standard under the ABT 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 pump, fuel filters, fuel
lines, carburetor or fuel-injection components, and all fuel-system
vents. It also includes components for controlling evaporative
emissions, such as fuel caps, purge valves, and carbon canisters.
    Fuel type means a general category of fuels such as diesel fuel or
natural gas. There can be multiple grades within a single fuel type,
such as high-sulfur or low-sulfur diesel fuel.
    Good engineering judgment has the meaning given in 40 CFR 1068.30.
See 40 CFR 1068.5 for the administrative process we use to evaluate
good engineering judgment.
    Gross vehicle weight rating (GVWR) means the value specified by the
vehicle manufacturer as the maximum design loaded weight of a single
vehicle, consistent with good engineering judgment.
    Gross combined weight rating (GCWR) means the value specified by
the vehicle manufacturer as the maximum weight of a loaded vehicle and
trailer, consistent with good engineering judgment.
    Heavy-duty engine means any engine used for (or for which the
engine manufacturer could reasonably expect to be used for) motive
power in a heavy-duty vehicle.
    Heavy-duty vehicle means any motor vehicle above 8,500 pounds GVWR
or that has a vehicle curb weight above 6,000 pounds or that has a
basic vehicle frontal area greater than 45 square feet.
    Hybrid engine or hybrid powertrain means an engine or powertrain
that includes energy storage features other than a conventional battery
system or conventional flywheel. Supplemental electrical batteries and
hydraulic accumulators are examples of hybrid energy storage systems
Note that certain

provisions in this part treat hybrid engines and powertrains intended
for vehicles that include regenerative braking different than those
intended for vehicles that do not include regenerative braking.
    Hybrid vehicle means a vehicle that includes energy storage
features (other than a conventional battery system or conventional
flywheel) in addition to an internal combustion engine or other engine
using consumable chemical fuel. Supplemental electrical batteries and
hydraulic accumulators are examples of hybrid energy storage systems
Note that certain provisions in this part treat hybrid vehicles that
include regenerative braking different than those that do not include
regenerative braking.
    Hydrocarbon (HC) means the hydrocarbon group on which the emission
standards are based for each fuel type. For alcohol-fueled vehicles, HC
means nonmethane hydrocarbon equivalent (NMHCE) for exhaust emissions
and total hydrocarbon equivalent (THCE) for evaporative emissions. For
all other vehicles, HC means nonmethane hydrocarbon (NMHC) for exhaust
emissions and total hydrocarbon (THC) for evaporative emissions.
    Identification number means a unique specification (for example, a
model number/serial number combination) that allows someone to
distinguish a particular vehicle from other similar vehicles.
    Incomplete vehicle has the meaning given in the definition of
vehicle in this section.
    Light-duty truck means any motor vehicle rated at or below 8,500
pounds GVWR with a curb weight at or below 6,000 pounds and basic
vehicle frontal area at or below 45 square feet, which is:
    (1) Designed primarily for purposes of transportation of property
or is a derivation of such a vehicle; or
    (2) Designed primarily for transportation of persons and has a
capacity of more than 12 persons; or
    (3) Available with special features enabling off-street or off-
highway operation and use.
    Light-duty vehicle means a passenger car or passenger car
derivative capable of seating 12 or fewer passengers.
    Low-mileage means relating to a vehicle with stabilized emissions
and represents the undeteriorated emission level. This would generally
involve approximately 4000 miles of operation.
    Manufacture means the physical and engineering process of
designing, constructing, and assembling a vehicle.
    Manufacturer has the meaning given in section 216(1) of the Act. In
general, this term includes any person who manufactures a vehicle or
vehicle for sale in the United States or otherwise introduces a new
motor vehicle into commerce in the United States. This includes
importers who import vehicles or vehicles for resale.
    Model year means the manufacturer's annual new model production
period, except as restricted under this definition and 40 CFR part 85,
subpart X. It must include January 1 of the calendar year for which the
model year is named, may not begin before January 2 of the previous
calendar year, and it must end by December 31 of the named calendar
year. Use the date on which a vehicle is shipped from the factory in
which you finish your assembly process as the date of manufacture for
determining your model year. For example, where a certificate holder
sells a cab-complete vehicle to a secondary vehicle manufacturer, the
model year is based on the date the vehicle leaves the factory as a
cab-complete vehicle.
    Motor vehicle has the meaning given in 40 CFR 85.1703.
    New motor vehicle means a motor vehicle meeting the criteria of
either paragraph (1) or (2) of this definition. New motor vehicles may
be complete or incomplete.
    (1) A motor vehicle for which the ultimate purchaser has never
received the equitable or legal title is a new motor vehicle. This kind
of vehicle might commonly be thought of as ``brand new'' although a new
motor vehicle may include previously used parts. Under this definition,
the vehicle is new from the time it is produced until the ultimate
purchaser receives the title or places it into service, whichever comes
first.
    (2) An imported heavy-duty motor vehicle originally produced after
the 1969 model year is a new motor vehicle.
    Noncompliant vehicle means a vehicle 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 means a vehicle not covered by a certificate
of conformity that would otherwise be subject to emission standards.
    Nonmethane hydrocarbons (NMHC) means the sum of all hydrocarbon
species except methane, as measured according to 40 CFR part 1065.
    Official emission result means the measured emission rate for an
emission-data vehicle on a given duty cycle before the application of
any required deterioration factor, but after the applicability of
regeneration adjustment factors.
    Owners manual means a document or collection of documents prepared
by the vehicle manufacturer for the owners or operators to describe
appropriate vehicle maintenance, applicable warranties, and any other
information related to operating or keeping the vehicle. The owners
manual is typically provided to the ultimate purchaser at the time of
sale.
    Oxides of nitrogen has the meaning given in 40 CFR 1065.1001.
    Particulate trap means a filtering device that is designed to
physically trap all particulate matter above a certain size.
    Placed into service means put into initial use for its intended
purpose.
    Power take-off (PTO) means a secondary engine shaft or other system
on a vehicle that provides substantial auxiliary power for purposes
unrelated to vehicle propulsion or normal vehicle accessories such as
air conditioning, power steering, and basic electrical accessories. A
typical PTO uses a secondary shaft on the engine to transmit power to a
hydraulic pump that powers auxiliary equipment such as a boom on a
bucket truck.
    Regulatory sub-category means one of following groups:
    (1) Spark-ignition vehicles subject to the standards of Sec.
1037.104. Note that this category includes most gasoline-fueled heavy-
duty pickup trucks and vans.
    (2) All other vehicles subject to the standards of Sec.  1037.104.
Note that this category includes most diesel-fueled heavy-duty pickup
trucks and van.
    (3) Vocational vehicles at or below 19,500 pounds GVWR.
    (4) Vocational vehicles at or above 19,500 pounds GVWR but below
33,000 pounds GVWR.
    (5) Vocational vehicles over 33,000 pounds GVWR.
    (6) Low and mid roof day cab tractors at or above 26,000 pounds
GVWR but below 33,000 pounds GVWR.
    (7) High roof tractors at or above 26,000 pounds GVWR but below
33,000 pounds GVWR.
    (8) Low roof day cab tractors at or above 33,000 pounds GVWR.
    (9) Low roof sleeper cab tractors at or above 33,000 pounds GVWR.
    (10) Mid roof day cab tractors at or above 33,000 pounds GVWR.
    (11) Mid roof sleeper cab tractors at or above 33,000 pounds GVWR.
    (12) High roof day cab tractors at or above 33,000 pounds GVWR.
    (13) High roof sleeper cab tractors at or above 33,000 pounds GVWR.
    Relating to as used in this section means relating to something in
a specific, direct manner. This expression

is used in this section only to define terms as adjectives and not to
broaden the meaning of the terms.
    Revoke has the meaning given in 40 CFR 1068.30.
    Roof height means the maximum height of a vehicle (rounded to the
nearest inch), excluding narrow accessories such as exhaust pipes and
antennas, but including any wide accessories such as roof fairings.
Measure roof height of the vehicle configured to have its maximum
height that will occur during actual use, with properly inflated tires
and no driver, passengers, or cargo onboard. Roof height may also refer
to the following categories:
    (1) Low roof means relating to a vehicle with a roof height of 120
inches or less.
    (2) Mid roof means relating to a vehicle with a roof height of 121
to 147 inches.
    (3) High roof means relating to a vehicle with a roof height of 148
inches or more.
    Round has the meaning given in 40 CFR 1065.1001.
    Scheduled maintenance means adjusting, repairing, removing,
disassembling, cleaning, or replacing components or systems
periodically to keep a part or system from failing, malfunctioning, or
wearing prematurely. 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.
    Sleeper cab means a type of tractor cab that has a compartment
behind the driver's seat intended to be used by the driver for
sleeping. This includes cabs accessible from the driver's compartment
and those accessible from outside the vehicle.
    Small manufacturer means a manufacturer meeting the criteria
specified in 13 CFR 121.201. For manufacturers owned by a parent
company, the production limit applies to the production of the parent
company and all its subsidiaries and the employee limit applies to the
total number of employees of the parent company and all its
subsidiaries.
    Spark-ignition means relating to a gasoline-fueled engine or any
other type of 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.
    Standard trailer has the meaning given in Sec.  1037.501.
    Suspend has the meaning given in 40 CFR 1068.30.
    Test sample means the collection of vehicles selected from the
population of a vehicle family for emission testing. This may include
testing for certification, production-line testing, or in-use testing.
    Test vehicle means a vehicle in a test sample.
    Total hydrocarbon has the meaning given in 40 CFR 1065.1001. This
generally means the combined mass of organic compounds measured by the
specified procedure for measuring total hydrocarbon, expressed as a
hydrocarbon with an atomic hydrogen-to-carbon ratio of 1.85:1.
    Total hydrocarbon equivalent has the meaning given in 40 CFR
1065.1001. This generally 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 exhaust hydrocarbon from petroleum-fueled
vehicles. The atomic hydrogen-to-carbon ratio of the equivalent
hydrocarbon is 1.85:1.
    Tractor means a vehicle capable of pulling trailers that is not
intended to carry significant cargo other than cargo in the trailer, or
any other vehicle intended for the primary purpose of pulling a
trailer. For purposes of this definition, the term ``cargo'' includes
permanently attached equipment such as fire-fighting equipment.
    (1) The following vehicles are tractors:
    (i) Any vehicle sold to an ultimate purchaser with a fifth wheel
coupling installed.
    (ii) Any vehicle sold to an ultimate purchaser with the rear
portion of the frame exposed where the length of the exposed portion is
5.0 meters or less. See Sec.  1037.620 for special provisions related
to vehicles sold to secondary vehicle manufacturers in this condition.
    (2) The following vehicles are not tractors:
    (i) Any vehicle sold to an ultimate purchaser with an installed
cargo-carrying feature. For example, this would include dump trucks and
cement trucks.
    (ii) Any vehicle lacking a fifth wheel coupling sold to an ultimate
purchaser with the rear portion of the frame exposed where the length
of the exposed portion is more than 5.0 meters.
    Ultimate purchaser means, with respect to any new vehicle, the
first person who in good faith purchases such new vehicle for purposes
other than resale.
    United States has the meaning given in 40 CFR 1068.30.
    Upcoming model year means for a vehicle family the model year after
the one currently in production.
    U.S.-directed production volume means the number of vehicle units,
subject to the requirements of this part, produced by a manufacturer
for which the manufacturer has a reasonable assurance that sale was or
will be made to ultimate purchasers in the United States This does not
include vehicles certified to State emission standards that are
different than the emission standards in this part.
    Useful life means the period during which a vehicle is required to
comply with all applicable emission standards.
    Vehicle means equipment intended for use on highways that meets the
criteria of paragraph (1)(i) or (ii) of this definition, as follows:
    (1) The following equipment are vehicles:
    (i) A piece of equipment that is intended for self-propelled use on
highways becomes a vehicle when it includes at least an engine, a
transmission, and a frame. (Note: For purposes of this definition, any
electrical, mechanical, and/or hydraulic devices attached to engines
for the purpose of powering wheels are considered to be transmissions.)
    (ii) A piece of equipment that is intended for self-propelled use
on highways becomes a vehicle when it includes a passenger compartment
attached to a frame with axles.
    (2) Vehicles may be complete or incomplete vehicles as follows:
    (i) A complete vehicle is a functioning vehicle that has the
primary load carrying device or container (or equivalent equipment)
attached or a fully functional vehicle that is designed to pull a
trailer.
    (ii) An incomplete vehicle is a vehicle that is not a complete
vehicle when it is first sold as a vehicle. This includes sales to
secondary vehicle manufacturers. Incomplete vehicles may also be cab-
complete vehicles.
    (3) Equipment such as trailers that are not self-propelled are not
``vehicles'' under this part 1037, but may be considered part of a
``motor vehicle''.
    Vehicle configuration means a unique combination of vehicle
hardware and calibration within a vehicle family. Vehicles within a
vehicle configuration differ only with respect to normal production
variability or factors unrelated to emissions.
    Vehicle family has the meaning given in Sec.  1037.230.

    Vehicle subfamily or subfamily means a subset of a vehicle family
including vehicles subject to the same FEL(s).
    Vocational means relating to a vehicle subject to the standards of
Sec.  1037.105.
    Void has the meaning given in 40 CFR 1068.30.
    Volatile liquid fuel means any fuel other than diesel or biodiesel
that is a liquid at atmospheric pressure and has a Reid Vapor Pressure
higher than 2.0 pounds per square inch.
    We (us, our) means the Administrator of the Environmental
Protection Agency and any authorized representatives.

Sec.  1037.805  Symbols, acronyms, and abbreviations.

    The following symbols, acronyms, and abbreviations apply to this
part:
AECD auxiliary emission control device
CFR Code of Federal Regulations
CH4 methane
CO carbon monoxide
CO2 carbon dioxide
CREE carbon-related exhaust emissions
DF deterioration factor
DOT Department of Transportation
EPA Environmental Protection Agency
FEL Family Emission Limit
G grams
HC hydrocarbon
ISO International Organization for Standardization
Kg kilograms
M meter
mph miles per hour
N2O nitrous oxide
NARA National Archives and Records Administration
NHTSA National Highway Transportation Safety Administration
NIST National Institute of Standards and Technology
NMHC nonmethane hydrocarbons
NMHCE nonmethane hydrocarbon equivalent
NOX oxides of nitrogen (NO and NO2)
NTE not-to-exceed
PM particulate matter
RBM resisting bending moment
RGWP relative global-warming potential
Rpm revolutions per minute
SAE Society of Automotive Engineers
SEA Selective enforcement audit
THC total hydrocarbon
THCE total hydrocarbon equivalent
TRU transportation refrigeration unit
U.S.C. United States Code
VIN vehicle identification number
WF work factor

Sec.  1037.810  Incorporation by reference.

    (a) The documents referenced in this section have been incorporated
by reference in this part. The incorporation by reference was approved
by the Director of the Federal Register in accordance with 5 U.S.C.
552(a) and 1 CFR part 51. Copies may be inspected at the U.S.
Environmental Protection Agency, Office of Air and Radiation, 1200
Pennsylvania Ave., NW., Washington, DC 20460, phone<PHONE_NUMBER>, or
at the National Archives and Records Administration (NARA). For
information on the availability of this material at NARA, call 202-741-
6030, or go to: http://www.archives.gov/federal_register/code_of_
federal_regulations/ibr_locations.html and is available from the
sources listed below:
    (b) ISO Material. This paragraph (b) lists material from the
International Organization for Standardization that we have
incorporated by reference. Anyone may purchase copies of these
materials from the International Organization for Standardization, Case
Postale 56, CH-1211 Geneva 20, Switzerland or http://www.iso.org.
    (1) ISO/DIS-28580:2009 ``INSERT TRR TITLE''; IBR approved for Sec.
1037.520.
    (2) [Reserved]
    (c) GEM Model. EPA has published the GEM computer model. The
computer code for this model is available as noted in paragraph (a) of
this section. A working version of this software is also available for
download at www.epa.gov. This IBR is approved for Sec.  1037.520.

Sec.  1037.815  What provisions apply to confidential information?

    The provisions of 40 CFR 1068.10 apply for information you consider
confidential.

Sec.  1037.820  Requesting a hearing.

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

Sec.  1037.825  Reporting and recordkeeping requirements.

    (a) This part includes various requirements to submit and record
data or other information. Unless we specify otherwise, store required
records in any format and on any media and keep them readily available
for eight years after you send an associated application for
certification, or eight years after you generate the data if they do
not support an application for certification. You may not rely on
anyone else to meet recordkeeping requirements on your behalf unless we
specifically authorize it. We may review these records at any time. You
must promptly send us organized, written records in English if we ask
for them. We may require you to submit written records in an electronic
format.
    (b) The regulations in Sec.  1037.255, 40 CFR 1068.25, and 40 CFR
1068.101 describe your obligation to report truthful and complete
information. This includes information not related to certification.
Failing to properly report information and keep the records we specify
violates 40 CFR 1068.101(a)(2), which may involve civil or criminal
penalties.
    (c) Send all reports and requests for approval to the Designated
Compliance Officer (see Sec.  1037.801).
    (d) Any written information we require you to send to or receive
from another company is deemed to be a required record under this
section. Such records are also deemed to be submissions to EPA. Keep
these records for eight years unless the regulations specify a
different period. We may require you to send us these records whether
or not you are a certificate holder.
    (e) Under the Paperwork Reduction Act (44 U.S.C. 3501 et seq.), the
Office of Management and Budget approves the reporting and
recordkeeping specified in the applicable regulations. The following
items illustrate the kind of reporting and recordkeeping we require for
vehicles regulated under this part:
    (1) We specify the following requirements related to vehicle
certification in this part 1037:
    (i) In subpart C of this part we identify a wide range of
information required to certify vehicles.
    (ii) In subpart G of this part we identify several reporting and
recordkeeping items for making demonstrations and getting approval
related to various special compliance provisions. For example,
equipment manufacturers must submit reports and keep records related to
the flexibility provisions in Sec.  1037.625.
    (iii) In Sec.  1037.725, 1037.730, and 1037.735 we specify certain
records related to averaging, banking, and trading.
    (2) We specify the following requirements related to testing in 40
CFR part 1066:

    (i) In 40 CFR 1065.2 we give an overview of principles for
reporting information.
    (ii) In 40 CFR 1065.10 and 1065.12 we specify information needs for
establishing various changes to published test procedures.
    (iii) In 40 CFR 1065.25 we establish basic guidelines for storing
test information.
    (iv) In 40 CFR 1065.695 we identify data that may be appropriate
for collecting during testing of in-use vehicles using portable
analyzers.

Appendix I to Part 1037--Heavy-Duty Transient Chassis Test Cycle

BILLING CODE 6560-50-P

[GRAPHIC] [TIFF OMITTED] TP30NO10.110

[GRAPHIC] [TIFF OMITTED] TP30NO10.111

[GRAPHIC] [TIFF OMITTED] TP30NO10.112

[GRAPHIC] [TIFF OMITTED] TP30NO10.113

[GRAPHIC] [TIFF OMITTED] TP30NO10.114

[GRAPHIC] [TIFF OMITTED] TP30NO10.115

[GRAPHIC] [TIFF OMITTED] TP30NO10.116

[GRAPHIC] [TIFF OMITTED] TP30NO10.117

BILLING CODE 6560-50-C

Appendix II to Part 1037--Power Take-Off Test Cycle

[GRAPHIC] [TIFF OMITTED] TP30NO10.118

PART 1065--ENGINE-TESTING PROCEDURES

    11. The authority citation for part 1065 continues to read as
follows:

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

Subpart A--[Amended]

    12. Section 1065.1 is amended by adding paragraph (h) to read as
follows:

Sec.  1065.1  Applicability.

* * * * *
    (h) 40 CFR part 1066 describes how to measure emissions vehicles
that are subject to standards in g/mile or g/kilometer. Those vehicle
testing provisions extensively reference portions of this part 1065.
See 40 CFR part 1066 and the standard-setting part for additional
information.

Subpart K--[Amended]

    13. Section 1065.1005 is amended by revising paragraph (f)(2) to
read as follows:

Sec.  1065.1005  Symbols, abbreviations, acronyms, and units of
measure.

* * * * *
    (f) * * *
    (2) This part uses the following molar masses or effective molar
masses of chemical species:
[GRAPHIC] [TIFF OMITTED] TP30NO10.119

* * * * *
    14. A new part 1066 is added to subchapter U to read as follows:

PART 1066--VEHICLE-TESTING PROCEDURES

Subpart A--Applicability and General Provisions
Sec.
1066.1 Applicability.
1066.2 Submitting information to EPA under this part.
1066.5 Overview of this part 1066 and its relationship to the
standard-setting part.
1066.10 Other procedures.
1066.15 Overview of test procedures.
1066.20 Units of measure and overview of calculations.
1066.25 Recordkeeping.
Subpart B--Equipment, Fuel, and Gas Specifications
1066.101 Overview.
1066.110 Dynamometers.
1066.115 Summary of verification and calibration procedures for
chassis dynamometers.
1066.120 Linearity verification.
1066.125 Roll runout and diameter verification procedure.
1066.130 Time verification procedure.
1066.135 Speed verification procedure.
1066.140 Torque transducer verification and calibration.
1066.145 Response time verification.
1066.150 Base inertia verification.
1066.155 Parasitic loss verification.
1066.160 Parasitic friction compensation evaluation.
1066.165 Acceleration and deceleration verification.
1066.170 Unloaded coastdown verification.
1066.180 Driver's aid.
Subpart C--Coastdown
1066.201 Overview of coastdown procedures.
1066.210 Coastdown procedures for heavy-duty vehicles.
Subpart D--Vehicle Preparation and Running a Test
1066.301 Overview.
1066.304 Road load power and test weight determination.
1066.307 Vehicle preparation and preconditioning.
1066.310 Dynamometer test procedure.
1066.320 Pre-test verification procedures and pre-test data
collection.
1066.325 Engine starting and restarting.
1066.330 Performing emission tests.
Subpart E--Hybrids
1066.401 Overview.
Subpart F--[Reserved]
Subpart G--Calculations
1066.601 Overview.
1066.610 Mass-based and molar-based exhaust emission calculations.
Subpart H--Definitions and Other Reference Material
1066.701 Definitions.
1066.705 Symbols, abbreviations, acronyms, and units of measure.
1066.710 Reference materials.

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

Subpart A--Applicability and General Provisions

Sec.  1066.1  Applicability.

    (a) This part describes the procedures that apply to testing we
require for the following vehicles:
    (1) Model year 2014 and later heavy-duty highway vehicles we
regulate under 40 CFR part 1037.
    (2) [Reserved]
    (b) The procedures of this part may apply to other types of
vehicles, as

described in this part and in the standard-setting part.
    (c) The term ``you'' means anyone performing testing under this
part other than EPA.
    (1) This part is addressed primarily to manufacturers of vehicles,
but it applies equally to anyone who does testing under this part for
such manufacturers.
    (2) This part applies to any manufacturer or supplier of test
equipment, instruments, supplies, or any other goods or services
related to the procedures, requirements, recommendations, or options in
this part.
    (d) Paragraph (a) of this section identifies the parts of the CFR
that define emission standards and other requirements for particular
types of vehicles. In this part, we refer to each of these other parts
generically as the ``standard-setting part.'' For example, 40 CFR part
1037 is the standard-setting part for heavy-duty highway vehicles.
    (e) Unless we specify otherwise, the terms ``procedures'' and
``test procedures'' in this part include all aspects of vehicle
testing, including the equipment specifications, calibrations,
calculations, and other protocols and procedural specifications needed
to measure emissions.
    (f) For additional information regarding these test procedures,
visit our Web site at http://www.epa.gov, and in particular http://
www.epa.gov/nvfel/testing/regulations.htm.

Sec.  1066.2  Submitting information to EPA under this part.

    (a) You are responsible for statements and information in your
applications for certification, requests for approved procedures,
selective enforcement audits, laboratory audits, production-line test
reports, field test reports, or any other statements you make to us
related to this part 1066. If you provide statements or information to
someone for submission to EPA, you are responsible for these statements
and information as if you had submitted them to EPA yourself.
    (b) In the standard-setting part and in 40 CFR 1068.101, we
describe your obligation to report truthful and complete information
and the consequences of failing to meet this obligation. See also 18
U.S.C. 1001 and 42 U.S.C. 7413(c)(2). This obligation applies whether
you submit this information directly to EPA or through someone else.
    (c) We may void any certificates or approvals associated with a
submission of information if we find that you intentionally submitted
false, incomplete, or misleading information. For example, if we find
that you intentionally submitted incomplete information to mislead EPA
when requesting approval to use alternate test procedures, we may void
the certificates for all engine families certified based on emission
data collected using the alternate procedures. This would also apply if
you ignore data from incomplete tests or from repeat tests with higher
emission results.
    (d) We may require an authorized representative of your company to
approve and sign the submission, and to certify that all of the
information submitted is accurate and complete. This includes everyone
who submits information, including manufacturers and others.
    (e) See 40 CFR 1068.10 for provisions related to confidential
information. Note however that under 40 CFR 2.301, emission data is
generally not eligible for confidential treatment.
    (f) Nothing in this part should be interpreted to limit our ability
under Clean Air Act section 208 (42 U.S.C. 7542) to verify that
vehicles conform to the regulations.

Sec.  1066.5  Overview of this part 1066 and its relationship to the
standard-setting part.

    (a) This part specifies procedures that can apply generally to
testing various categories of vehicles. See the standard-setting part
for directions in applying specific provisions in this part for a
particular type of vehicle. Before using this part's procedures, read
the standard-setting part to answer at least the following questions:
    (1) What drive schedules must I use for testing?
    (2) Should I warm up the test vehicle before measuring emissions,
or do I need to measure cold-start emissions during a warm-up segment
of the duty cycle?
    (3) Which exhaust constituents do I need to measure? Measure all
exhaust constituents that are subject to emission standards, any other
exhaust constituents needed for calculating emission rates, and any
additional exhaust constituents as specified in the standard-setting
part. We may approve your request to omit measurement of N2O
and CH4 for a vehicle, provided it is not subject to an
N2O or CH4 emission standard and we determine
that other information is available to give us a reasonable basis for
estimating or approximating the vehicle's emission rates.
    (4) Do any unique specifications apply for test fuels?
    (5) What maintenance steps may I take before or between tests on an
emission-data vehicle?
    (6) Do any unique requirements apply to stabilizing emission levels
on a new vehicle?
    (7) Do any unique requirements apply to test limits, such as
ambient temperatures or pressures?
    (8) Is field testing required or allowed, and are there different
emission standards or procedures that apply to field testing?
    (9) Are there any emission standards specified at particular
operating conditions or ambient conditions?
    (10) Do any unique requirements apply for durability testing?
    (b) The testing specifications in the standard-setting part may
differ from the specifications in this part. In cases where it is not
possible to comply with both the standard-setting part and this part,
you must comply with the specifications in the standard-setting part.
The standard-setting part may also allow you to deviate from the
procedures of this part for other reasons.
    (c) The following table shows how this part divides testing
specifications into subparts:

[GRAPHIC] [TIFF OMITTED] TP30NO10.120

Sec.  1066.10  Other procedures.

    (a) Your testing. The procedures in this part apply for all testing
you do to show compliance with emission standards, with certain
exceptions listed in this section. In some other sections in this part,
we allow you to use other procedures (such as less precise or less
accurate procedures) if they do not affect your ability to show that
your vehicles comply with the applicable emission standards. This
generally requires emission levels to be far enough below the
applicable emission standards so that any errors caused by greater
imprecision or inaccuracy do not affect your ability to state
unconditionally that the engines meet all applicable emission
standards.
    (b) Our testing. These procedures generally apply for testing that
we do to determine if your vehicles comply with applicable emission
standards. We may perform other testing as allowed by the Act.
    (c) Exceptions. We may allow or require you to use procedures other
than those specified in this part in the following cases, which may
apply to laboratory testing, field testing, or both. We intend to
publicly announce when we allow or require such exceptions. The
provisions of 40 CFR 1065.10(c) apply for testing under this part. All
of the test procedures noted there as exceptions to the specified
procedures are considered generically as ``other procedures.'' Note
that the terms ``special procedures'' and ``alternate procedures'' have
specific meanings; ``special procedures'' are those allowed by 40 CFR
1065.10(c)(2) and ``alternate procedures'' are those allowed by 40 CFR
1065.10(c)(7). If we require you to request approval to use other
procedures under this paragraph (c), you may not use them until we
approve your request.

Sec.  1066.15  Overview of test procedures.

    This section outlines the procedures to test vehicles that are
subject to emission standards.
    (a) In the standard-setting part, we set emission standards in g/
mile (or g/km), for the following constituents:
    (1) Total oxides of nitrogen, NOX.
    (2) Hydrocarbons (HC), which may be expressed in the following
ways:
    (i) Total hydrocarbons, THC.
    (ii) Nonmethane hydrocarbons, NMHC, which results from subtracting
methane (CH4) from THC.
    (iii) Total hydrocarbon-equivalent, THCE, which results from
adjusting THC mathematically to be equivalent on a carbon-mass basis.
    (iv) Nonmethane hydrocarbon-equivalent, NMHCE, which results from
adjusting NMHC mathematically to be equivalent on a carbon-mass basis.
    (3) Particulate mass, PM.
    (4) Carbon monoxide, CO.
    (b) Note that some vehicles may not be subject to standards for all
the emission constituents identified in paragraph (a) of this section.
    (c) We generally set emission standards over test intervals and/or
drive schedules, as follows:
    (1) Vehicle operation. Testing may involve measuring emissions and
miles travelled in a laboratory-type environment or in the field. The
standard-setting part specifies how test intervals are defined for
field testing. Refer to the definitions of ``duty cycle'' and ``test
interval'' in Sec.  1066.701. Note that a single drive schedule may
have multiple test intervals and require weighting of results from
multiple test phases to calculate a composite distance-based emission
value to compare to the standard.
    (2) Constituent determination. Determine the total mass of each
constituent over a test interval by selecting from the following
methods:
    (i) Continuous sampling. In continuous sampling, measure the
constituent's concentration continuously from raw or dilute exhaust.
Multiply this concentration by the continuous (raw or dilute) flow rate
at the emission sampling location to determine the constituent's flow
rate. Sum the constituent's flow rate continuously over the test
interval. This sum is the total mass of the emitted constituent.
    (ii) Batch sampling. In batch sampling, continuously extract and
store a sample of raw or dilute exhaust for later measurement. Extract
a sample proportional to the raw or dilute exhaust flow rate, as
applicable. You may extract and store a proportional sample of exhaust
in an appropriate container, such as a bag, and then measure HC, CO,
and NOX concentrations in the container after the test
phase. You may deposit PM from proportionally extracted exhaust onto an
appropriate substrate, such as a filter. In this case, divide the PM by
the amount of filtered exhaust to calculate the PM concentration.
Multiply batch sampled concentrations by the total (raw or dilute) flow
from which it was extracted during the test interval. This product is
the total mass of the emitted constituent.
    (iii) Combined sampling. You may use continuous and batch sampling
simultaneously during a test interval, as follows:
    (A) You may use continuous sampling for some constituents and batch
sampling for others.
    (B) You may use continuous and batch sampling for a single
constituent, with one being a redundant measurement, subject to the
provisions of 40 CFR 1065.201.
    (d) Refer to the standard-setting part for calculations to
determine g/mile emission rates.
    (e) The regulation highlights several specific cases where good
engineering judgment is especially relevant. You must use good
engineering judgment for

all aspects of testing under this part, not only for those provisions
where we specifically re-state this requirement.

Sec.  1066.20  Units of measure and overview of calculations.

    (a) System of units. The procedures in this part follows both
conventional English Units and the International System of Units (SI),
as detailed in NIST Special Publication 811, 1995 Edition, ``Guide for
the Use of the International System of Units (SI),'' which we
incorporate by reference in Sec.  1066.710. This document is available
on the Internet at http://www.nist.gov/physlab/pubs/sp811.
    (b) Units conversion. Use good engineering judgment to convert
units between measurement systems as needed. The following conventions
are used throughout this document and should be used to convert units
as applicable:
    (1) 1 hp = 33,000 ft[middot]lbf/min = 550 ft[middot]lbf/s = 0.7457
kW.
    (2) 1 lbf = 32.174 ft[middot]lbm/s2 = 4.4482 N.
    (3) 1 inch = 25.4 mm.
    (c) Rounding. Unless the standard-setting part specifies otherwise,
round only final values, not intermediate values. Round values to the
number of significant digits necessary to match the number of decimal
places of the applicable standard or specification. For information not
related to standards or specifications, use good engineering judgment
to record the appropriate number of significant digits.
    (d) Interpretation of ranges. Interpret a range as a tolerance
unless we explicitly identify it as an accuracy, repeatability,
linearity, or noise specification. See 40 CFR 1065.1001 for the
definition of tolerance. In this part, we specify two types of ranges:
    (1) Whenever we specify a range by a single value and corresponding
limit values above and below that value, target any associated control
point to that single value. Examples of this type of range include
`` 10% of maximum pressure'', or ``(30  10)
kPa''.
    (2) Whenever we specify a range by the interval between two values,
you may target any associated control point to any value within that
range. An example of this type of range is ``(40 to 50) kPa''.
    (e) Scaling of specifications with respect to an applicable
standard. Because this part 1066 is applicable to a wide range of
vehicles and emission standards, some of the specifications in this
part are scaled with respect to a vehicle's applicable standard or
weight. This ensures that the specification will be adequate to
determine compliance, but not overly burdensome by requiring
unnecessarily high-precision equipment. Many of these specifications
are given with respect to a ``flow-weighted mean'' that is expected at
the standard or during testing. Flow-weighted mean is the mean of a
quantity after it is weighted proportional to a corresponding flow
rate. For example, if a gas concentration is measured continuously from
the raw exhaust of an engine, its flow-weighted mean concentration is
the sum of the products of each recorded concentration times its
respective exhaust flow rate, divided by the sum of the recorded flow
rates. As another example, the bag concentration from a CVS system is
the same as the flow-weighted mean concentration, because the CVS
system itself flow-weights the bag concentration. Refer to 40 CFR
1065.602 for information needed to estimate and calculate flow-weighted
means.

Sec.  1066.25  Recordkeeping.

    The procedures in this part include various requirements to record
data or other information. Refer to the standard-setting part regarding
recordkeeping requirements. If the standard-setting part does not
specify recordkeeping requirements, store these records in any format
and on any media and keep them readily available for one year after you
send an associated application for certification, or one year after you
generate the data if they do not support an application for
certification. You must promptly send us organized, written records in
English if we ask for them. We may review them at any time.

Subpart B--Equipment, Fuel, and Gas Specifications

Sec.  1066.101  Overview.

    (a) This subpart addresses equipment related to emission testing,
as well as test fuels and analytical gases. This section addresses
emission sampling and analytical equipment, test fuels, and analytical
gases. The remainder of this subpart addresses chassis dynamometers and
related equipment.
    (b) The provisions of 40 CFR part 1065 specify engine-based
procedures for measuring emissions. Except as specified otherwise in
this part, the provisions of 40 CFR part 1065 apply for testing
required by this part as follows:
    (1) The provisions of 40 CFR 1065.140 through 1065.195 specify
equipment for exhaust dilution and sampling systems.
    (2) The provisions of 40 CFR part 1065, subparts C and D, specify
measurement instruments and their calibrations.
    (3) The provisions of 40 CFR part 1065, subpart H, specify fuels,
engine fluids, and analytical gases.
    (4) The provisions of 40 CFR part 1065, subpart J, describe how to
measure emissions from vehicles operating outside of a laboratory,
except that provisions related to measuring engine work do not apply.
    (c) The provisions of this subpart are intended to specify systems
that can very accurately and precisely measure emissions from motor
vehicles. We may waive or modify the specifications and requirements of
this part for testing highway motorcycles or nonroad vehicles,
consistent with good engineering judgment. For example, it may be
appropriate to allow the use of a hydrokinetic dynamometer that is not
able to meet all the performance specifications described in this
subpart.

Sec.  1066.110  Dynamometers.

    (a) General requirements. A chassis dynamometer typically uses
electrically generated load forces combined with the rotational inertia
of the dynamometer to recreate the mechanical inertia and frictional
forces that a vehicle exerts on road surfaces (known as ``road load'').
Load forces are calculated using vehicle-specific coefficients and
response characteristics. The load forces are applied to the vehicle
tires by rolls connected to intermediate motor/absorbers. The
dynamometer uses a load cell to measure the forces the dynamometer
rolls apply to the vehicle's tires.
    (b) Accuracy and precision. The dynamometer's output values for
road load must be NIST-traceable. We may determine traceability to a
specific international standards organization to be sufficient to
demonstrate NIST-traceability. The force-measurement system must be
capable of indicating force readings to a resolution of 0.1% of the
maximum forces simulated by the dynamometer during a test.
    (c) Test cycles. The dynamometer must be capable of fully
simulating applicable test cycles for the vehicles being tested as
referenced in the corresponding standard-setting part.
    (1) For light-duty vehicles and for heavy-duty vehicles with a
gross vehicle weight rating (GVWR) at or below 14,000 lbs, the
dynamometer must be able to fully simulate a driving schedule with a
maximum speed of 80.3 mph and a maximum acceleration rate of 8.0 mph/s
in two-wheel drive and four-wheel drive configurations.
    (2) For heavy-duty vehicles with GVWR above 14,000 lbs, the
dynamometer must be able to fully simulate a driving schedule with a

maximum speed of 65.0 mph and a maximum acceleration rate of 3.0 mph/s
in either two-wheel drive or four-wheel drive configurations.
    (d) Component requirements. The dynamometer must have an
independent drive roll for each axle being driven by the vehicle.
    (1) For light-duty vehicles and for heavy-duty vehicles with GVWR
at or below 14,000 lbs, the nominal roll diameter must be 1.20 to 1.25
meters (this is commonly referred to as a 48-inch roll dynamometer).
    (2) For heavy-duty vehicles with GVWR above 14,000 lbs, the nominal
roll diameter must be at least 1.20 meters and no great than 1.85
meters. Use good engineering judgment to ensure that the dynamometer
roll diameter is large enough to provide sufficient tire-roll contact
area for avoiding tire overheating and power losses from tire-roll
slippage.
    (3) If you measure force and speed at 10 Hz or faster, you may use
good engineering judgment to convert those measurements to 1-Hz, 2-Hz,
or 5-Hz values.
    (4) The load applied by the dynamometer simulates forces acting on
the vehicle during normal driving according to the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.121

Where:

FR = total road load force to be applied at the surface of the roll.
The total force is the sum of the individual tractive forces applied
at each roll surface.
i = a counter to indicate a point in time over the driving schedule.
For a dynamometer operating at 10-Hz intervals over a 600-second
driving schedule, the maximum value of i is 6,000.
A = constant value representing the vehicle's frictional load in lbf
or newtons. See subpart C of this part.
B = coefficient representing load from drag and rolling resistance,
which are a function of vehicle speed, in lbf/mph or newtons/kph.
See subpart C of this part.
S = linear speed at the roll surfaces as measured by the
dynamometer, in mph or kph. Let Si-1 = 0.
C = coefficient representing aerodynamic effects, which are a
function of vehicle speed squared, in lbf/mph\2\ or newton/kph\2\.
See subpart C of this part.
M = mass of vehicle in lbm or kg. Determine the vehicle's mass based
on the test weight, taking into account the effect of rotating
axles, as specified in Sec.  1066.304 dividing the weight by the
acceleration due to gravity as specified in 40 CFR 1065.630.
t = elapsed time in the driving schedule as measured by the
dynamometer, in seconds. Let ti-1 = 0.

    (5) Measured values of road load force may not differ from the
corresponding calculated values at any operating conditions by more
than  1% or  2.2 lbf, whichever is greater.
    (e) Dynamometer manufacturer instructions. This part specifies that
you follow the dynamometer manufacturer's recommended procedures for
things such as calibrations and general operation. If you perform
testing with a dynamometer that you manufactured or if you otherwise do
not have these recommended procedures, use good engineering judgment to
establish the additional procedures and specifications we specify in
this part, unless we specify otherwise. Keep records to describe these
recommended procedures and how they are consistent with good
engineering judgment.

Sec.  1066.115  Summary of verification and calibration procedures for
chassis dynamometers.

    (a) Overview. This section describes the overall process for
verifying and calibrating the performance of chassis dynamometers.
    (b) Scope and frequency. The following table summarizes the
required and recommended calibrations and verifications described in
this subpart and indicates when these have to be performed:

[GRAPHIC] [TIFF OMITTED] TP30NO10.122

    (c) Automated dynamometer verifications and calibrations. In some
cases, dynamometers are designed with internal diagnostic and control
features to accomplish the verifications and calibrations specified in
this subpart. You may use these automated functions instead of
following the procedures we specify in this subpart to demonstrate
compliance with applicable requirements, consistent with good
engineering judgment.
    (d) Sequence of verifications and calibrations. Upon initial
installation and after major maintenance, perform the verifications and
calibrations in the same sequence as noted in Table 1 of this section.
At other times, you may need to perform specific verifications or
calibration in a certain sequence, as noted in this subpart.
    (e) Corrections. Unless the regulations direct otherwise, if the
dynamometer fails to meet any specified calibration or verification,
make any necessary adjustments or repairs such that the dynamometer
meets the specification before running a test. Repairs required to meet
specifications are generally considered major maintenance under this
part.

Sec.  1066.120  Linearity verification.

    (a) Scope and frequency. Perform linearity verifications as
specified in Table 1 of this section at least as frequently as
indicated in the table, consistent with the dynamometer manufacturer's
recommendations and good engineering judgment. Note that these
linearity verifications may replace requirements we previously referred
to as calibrations. The intent of linearity verification is to
determine that a measurement system responds accurately and
proportionally over the measurement range of interest. Linearity
verification generally consists of introducing a series of at least 10
reference values (or the manufacturer's recommend number of reference
values) to a measurement system. The measurement system quantifies each
reference value. The measured values are then collectively compared to
the reference values by using a least-squares linear regression and the
linearity criteria specified in Table 1 of this section.
    (b) Performance requirements. If a measurement system does not meet
the applicable linearity criteria in Table 1 of this section, correct
the deficiency by re-calibrating, servicing, or replacing components as
needed. Repeat the linearity verification after correcting the
deficiency to ensure that the measurement system meets the linearity
criteria. Before you may use a measurement system that does not meet
linearity criteria, you must demonstrate to us that the deficiency does
not adversely affect your ability to demonstrate compliance with the
applicable standards.
    (c) Procedure. Use the following linearity verification protocol,
or use good engineering judgment to develop a different protocol that
satisfies the intent of this section, as described in paragraph (a) of
this section:
    (1) In this paragraph (c), the letter ``y'' denotes a generic
measured quantity, the superscript over-bar denotes an arithmetic mean
(such as y), and the subscript ``ref'' denotes the known or
reference quantity being measured.
    (2) Operate a dynamometer system at the specified temperatures and
pressures. This may include any specified adjustment or periodic
calibration of the dynamometer system.
    (3) Set dynamometer speed and torque to zero and apply the
dynamometer brake to ensure a zero-speed condition.
    (4) Span the dynamometer speed or torque signal.
    (5) After spanning, check for zero speed and torque. Use good
engineering judgment to determine whether or not to rezero or re-span
before continuing.
    (6) For both speed and torque, use the dynamometer manufacturer's
recommendations and good engineering judgment to select reference
values, yrefi, that cover a range of values that you expect
would prevent extrapolation

beyond these values during emission testing. We recommend selecting
zero speed and zero torque as reference values for the linearity
verification.
    (7) Use the dynamometer manufacturer's recommendations and good
engineering judgment to select the order in which you will introduce
the series of reference values. For example, you may select the
reference values randomly to avoid correlation with previous
measurements or the influence of hysteresis; you may select reference
values in ascending or descending order to avoid long settling times of
reference signals; or you may select values to ascend and then descend
to incorporate the effects of any instrument hysteresis into the
linearity verification.
    (8) Set the dynamometer to operate at a reference condition.
    (9) Allow time for the dynamometer to stabilize while it measures
the reference values.
    (10) At a recording frequency of at least 1 Hz, measure speed and
torque values for 30 seconds and record the arithmetic mean of the
recorded values, yi. Refer to 40 CFR 1065.602 for an example
of calculating an arithmetic mean.
    (11) Repeat the steps in paragraphs (c)(8) though (10) of this
section until you measure speeds and torques at each of the reference
conditions.
    (12) Use the arithmetic means, yi, and reference values,
yrefi, to calculate least-squares linear regression
parameters and statistical values to compare to the minimum performance
criteria specified in Table 1 of this section. Use the calculations
described in 40 CFR 1065.602. Using good engineering judgment, you may
weight the results of individual data pairs (i.e.,
(yrefi,yi), in the linear regression
calculations.
[GRAPHIC] [TIFF OMITTED] TP30NO10.123

Sec.  1066.125  Roll runout and diameter verification procedure.

    (a) Overview. This section describes the verification procedure for
roll runout and roll diameter. Roll runout is a measure of the
variation in roll radius around the circumference of the roll.
    (b) Scope and frequency. Perform these verifications upon initial
installation and after major maintenance.
    (c) Roll runout procedure. Verify roll runout as follows:
    (1) Perform this verification with laboratory and dynamometer
temperatures stable and at equilibrium. Release the roll brake and shut
off power to the dynamometer. Remove any dirt, rubber, rust, and debris
from the roll surface. Mark measurement locations on the roll surface
using a permanent marker. Mark the roll at a minimum of four equally
spaced locations across the roll width; we recommend taking
measurements every 150 mm across the roll. Secure the marker to the
deck plate adjacent to the roll surface and slowly rotate the roll to
mark a clear line around the roll circumference. Repeat this process
for all measurement locations.
    (2) Measure roll runout using a dial indicator with a probe that
allows for measuring the position of the roll surface relative to the
roll centerline as it turns through a complete revolution. The dial
indicator must have a magnetic base assembly or other means of being
securely mounted adjacent to the roll. The dial indicator must have
sufficient range to measure roll runout at all points, with a minimum
accuracy and precision of  0.025 mm. Calibrate the dial
indicator according to the instrument manufacturer's instructions.
    (3) Position the dial indicator adjacent to the roll surface at the
desired measurement location. Position the shaft of the dial indicator
perpendicular to the roll such that the point of the dial indicator is
slightly touching the surface of the roll and can move freely through a
full rotation of the roll. Zero the dial indicator according to the
instrument manufacturer's instructions. Avoid distortion of the runout
measurement from the weight of a person standing on or near the mounted
dial indicator.
    (4) Slowly turn the roll through a complete rotation and record the
maximum and minimum values from the dial indicator. Calculate runout
from the difference between these maximum and minimum values.
    (5) Repeat the steps in paragraphs (c)(3) and (4) of this section
for all measurement locations.
    (6) The roll runout must be less than 0.25 mm at all measurement
locations.
    (d) Diameter procedure. Verify roll diameter based on the following
procedure, or an equivalent procedure based on good engineering
judgment:
    (1) Prepare the laboratory and the dynamometer as specified in
paragraph (c)(1) of this section.
    (2) Measure roll diameter using a Pi Tape[supreg]. Orient the Pi
Tape[supreg] to the marker line at the desired measurement location
with the Pi Tape[supreg] hook pointed outward. Temporarily secure the
Pi Tape[supreg] to the roll near the hook end with adhesive tape.
Slowly turn the roll, wrapping the Pi Tape[supreg] around the roll
surface. Ensure that the Pi Tape[supreg] is flat and adjacent to the
marker line around the full circumference of the roll. Attach a 2-kg
weight to the hook of the Pi Tape[supreg] and position the roll so that
the weight dangles freely. Remove the adhesive tape without disturbing
the orientation or alignment of the Pi Tape[supreg].
    (3) Overlap the gage member and the vernier scale ends of the Pi
Tape[supreg] to read the diameter measurement to the nearest 0.01 mm.
Follow the manufacturer's recommendation to correct the measurement to
25 [deg]C, if applicable.
    (4) Repeat the steps in paragraphs (d)(2) and (3) of this section
for all measurement locations.
    (5) The measured roll diameter must be within  0.25 mm
of the specified nominal value at all measurement locations. You may
revise the nominal value to meet this specification, as long as you use
the corrected nominal value for all calculations in this subpart.

Sec.  1066.130  Time verification procedure.

    (a) Overview. This section describes how to verify the accuracy of
the dynamometer's timing device.
    (b) Scope and frequency. Perform this verification upon initial
installation and after major maintenance.
    (c) Procedure. Perform this verification using one of the following
procedures:
    (1) WWV method. You may use the time and frequency signal broadcast
by NIST from radio station WWV as the time standard if the trigger for
the dynamometer timing circuit has a frequency decoder circuit, as
follows:
    (i) Dial station WWV at<PHONE_NUMBER> and listen for the time
announcement. Verify that the trigger started the dynamometer timer.
Use good engineering judgment to minimize error in receiving the time
and frequency signal.
    (ii) After at least 1,000 seconds, re-dial station WWV and listen
for the time announcement. Verify that the trigger stopped the
dynamometer timer.
    (iii) Compare the measured elapsed time, yact, to the
corresponding time standard, yref, to determine the time
error, yerror, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.124

    (2) Ramping method. You may set up an operator-defined ramp
function in the signal generator to serve as the time standard as
follows:
    (i) Set up the signal generator to output a marker voltage at the
peak of each ramp to trigger the dynamometer timing circuit. Output the
designated marker voltage to start the verification period.
    (ii) After at least 1,000 seconds, output the designated marker
voltage to end the verification period.
    (iii) Compare the measured elapsed time between marker signals,
yact, to the corresponding time standard, yref,
to determine the time error, yerror, using Equation
1066.130-1.
    (3) Dynamometer coastdown method. You may use a signal generator to
output a known speed ramp signal to the dynamometer controller to serve
as the time standard as follows:
    (i) Generate upper and lower speed values to trigger the start and
stop functions of the coastdown timer circuit. Use the signal generator
to start the verification period.
    (ii) After at least 1,000 seconds, use the signal generator to end
the verification period.
    (iii) Compare the measured elapsed time between trigger signals,
yact, to the corresponding time standard, yref,
to determine the time error, yerror, using Equation
1066.130-1.
    (d) Performance evaluation. The time error determined in paragraph
(c) of this section may not exceed  0.001%.

Sec.  1066.135  Speed verification procedure.

    (a) Overview. This section describes how to verify the accuracy and
resolution of the dynamometer speed determination.
    (b) Scope and frequency. Perform this verification upon initial
installation, within 35 days before testing, and after major
maintenance.
    (c) Procedure. Use one of the following procedures to verify the
accuracy and resolution of the dynamometer speed simulation:
    (1) Pulse method. Connect a universal frequency counter to the
output of the dynamometer's speed-sensing device in parallel with the
signal to the dynamometer controller. The universal frequency counter
must be calibrated according to the instrument manufacturer's
instructions and be capable of measuring with enough accuracy to
perform the procedure as specified in this paragraph (c)(1). Make sure
the instrumentation does not affect the signal to the dynamometer
control circuits. Determine the speed error as follows:
    (i) Set the dynamometer to speed control mode. Set the dynamometer
speed to a value between 15 kph and the maximum speed expected during
testing; record the output of the frequency counter after 10 seconds.
Determine the roll speed, Sact, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.125

Where:

f = frequency of the dynamometer speed sensing device, in
hr-1, accurate to at least four significant figures.
droll = nominal roll diameter, in km, accurate to the
nearest 0.01 mm, consistent with Sec.  1066.125(d).
n = the number of pulses per revolution from the dynamometer roll
speed sensor.

Where:

f = 2.9318 Hz = 2.9318 s-1 = 10,554 hr-1
droll = 914.40 mm = 914.40 [middot] 10-6 km
n = 1 pulse/rev
[GRAPHIC] [TIFF OMITTED] TP30NO10.126

    Sact = 29.986 kph

    (ii) Compare the calculated roll speed, Sact, to the
corresponding speed set point, Sref, to determine a value
for speed error, Serror, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.127

Where:

    Sact = 29.986 kph
    Sref = 30.000 kph
    Serror = 29.986 - 30.000 = -0.014 kph

    (2) Frequency method. Use the method described in this paragraph
(c)(2) only if the dynamometer does not have a readily available output
signal for speed sensing. Install a single piece of tape in the shape
of an arrowhead on the surface of the dynamometer roll near the outer
edge. Put a reference mark on the deck plate in line with the arrow.
Install a stroboscope or photo tachometer on the deck plate and direct
the flash toward the tape on the roll. The stroboscope or photo
tachometer must be calibrated according to the instrument
manufacturer's instructions and be capable of measuring with enough
accuracy to perform the procedure as specified in this paragraph
(c)(2). Determine the speed error as follows:
    (i) Set the dynamometer to speed control mode. Set the dynamometer
speed to a value between 15 kph and the maximum speed expected during
testing. Tune the stroboscope or photo tachometer until the signal
matches the dynamometer roll speed. Record the

frequency. Determine the roll speed, yact, using Equation
1066.135-1, using the stroboscope or photo tachometer's frequency for
f.
    (ii) Compare the calculated roll speed, yact, to the
corresponding speed set point, yref, to determine a value
for speed error, yerror, using Equation 1066.135-2.
    (d) Performance evaluation. The speed error determined in paragraph
(c) of this section may not exceed  0.050 mph or  0.080 kph.

Sec.  1066.140  Torque transducer verification and calibration.

    Calibrate torque-measurement systems as described in 40 CFR
1065.310.

Sec.  1066.145  Response time verification.

    (a) Overview. This section describes how to verify the
dynamometer's response time.
    (b) Scope and frequency. Perform this verification upon initial
installation and after major maintenance.
    (c) Procedure. Use the dynamometer's automated process to verify
response time. Perform this test at two different inertia settings
corresponding approximately to the minimum and maximum vehicle weights
you expect to test. Use good engineering judgment to select road load
coefficients representing vehicles of the appropriate weight. Determine
the dynamometer's settling response time based on the point at which
there are no measured results more than 10% above or below the final
equilibrium value, as illustrated in Figure 1 of this section. The
observed settling response time must be less than 100 milliseconds for
each inertia setting.
[GRAPHIC] [TIFF OMITTED] TP30NO10.128

Sec.  1066.150  Base inertia verification.

    (a) Overview. This section describes how to verify the
dynamometer's base inertia.
    (b) Scope and frequency. Perform this verification upon initial
installation and after major maintenance.
    (c) Procedure. Verify the base inertia using the following
procedure:
    (1) Warm up the dynamometer according to the dynamometer
manufacturer's instructions. Set the dynamometer's road load inertia to
zero and motor the rolls to 5 mph. Apply a constant force to accelerate
the roll at a nominal rate of 1 mph/s. Measure the elapsed time to
accelerate from 10 to 40 mph, noting the corresponding speed and time
points to the nearest 0.01 mph and 0.01 s. Also determine average force
over the measurement interval.
    (2) Starting from a steady roll speed of 45 mph, apply a constant
force to the roll to decelerate the roll at a nominal rate of 1 mph/s.
Measure the elapsed time to decelerate from 40 to 10 mph, noting the
corresponding speed and time points to the nearest 0.01 mph and 0.01 s.
Also determine average force over the measurement interval.
    (3) Repeat the steps in paragraphs (c)(1) and (2) of this section
for a total of five sets of results at the nominal acceleration rate
and the nominal deceleration rate.
    (4) Use good engineering judgment to select two additional
acceleration and deceleration rates that cover the middle and upper
rates expected during testing. Repeat the steps in paragraphs (c)(1)
through (3) of this section at each of these additional acceleration
and deceleration rates.
    (5) Determine the base inertia, Ib, for each measurement
interval using the following equation:

[GRAPHIC] [TIFF OMITTED] TP30NO10.129

Where:

F = average dynamometer force over the measurement interval as
measured by the dynamometer, in ft[middot]lbm/s\2\.
Sfinal = roll surface speed at the end of the measurement
interval to the nearest 0.01 mph.
Sinitial = roll surface speed at the start of the
measurement interval to the nearest 0.01 mph.
[Delta]t = elapsed time during the measurement interval to the
nearest 0.01 s.

Where:

F = 1.500 lbf = 48.26 ft[middot]lbm/s\2\
Sfinal = 40.00 mph = 58.67 ft/s
Sinitial = 10.00 mph = 14.67 ft/s
[Delta]t = 30.00 s
[GRAPHIC] [TIFF OMITTED] TP30NO10.130

Ib = 32.90 lbm

    (6) Determine the arithmetic mean value of base inertia from the
five measurements at each acceleration and deceleration rate. Calculate
these six mean values as described in 40 CFR 1065.602(b).
    (7) Calculate the base inertia error, Iberror, for each
measured base inertia, Ib, by comparing it to the
manufacturer's stated base inertia, Ibref, using the
following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.131

Where:

Ibref = 32.96 lbm
Ibact = 33.01 lbm
[GRAPHIC] [TIFF OMITTED] TP30NO10.132

Iberror = -0.15%

    (8) Calculate the inertia error for each mean value of base inertia
from paragraph (c)(6) of this section. Use Equation 1066.165-2,
substituting the mean base inertias associated with each acceleration
and deceleration rate for the individual base inertias.
    (d) Performance evaluation. The dynamometer must meet the following
specifications to be used for testing under this part:
    (1) The base inertia error determined under paragraph (c)(7) of
this section may not exceed  0.50% relative to any
individual value.
    (2) The base inertia error determined under paragraph (c)(8) of
this section may not exceed  0.20% relative to any mean
value.

Sec.  1066.155  Parasitic loss verification.

    (a) Overview. Verify and correct the dynamometer's parasitic loss.
This procedure determines the dynamometer's internal losses that it
must overcome to simulate road load. These losses are characterized in
a parasitic loss curve that the dynamometer uses to apply compensating
forces to maintain the desired road load force at the roll surface.
    (b) Scope and frequency. Perform this verification upon initial
installation, within 7 days of testing, and after major maintenance.
    (c) Procedure. Perform this verification by following the
dynamometer manufacturer's specifications to establish a parasitic loss
curve, taking data at fixed speed intervals to cover the range of
vehicle speeds that will occur during testing. You may zero the load
cell at the selected speed if that improves your ability to determine
the parasitic loss. Parasitic loss forces may never be negative. Note
that the torque transducers must be zeroed and spanned prior to
performing this procedure.
    (d) Performance evaluation. In some cases, the dynamometer
automatically updates the parasitic loss curve for further testing. If
this is not the case, compare the new parasitic loss curve to the
original parasitic loss curve from the dynamometer manufacturer or the
most recent parasitic loss curve you programmed into the dynamometer.
You may reprogram the dynamometer to accept the new curve in all cases,
and you must reprogram the dynamometer if any point on the new curve
departs from the earlier curve by more than  0.5 lbf.

Sec.  1066.160  Parasitic friction compensation evaluation.

    (a) Overview. This section describes how to verify the accuracy of
the dynamometer's friction compensation.
    (b) Scope and frequency. Perform this verification upon initial
installation, within 7 days before testing, and after major
maintenance. Note that this procedure relies on proper verification or
calibration of speed and torque, as described in Sec. Sec.  1066.135
and 1066.140. You must also first verify the dynamometer's parasitic
loss curve as specified in Sec.  1066.155.
    (c) Procedure. Use the following procedure to verify the accuracy
of the dynamometer's friction compensation:
    (1) Warm up the dynamometer as specified by the dynamometer
manufacturer.
    (2) Perform a torque verification as specified by the dynamometer
manufacturer. For torque verifications relying on shunt procedures, if
the results do not conform to specifications, recalibrate the
dynamometer using NIST-traceable standards as appropriate until the
dynamometer passes the torque verification. Do not change the
dynamometer's base inertia to pass the torque verification.
    (3) Set the dynamometer inertia to the base inertia with the road
load coefficients A, B, and C set to 0. Set the dynamometer to speed-
control mode

with a target speed of 10 mph or a higher speed recommended by the
dynamometer manufacturer. Once the speed stabilizes at the target
speed, switch the dynamometer from speed control to torque control and
allow the roll to coast for 60 seconds. Record the initial and final
speeds and the corresponding start and stop times. If friction
compensation is executed perfectly, there will be no change in speed
during the measurement interval.
    (4) Calculate the friction compensation error, FCerror,
using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.133

Where:

I = dynamometer inertia setting, in lbf[middot]s\2\/ft.
t = duration of the measurement interval, accurate to at least 0.01
s.
Sfinal = the roll speed corresponding to the end of the
measurement interval, accurate to at least 0.1 mph.
Sinit = the roll speed corresponding to the start of the
measurement interval, accurate to at least 0.1 mph.

Where:

I = 2000 lbm = 62.16 lbf[middot] s2/ft
t = 60.0 s
Sfinal = 9.2 mph = 13.5 ft/s
Sinit = 10.0 mph = 14.7 ft/s
[GRAPHIC] [TIFF OMITTED] TP30NO10.134

FCerror = -16.5 ft[middot]lbf/s = -0.031 hp

    (5) The friction compensation error may not exceed 0.10
hp.

Sec.  1066.165  Acceleration and deceleration verification.

    (a) Overview. This section describes how to verify the
dynamometer's ability to achieve targeted acceleration and deceleration
rates. Paragraph (c) of this section describes how this verification
applies when the dynamometer is programmed directly for a specific
acceleration or deceleration rate. Paragraph (d) of this section
describes how this verification applies when the dynamometer is
programmed with a calculated force to achieve a targeted acceleration
or deceleration rate.
    (b) Scope and frequency. Perform this verification upon initial
installation and after major maintenance. Perform this verification
upon initial installation and after major maintenance.
    (c) Verification of acceleration and deceleration rates. Activate
the dynamometer's function generator for measuring roll revolution
frequency. If the dynamometer has no such function generator, set up a
properly calibrated external function generator consistent with the
verification described in this paragraph (c). Use the function
generator to determine actual acceleration and deceleration rates as
the dynamometer traverses speeds between 10 and 40 mph at various
nominal acceleration and deceleration rates. Verify the dynamometer's
acceleration and deceleration rates as follows:
    (1) Set up start and stop frequencies specific to your dynamometer
by identifying the roll-revolution frequency, f, in revolutions pre
second (or Hz) corresponding to 10 mph and 40 mph vehicle speeds,
accurate to at least four significant figures, using the following
equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.135

Where:

S = the target roll speed, in inches per second (corresponding to
drive speeds of 10 mph or 40 mph).
n = the number of pulses from the dynamometer's roll-speed sensor
per roll revolution.
droll = roll diameter, in inches.

    (2) Program the dynamometer to accelerate the roll at a nominal
rate of 1 mph/s from 10 mph to 40 mph. Measure the elapsed time to
reach the target speed, to the nearest 0.01 s. Repeat this measurement
for a total of five runs. Determine the actual acceleration rate for
each run, aact, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.136

Where:

aact = acceleration rate (decelerations have negative
values).
Sfinal = the target value for the final roll speed.
Sinit = the setpoint value for the initial roll speed.
t = time to accelerate from Sinit to Sfinal.

Where:

Sinal = 40 mph
Sinit = 10 mph
t = 30.003 s
[GRAPHIC] [TIFF OMITTED] TP30NO10.137

aact = 0.999 mph/s

    (3) Program the dynamometer to decelerate the roll at a nominal
rate of 1 mph/s from 40 mph to 10 mph. Measure the elapsed time to
reach the target speed, to the nearest 0.01 s. Repeat this measurement
for a total of five runs. Determine the actual acceleration rate,
aact, using Equation 1066.165-2
    (4) Repeat the steps in paragraphs (c)(2) and (3) of this section
for additional acceleration and deceleration rates in 1 mph/s
increments up to and including one increment above the maximum
acceleration rate expected during testing. Average the five repeat runs
to calculate a mean acceleration rate, a[amacr]act, each
setting.
    (5) Compare each mean acceleration rate, a[amacr]act, to
the corresponding nominal acceleration rate, aref, to determine values
for acceleration error, aerror, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.138

Where:

[amacr]act =0.999 mph/s
aref = 1 mph/s
aerror = -0.100%

    (d) Verification of forces for controlling acceleration and
deceleration. Program the dynamometer with a calculated force value and
determine actual acceleration and deceleration rates as the dynamometer
traverses speeds between 10 and 40 mph at various nominal acceleration
and deceleration rates. Verify the dynamometer's ability to achieve
certain acceleration and deceleration rates with a given force as
follows:
    (1) Calculate the force setting, F, using the following equation:

[GRAPHIC] [TIFF OMITTED] TP30NO10.139

Where:

Ib = the dynamometer manufacturer's stated base inertia,
in lbf[middot]s2/ft.
    a = nominal acceleration rate, in ft/s2.

Where:

Ib = 2967 lbm = 92.217 lbf[middot] s2/ft
    a = 1 mph/s = 1.4667 ft/s2
    F = 135.25 lbf

    (2) Set the dynamometer to road-load mode and program it with a
calculated force to accelerate the roll at a nominal rate of 1 mph/s
from 10 mph to 40 mph. Measure the elapsed time to reach the target
speed, to the nearest 0.01 s. Repeat this measurement for a total of
five runs. Determine the actual acceleration rate, aact, for
each run using Equation 1066.165-2. Repeat this step to determine
measured ``negative acceleration'' rates using a calculated force to
decelerate the roll at a nominal rate of 1 mph/s from 40 mph to 10 mph.
Average the five repeat runs to calculate a mean acceleration rate,
a[amacr]act, at each setting.
    (3) Repeat the steps in paragraph (d)(2) of this section for
additional acceleration and deceleration rates as specified in
paragraph (c)(4) of this section.
    (4) Compare each mean acceleration rate, a[amacr]act, to
the corresponding nominal acceleration rate, aref, to
determine values for acceleration error, aerror, using
Equation 1066.165-4
    (e) Performance evaluation. The acceleration error from paragraphs
(c)(5) and (d)(4) of this section may not exceed  1.0%.

Sec.  1066.170  Unloaded coastdown verification.

    (a) Overview. Use force measurements to verify the dynamometer's
settings based on coastdown procedures.
    (b) Scope and frequency. Perform this verification upon initial
installation, within 7 days of testing, and after major maintenance.
    (c) Procedure. This procedure verifies dynamometer's settings
derived from coastdowns testing. For dynamometers that have an
automated process for this procedure, perform this evaluation by
setting the initial speed, final speed, inertial, and road load
coefficients as required for each test, using good engineering judgment
to ensure that these values properly represent in-use operation. Use
the following procedure if your dynamometer does not perform this
verification with have an automated process:
    (1) Warm up the dynamometer as specified by the dynamometer
manufacturer.
    (2) With the dynamometer in coastdown mode, set the dynamometer
inertia for the smallest vehicle weight that you expect to test and set
A, B, and C road load coefficients to values typical of those used
during testing. Program the dynamometer to operate at 10 mph. Perform a
coastdown two times at this speed setting. Repeat these coastdown steps
in 10 mph increments up to and including one increment above the
maximum speed expected during testing. You may stop the verification
before reaching 0 mph, with any appropriate adjustments in calculating
the results.
    (3) Repeat the steps in paragraph (c)(2) of this section with the
dynamometer inertia set for the largest vehicle weight that you expect
to test.
    (4) Determine the average coastdown force, F, for each speed and
inertia setting using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.140

Where:

F = the average force measured during the coastdown for each speed
and inertia setting, expressed in lbf [middot] s2/ft and
rounded to four significant figures.
I = the dynamometer's inertia setting, in lbf [middot]
s2/ft.
Ssi = the speed setting at the start of the coastdown,
expressed in ft/s and rounded to four significant figures.
t = coastdown time for each speed and inertia setting, accurate to
at least 0.01 s.

Where:

I = 2000 lbm = 65.17 lbf [middot] s2/ft
Ssi = 10 mph = 14.66 ft/s
t = 5.00 s
[GRAPHIC] [TIFF OMITTED] TP30NO10.141

F = 191 lbf

    (5) Calculate the target value of coastdown force, Fref,
based on the applicable dynamometer parameters for each speed and
inertia setting.
    (6) Compare the mean value of the coastdown force measured for each
speed and inertia setting, Fact, to the corresponding
Fref to determine values for coastdown force error,
Ferror, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.142

Where:

Fref = 192 lbf
Fact = 191 lbf
[GRAPHIC] [TIFF OMITTED] TP30NO10.143

Ferror = -0.5%
    (7) Calculate the maximum allowable error for all speed and inertia
settings as follows:

Ferrormax = Max [1.0% or (2.2 lbf/
Fref) [middot] 100%]

Sec.  1066.180  Driver's aid.

    Use good engineering judgment to provide a driver's aid that
facilitates compliance with the requirements of Sec.  1066.330.

Subpart C--Coastdown

Sec.  1066.201  Overview of coastdown procedures.

    (a) The coastdown procedures described in this subpart are used to
determine the load coefficients (A, B, and C) for the simulated road
load equation in Sec.  1066.110(d)(3).
    (b) The general procedure for performing coastdown tests and
calculating load coefficients is described in SAE J2263 (incorporated
by reference in Sec.  1066.710). This subpart specifies certain
deviations from SAE J2263 for certain applications.
    (c) Use good engineering judgment for all aspects of coastdown
testing. For example, minimize the effects of grade by performing
coastdown testing on reasonably level surfaces and determining
coefficients based on average values from vehicle operation in opposite
directions over the course.

Sec.  1066.210  Coastdown procedures for heavy-duty vehicles.

    This section describes coastdown procedures that are unique to
heavy-duty motor vehicles.
    (a) Determine load coefficients by performing a minimum of 20
coastdown runs (10 in each direction).
    (b) Follow the provisions of SAE J2263 (incorporated by reference
in Sec.  1066.710), except as described in this paragraph (b). The
terms and variables identified in this paragraph (b) have the

meaning given in SAE J2263 unless specified otherwise.
    (1) You are not required to reach the top speed specified in
Section 9.3 of SAE J2263, as long as your top speed for each run is no
lower than 100 km/h (62.2 mph).
    (2) Section 9.3.1 of SAE J2263 allows split runs, but we recommend
whole runs. If you use split runs, analyze them separately but count
them together with respect to the minimum number of runs required.
    (3) You may perform consecutive runs in a single direction,
followed by consecutive runs in the opposite direction, consistent with
good engineering judgment. Harmonize starting and stopping points to
the extent practicable to allow runs to be paired.
    (4) Section 12.1 of SAE J2263 allows determination of calibration
coefficients from calibration runs conducted at a constant 50 mph in
each road direction.
    (i) We recommend using the following equation to correct relative
wind speed (Sr) in calibration runs:
[GRAPHIC] [TIFF OMITTED] TP30NO10.144

    (ii) We recommend using the following equation to correct yaw angle
(Y) in coastdowns:
[GRAPHIC] [TIFF OMITTED] TP30NO10.145

    (5) Use the following equation of motion instead of the equation
specified in SAE J2263:
[GRAPHIC] [TIFF OMITTED] TP30NO10.146

    (i) Determine Am, Da, and E using a mixed
model technique, with the run being the random effect.
    (ii) Determine the A, B, and C coefficients identified in Sec.
1066.110 as follows:

A = Am
B = 0
C = Da

    (iii) Consistent with good engineering judgment, set E equal to
zero if wind direction effects are not statistically significant. Use
the following simplified equation of motion if wind direction effects
are not statistically significant and grade effects are negligible:
[GRAPHIC] [TIFF OMITTED] TP30NO10.147

Subpart D--Vehicle Preparation and Running a Test

Sec.  1066.301  Overview.

    (a) Use the procedures detailed in this subpart to measure vehicle
emissions over a specified drive schedule. This subpart describes how
to:
    (1) Determine road load power, test weight, and inertia class.
    (2) Prepare the vehicle, equipment, and measurement instruments for
an emission test.
    (3) Perform pre-test procedures to verify proper operation of
certain equipment and analyzers and to prepare them for testing.
    (4) Record pre-test data.
    (5) Sample emissions.
    (6) Record post-test data.
    (7) Perform post-test procedures to verify proper operation of
certain equipment and analyzers.
    (8) Weigh PM samples.
    (b) An emission test generally consists of measuring emissions and
other parameters while a vehicle follows the drive schedules specified
in the standard-setting part. There are two general types of test
cycles:
    (1) Transient cycles. Transient test cycles are typically specified
in the standard-setting part as a second-by-second sequence of vehicle
speed commands. Operate a vehicle over a transient cycle such that the
speed follows the target values. Proportionally sample emissions and
other parameters and use the calculations in 40 CFR part 86, subpart B,
or 40 CFR part 1065, subpart G, to calculate emissions. The standard-
setting part may specify three types of transient testing based on the
approach to starting the measurement, as follows:
    (i) A cold-start transient cycle where you start to measure
emissions just before starting an engine that has not been warmed up.
    (ii) A hot-start transient cycle where you start to measure
emissions just before starting a warmed-up engine.
    (iii) A hot running transient cycle where you start to measure
emissions after an engine is started, warmed up, and running.
    (2) Cruise cycles. Cruise test cycles are typically specified in
the standard-

setting part as a discrete operating point that has a single speed
command.
    (i) Start a cruise cycle as a hot running test, where you start to
measure emissions after the engine is started and warmed up and the
vehicle is running at the target test speed.
    (ii) Sample emissions and other parameters for the cruise cycle in
the same manner as a transient cycle, with the exception that reference
speed value is constant. Record instantaneous and mean speed values
over the cycle.

Sec.  1066.304  Road load power and test weight determination.

    To determine road load power and test weight, follow SAE J2263 and
SAE J2264 (incorporated by reference in Sec.  1066.710), with the
following exceptions:
    (a) Test weight. The rotational inertia of drive-axle and nondrive-
axle components that rotate with the wheels is expressed as additional
``linear'' mass. For Class 7 combination and Class 8 heavy-duty
vehicles, without dual drive tires (or other driveline components which
are likely to increase real rotational inertia to greater than 1.5% per
axle) and if the actual effective mass of rotating components is
unknown, the effective mass of all rotating components may be estimated
as 4.0% of the vehicle test mass.
    (b) [Reserved]

Sec.  1066.307  Vehicle preparation and preconditioning.

    This section describes steps to take before measuring exhaust
emissions for those vehicles that are subject to evaporative or
refueling emission tests as specified in subpart F of this part. Other
preliminary procedures may apply as specified in the standard-setting
part.
    (a) Prepare the vehicle for testing as described in 40 CFR 86.131-
00.
    (b) If testing will include measurement of refueling emissions,
perform the vehicle preconditioning steps as described in 40 CFR
86.153-98. Otherwise, perform the vehicle preconditioning steps as
described in 40 CFR 86.132-00.

Sec.  1066.310  Dynamometer test procedure.

    (a) Dynamometer testing may consist of multiple drive cycles with
both cold-start and hot-start portions, including prescribed soak times
before each test phase. See the standard-setting part for test cycles
and soak times for the appropriate vehicle category. A test phase
consists of engine startup (with accessories operated according to the
standard-setting part), operation over the drive cycle, and engine
shutdown.
    (b) During dynamometer operation, position a road-speed modulated
cooling fan that appropriately directs cooling air to the vehicle. This
generally requires squarely positioning the fan within 30 centimeters
of the front of the vehicle and directing the airflow to the vehicle's
radiator. Use a fan system that achieves a linear speed of cooling air
at the blower outlet that is within 3 mph of the
corresponding roll speed when vehicle speeds are between 5 to 30 mph,
and within 10 mph of the corresponding roll speed at higher
vehicle speeds. The fan must provide no cooling air for vehicle speeds
below 5 mph, unless we approve your request to provide cooling during
low-speed operation based on a demonstration that this is appropriate
to simulate the cooling experienced by in-use vehicles. If the cooling
specifications in this paragraph (b) are impractical for special
vehicle designs, such as vehicles with rear-mounted engines, you may
arrange for an alternative fan configuration that allows for proper
simulation of vehicle cooling during in-use operation.
    (c) Record the vehicle's speed trace based on the time and speed
data from the dynamometer. Record speed to at least the nearest 0.1 mph
and time to at least the nearest 0.1 s.
    (d) You may perform practice runs to for operating the vehicle and
the dynamometer controls to meet the driving tolerances specified in
Sec.  1066.330 or adjust the emission sampling equipment. Verify that
accelerator pedal allows for enough control to closely follow the
prescribed driving schedule. You may not measure emissions during a
practice run.
    (e) Inflate the drive wheel tires according to the vehicle
manufacturer's specifications. The drive wheels' tire pressure must be
the same for dynamometer operation and for coastdown procedures for
determining road load coefficients. Report these tire pressure values
with the test results.
    (f) Warm up the dynamometer as recommended by the dynamometer
manufacturer.
    (g) Following the test, determine the actual driving distance by
counting the number of dynamometer roll or shaft revolutions, or by
integrating speed over the course of testing from a high-resolution
encoder system.
    (h) Use good engineering judgment to test four-wheel drive and all-
wheel drive vehicles. This may involve testing on a dynamometer with a
separate dynamometer roll for each drive axle. This may also involve
operation on a single roll, which would require disengaging the second
set of drive wheels, either with a switch available to the driver or by
some other means; however, operating such a vehicle on a single roll
may occur only if this does not decrease emissions or energy
consumption relative to normal in-use operation.

Sec.  1066.320  Pre-test verification procedures and pre-test data
collection.

    (a) Follow the procedures for PM sample preconditioning and tare
weighing as described in 40 CFR 1065.590 if your engine must comply
with a PM standard.
    (b) Unless the standard-setting part specifies different
tolerances, verify at some point before the test that ambient
conditions are within the tolerances specified in this paragraph (b).
For purposes of this paragraph (b), ``before the test'' means any time
from a point just prior to engine starting (excluding engine restarts)
to the point at which emission sampling begins.
    (1) Ambient temperature must be (20 to 30) [deg]C. See Sec.
1066.330(m) for circumstances under which ambient temperatures must
remain within this range during the test.
    (2) Atmospheric pressure must be (80.000 to 103.325) kPa. You are
not required to verify atmospheric pressure prior to a hot-start test
interval for testing that also includes a cold start.
    (3) Dilution air conditions must meet the specifications in 40 CFR
1065.140, except in cases where you preheat your CVS before a cold-
start test. We recommend verifying dilution air conditions just before
starting each test phase.
    (c) You may test vehicles at any intake-air humidity and we may
test vehicles at any intake-air humidity.
    (d) You may perform a final calibration of the proportional-flow
control systems, which may include performing practice runs.
    (e) You may perform the following recommended procedure to
precondition sampling systems:
    (1) Operate the vehicle over the test cycle.
    (2) Operate any dilution systems at their expected flow rates.
Prevent aqueous condensation in the dilution systems.
    (3) Operate any PM sampling systems at their expected flow rates.
    (4) Sample PM for at least 10 min using any sample media. You may
change sample media during preconditioning. You must discard
preconditioning samples without weighing them.
    (5) You may purge any gaseous sampling systems during
preconditioning.

    (6) You may conduct calibrations or verifications on any idle
equipment or analyzers during preconditioning.
    (7) Proceed with the test sequence described in Sec.  1066.330.
    (f) Verify the amount of nonmethane contamination in the exhaust
and background HC sampling systems within 8 hours before the start of
the first test drive cycle for each individual vehicle tested as
described in 40 CFR 1065.515(g).

Sec.  1066.325  Engine starting and restarting.

    (a) Start the vehicle's engine as follows:
    (1) At the beginning of the test cycle, start the engine according
to the procedure you describe in your owners manual.
    (2) Place the transmission in gear as described by the test cycle
in the standard-setting part. During idle operation, you may apply the
brakes if necessary to keep the drive wheels from turning.
    (b) If the vehicle does not start after your recommended maximum
cranking time, wait and restart cranking according to your recommended
practice. If you don't recommend such a cranking procedure, stop
cranking after 10 seconds, wait for 10 seconds, then start cranking
again for up to 10 seconds. You may repeat this for up to three start
attempts. If the vehicle does not start after three attempts, you must
determine and record the reason for failure to start. Shut off sampling
systems and either turn the CVS off, or disconnect the exhaust tube
from the tailpipe during the diagnostic period. Reschedule the vehicle
for testing from a cold start.
    (c) Repeat the recommended starting procedure if the engine has a
``false start''.
    (d) Take the following steps if the engine stalls:
    (1) If the engine stalls during an idle period, restart the engine
immediately and continue the test. If you cannot restart the engine
soon enough to allow the vehicle to follow the next acceleration, stop
the driving schedule indicator and reactivate it when the vehicle
restarts.
    (2) If the engine stalls during operation other than idle, stop the
driving schedule indicator, restart the engine, accelerate to the speed
required at that point in the driving schedule, reactivate the driving
schedule indicator, and continue the test.
    (3) Void the test if the vehicle will not restart within one
minute. If this happens, remove the vehicle from the dynamometer, take
corrective action, and reschedule the vehicle for testing. Record the
reason for the malfunction (if determined) and any corrective action.
See the standard-setting part for instructions about reporting these
malfunctions.

Sec.  1066.330  Performing emission tests.

    The overall test consists of prescribed sequences of fueling,
parking, and operating test conditions.
    (a) Vehicles are tested for criteria pollutants and greenhouse gas
emissions as described in the standard-setting part.
    (b) Take the following steps before emission sampling begins:
    (1) For batch sampling, connect clean storage media, such as
evacuated bags or tare-weighed filters.
    (2) Start all measurement instruments according to the instrument
manufacturer's instructions and using good engineering judgment.
    (3) Start dilution systems, sample pumps, and the data-collection
system.
    (4) Pre-heat or pre-cool heat exchangers in the sampling system to
within their operating temperature tolerances for a test.
    (5) Allow heated or cooled components such as sample lines,
filters, chillers, and pumps to stabilize at their operating
temperatures.
    (6) Verify that there are no significant vacuum-side leaks
according to 40 CFR 1065.345.
    (7) Adjust the sample flow rates to desired levels, using bypass
flow, if desired.
    (8) Zero or re-zero any electronic integrating devices, before the
start of any test interval.
    (9) Select gas analyzer ranges. You may automatically or manually
switch gas analyzer ranges during a test only if switching is performed
by changing the span over which the digital resolution of the
instrument is applied. During a test you may not switch the gains of an
analyzer's analog operational amplifier(s).
    (10) Zero and span all continuous gas analyzers using NIST-
traceable gases that meet the specifications of 40 CFR 1065.750. Span
FID analyzers on a carbon number basis of one (1), C1. For
example, if you use a C3H8 span gas of
concentration 200 [mu]mol/mol, span the FID to respond with a value of
600 [mu]mol/mol. Span FID analyzers consistent with the determination
of their respective response factors, RF, and penetration fractions,
PF, according to 40 CFR 1065.365.
    (11) We recommend that you verify gas analyzer responses after
zeroing and spanning by sampling a calibration gas that has a
concentration near one-half of the span gas concentration. Based on the
results and good engineering judgment, you may decide whether or not to
re-zero, re-span, or re-calibrate a gas analyzer before starting a
test.
    (12) If you correct for dilution air background concentrations of
associated engine exhaust constituents, start measuring (i.e. sampling)
and recording background concentrations.
    (13) Turn on cooling fans immediately prior to the start of the
test.
    (c) Operate vehicles during testing as follows:
    (1) Where we do not give specific instructions, operate the vehicle
according to your recommendations in the owners manual, unless those
recommendations are unrepresentative of what may reasonably be expected
for in-use operation.
    (2) If vehicles have features that preclude dynamometer testing,
modify these features as necessary to allow testing, consistent with
good engineering judgment.
    (3) Operate vehicles during idle as follows:
    (i) For a vehicle with an automatic transmission, operate at idle
with the transmission in ``Drive'' with the wheels braked, except that
you may shift to ``Neutral'' for the first idle period and for any idle
period longer than one minute. If you put the vehicle in ``Neutral''
during an idle, you must shift the vehicle into ``Drive'' with the
wheels braked at least 5 seconds before the end of the idle period.
    (ii) For a vehicle with a manual transmission, operate at idle with
the transmission in gear with the clutch disengaged, except that you
may shift to ``Neutral'' with the clutch disengaged for the first idle
period and for any idle period longer than one minute. If you put the
vehicle in ``Neutral'' during idle, you must shift to first gear with
the clutch disengaged at least 5 seconds before the end of the idle
period.
    (4) If the vehicle cannot accelerate at the specified rate, operate
it at maximum available power until the vehicle speed reaches the value
prescribed for that time in the driving schedule.
    (5) Decelerate without changing gears, using the brakes or
accelerator pedal as necessary to maintain the desired speed. Keep the
clutch engaged on manual transmission vehicles and do not change gears
after the end of the acceleration event. Depress manual transmission
clutches when the speed drops below 15 mph (24.1 km/h), when engine
roughness is evident, or when engine stalling is imminent.
    (6) For test vehicles equipped with manual transmissions, shift
gears in a way that represents reasonable shift

patterns for in-use operation, considering vehicle speed, engine speed,
and any other relevant variables. You may recommend a shift schedule in
your owners manual that differs from your shift schedule during testing
as long as you include both shift schedules in your application for
certification. In this case, we may use the shift schedule you describe
in your owners manual.
    (d) See the standard-setting part for drive schedules. These are
defined by a smooth trace drawn through the specified speed vs. time
sequence.
    (e) The driver must attempt to follow the target schedule as
closely as possible, consistent with the specifications in paragraph
(b) of this section. Instantaneous speeds must stay within the
following tolerances:
    (1) The upper limit is 2.0 mph higher than the highest point on the
trace within 1.0 s of the given point in time.
    (2) The lower limit is 2.0 mph lower than the lowest point on the
trace within 1.0 second of the given time.
    (3) The same limits apply For vehicle preconditioning, except that
the upper and lower limits for speed values are 4.0 mph.
    (4) Void the test if you do not maintain speed values as specified
in this paragraph (e)(4). Speed variations (such as may occur during
gear changes or braking spikes) may occur as follows, provided that
such variations are clearly documented, including the time and speed
values and the reason for deviation:
    (i) Speed variations greater than the specified limits are
acceptable for up to 2.0 seconds on any occasion.
    (ii) For vehicle preconditioning, up to three additional
occurrences of speed variations outside the specified limits are
acceptable for up to 15 seconds on any occasion.
    (iii) For vehicles that are not able to maintain acceleration as
specified in paragraph (b)(4) of this section, do not count the
insufficient acceleration as being outside the specified limits.
    (f) Figure 1 and Figure 2 of this section show the range of
acceptable speed tolerances for typical points during testing. Figure 1
of this section is typical of portions of the speed curve that are
increasing or decreasing throughout the 2-second time interval. Figure
2 of this section is typical of portions of the speed curve that
include a maximum or minimum value.
[GRAPHIC] [TIFF OMITTED] TP30NO10.148

[GRAPHIC] [TIFF OMITTED] TP30NO10.149

    (g) Start testing as follows:
    (1) If a vehicle is already running and warmed up, and starting is
not part of the test cycle, perform the following for the following
types of test cycles:
    (i) Transient test cycles. Control vehicle speeds to follow a drive
schedule consisting of a series of idles, accelerations, cruises, and
decelerations.
    (ii) Cruise test cycles. Control the vehicle operation to match the
speed of the first phase of the test cycle. Follow the instructions in
the standard-setting part to determine how long to stabilize the
vehicle during each phase, how long to sample emissions at each phase,
and how to transition between phases.
    (2) If engine starting is part of the test cycle, initiate data
logging, sampling of exhaust gases, and integrating measured values
before starting the engine. Initiate the driver's trace when the engine
starts.
    (h) At the end of each test interval, continue to operate all
sampling and dilution systems to allow the response times to elapse.
Then stop all sampling and recording, including the recording of
background samples. Finally, stop any integrating devices and indicate
the end of the duty cycle in the recorded data.
    (i) Shut down the vehicle if it is part of the test cycle or if
testing is complete.
    (j) If testing involves engine shutdown followed by another test
phase, start a timer for the vehicle soak when the engine shuts down.
    (k) Take the following steps after emission sampling is complete:
    (1) For any proportional batch sample, such as a bag sample or PM
sample, verify that proportional sampling was maintained according to
40 CFR 1065.545. Void any samples that did not maintain proportional
sampling according to specifications.
    (2) Place any used PM samples into covered or sealed containers and
return them to the PM-stabilization environment. Follow the PM sample
post-conditioning and total weighing procedures in 40 CFR 1065.595.
    (3) As soon as practical after the test cycle is complete, or
optionally during the soak period if practical, perform the following:
    (i) Drift check all continuous gas analyzers and zero and span all
batch gas analyzers no later than 30 minutes after the test cycle is
complete, or during the soak period if practical.
    (ii) Analyze any conventional gaseous batch samples no later than
30 minutes after a test phase is complete, or during the soak period if
practical.
    (iii) Analyze background samples no later than 60 minutes after the
test cycle is complete.
    (iv) Analyze gaseous batch samples requiring off-line analysis,
such as ethanol, no later than 30 minutes after the test cycle is
complete.
    (4) After quantifying exhaust gases, verify drift as follows:
    (i) For batch and continuous gas analyzers, record the mean
analyzer value after stabilizing a zero gas to the analyzer.
Stabilization may include time to purge the analyzer of any sample gas,
plus any additional time to account for analyzer response.
    (ii) Record the mean analyzer value after stabilizing the span gas
to the analyzer. Stabilization may include time to purge the analyzer
of any sample gas, plus any additional time to account for analyzer
response.
    (iii) Use these data to validate and correct for drift as described
in 40 CFR 1065.550.
    (l) [Reserved]
    (m) Measure and record ambient temperature and pressure. Also
measure humidity, as required, such as for correcting NOX
emissions. For testing vehicles with the following engines, you must
record ambient temperature continuously to verify that it remains
within the temperature range specified in Sec.  1066.320(b)(1)
throughout the test:
    (1) Air-cooled engines.
    (2) Engines equipped with emission control devices that sense and
respond to ambient temperature.
    (3) Any other engine for which good engineering judgment indicates
that this

is necessary to remain consistent with 40 CFR 1065.10(c)(1).
    (n) Validate overall driver accuracy by comparing the expected
power generated, based on measured vehicle speeds, to the theoretical
power that would have been generated by driving exactly to the target
trace. You may remove any vehicle speed points and corresponding target
trace speed points based on insufficient engine power as allowed in
paragraph (e)(5) of this section.
    (1) Calculate the mean power demand at the wheels, P, based on the
measured vehicle speed as follows:
[GRAPHIC] [TIFF OMITTED] TP30NO10.150

Where:

i = An indexing variable that represents one recorded value of
vehicle speed.
N = number of recorded speed values.
A, B, and C = the road load coefficients.
Si = the measured vehicle speed at a given point in time,
accurate to at least the nearest 0.01 mph. Convert speed values to
ft/s in all cases except for the terms used with the B and C
coefficients. Let Si-1 = 0.
ti = the measured vehicle speed at a given point in time,
accurate to at least the nearest 0.01 s. Let ti-1 = 0.
Me = effective vehicle mass, accurate to at least the
nearest 1 lbm, expressed in lbf [middot] s\2\/ft. See Sec.
1066.304(a).

Example:

S0 = 0.00 mph = 0.00 ft/s
S1 = 0.23 mph = 0.34 ft/s
S2 = 0.47 mph = 0.69 ft/s
A = 69.2 lbf
B = -0.424 lbf/mph
C = 0.03089 lbf/mph \2\
t2-t1 = 0.1 s (10 Hz)
[GRAPHIC] [TIFF OMITTED] TP30NO10.151

[GRAPHIC] [TIFF OMITTED] TP30NO10.152

    Me = 9800 lbm = 304.59 lbf[middot]s\2\/ft
    N = 6680
    [GRAPHIC] [TIFF OMITTED] TP30NO10.153

    P = 4931 ft[middot]bf/s = 8.97 hp
    (2) Calculate the reference value for power demand at the wheels,
Pref, based on the target vehicle speed using Equation
1066.330-1, substituting target values for actual values.
    (3) Calculate the driving power error, Perror, by
comparing the mean power demand calculated in paragraph (c)(1) of this
section, P, with the reference power calculated in paragraph (c)(2) of
this section, Pref, using the following equation:
[GRAPHIC] [TIFF OMITTED] TP30NO10.154

Example:

P= 8.965 hp
Pref = 9.015 hp
[GRAPHIC] [TIFF OMITTED] TP30NO10.155

Perror = -0.55%

    (4) The driver power error may not exceed 1.50% for a
valid test.

Subpart E--Hybrids

Sec.  1066.401  Overview.

    To determine State of Charge, Net Energy Change, and State of
Charge correction for emission results, follow SAE J1711 and SAE J2711
(incorporated by reference in Sec.  1066.710).

Subpart F--[Reserved]

Subpart G--Calculations

Sec.  1066.601  Overview.

    (a) This subpart describes how to--

    (1) Use the signals recorded before, during, and after an emission
test to calculate distance-specific emissions of each regulated
pollutant.
    (2) Perform calculations for calibrations and performance checks.
    (3) Determine statistical values.
    (b) You may use data from multiple systems to calculate test
results for a single emission test, consistent with good engineering
judgment. You may also make multiple measurements from a single batch
sample, such as multiple weighing of a PM filter or multiple readings
from a bag sample. You may not use test results from multiple emission
tests to report emissions. We allow weighted means where appropriate.
You may discard statistical outliers, but you must report all results.

Sec.  1066.610  Mass-based and molar-based exhaust emission
calculations.

    (a) General. Calculate your total mass of emissions over a test
cycle as specified in 40 CFR 86.144-94 or 40 CFR part 1065, subpart G.
    (b) Composite emissions over multiple test cycles. For composite
emission calculations over multiple test phases and corresponding
weighting factors, see the standard-setting part.

Subpart H--Definitions and Other Reference Material

Sec.  1066.701  Definitions.

    The definitions in this section apply to this part. The definitions
apply to all subparts unless we note otherwise. Other terms have the
meaning given in 40 CFR part 1065. The definitions follow:
    Base inertia means a value expressed in mass units to represent the
rotational inertia of the rotating dynamometer components between the
vehicle driving tires and the dynamometer torque-measuring device, as
specified in Sec.  1066.150.
    Driving schedule means a series of vehicle speeds that a vehicle
must follow during a test. Driving schedules are specified in the
standard-setting part. A driving schedule may consist of multiple test
phases.
    Duty cycle means a set of weighting factors and the corresponding
test cycles, where the weighting factors are used to combine the
results of multiple test phases into a composite result.
    Road load coefficients means sets of A, B, and C road load force
coefficients that are used in the dynamometer road load simulation,
where road load force at speed S equals A + B [middot] S + C [middot]
S\2\.
    Test phase means a duration over which a vehicle's emission rates
are determined for comparison to an emission standard. For example, the
standard-setting part may specify a complete duty cycle as a cold-start
test phase and a hot-start test phase. In cases where multiple test
phases occur over a duty cycle, the standard-setting part may specify
additional calculations that weight and combine results to arrive at
composite values for comparison against the applicable standards.
    Unloaded coastdown means a dynamometer coastdown run with the
vehicle wheels off the roll surface.

Sec.  1066.705  Symbols, abbreviations, acronyms, and units of measure.

    The procedures in this part generally follow either the
International System of Units (SI) or the United States customary
units, as detailed in NIST Special Publication 811, 1995 Edition,
``Guide for the Use of the International System of Units (SI),'' which
we incorporate by reference in Sec.  1066.710. See 40 CFR 1065.25 for
specific provisions related to these conventions. This section
summarizes the way we use symbols, units of measure, and other
abbreviations.
    Symbols for quantities. This part uses the following symbols and
units of measure for various quantities:
BILLING CODE 6560-60-P
[GRAPHIC] [TIFF OMITTED] TP30NO10.156

    (b) Symbols for chemical species. This part uses the following
symbols for chemical species and exhaust constituents:

[GRAPHIC] [TIFF OMITTED] TP30NO10.157

    (c) Superscripts. This part uses the following superscripts to
define a quantity:
[GRAPHIC] [TIFF OMITTED] TP30NO10.158

    (d) Subscripts. This part uses the following subscripts to define a
quantity:
[GRAPHIC] [TIFF OMITTED] TP30NO10.159

    (e) Other acronyms and abbreviations. This part uses the following
additional abbreviations and acronyms:

[GRAPHIC] [TIFF OMITTED] TP30NO10.160

Sec.  1066.710  Reference materials.

    Documents listed in this section have been incorporated by
reference into this part. 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 at the National
Archives and Records Administration (NARA). For information on the
availability of this material at NARA, call<PHONE_NUMBER>, or go to:
http://www.archives.gov/federal_register/code_of_federal_
regulations/ibr_locations.html.
    (a) NIST material. Table 1 of this section lists material from the
National Institute of Standards and Technology that we have
incorporated by reference. The first column lists the number and name
of the material. The second column lists the section of this part where
we reference it. Anyone may purchase copies of these materials from the
Government Printing Office, Washington, DC 20402 or download them free
from the Internet at http://www.nist.gov. Table 1 follows:
[GRAPHIC] [TIFF OMITTED] TP30NO10.161

    (b) SAE material. Table 2 of this section 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 or
http://www.sae.org. Table 2 follows:
[GRAPHIC] [TIFF OMITTED] TP30NO10.162

PART 1068--GENERAL COMPLIANCE PROVISIONS FOR HIGHWAY, STATIONARY,
AND NONROAD PROGRAMS

    15. The authority citation for part 1068 continues to read as
follows:

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

    16. The heading of part 1068 is revised to read as set forth above.

Subpart A--[Amended]

    17. Section 1068.1 is revised to read as follows:

Sec.  1068.1  Does this part apply to me?

    (a) The provisions of this part apply to everyone with respect to
the following engines and to equipment using the following engines
(including owners, operators, parts manufacturers, and persons
performing maintenance):
    (1) Locomotives we regulate under 40 CFR part 1033.
    (2) Heavy-duty motor vehicles and motor vehicle engines as
specified in 40 CFR parts 1036 and 1037.
    (3) Land-based nonroad compression-ignition engines we regulate
under 40 CFR part 1039.
    (4) Stationary compression-ignition engines certified using the
provisions of 40 CFR part 1039, as indicated in 40 CFR part 60, subpart
IIII.
    (5) Marine compression-ignition engines we regulate under 40 CFR
part 1042.
    (6) Marine spark-ignition engines we regulate under 40 CFR part
1045.
    (7) Large nonroad spark-ignition engines we regulate under 40 CFR
part 1048.
    (8) Stationary spark-ignition engines certified using the
provisions of 40 CFR parts 1048 or 1054, as indicated in 40 CFR part
60, subpart JJJJ.
    (9) Recreational engines and vehicles we regulate under 40 CFR part
1051 (such as snowmobiles and off-highway motorcycles).
    (10) Small nonroad spark-ignition engines we regulate under 40 CFR
part 1054.
    (b) This part does not apply to any of the following engine or
vehicle categories, except as specified in

paragraph (d) of this section or as specified in other parts:
    (1) Light-duty motor vehicles (see 40 CFR part 86).
    (2) Highway motorcycles (see 40 CFR part 86).
    (3) Aircraft engines (see 40 CFR part 87).
    (4) Land-based nonroad compression-ignition engines we regulate
under 40 CFR part 89.
    (5) Small nonroad spark-ignition engines we regulate under 40 CFR
part 90.
    (c) Paragraph (a) of this section identifies the parts of the CFR
that define emission standards and other requirements for particular
types of engines and equipment. This part 1068 refers 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 provisions of the standard-setting part if they are
different than any of the provisions in this part.
    (d) Specific provisions in this part 1068 start to apply separate
from the schedule for certifying engines to new emission standards, as
follows:
    (1) The provisions of Sec. Sec.  1068.30 and 1068.310 apply for
stationary spark-ignition engines built on or after January 1, 2004,
and for stationary compression-ignition engines built on or after
January 1, 2006.
    (2) The provisions of Sec. Sec.  1068.30 and 1068.235 apply for the
types of engines/equipment listed in paragraph (a) of this section
beginning January 1, 2004, if they are used solely for competition.

Department of Transportation

National Highway Traffic Safety Administration

49 CFR Chapter V

    In consideration of the foregoing, under the authority of 49 U.S.C.
32901 and 32902 and delegation of authority at 49 CFR 1.50, NHTSA
proposes to amend 49 CFR chapter V as follows:

PART 523--VEHICLE CLASSIFICATION

    18. The authority citation for part 523 continues to read as
follows:

    Authority: 49 U.S.C. 32901; delegation of authority at 49 CFR
1.50.

    19. Revise Sec.  523.2 to read as follows:

Sec.  523.2  Definitions.

    As used in this part:
    Approach angle means the smallest angle, in a plane side view of an
automobile, formed by the level surface on which the automobile is
standing and a line tangent to the front tire static loaded radius arc
and touching the underside of the automobile forward of the front tire.
    Axle clearance means the vertical distance from the level surface
on which an automobile is standing to the lowest point on the axle
differential of the automobile.
    Base tire means the tire specified as standard equipment by a
manufacturer on each vehicle configuration of a model type.
    Basic vehicle frontal area is used as defined in 40 CFR 86.1803-01.
    Breakover angle means the supplement of the largest angle, in the
plan side view of an automobile that can be formed by two lines tangent
to the front and rear static loaded radii arcs and intersecting at a
point on the underside of the automobile.
    Cab-complete vehicle means a vehicle that is first sold as an
incomplete vehicle that substantially includes the vehicle cab section
as defined in 40 CFR 1037.801. For example, vehicles known commercially
as chassis-cabs, cab-chassis, box-deletes, bed-deletes, cut-away vans
are considered cab-complete vehicles. A cab includes a steering column
and passenger compartment. Note a vehicle lacking some components of
the cab is a cab-complete vehicle if it substantially includes the cab.
    Cargo-carrying volume means the luggage capacity or cargo volume
index, as appropriate, and as those terms are defined in 40 CFR
600.315, in the case of automobiles to which either of those terms
apply. With respect to automobiles to which neither of those terms
apply ``cargo-carrying volume'' means the total volume in cubic feet
rounded to the nearest 0.1 cubic feet of either an automobile's
enclosed nonseating space that is intended primarily for carrying cargo
and is not accessible from the passenger compartment, or the space
intended primarily for carrying cargo bounded in the front by a
vertical plane that is perpendicular to the longitudinal centerline of
the automobile and passes through the rearmost point on the rearmost
seat and elsewhere by the automobile's interior surfaces.
    Class 2b vehicles are vehicles with a gross vehicle weight rating
(GVWR) ranging from 8,501 to 10,000 pounds.
    Class 3 through Class 8 vehicles are vehicles with a gross vehicle
weight rating (GVWR) of 10,001 pounds or more as defined in 49 CFR
565.15.
    Commercial medium- and heavy-duty on-highway vehicle means an on-
highway vehicle with a gross vehicle weight rating of 10,000 pounds or
more as defined in 49 U.S.C. 32901(a)(7).
    Completed vehicle means a vehicle that requires no further
manufacturing operations to perform its intended function.
    Curb weight is defined the same as vehicle curb weight in 40 CFR
86.1803-01.
    Departure angle means the smallest angle, in a plane side view of
an automobile, formed by the level surface on which the automobile is
standing and a line tangent to the rear tire static loaded radius arc
and touching the underside of the automobile rearward of the rear tire.
    Final stage manufacturer has the meaning given in 49 CFR 567.3.
    Footprint is defined as the product of track width (measured in
inches, calculated as the average of front and rear track widths, and
rounded to the nearest tenth of an inch) times wheelbase (measured in
inches and rounded to the nearest tenth of an inch), divided by 144 and
then rounded to the nearest tenth of a square foot. For purposes of
this definition, track width is the lateral distance between the
centerlines of the base tires at ground, including the camber angle.
For purposes of this definition, wheelbase is the longitudinal distance
between front and rear wheel centerlines.
    Gross combination weight rating or GCWR means the value specified
by the manufacturer as the maximum allowable loaded weight of a
combination vehicle (e.g. tractor plus trailer).
    Gross vehicle weight rating or GVWR means the value specified by
the vehicle manufacturer as the maximum design loaded weight of a
single vehicle (e.g. vocational truck).
    Heavy-duty truck means a non-passenger automobile meeting the
criteria in Sec.  523.6.
    Heavy-duty off-road truck means a heavy-duty truck intended to be
used extensively in off-road environments such as forests, oil fields,
and construction sites. A vehicle may qualify as a heavy-duty off-road
truck by meeting the criteria for ``Off-road heavy-duty vocational
trucks'' or ``Off-road truck tractors'' or by getting separate
approval, as follows:
    (1) Off-road heavy-duty vocational trucks are those meeting the
following criteria:
    (i) The tires installed on the vehicle must be lug tires or contain
a speed rating at or below 60 mph. For purposes of this section, a lug
tire is one for which the elevated portion of the tread covers less
than one-half of the tread surface.

    (ii) The vehicle must include a vehicle speed limiter governed to
55 mph or less.
    (2) Off-road truck tractors are those meeting the following
criteria:
    (i) The tires installed on the vehicle must be lug tires or contain
a speed rating at or below 60 mph. For purposes of this section, a lug
tire is one for which the elevated portion of the tread covers less
than one-half of the tread surface.
    (ii) The vehicle must include a vehicle speed limiter governed to
55 mph or less.
    (iii) The vehicle must either:
    (A) Contain power take-off (PTO) controls; or
    (B) Have GVWR greater than 57,000 pounds and have axle
configurations other than 4x2, 6x2, or 6x4 (axle configurations are
expressed as total number of wheel hubs by number of drive wheel hubs).
    (iv) The frame of the vehicle must have a resisting bending moment
(RBM) greater than 2,000,000 inch-pounds. Use sound engineering
judgment to determine the RBM for the frame.
    (3) Vehicles not meeting the provisions in paragraphs (a) and (b)
of this definition may still be considered as heavy-duty off-road
trucks upon approval from the Administrators of NHTSA and EPA.
    Incomplete vehicle means an assemblage consisting, at a minimum, of
chassis (including the frame) structure, power train, steering system,
suspension system, and braking system, in the state that those systems
are to be part of the completed vehicle, but requires further
manufacturing operations to become a completed vehicle.
    Light truck means a non-passenger automobile meeting the criteria
in Sec.  523.5.
    Medium duty passenger vehicle means a vehicle which would satisfy
the criteria in Sec.  523.5 (relating to light trucks) but for its
gross vehicle weight rating or its curb weight, which is rated at more
than 8,500 lbs GVWR or has a vehicle curb weight of more than 6,000
pounds or has a basic vehicle frontal area in excess of 45 square feet,
and which is designed primarily to transport passengers, but does not
include a vehicle that:
    (1) Is an ``incomplete truck''' as defined in this subpart; or
    (2) Has a seating capacity of more than 12 persons; or