D 2158   02 0.05 ml maximum pass. 3 9. Corrosion, copper strip ................................................................................................... ASTM D 1838   91 No. 1 maximum.

10. Sulfur ............................................................................................................................ ASTM D 2784   98 80 ppm maximum.

11. Moisture content ........................................................................................................... ASTM D 2713   91 pass.

1 All ASTM standards are incorporated by reference in § 1065.1010. 2 If these two test methods yield different results, use the results from ASTM D 1267   02. 3 The test fuel must not yield a persistent oil ring when you add 0.3 ml of solvent residue mixture to a filter paper in 0.1 ml increments and examine it in daylight after two minutes ( see ASTM D 2158   02).

( b) At ambient conditions, the fuel must have a distinctive odor detectable down to a concentration in air of not over one fifth of the lower flammability limit.

§ 1065.240 Lubricating oils. Lubricating oils you use to comply with this part must be commercially available and represent the oil that will be used with your in use engines.

§ 1065.250 Analytical gases. Analytical gases that you use to comply with this part must meet the accuracy and purity specifications of this section. You must record the expiration date specified by the gas supplier and may not use any gas after the expiration date. ( a) Pure gases. Use the `` pure gases'' shown in the following table:

TABLE 1 OF § 1065.250.   CONCENTRATION LIMITS FOR PURE GASES Gas type Maximum contaminant concentrations Oxygen content Organic carbon Carbon monoxide Carbon dioxide Nitric oxide ( NO)

Purified Nitrogen .......... 1 ppmC ....................... 1 ppm .......................... 400 ppm ...................... 0.1 ppm ....................... NA.

Purified Oxygen ........... NA ............................... NA ............................... NA ............................... NA ............................... 99.5   100.0%.

Purified Synthetic Air, or Zero Grade Air. 1 ppmC ....................... 1 ppm .......................... 400 ppm ...................... 0.1 ppm ....................... 18   21%.

( b) Fuel for flame ionization detectors. Use a hydrogen helium mixture as the fuel. Make sure the mixture contains 40 ± 2 percent hydrogen and no more than 1 ppmC of organic carbon or 400 ppm of CO2. ( c) Calibration and span gases. Apply the following provisions to calibration and span gases: ( 1) Use the following gas mixtures, as applicable, for calibrating and spanning your analytical instruments: ( i) Propane in purified synthetic air. You may ask us to allow you to use propane in purified nitrogen for high concentrations of propane. ( ii) CO in purified nitrogen. ( iii) NO and NO2 in purified nitrogen ( the amount of NO2 in this calibration gas must not exceed 5 percent of the NO content). ( iv) Oxygen in purified nitrogen. ( v) CO2 in purified nitrogen. ( vi) Methane in purified synthetic air. ( 2) The calibration gases in paragraph ( c)( 1) of this section must be traceable to within one percent of NIST gas standards or other gas standards we have approved. Span gases in paragraph ( c)( 1) of this section must be accurate to VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00177 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68418 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations within two percent of true concentration, where true concentration refers to NIST gas standards, or other gas standards we have approved. Record concentrations of calibration gas as volume percent or volume ppm. ( 3) You may use gases for species other than those in paragraph ( c)( 1) of this section ( such as methanol in air gases used to determine response factors), as long as they meet the following criteria: ( i) They are traceable to within ± 2 percent of NIST gas standards or other standards we have approved. ( ii) They remain within ± 2 percent of the labeled concentration. Show this by measuring quarterly with a precision of ± 2 percent ( two standard deviations) or by using another method we approve. You may take multiple measurements. If the true concentration of the gas changes by more than two percent, but less than ten percent, you may relabel the gas with the new concentration. ( 4) You may generate calibration and span gases using precision blending devices ( gas dividers) to dilute gases with purified nitrogen or with purified synthetic air. Make sure the mixing device produces a concentration of blended calibration gases that is accurate to within ± 1.5 percent. To do so, you must know the concentration of primary gases used for blending to an accuracy of at least ± 1 percent, traceable to NIST gas standards or other gas standards we have approved. For each calibration incorporating a blending device, verify the blending accuracy between 15 and 50 percent of full scale. You may optionally check the blending device with an instrument that is linear by nature ( for example, using NO gas with a CLD). Adjust the instrument's span value with the span gas connected directly to it. Check the blending device at the used settings to ensure that the difference between nominal values and measured concentrations at each point stays within ± 0.5 percent of the nominal value. ( d) Oxygen interference gases. Gases to check oxygen interference are mixtures of oxygen, nitrogen, and propane. The oxygen concentration must be 20   22 percent and the propane concentration must be 50   90 percent of the maximum value in the most typically used FID range. Independently measure the concentration of total hydrocarbons plus impurities by chromatographic analysis or by dynamic blending. Subpart D   Analyzer and Equipment Calibrations § 1065.301 Overview. Calibrate all analyzers and equipment at least annually, but make the actual frequency consistent with good engineering judgment. We may establish other guidelines as appropriate. Calibrate following specifications in one of three sources: ( a) Recommendations from the manufacturer of the analyzers or equipment. ( b) 40 CFR part 86, subpart F or subpart N. ( c) 40 CFR part 90, subparts D and E, as applicable.

§ 1065.305 International calibration standards. ( a) You may ask to use international standards for calibration. ( b) You need not ask for approval to use standards that have been shown to be traceable to NIST standards.

§ 1065.310 CVS calibration. [ Reserved]

§ 1065.315 Torque calibration. You must use one of two techniques to calibrate torque: the lever arm deadweight or the transfer technique. You may use other techniques if you show they are equally accurate. The NIST `` true value'' torque is defined as the torque calculated by taking the product of an NIST traceable weight or force and a sufficiently accurate horizontal distance along a lever arm, corrected for the lever arm's hanging torque. ( a) The lever arm dead weight technique involves placing known weights at a known horizontal distance from the torque measuring device's center of rotation. You need two types of equipment: ( 1) Calibration weights. This technique requires at least six calibration weights for each range of torque measuring device used. Equally space the weights and make sure each one is traceable to NIST weights. You also may use weights certified by a U. S. state government's bureau of weights and measures. If your laboratory is outside the U. S., see § 1065.305 for information about using non NIST standards. You may account for effects of changes in gravitational constant at the test site. ( 2) Lever arm. This technique also requires a lever arm at least 20 inches long. Make sure the horizontal distance from the torque measurement device's centerline to the point where you apply the weight is accurate to within ± 0.10 inches. You must balance the arm or know its hanging torque to within ± 0.1 ft lbs. ( b) The transfer technique involves calibrating a master load cell ( dynamometer case load cell). You may calibrate the master load cell with known calibration weights at known horizontal distances. Or you may use a hydraulically actuated, precalibrated, master load cell and then transfer this calibration to the device that measures the flywheel torque. The transfer technique involves three main steps: ( 1) Precalibrate a master load cell or calibrate it following paragraph ( a)( 1) of this section. Use known weights traceable to NIST with the lever arms specified in paragraph ( b)( 2) of this section. Run or vibrate the dynamometer during this calibration to reduce static hysteresis. ( 2) Use lever arms at least 20 inches long. The horizontal distances from the master load cell's centerline to the dynamometer's centerline and to the point where you apply weight or force must be accurate to within ± 0.10 inches. Balance the arms or know their net hanging torque to within ± 0.1 ft lbs. ( 3) Transfer calibration from the case or master load cell to the torquemeasuring device with the dynamometer operating at a constant speed. Calibrate the torquemeasurement device's readout to the master load cell's torque readout at a minimum of six loads spaced about equally across the full useful ranges of both measurement devices. ( Good engineering practice requires that both devices have about the same useful ranges of torque measurement.) Transfer the calibration so it meets the accuracy requirements in § 1065.105( a)( 2) for readouts from the torque measurement device.

Subpart E   Engine Selection, Preparation, and Service Accumulation § 1065.401 Selecting a test engine.

While all engine configurations within a certified engine family must comply with the applicable standards in the standard setting part, you are not required to test each configuration for certification. ( a) Select for testing according to the following guidance the engine configuration within the engine family that is most likely to exceed an emission standard: ( 1) Test the engine that we specify, whether we do this through general guidance or give you specific instructions. ( 2) If we do not tell you which engine to test, follow any instructions in the standard setting part. ( 3) If we do not tell you which engine to test and the standard setting part does VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00178 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68419 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations not include specifications for selecting test engines, use good engineering judgment to select the engine configuration within the engine family that is most likely to exceed an emission standard. ( b) In the absence of other information, the following characteristics are appropriate to consider when selecting the engine to test: ( 1) Maximum fueling rates. ( 2) Maximum in use engine speed ( governed or ungoverned, as applicable). ( 3) Highest sales volume. ( c) We may select any engine configuration within the engine family for our testing.

§ 1065.405 Preparing and servicing a test engine. ( a) If you are testing an emission data engine for certification, make sure you have built it to represent production engines. ( b) Run the test engine, with all emission control systems operating, long enough to stabilize emission levels. If you accumulate 50 hours of operation, you may consider emission levels stable without measurement. ( c) Do not service the test engine before you stabilize emission levels, unless we approve other maintenance in advance. This prohibition does not apply to your recommended oil and filter changes for newly produced engines, or to idle speed adjustments. ( d) Select engine operation for accumulating operating hours on your test engines to represent normal in use operation for the engine family. ( e) If you need more than 50 hours to stabilize emission levels, record your reasons and the method you use to do this. Give us these records if we ask for them.

§ 1065.410 Service limits for stabilized test engines. ( a) After you stabilize the test engine's emission levels, you may do scheduled maintenance, other than during emission testing, as the standard setting part specifies. ( b) You may not do any unscheduled maintenance to the test engine or its emission control system or fuel system without our advance approval. Unscheduled maintenance includes adjusting, repairing, removing, disassembling, cleaning, or replacing the test engine. We may approve routine maintenance that is not scheduled such as maintaining the proper oil level. ( 1) We may approve other unscheduled maintenance if all of the following occur: ( i) You determine that a part failure or system malfunction ( or the associated repair) does not make the engine unrepresentative of production engines in the field and does not require anyone to access the combustion chamber. ( ii) Something clearly malfunctions ( such as persistent misfire, engine stall, overheating, fluid leakage, or loss of oil pressure) and needs maintenance or repair. ( iii) You give us a chance to verify the extent of the malfunction before you do the maintenance. ( 2) If we determine that a part's failure or a system's malfunction ( or the associated repair) has made the engine unrepresentative of production engines, you may no longer use it as a test engine. ( 3) You may not do unscheduled maintenance based on emission measurements from the test engine. ( 4) Unless we approve otherwise in advance, you may not use equipment, instruments, or tools to identify bad engine components unless you specify they should be used for scheduled maintenance on production engines. In this case, if they are not generally available, you must also make them available at dealerships and other service outlets. ( c) If you do maintenance that might affect emissions, you must completely test the engine for emissions before and after the maintenance, unless we waive this requirement. ( d) If your test engine has a major mechanical failure that requires you to take it apart, you may no longer use it as a test engine.

§ 1065.415 Durability demonstration.

If the standard setting part requires durability testing, you must accumulate service in a way that represents how you expect the engine to operate in use. You may accumulate service hours using an accelerated schedule, such as through continuous operation. ( a) Maintenance. The following limits apply to the maintenance that we allow you to do on test engine: ( 1) You may perform scheduled maintenance that you recommend to operators, but only if it is consistent with the standard setting part's restrictions. ( 2) You may perform additional maintenance only if we approve it in advance, as specified in § 1065.410( b). ( 3) If your test engine has a major mechanical failure that requires you to take it apart, you may no longer use it as a test engine. ( b) Emission measurements. You must measure emissions following two main requirements: ( 1) Perform emission tests to determine deterioration factors consistent with good engineering judgment. Evenly space any tests between the first and last test points throughout the durability period. ( 2) Perform emission tests following the provisions of this part and the standard setting part.

Subpart F   Running an Emission Test § 1065.501 Overview of the engine dynamometer test procedures.

( a) The engine dynamometer test procedure measures brake specific emissions of hydrocarbons ( total and nonmethane, as applicable), carbon monoxide, and oxides of nitrogen. To perform this test procedure, you first dilute exhaust emissions with ambient air and collect a continuous proportional sample for analysis, then analyze the composite samples ( either in bags after the test or continuously during the test). The general test procedure consists of a test cycle made of one or more segments ( check the standard setting part for specific cycles): ( 1) Either a cold start cycle ( where you measure emissions) or a warm up cycle ( where you do not measure emissions). ( 2) A hot start transient test ( some test cycles may omit engine starting from the `` hot start'' cycle). ( 3) A steady state test. ( b) Measure power using the dynamometer's feedback signals for torque and speed. The power measurement produces a brake kilowatthour value that allows you to calculate brake specific emissions ( see Subpart G of this part). ( c) Prepare engines for testing consistent with § 1065.10( c)( 1) and according to the following provisions: ( 1) When you test an engine or operate it for service accumulation, use the complete engine with all emissioncontrol devices installed and functioning. ( 2) Install the fan for any air cooled engine ( if applicable). ( 3) You may install accessories such as an oil cooler, alternators, and air compressors or simulate their loading if they are typical of in use operation. Apply this loading during all testing operations, including mapping. ( 4) You may install a production type starter on the engine. ( 5) Cool the engine in a way that will maintain its operating temperatures including the intake air, oil, water temperatures about the same as they would be during normal operation. You may use auxiliary fans if necessary. You may use rust inhibitors and lubrication additives, up to the levels that the additive manufacturer recommends.

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00179 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68420 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations You may also use antifreeze mixtures and other coolants typical of those approved for use by the manufacturer. ( 6) Use representative exhaust and airintake systems. Make sure the exhaust restriction is 80 to 100 percent of the recommended maximum specified exhaust restriction and the air inlet restriction is between that of a clean filter and the maximum restriction specification. As the manufacturer, you are liable for emission compliance from the minimum in use restrictions to the maximum restrictions you specify for that particular engine.

§ 1065.510 Engine mapping procedures. ( a) Torque map. Map your engine's torque while it is mounted on the dynamometer. Use the torque curve resulting from the mapping to convert the normalized torque values in the engine cycle to actual torque values for the test cycle. Make sure the speed ranges at least from the warm no load idle speed to 105 percent of the maximum test speed. Because you determine the maximum test speed from the torque map, you may have to perform a preliminary torque map to determine the full mapping range. You may perform this preliminary torque map while the engine warms up. To map the engine, do the following things in sequence: ( 1) Warm up the engine so oil and water temperatures ( on an absolute scale such as the Kelvin scale) vary by less than two percent for two minutes; or until the thermostat opens if the enginecoolant system includes a thermostat. ( 2) Operate the engine at the warm noload idle speed. ( 3) Fully open the throttle. ( 4) While maintaining wide open throttle and full load, keep the engine at minimum speed for at least 15 seconds. Record the average torque during the last 5 seconds. ( 5) In increments of 100 ± 20 rpm, determine the maximum torque curve for the full speed range. Hold each test point for 15 seconds and record the average torque over the last 5 seconds. You may use larger increments for engines with maximum test speed over 4000 rpm, as long as you include at least 40 points and space them evenly. ( 6) Fit all data points recorded with a cubic spline, Akima, or other technique we approve in advance. The resultant curve must be accurate to within ± 1.0 ftlbs of all recorded engine torques. ( b) Torque map with continual engine speed sweep. In place of paragraphs ( a)( 1) through ( a)( 4) of this section, you may do a continual sweep of engine speed. While operating at wide open throttle, increase the engine speed at an average rate of 8 ± 1 rpm/ sec over the full speed range. You may use higher sweeping rates for naturally aspirated engines, in accordance with good engineering judgment. Record speed and torque points at a rate of at least one point per second. Connect all points generated under this approach by linear interpolation. ( c) Alternate mapping. You may use other mapping techniques if you believe those in paragraphs ( a) and ( b) of this section are unsafe or unrepresentative for any engine or engine family. These alternate techniques must satisfy the intent of the specified mapping procedures   to determine the maximum available torque at all engine speeds that occur during the test cycles. Report deviations from this section's mapping techniques for reasons of safety or representativeness. In no case, however, may you use descending continual sweeps of engine speed for governed or turbocharged engines. ( d) Replicate tests. You need not map an engine before every test, but you do need to remap the engine in any of the following situations: ( 1) Good engineering judgment determines that an unreasonable amount of time has passed since the last map. ( 2) The barometric pressure before the test begins has changed more than 25 mm Hg from the average barometric pressure observed during the map. ( 3) The engine has undergone physical changes or recalibration that might affect its performance. ( e) Power map. Where applicable, generate a power map using the procedures this section specifies for torque maps. You may generate the power map directly or convert the torque map to a power map using engine speeds. The power map is also called a lug curve. ( f) Cycles based only on torque/ power at maximum test speed. If the applicable test cycle for your engine does not require map information for engine speeds other than the maximum test speed, you may make the following simplifications: ( 1) You need not perform the entire torque or power map, as long as you map the engines for speeds between 75 and 105 percent of the maximum test speed. ( 2) You need not remap an engine according to paragraph ( d) of this section. You need only verify the maximum torque or power at maximum test speed.

§ 1065.515 Test cycle generation. ( a) Denormalizing test cycles. The standard setting parts establish the applicable test cycles consisting of second by second specifications for normalized torque and speed for transient cycles, or modal specifications for normalized torque and speed ( or power and speed) for steady state cycles. You must denormalize these values to get actual torque and speed for your engine. ( 1) Torque is normalized to a maximum torque value. Check the standard setting part to see if it is normalized based on the maximum torque at the given speed or based on the maximum torque for all speeds. To denormalize the torque values in the cycle, use the engine's maximum torque point or its torque map ( § 1065.510 describes how to generate the torque map). ( 2) Power is normalized to a maximum power value. Check the standard setting part to see if it is normalized based on the maximum power at the given speed or based on the maximum power for all speeds. To denormalize the power values in the cycle, use the engine's maximum power point or its power map ( § 1065.510 describes how to generate the power map). ( 3) To denormalize speed, use the following equation: Actual engine speed = ( 0.01) × (% engine speed) × ( Maximum test speed   warm idle speed) + warm idle speed ( 4) Paragraph ( d) of this section describes how to calculate maximum test speed. ( b) Example of denormalizing a test points. For an engine with maximum test speed of 3800 rpm and warm idle speed of 600 rpm, denormalize the following test point: percent engine speed = 43, percent torque = 82. ( 1) Calculate actual engine speed. The following equation applies for this example: Actual engine speed = ( 0.01) × ( 43) × ( 3800 ¥ 600) + 600 = 1976 rpm. ( 2) Determine actual torque. Determine the maximum observed torque at 1976 rpm from the maximum torque curve. Then multiply this value ( for example, 358 ft lbs.) by 0.82. The resulting actual torque is 294 ft lbs. ( c) Cold start enhancement devices. If an engine has a properly operating automatic enhancement device for cold starts, let it override the zero percent speed specified in the test cycles. ( d) Maximum test speed. For constant speed engines, maximum test speed is the same as the engine's maximum operating speed in use. Maximum test speed for variable speed engines occurs on the lug curve at the VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00180 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68421 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations point farthest from the origin on a plot of power vs. speed. To find this speed, follow three main steps: ( 1) Generate the lug curve. Before testing an engine for emissions, generate data points for maximum measured brake power with varying engine speed ( see § 1065.510). These data points form the lug curve. ( 2) Normalize the lug curve. To normalize the lug curve, do three things: ( i) Identify the point ( power and speed) on the lug curve where maximum power occurs. ( ii) Normalize the power values of the lug curve   divide them by the maximum power and multiply the resulting values by 100. ( iii) Normalize the engine speed values of the lug curve   divide them by the speed at which maximum power occurs and multiply the resulting values by 100. ( 3) Determine maximum test speed. Calculate the maximum test speed from the following speed factor analysis: ( i) For a given power speed point, the speed factor is the normalized distance to the power speed point from the zeropower zero speed point. Compute the speed factor's value:

Speed factor = ( power) ( speed) 2 2 +

( ii) Determine the maximum value of speed factors for all the power speed data points on the lug curve. Maximum test speed is the speed at which the speed factor's maximum value occurs. Note that this maximum test speed is the 100 percent speed point for normalized transient duty cycles. ( e) Intermediate test speed. Determine intermediate test speed with the following provisions: ( 1) If peak torque speed is 60 to 75 percent of the maximum test speed, the intermediate speed point is at that same speed. ( 2) If peak torque speed is less than 60 percent of the maximum test speed, the intermediate speed point is at 60 percent of maximum test speed. ( 3) If peak torque speed is greater than 75 percent of the maximum test speed, the intermediate speed point is at 75 percent of maximum test speed.

§ 1065.520 Engine starting, restarting, and shutdown.

Unless the standard setting part specifies otherwise, follow the steps in this section to start and shut down the test engine: ( a) Engine starting. Start the engine according to the manufacturer's recommended starting procedure in the owner's manual, using either a production starter motor or the dynamometer. Use the dynamometer to crank ( or motor) the engine at the typical in use cranking speed with a fully charged battery ( nominal speed ± 10 percent), accelerating the engine to cranking speed in the same time it would take with a starter motor ( nominal ± 0.5 seconds). Stop motoring by the dynamometer within one second of starting the engine. The cycle's freeidle period begins when you determine that the engine has started. ( 1) If the engine does not start after 15 seconds of cranking, stop cranking and determine the reason it failed to start. While diagnosing the problem, turn off the device that measures gas flow ( or revolution counter) on the constantvolume sampler ( and all integrators when measuring emissions continuously). Also, turn off the constant volume sampler or disconnect the exhaust tube from the tailpipe. If failure to start is an operational error, reschedule the engine for testing ( this may require soaking the engine if the test requires a cold start). ( 2) If longer cranking times are necessary, you may use them instead of the 15 second limit, as long as the owner's manual and the service repair manual describe the longer cranking times as normal. ( 3) If an engine malfunction causes a failure to start, you may correct it in less than 30 minutes and continue the test. Reactivate the sampling system at the same time cranking begins. When the engine starts, begin the timing sequence. If an engine malfunction causes a failure to start, and you cannot restart the engine, the test is void. ( b) Engine stalling. Respond to engine stalling as follows: ( 1) If the engine stalls during the warm up period, the initial idle period of test, or the steady state segment, you may restart the engine immediately using the appropriate starting procedure and continue the test. ( 2) If the engine stalls at any other time, the test is void. ( c) Engine shutdown. Shut the engine down according to the manufacturer's specifications.

§ 1065.525 Engine dynamometer test run.

Take the following steps for each test: ( a) Prepare the engine, dynamometer, and sampling system. Change filters or other replaceable items and check for leaks as necessary. ( b) If you are using bag samples, connect evacuated sample collection bags to the collection system for the dilute exhaust and dilution air sample. ( c) Attach the CVS to the engine's exhaust system any time before starting the CVS. ( d) Start the CVS ( if not already started), the sample pumps, the engine cooling fans, and the data collection system. Before the test begins, preheat the CVS's heat exchanger ( if used) and the heated components of any continuous sampling systems to designated operating temperatures. ( e) Adjust the sample flow rates to the desired levels and set to zero the devices in the CVS that measure gas flow. The venturi design fixes the sample flow rate in a CFV   CVS. ( f) Start the engine if engine starting is not part of the test cycle, as specified in the standard setting part. ( g) Run the test cycle specified in the standard setting part and collect the test data. ( h) As soon as practical after the test cycle is complete, analyze the bag samples.

§ 1065.530 Test cycle validation criteria. ( a) Steady state emission testing. Make sure your engine's speeds and loads stay within ± 2 percent of the set point during the sampling period. ( b) Transient emission testing performed by EPA. Emission tests must meet the specifications of this paragraph ( b). Otherwise, they do not comply with the test cycle requirements of the standard setting part, unless we determine the cause of the failure to meet these specifications is related to the engine rather than the test equipment. ( 1) Shifting feedback signals. The time lag between the feedback and referencecycle values may bias results. To reduce this effect, you may advance or delay the entire sequence of engine speed and torque feedback signals with respect to the reference sequence for speed and torque. If you shift the feedback signals, you must shift speed and torque the same amount in the same direction. ( 2) Calculating brake kilowatt hour emissions. Calculate brake kilowatt hour emissions for each pair of feedback values recorded for engine speed and torque. Also calculate the reference brake kilowatt hour for each pair of reference values for engine speed and torque. Calculate to five significant figures. ( 3) Performing regression line analysis. Perform regression analysis to calculate validation statistics as follows: ( i) Perform linear regressions of feedback value on reference value for speed, torque, and brake power on 1 Hz data after the feedback shift has occurred ( see paragraph ( b)( 1) of this section). Use the method of least squares, with the best fit equation having the form: y = mx + b VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00181 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 ER08NO02.015</ MATH> 68422 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations Where: y = The feedback ( actual) value of speed ( rpm), torque ( ft lbs.), or brake power. m = Slope of the regression line. x = The reference value ( speed, torque, or brake power). b = The y intercept of the regression line. ( ii) Calculate the standard error of estimate ( SE) of y on x and the coefficient of determination ( r2) for each regression line. ( iii) For a valid test, make sure the feedback cycle's integrated brake kilowatt hour is within 5 percent of the reference cycle's integrated brake kilowatt hour. Also, ensure that the slope, intercept, standard error, and coefficient of determination meet the criteria in the following table ( you may delete individual points from the regression analyses, consistent with good engineering judgment):

TABLE 1 OF § 1065.530.   STATISTICAL CRITERIA FOR VALIDATING TEST CYCLES Speed Torque Power 1. Slope of the regression line ( m) 0.980 to 1.020 .............................. 0.880 to 1.030 .............................. 0.880 to 1.030.

2. Y intercept of the regression line ( b).   b     40 rpm .................................   b     5.0 percent of maximum torque from power map.   b     3.0 percent of maximum torque from power map.

3. Standard error of the estimate of Y on X ( SE). 100 rpm ........................................ 15 percent of maximum torque from power map. 10 percent of maximum power from power map.

4. Coefficient of determination ( r2) r2   0.970 ...................................... r2   0.900 ...................................... r2   0.900.

( c) Transient testing performed by manufacturers. Emission tests that meet the specifications of paragraph ( b) of this section satisfy the standard setting part's requirements for test cycles. You may ask to use a dynamometer that cannot meet those specifications, consistent with good engineering practice. We will approve your request as long as using the alternate dynamometer does not affect your ability to show that you comply with all applicable emission standards.

Subpart G   Data Analysis and Calculations § 1065.601 Overview.

This subpart describes how to use the responses on the analyzers and other meters to calculate final gram per kilowatt hour emission rates.

Note: Volume and density values used in these calculations are generally corrected to standard conditions of 20 ° C and 101.3 kPa.)

§ 1065.605 Required records.

Retain the following information for each test: ( a) Test number. ( b) System or device tested ( brief description). ( c) Date and time of day for each part of the test schedule. ( d) Test results. ( e) Operator's name. ( f) Engine: ID number, manufacturer, model year, emission standards, engine family, basic engine description, fuel system, engine code, and idle speed, as applicable. ( g) Dynamometer: Dynamometer identification, records to verify compliance with the duty cycle requirements of the test. ( h) Gas analyzers: Analyzer bench identification, analyzer ranges, recordings of analyzer output during zero, span, and sample readings. ( i) Recorder charts: Test number, date, identification, operator's name, and identification of the measurements recorded. ( j) Test cell barometric pressure, ambient temperature, and humidity as required. ( Some test systems may require continuous measurements; others may require a single measurement, or measurements before and after the test.) ( k) Temperatures: Records to verify compliance with the ambient temperature requirements throughout the test procedure. ( l) CFV   CVS: Total dilute exhaust volume ( Vmix) for each phase of the exhaust test. ( m) PDP   CVS: Test measurements for calculating the total dilute exhaust volume ( Vmix), and the Vmix for each phase of the exhaust test. ( n) The humidity of the dilution air.

Note: If you do not use conditioning columns, this measurement is not necessary. If you use conditioning columns and take the dilution air from the test cell, you may use the ambient humidity for this measurement.

§ 1065.610 Bag sample analysis. ( a) Zero the analyzers and obtain a stable zero reading. Recheck after tests. ( b) Introduce span gases and set instrument gains. To avoid errors, span and calibrate at the same flow rates used to analyze the test sample. Span gases should have concentrations equal to 75 to 100 percent of full scale. If gain has shifted significantly on the analyzers, check the calibrations. Show actual concentrations on the chart. ( c) Check zeroes; if necessary, repeat the procedure in paragraphs ( a) and ( b) of this section. ( d) Check flow rates and pressures. ( e) Measure HC, CO, CO2, and NOX concentrations of samples. ( f) Check zero and span points. If the difference is greater than 2 percent of full scale, repeat the procedure in paragraphs ( a) through ( e) of this section.

§ 1065.615 Bag sample calculations.

( a) Calculate the dilution factor. The dilution factor is the ratio of the total volume of the raw exhaust to the total volume of the diluted exhaust. It is calculated as 134,000 divided by the sum of the diluted ppmC concentrations of carbon containing compounds in the exhaust, as follows: DF = 134,000/ ( CO2sample+ THCsample+ COsample), Where: CO2sample and COsample are expressed as ppm, and THCsample is expressed as ppmC. ( b) Calculate mass emission rates ( g/ test) for the transient segment using the general equation in paragraph ( b)( 1) of this section: ( 1) The general equation is: Emission rate = ( total dilute exhaust flow volume)( ppm)( density factor)/ 106 Mx = ( Vmix)( Ci)( fdi)/ 106 Where: Mx = Mass emission rate in g/ test segment. Vmix = Total dilute exhaust flow volume flow in m3 per test segment corrected to 20 ° C and 101.3 kPa. Ci = The concentration of species i, in ppm or ppmC, corrected for background VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00182 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68423 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations contribution according to the equation in paragraph ( b)( 2) of this section. fdi = The density factor for species i. The density factors are 576.8 g/ m3 for THC, 1913 g/ m3 for NOX, and 1164 g/ m3 for CO. ( 2) The equation to calculate Ci is: Ci = Csample   Cbackground [ 1   ( 1/ DF)] Where: Csample = Concentration of species i in the diluted exhaust sample, in ppm or ppmC. Cbackground = Concentration of species i in the dilution air background sample, in ppm or ppmC. DF = Dilution factor, as calculated in paragraph ( a) of this section. ( c) Calculate total brake work ( kW   hr) done during the emissions sampling period of each segment or mode. ( d) Calculate emissions in g/ kW   hr by dividing the mass emission rate ( g/ test segment) by the total brake work for the test segment. ( e) Apply deterioration factors or other adjustment factors to the brakespecific emission rate in paragraph ( e) as specified in the standard setting part.

Subpart H   Particulate Measurements [ Reserved]

Subpart I   Testing With Oxygenated Fuels § 1065.801 Applicability.

( a) This subpart applies for testing with oxygenated fuels. Except where specified otherwise in the standardsetting part, compliance with this subpart is not required for fuels that contain less than 25 percent oxygenated compounds by volume. For example, you generally would not need to follow the requirements of this subpart for tests performed using a fuel that was 10 percent ethanol and 90 percent gasoline, but you would need to follow these requirements for tests performed using a fuel that was 85 percent ethanol and 15 percent gasoline. ( b) This subpart specifies sampling procedures and calculations that are different than those used for nonoxygenated fuels. The other test procedures of this part apply for testing with oxygenated fuels.

§ 1065.805 Sampling system.

( a) Use the sampling procedures specified in 40 CFR part 86 for methanol and formaldehyde to measure alcohols and aldehydes in the exhaust. This requires the following: ( 1) Bubbling a sample of the exhaust through water to collect the alcohols. ( 2) Passing a sample of the exhaust through cartridges impregnated with 2,4 dinitrophenylhydrazine to measure aldehydes. ( b) Use good engineering judgment to measure other oxygenated compounds in the exhaust.

§ 1065.810 Calculations.

( a) THCE emissions. ( 1) Calculate THCE emissions as the sum of the mass of the nonoxygenated hydrocarbons in the exhaust and the carbon equivalent mass of each measured oxygenated species in the exhaust. ( 2) Calculate carbon equivalent mass of each measured oxygenated species from the following equation: Carbon equivalent = 13.8756 × MOC/ MWPC Where: MOC is the mass of the oxygenated compound in the exhaust, and MWPC is the molecular weight of compound per carbon atom of compound. ( b) NMHCE emissions. Calculate NMHCE emissions as either: ( 1) The sum of the mass of the nonoxygenated nonmethane hydrocarbons in the exhaust and the carbon equivalent mass of each measured oxygenated species in the exhaust. ( 2) THCE minus the mass of methane in the exhaust. ( c) Sample calculation. ( 1) Assume the following emissions for a test: 40.00 grams of nonoxygenated hydrocarbons, 100.00 grams of ethanol, and 10.00 grams of acetaldehyde, and 1.00 gram of formaldehyde. ( 2) The carbon equivalent of the masses of oxygenated compounds are: ( i) 13.8756 × 100.00/( 46.068/ 2) = 60.24 grams of ethanol. ( ii) 13.8756 × 10.00/( 44.052/ 2) = 6.30 grams of acetaldehyde. ( iii) 13.8756 × 1.00/( 30.026) = 0.46 grams of formaldehyde. ( 3) THCE = 40.00 + 60.24 + 6.30 + 0.46 = 107.00 grams per test.

Subpart J   Field Testing § 1065.901 Applicability.

( a) The test procedures in this subpart measure brake specific emissions from engines while they remain installed in vehicles or equipment in the field. ( b) These test procedures apply to your engines as specified in the standard setting part. For example, part 1048 of this chapter specifies emission standard to be used for in use tests conducted in accordance with the provisions of this part. Unless this subpart is specifically mentioned in the standard setting part, compliance with the provisions of this subpart is not required. § 1065.905 General provisions. ( a) Unless the standard setting part specifies deviations from the provisions of this subpart, testing conducted under this subpart must conform to all of the provisions of this subpart. ( b) Testing conducted under this subpart may include any normal in use operation of the engine.

§ 1065.910 Measurement accuracy and precision. ( a) Measurement systems used for inuse testing must be accurate to within ± 5 percent compared to engine dynamometer testing conducted according to the test procedures of this part that are applicable for your engine. These systems must also have a precision of ± 5 percent or better. Determine accuracy and precision of an in use system by simultaneously measuring emissions using the enginedynamometer test procedures of this part and the in use system. To have a statistically valid sample, measure emissions during at least 3 tests each for at least 3 different engines. You must conduct these verification tests using the test cycle specified in the standardsetting part, unless we approve a different test cycle. ( 1) A system must meet the following conditions to be considered sufficiently accurate: ( i) The correlation coefficient ( r) for a least squares linear fit that includes the origin must be 0.95 or higher. ( ii) The average ratio ( for all tests) of the emission rate from the in use system divided by the emission rate from the dynamometer procedure must be 0.97 to 1.05. ( 2) For a system to be considered sufficiently precise, the average coefficient of variance for all engines must be 5 percent or less for each pollutant.

Note: Increasing the length of the sampling period may be an effective way to improve precision.

( b) Measurement systems that conform to the provisions of § § 1065.915 through 1065.950 are considered to be in compliance with the accuracy and precision requirements of paragraph ( a) of this section.

§ 1065.915 Equipment specifications for SI engines. This section describes equipment you may use to measure in use emissions. You may use other equipment and measurement systems that conform to the requirements of § § 1065.905 and 1065.910. ( a) The primary components of the inuse measurement system are a mass air flow sensor, a portable FID, a zirconia

VerDate 0ct< 31> 2002 17: 09 Nov 07, 2002 Jkt 200001 PO 00000 Frm 00183 Fmt 4701 Sfmt 4700 E:\ FR\ FM\ 08NOR2. SGM 08NOR2 68424 Federal Register / Vol. 67, No. 217 / Friday, November 8, 2002 / Rules and Regulations based NOX sensor, a zirconia based air/ fuel ratio sensor, and a portable NDIR analyzer. ( 1) The mass air flow sensor must meet the requirements of § 1065.930. ( 2) The portable FID must meet the requirements of § 1065.935. ( 3) The NOX and air/ fuel sensors must meet the requirements of § 1065.940 ( 4) The NDIR analyzer must meet the requirements of § 1065.945. ( b) You must measure the following parameters continuously at a rate of 3 Hz or higher and store the data electronically: ( 1) THC, NOX, CO concentrations. ( 2) Mass air fuel ratio. ( 3) Intake air flow rate. ( 4) Engine speed. ( 5) Parameters used to calculate torque. ( c) You must minimize sample line length for any analyzers that require a physical sample be drawn from the exhaust to the analyzer ( i. e., THC and CO analyzers). You must draw these samples at a constant flow rate. In no case may you use any combination of sample line length and sample flow rate that would require more than 10 seconds for the analyzer to reach 90 percent of its final response after a step change to the input concentration at the opening of the sample probe. For residence time delays between 1 and 10 seconds, you must correct the measurements to be consistent with the data for engine speed, torque, and air intake. You may also correct other measurements with less than delays less than 1 second. ( d) You may insert the sample probes and sensors into the exhaust pipe, or mount them in an exhaust extension that is connected to the exhaust pipe with negligible leaking. Place the sample probes and sensors close enough to the center line of the exhaust pipe to minimize boundary layer effects from the wall.

§ 1065.920 Equipment setup and test run for SI engines.

This section describes how to set up the equipment specified in § 1065.915, and how to use it to measure in use emissions from SI engines. ( a) Inspect the vehicle or equipment to determine whether it meets any applicable requirements of the standardsetting part. This may include requirements related to model year, accumulated hours of operation, fuel specifications, maintenance history, engine temperatures, etc. ( b) Perform calibrations as specified in this subpart. In the field, this generally will require only zeroing and spanning the instruments. However, each instrument must have been fully calibrated according to the instrument manufacturer's specifications. Nonlinear calibrations generated previously from the full calibration may be used after zeroing and spanning the instruments. Spanning can be performed using a single gas bottle, consistent with good engineering practice, and provided that stability of the span mixture has been demonstrated. ( c) Connect the data recorder ( with any necessary signal interpreters or converters) to the engine's electronic control module. ( d) Disconnect the air intake system, as necessary, to attach the mass air flow sensor. Reconnect the system after attaching the mass air flow sensor. ( e) Attach the sample extension to the exhaust outlet. ( f) Turn on instruments and allow them to warm up as necessary. ( g) Begin sampling. You do not need to begin recording the data at this point. ( h) Begin operating the vehicle or equipment in a normal manner.

Note: We may require you to operate the vehicle or equipment in a specific manner.

( i) Begin recording engine speed, engine torque ( or surrogate), intake air flow, emissions data ( THC, NOX, CO, air/ fuel ratio), and time. This time marks the beginning of the sampling period. ( j) Continue recording data and operating the vehicle or equipment in a normal manner until the end of the sampling period. The length of the sampling period is based on good engineering practice, the precision requirements of § 1065.910, and applicable limits in the standard setting part. ( k) You may measure background concentrations and correct measured emission values accordingly. However, if any background corrections are equivalent to 5 percent or more of the maximum emissions allowed by the applicable standard, the test shall be voided and repeated in an environment with lower background concentrations.