•

WORLD HEALTH ORGANIZATION ORGANISATION MONDIALE DI LA SANTI

W •• I.rn Pacific R.gional Centra Centre .igional du Pacifique occidental

'or th. Promotion of Environmental pour la promotion de la pla"lIlealiOn a'
Pla"n,ng and Applied Studle. (PEPAS) du etudes appliquia. en matiire
d·environnama"t (PEPAS)

Unlversili Pertanian Campu&. Sardang. Selangor. Ma.!ays;.

A REVIEW OF MEASURING METHODS AND PROCEDURES

FOR ESTIMATING DIESEL SMOKE EMISSIONS

FROM MOTOR VEHICLES

Prepared by

W.E. Kreisel
WHO Air Quality Management Adviser

June 1981

Mailing Address: c/o P.O. Box 2550 Tel. Nos.: 358101 Talegramme: UNISANTE
Kuala Lumpur. MalaY81a 358304 KUALAI.UMPUR
355425 ext. 808 Talex No.: 31084
 TABLE OF CONTENTS

Page

J:. Introduc tion 1

II. Procedures for smoke evaluation 1

A. Measuring methods 1

1. Visual methods 2

2. Instrumental methods 2

2.1 Full-flow opacimeter 4

2.1.1 Operating procedures and precautions 4

2.1.2 Remarks 5

2.2 Part-flow or sampling-type opacimeter 5

2.3 Reflectance-or filter-type smokemeter 7

2.4 Mass determination of particulate

emissions 8

B. Compliance tests 8

1. Free acceleration (no-load) test 9

2. Lug-down test 11

3. Swedish test 12

III. Summary 13

Annex 1 ECE Regulation No. 24 14

Annex 11 U.S. EPA Federal Register: Particulate

Regulation for Heavy-Duty Diesel Engines,
7 January 1981 42
 FOREWORD

Smoke from diesel-fuelled motor vehicles is recognized as a

major problem in many countries of the WHO Western Pacific and

South-East Asian reglons. Several developing countries in these

regions have yet to decide on their needs in relation to control

of diesel smoke emissions. At the WHO/UNEP Bi-regional Workshop

on Planning for Control of Emissions from Motor Vehicles held at

PEPAS ln November 1980, it was requested that PEPAS review the

various measurement methods and test procedures for diesel smoke

emissions. This document has been prepared in response to that

request.

The issue of this document does not constitute a formal

publication. The author alone is responsible for views expressed

L~ the document.

Frank C. Go
Director, PEPAS
 I. INTRODUCTION

Smoke is synonymous with air pollution to many people. Apart from the
nuisance problems of diesel smoke l , it~ claimed adverse health effects
mark the diesel engine as a prime target for public resentment and
restrictive ordinances.

However, measurement of diesel smoke in an accurate and consistent

manner has been a difficult problem for engine and vehicle manufacturers
and agencies charged with enforcing smoke standards.

In this connexion, it has to be recalled that establishing a motor

vehicle emission standard requires not only that a numerical value be
prescribed which is characterized by a specific unit (g/km, percent
opacity, etc.), but also that an exhaust emission test procedure be
established by means of which the compliance of the actual quantity of
emissions with the standard is determined.

Moreover, the emission test procedure consists of two parts:

(1) instruments which measure the pollutants as they are

emitted from the exhaust pipe; and

(2) a definite, standardized way of exercising the engine

while the pollutants are being measured (test cycle).

Correspondingly, several instruments and test cycles have been

developed to measure diesel smoke under different test conditions.

In addition to instruments based on different physical principles and

different scales, human observation and judgement are often used to relate
smoke to a variety of standards.

II. PROCEDURES FOR SMOKE EVAULATION

A. Measuring Methods

As indicated above, two different methods for smoke evaluation are

available, namely:

1 Diesel Smoke: black, white and blue smoke. White and blue smoke
is essentially composed of colourless liquid particles (droplets) which
reflect and refract the observed light. The observed colour results from
the refractive index of the liquid in the droplets and the droplet size.
White smoke is usually caused by condensed water vapor or liquid fuel
droplets. Blue smoke is usually due to droplets resulting from the
incomplete combustion of fuel or lubricating oil. Black smoke consists
of carbon (soot) particles, usually less than 1 )Um in size, resulting
from incomplete combustion of fuel.
 - 2 -

(1) visual; and

(2) instrumental methods.

They are applied to evaluate smoke emissions from diesel-fuelled

engines which can be subjected to two different tests, namely to:

(a) full; and

(b) short tests

Full tests generally serve to determine smoke emissions of prototype

and/or assembly line diesel-fuelled engines on engine dynamometers while
short tests are used to periodically control smoke emissions of in-use
diesel-powered vehicles.

(1) Visual Methods

Visual methods of smoke observation and rating have been developed

as simple and direct means of obtaining numerical ratings of black smoke.
The smoke perceived by the observer is subjectively compared with one of
the established grey scales (Ringelmann, Bacharach, photographic).

The observer must discipline himself to limit his observation to

that portion of the plume immediately above the exhaust pipe exit and
to compensate mentally for the factors of background colour, illumi-
nation, and ambient light level. Hence, only trained personnel are able
to judge the plume density accurately without being affected by variable
field conditions. To ensure uniformity of observations among different
observers the officials should have successfully completed a training
course consisting of a series of lectures, and slide and film presen-
tations, in addition to the actual training to evaluate the opacity of
smoke emissions.

Countries that have established smoke standards for in-use diesel

engines based on the Ringelmann scale are, among others, Australia
(No. 2)1, Braz.il (No.2), and Mexico (No.3).

(2) Instrumental methods

Devices for measuring diesel smoke may be classified generally as

follows:

1 Ringelmann, No. 2
 - 3 -

a) transmittancel-type smokemeters which measure the light

extinction as a function of the smoke concentration. They are widely
called opacimeters 2 •

Opacimeters are divided into:

(i) full-flow opacimeters that measure the opacity of the full

smoke plume;

(ii) part-flow or sampling opacimeters that measure the opacity

of a portion of the exhaust gas which has been extracted from
the exhaust pipe and passed through a measurement chamber of
standardized size.

For (i), there are basically two types of full-flow light

extinction smokemeters. One meter is an end-of-line meter or
one that views the full plume emitted from the exhaust pipe.
The other is an in-line meter which is inserted into the exhaust
system pipe. This meter views the smoke across the path-length
of the tube in which the sensors are mounted.

1 The amount of light that passes through a given length of aerosol

1.5the difference between the amount of incident light 10 (A.) and the
amount scattered and absorbed by the particles I (~). The BEER-LAMBERT
law relates the incident and transmitted intensities of a beam of light
passing through an aerosol of length L where K (~) is the extinction
coefficient and I ().. )/10 ()..) is the transmittance:

(l) I (J...) = 10 (A.) exp (-K (J..) J

L

Since the extinction coefficient is a function of the wave-length,

the wave-length of light of the emitter and the detector have an important
influence on the smokemeter reading (see page 5).

2 Opacity is that fraction of light transmitted from a source which

is prevented from reaching the receiver due to the extinction of light
over the effective path-length L:

(2 ) opacity = 1 - exp (-K ()...) L) = 1 - I (J..)/I o (A)

= 1 - transmittance

(3) In percent,
Opacity (%) = 100% (1 - I (J... )/10 (J...)]
= 100% (1 - transmittance)
A smoke plume that does not attenuate any incident light is invisible
and has a transmittance of 1 and an opacity of 0%. A plume that attenuates
all the incident light is said to be 100% opaque, and therefore it has an
opacity of 100% and a transmittance of O. An instrument that measures
transmittance or opacity is referred to as an opacity meter, a transmissio-
meter or an opacimeter.
 - 4 -

(b) reflectance-or filter-type smokemeters which measure the

reflectance of the li.ght from a filter by means of which the
smoke soot has been separated from the exhaust gases;

(c) mass determination of particulate emissions. In general, the

procedure is to pass a measured amount of exhaust gas through a
. nearly "absolute" filter, capable of retaining on its surface
the particulates that were suspended in the exhaust gas. By
dividing the weighed mass of the particulates by the volume of
exhaust gases sampled (at a specified temperature and pressure)
the mass concentration of the particulates is determined.

2.1 Full-flow opacimeter

The best known full-flow opacimeter is the U.S. PHS smokemeter,

developed by the U.S. Public Health Service for measuring diesel
smoke. The instrument allows the opacity of smoke to be measured
continuously under transient conditions. It may be calibrated in
either a to 100 percent light transmittance or opacity which is
accomplished by blocking the light beam for 100 percent opacity and
by clean air for ~ero opacity. Full-flow opacimeters are widely used
in the U.S.A.

2.1.1 Operating procedures and precautions

(i) Since the instrument is sensitive to smoke density and

length of path (L) it is important to define the location when
comparing readings with other smokemeters.

The optical unit shall be positioned near the end of the

exhaust pipe (12.5 cm ± 2.5 cm) so that the light beam traverses
the exhaust plume at right angles to the axis of the plume.
However, the unit should not be rigidly mounted on the exhaust
pipe since vibrations can shake the lamp filament which may be
registered as "noise" on the recorder.

(ii) The terminal 50 cm of the exhaust pipe shall be a circular

cross section and be free of elbows and bends.

(iii) The end of of the pipe shall be cut off squarely.

(iv) The term;_nal two feet of the exhaust pipe shall have a
diameter in accordance with the engine tested, as specified
below:

Maximum rated horse power Exhaust pipe diameter (em)

0<: HP ~ 101 5
101 < HP ~ ZOO 7.5
201 < HP ~ 300 10
301 ~ HP 12.5

(v) The optical unit may be mounted on a movable frame

(adaptor) which should not modify the unrestricted shape of
the exhaust plume.
 - 5 -

•
(vi) To m~n~m~ze deposition of smoke particles on the light
soun:e and the detector, an air curtain across these surfaces
should be used provided that it does not measurably affect the
opacity of the plume.

2.1.2 Remarks

Two important optical characteristics must be specified to

obtain similar performance from full-flow opacimeters:

(1) the operating wave-length; and

(2) the light collimation of the instrument.

(1) Diesel smoke is optically ~ neutral, i.e. it has different

spectral absorptivities at different wave-lengths. Generally,
diesel exhaust particle size distribution shows that 10 percent
of all particles have a mean diameter of more than 1 )Um and
only 10 percent of less than 0.3 )Um; i.e., the major fraction
of the particles has mean diameters in the range of the wave-
length of visual light. According to tests, for wave-lengths
of light above 0.8 JUm smoke becomes transparent. Consequently,
opacimeters which use infrared light show less opacity than
opacimeters which use light in the visible spectrum if all
factors are held equal. Moreover, the photo-detector must match
the emitter, i.e., the detector must provide maximum relative
sensitivity for the selected wave-length of the emitter.

(2) The light collimation is important because the detector

should be restricted from receiving light that has been
scattered by the smoke from the measurement.

2.2 Part-flow or sampling-type opacimeter

The best known part-flow or sampling-type opacimeter is

the Hartridge smokemeter. This device measures the opacity of
a portion of the exhaust gas which has been extracted from the
exhaust pipe and passed through a measuring chamber of
standardized size. For comparison, a reference cell is filled
with scavenging air. The opacity of the sample can be given in
so-called Hartridge smoke units (H~S.U.) ranging from 0 (clear)
to 100 (completely opaque) or in absolute units of light
absorption from 0 to 00 (m- l ).

This type of smokemeter is prescribed, for example in

Europe for type approval in full-load tests. However, several
points have to be taken into consideration:

(a) SAEl does not recommend this type of device for

transient smoke measurements since the transient or

1 Society of Automotive Engineers, Inc. 400 Commonwealth Drive,

Warrendale, PA. 15096, USA.
 - 6 -

physical response is too slow. The physical response is

the time that is required to fill the measurement chamber
completely (transport time approximately 0.2 - 0.6 lee.)
with exhaus t.

The longer the physical response, the less accurate

short transient smoke gusts are recorded since the sampling
probe is not filled completely with smoke of high density.

(b) As a part-flow smokemeter, isokinetic l sampling has

been suggested. However, this suggestion is controversial
since the size distribution of diesel particulate matter
contains 90% of particles less than l,iUm, hence precise
isokinetic sampling is actually not required.

(c) Moreover, it has been shown that pulsation can cause

difficulties in part-flow sampling. In general, the flow
conditions in the exhaust system of an automobile are not
stationary. Due to the opening and closing of the valves,
pressure variations occur which are moving with the speed
of sound. At locations with changes in diameter, pressure
waves are reflected in the course of which the pressures
of the waves running back and forth are added. Since the
chances for reflections in the sampling probe connected
with the measuring unit are generally higher than at the
end of the exhaust pipe behind the sampling probe, essen-
tially higher pressures might occur in the sampling probe
than in the exhaust pipe.

Since almost all part-flow opacimeters are charged by

the pressure in the exhaust system, the described effect
can lead to an incomplete filling of the measuring chamber
resulting in false measurements. In extreme cases, no
exhaust flows in the sampling probe.

(d) It has also beerr reported that problems arise from

condensate formation specifically from vehicles of which
the exhaust pipes are conducted aloft vertically.

However, according to Hartridge Ltd., most of the problems

referred to above have been overcome in advanced part-flow
opacimeters which meet the requirements set forth in Annex 8
of the ECE Regulation No. 24 (Annex 1)2.

1 Isokinetic sampling can be defined as sampling by drawing a parti-

culate suspension into a probe at the same linear velocity as that of the
bulk of the suspension. Precise isokinetic sampling of particulate matter,
however, is only necessary for particles with sizes greater than 3 ~.

2 Reprinted from No. 45-Tag der Ausgabe: Bonn, 29 August 1973.

 - 7 -

2.3 Reflectance- or filter-type smokemeter

A filter-type smokemeter which has achieved wide acceptance in

diesel engine smoke-metering is the Bosch smokemeter. In this
instrument, the sample (330 cm3 ) is drawn in through a controlled
density paper filter disc by means of a spring- operated plunger
which is held in its minimum position and released at will. Soot
from the sample is deposited on the filter disc, causing it to darken
in relation to the exhaust gas soot content. A separate, battery-
powered photo-electric device measures the light reflected from the
darkened filter. The darkening of the filter is given in Bosch smoke
units (B.S.U.) in a range from 0 to 10. Calibration is accomplished
with a calibrated perforated grid which corresponds to 5.0 B.S.Us.

variations on this type of instrument include a filter system

with a roll of filter paper instead of invididual discs and a remote
release system. Moreover, instead of determining the darkening of
the smoke stain photo-electrically, the evaluation can also be done
visually by comparing the darkness of the filter with the Bacharach
grey scale ranging from 0 to 10. The latter is recommended by Bosch
for the free acceleration test while the photo-electric evaluation of
the smoke stain is proposed for the test with the engine under
constant load.

The Bosch smokemeter can be used on a chassis dynamometer or on

the road under all load conditions. To perform the test on the road
the spring-loaded piston is released by means of a 5 m long flexible
tube from the driving cab. This causes the exhaust sample (330 cm3 )
to be drawn in through the filter paper.

The reflectance-type smokemeter is widely used in Japan and

Europe. Notwithstanding the advantages of this device it should be
mentioned that:

(a) sampling under transient conditions is not recommended

because of transport time lag and integration of the sample on
the filter;

(b) the particle size has great influence on the measurement.

Very fine particles pass through the filter which can be proved
by putting two filter papers one after another. Greater soot
particles are deposited on the surface while smaller particles
can penetrate the paper more or less deeply depending mainly
on the structure of the paper. Obviously, greater particles
adhering to the surface have a greater influence on the
measured result than particles which have penetrated the paper,
independently of the evaluation (visual or photo-electrical)
since the reflection of the light is a measure of the darkening
of the filter;

(c) in contrast to the part-flow smokemeter, blue smoke

connot be evaluated by the Bosch smokemeter which is a non-
continuous measuring instrument.
 - 8 -

2.4 Mass determination of particulate emissions

The most complex method for the evaluation of particulate

emissions in diesel exnaust is based on the dilution tunnel
technique measuring the true mass of the particles (Annex 11)1.
This system applies the PDP - CVS2 or CFV - CVS3 concept. Tne
mass of particulate emissions is determined from a proportional
mass sample collected on a filter (efficiency> 98 percent) and
from the total flow over the test period.

Dilution tunnels have been used extensively to collect parti-

culate samples from spark ignition engines. In the U.S.A. the use
of dilution tunnel techniques for the determination of the mass of
smoke emissions is necessary since emission standards for parti-
culates are to be based on mass concentrations for light-and heavy-
duty diesel engines 4 • For compliance, a transient test cycle has
been developed which is going to replace the current 13-mode steady-
state test for heavy-duty diesel engines in the U.S. by 1985.

B. Compliance Tests

As stated above, diesel engines can be subjected to full and short

tests, namely to test:

(1) at steady speeds over the full-load curve (full test)5 (Annex I)i

(2) at transient conditions (full test) (only for compliance with the
particulate and gaseous emission standards) (Annex II);

1 Reprinted from Federal Register/Vol. 46, No. 4/Wednesday,

January 7, 1981/Proposed Rules

2 Positive Displacement Pump - Constant Volume Sampling

3 Critical Flow Venturi - Constant Volume Sampling

4 The existing smoke test and standard (CFR, § 85.874-1) are being
retained along with the addition of particulate testing. The current
U.S.A. diesel smoke standard exists primarily for aesthetic reasons (refer
Annex II page 52 )

Proposed particulate standards

a. Light-duty diesel vehicles 1985: 0.20 gm per vehicle mile

b. Light-duty diesel trucks 1985: 0.26 gm per vehicle mile
c. Heavy-duty diesel engines 1986: 0.25 gm per brake horsepower-hour

5 I t is recognized that the Japanese and ECE compliance tests (full

tests) for prototype and/or assembly line testing of diesel smoke emissions
are only slightly different. However, the US l3-mode test for heavy-duty
diesel engines differs significantly from both the Japanese and the ECE
tests.
 - 9 -

(3) at free acceleration (no-load) (short test);

(4) at Lug-Down (short test);

(5) at single steady speed (Swedish Test) (short test).

Only the short tests which are generally used to periodically control
smoke emissions of in use diesel-fuelled motor vehicles are reviewed below.
In Europe, however, the free acceleration short test is also applied in
addition to the test at steady speeds over the full-load curve to approve
the type of diesel engines (Annex I). Here, the test at free acceleration
is carried out especially to provide a reference figure for authorities
which use this short test later to control smoke emissions of in-use
diesel-fuelled motor vehicles.

(1) Free acceleration (No-load) Test

With the free acceleration test (if the test is carried out on a
vehicle the gear is in neutral position and the clutch is engaged), the
engine is accelerated from idling rpm quickly, but not violently, so as
to obtain maximum delivery from the injection pump. The position is
maintained until maximum governed speed is reached, then the accelerator
is released until the engine resumes its idling speed and the opacimeter
reverts to its initial state. The free acceleration is repeated at least
six times to clean the exhaust system. The test absorption coefficient
is the arithmetic mean of four consecutive values which should not vary
by more than ± 0.25 m- l from each other. According to ECE Regulation
No. 24 the opacity of the exhaust gases shall be measured with part-flow
opacimeters or instruments which have proved to be equivalent for the
engine considered.

In Japan, the free acceleration test is slightly modified and

evaluated differently. The engine is warmed up by idling and accelerated
rapidly with no load several times and left idling for five or six seconds
(Fig. 1). Then the throttle is opened fully

Fig. 1: No-load Acceleration test in Japan

rpm

-
4 sec 4 sec 4 sec

max.
rpm - "'I n n r--.
.......--
I
---- ,-,
~ -----.I
,---.
~

I
I
,
Starting of
measurements I I

idl- . ~
No-foad a.c~ler •
'----~
Idling for
,I
c
i
I

c c
ing 1 2 3
for several 5-6 sec be-
times fore meas. 15 seconds 115 seconds I 15 seconds
-r

Three measurements
 - 10 -

and sampling of diesel smoke starts simultaneously by means of a

reflectance-type smokemeter. Smoke sampling should be carried out for
four seconds. The rate of diesel smoke contamination is the arithmetic
mean of three consecutive cycles.

The free acceleration test, however, does not allow unambiguous

identification of diesel engines which emit excessive smoke under load
conditions. Evidently, due to the inherent physical properties of the
diesel engine, the highest smoke emission should occur under full-load.
Comprehensive investigations have shown that a correlation between smoke
emissions under full-load at steady-speeds and at free acceleration does
not exist. Hence, in Europe, the usefulness of the free acceleration short
test for providing a reference figure for authorities which use this short
test for in use diesel-fuelled motor vehicles has been questioned.

The biggest difference in smoke formation measured between the two

tests occurs with turbocharged engines. Due to the short acceleration
time the charger does not reach its rated rpm and this results in a lack
of air pressure. Possibly, the charger may even act as sa throttle. With
turbocharged engines the required amount of fuel at full-load is not
injected since the full pressure charge is not available. Consequently,
regarding the air/fuel ratio, entirely different conditions exist between
free acceleration and the operation at full-load and steady-state of
turbocharged engines resulting in a very poor correlation of the smoke
emissions obtained from both tests.

Authorities which use a filter-type smokemeter to evaluate the smoke

emitted over this short test have to take into consideration another
aspect. The resulting measurement depends, among other things, on the
sampling time of the filter pump and on the time required to accelerate
the engine from idling to maximum governed rpm. Evidently, the accele-
ration time will be different for different operators. Moreover, the
sampling time of the filter pump has to coincide with the acceleration
time. S;.nce the maximul'1 opacity during acceleration can occur in a very
narrow rpm range, tile sampling time should at least comprise the total
acceleration time. It has therefore been requested that the sampling time
of ti.lter-type srnokerneters should be not less than two seconds. Moreover,
difft,n'nt idling rpms dt the free acceleration test can also affect the
test result. Figure 2 shows a schematic view of the problems referred to
above.

Figure 2: Conditions at the Free Acceleration Test

rpm opacity
max. gov. rpm
I
r I
rpm range rpc
L I -.-.-.- opacity
.... "-
I .--
idling - -~----
I I
_aCC'~.L.--J
t j '>'.r.'
 - 11 -

Due to the difficulties encountered great efforts have been made in

Europe to develop a short test for periodical control of smoke emissions
from in-use diesel-fuelled motor vehicles which meets the following
requirements:

(a) allows identification of smoke emissions from diesel engines

also under load;

(b) is economically feasible;

(c) can be conducted within a reasonable time;

(d) is sufficiently reproducible and accurate;

(e) corresponds with the opacity measured at the type

approval l •

Alternative short test procedures, hitherto developed, are the

(1) Lug-Down test which is used in England; and the

(2) Swedish test carried out in Sweden.

(2) Lug-Down Test

With the Lug-Down test the wheels of the driven axle are running on
rollers. The gear is engaged at which a final speed of 60 km/h is reached.
The driver opens the throttle completely so that the engine runs at high
idling under small load. A speed recorder which is coupled with the roller
is adjusted to 100 percent at the resulting speed. By means of the brakes
the engine is then brought to the full-load characteristic, and within 10
seconds steadily to 40 percent of the maximum governed rpm. The speed is
measured by the speed of the rollers. During this lug-down the opacity
is measured continuously with a part-flow opacimeter. The opacity versus
roller speed is plotted by means of an xy-plotter. The smoke emissions
are judged by the plotted curve which is compared with the limiting values
of the smoke emission at full-load and steady speeds (Annex I).

In contrast to the free acceleration test, the engine is driven at

the full-load characteristic. In addition, the engine is only driven
in the rpm range which is covered also by the full-load test at steady
speeds. However, the Lug-Down test also does not fully satisfy the
requirements referred to above.

Major disadvantages are:

(a) relatively high expenditure for rollers and xy-plotter;

(b) adverse effects on the brakes;

1 Obviously, this is only required if the free acceleration test is

used to provide a reference figure to the full-load test at steady speeds.
 - 12 -

(c) difficulties in interpreting the plotted curve (attaching the

smoke curve accurately to the recorded speed);

(d) difficulties occuring with turbocharged engines;

(e) difficulties occuring with vehicles having automatic

transmission.

(3) Swedish test

Corresponding to the Lug-Down test, the engine runs under full-load

1n a gear which allows it to reach a final speed of 60 to 70 km/h, however,
only at 50 to 70 percent of the rated rpm. The selected rpm is kept
constant for a few seconds before measuring the opacity of the exhaust
gases by means of a full- or part-flow opacimeter or with a filter-type
smokemeter. This test can also be carried out on the road.

In principle, the Swedish test is satisfactory, however, problems

also arise from:

(a) adverse effects on the brakes; and

(b) the rather arbitrary selection of the rpm at which the smoke
emissions are determined.

Especially, (b) is disadvantageous since the maximum smoke formation

of the engine can occur in a very narrow rpm range (for example at maximum
torque) which may not be covered when selecting the rpm rather arbitrarily
between 50 to 70 percent of the rated rpm. A great number of engines even
generate maximum smoke emissions at rated rpm. Obviously, these engines
would be excluded from being identified as emitting excessive smoke by the
Swedish test.

Probably, a short test at three different rpms, namely at the

(a) smallest full-load test rpm (of the European full-load test);

(b) rpm at maximum torque; and

(c) rated rpm

would allow the smoke characteristics at full-load to be judged more

accurately. However, three consecutive tests overload the brakes and can
only be carried out on the road if enough time is given for the brakes to
cool between the tests. This, however, substantially increases the time
required for the whole test procedure. Moreover, with turbocharged
engines additional problems occur due to the inertia of the charger
leading to prolonged braking times, thus resulting in higher brake
temperatures especially with vehicles having greater power/weight ratios.
 - 13 -

III. SUMMARY

Presently available major visual and instrumental methods for the

evaluation of smoke emissions from diesel-fuelled motor vehicles have
been reviewed. In addition, different short test procedures for the
control of smoke emissions under standardized conditions have been
disc ussed.

Taking into consideration the limitations of the different measuring

methods, smoke emissions can be evaluated fairly accurately. However, at
present, no satisfactory short test procedure is available to control
smoke emissions of in-use diesel-powered motor vehicles at full-load.

Research is presently being carried out, predominantly in Europe, to

develop a suitable short test procedure.
 - 14 -

ANNEX I

ECE REGULATION NO. 24 Uniform Provisions

Cone erning the Approval 0 f Vehic les
Equipped with Diesel Engines with Regard to the
Emission of Pollutants by the Engine

CON TEN T S Page

Regulation

1. Scope 15

2. Definitions 15

3. Application for approval 15

4. Approval 15

5. Specifications and tests 16

6. Modifications of the vehic le type 18

7. (;onformity 0 f produc t ion 18

8. Penalties for non~onfonnity of production 18

9. Names and addresses of technical services conducting

approval tests, and of administrative departments 19

Essential characteristics of the vehicle and the

engl.ne and information concerning the conduct of
tests 20

Communication concerning the approval (or refusal

or withdrawal of approval) of a vehicle type
equipped with a diesel engine with regard to the
emission of pollutants by the engine, pursuant
to Regulation No. 24 24

Annex 3 Arrangement of the approval mark 26

Annex 4 Test at steady speeds over the full-load curve 27

Annex 5 Test under free acceleration 29

Annex 6 Specifications of reference fuel prescribed for

approval tests and to verify conformity of production 31

Annex 7 Limit values applicable in the test at steady speeds 32

Annex 8 Characteristics of opacimeters 33

Annex 9 Installation and use of the opacimeter 38

 - 15 -

1. Scope
This Regulation applies to emissions from diesel engines used for
driving motor vehicles.

2. Definitions

For the purposes of this Regulation,

2.1 "Approval of a vehicle" means the approval of a vehicle type with

regard to limitation of the emission of pollutants from the engine;

2.2 "Vehicle type" means a category of power-driven vehicles which do

not differ in such essential respects as the vehicle and engine charac-
teristics as defined in annex 1 to this Regulation;

2.3 "Diesel engine" means an engine which works on the compression-

ignition prine iple;

2.4 "Cold-start device" means a device which by its operation temporarily

increases the amount of fuel supplied to the engine and is intended to
facilitate starting of the engine;

2.5 "Opacimeter" means an instrument for continuous measurement of the

light absorption coefficients of the exhaust gases emitted by vehicles.

3. Application for approval

3.1 The application for approval of a vehicle type with regard to limi-
tation of the emission of pollutants from the engine shall be submitted
by the vehicle manufacturer or by his duly accredited representative.

3.2 It shall be accompanied by the undermentioned documents in triplicate

and the following particulars:

3.2.1 a description of the engine type comprising all the

particulars referred to in annex 1;

3.2.2 drawings of the combustion chamber and of the upper

face of the piston.

3.3 An engine and the equipment prescribed in annex 1 to this Regulation

for fitting it to the vehicle to be approved shall be submitted to the
technical service conducting the approval tests defined in paragraph 5
of this Regulation. However, if the manufacturer so requests and the
technical service conducting the approval tests agrees, a test may be
carried out on a vehicle representative of the vehicle type to be approved.

4. Approval

4.1 If the vehicle type submitted for approval pursuant to this

Regulation meets the requirements of paragraph 5 below, approval of that
vehicle type shall be granted.
 - 16 -

4.2 An approval number shall be assigned to each type approved. The

same Contracting Party may not assign the same number to another vehicle
type.

4.3 Notice of approval or of refusal of approval of a vehicle type

pursuant to this Regulation shall be communicated to the Parties to the
Agreement which apply this Regulation by means of a form conforming to the
model in annex 2 to this Regulation and of drawings and diagrams supplied,
by the applicant for approval, in a format not exceeding A 4 (210 x 297 mm)
or folded to that format and on an appropriate scale.

4.4 There shall be affixed, conspicuously and in a readily accessible

place specified on the approval form, to every vehicle conforming to a
vehicle type approved under this Regulation,

4.4.1 an international approval mark consisting of:

4.4.1.1 a c irc Ie surrounding the let ter "E" followed

by the distinguishing number of the country
which has granted approval l ;

4.4.1.2 the number of this Regulation, followed by

the letter "R", a dash and the approval
number, below the circle;

4.4.2 the following additional symbol: a rectangle surrounding

a figure expressing in m- l the corrected absorption
coefficient obtained, at the time of approval, during
the test under free acceleration, and determined at the
time of approval by the procedure described in annex 5,
paragraph 3.2 to this Regulation.

4.5 The approval mark and the additional symbol shall be clearly legible
and be indelible.

4.6 Annex 3 to this Regulation gives an example of the arrangement of the

approval mark and of the additional symbol.

5. Specifications and tests

5.1 General

1 1 for the Federal Republic of Germany, 2 for France, 3 for Italy,

4 for the Netherlands, 5 for Sweden, 6 for Belgium, 7 for Hungary, 8 for
Czechoslovakia, 9 for Spain, 10 for Yugoslavia, 11 for the United Kingdom
and 12 for Austria. Subsequent numbers shall be assigned to other
countries in the chronological order in which they ratify the Agreement
concerning the Adoption of Uniform Conditions of Approval and ReciprQCal
Recognition of Approval for Motor Vehicle Equipment and Parts, or in which
they accede to that Agreement, and the numbers thus assigned shall be
communicated by the Secretary-General of the United Nations to the
Contracting Parties to the Agreement.
 - 17 -

The components liable to affect the emission of pollutants shall be

so designed, constructed and assembled as to enable the vehicle, in ~ormal
use, despite the vibration to which it may be subjected, to comply w~th
the provisions of this Regulation.

5.2 Specifications concerning cold-start devices

5.2.1 The cold-start device shall be so designed and

constructed that it cannot be brought into or kept ~n
action when the engine is running normally.

5.2.2 The provisions of paragraph 5.2.1 above shall not apply

if at least one of the following conditions is m.et:

5.2.2.1 the light absorption coefficient of the gases

emitted by the engine at steady speeds when
measured by the procedure prescribed in annex 4
to this Regulation with the cold-start device
operating, is within the limits prescribed in
annex 7 to this Regulation;

5.2.2.2 keeping the cold-start device in operation

causes the engine to stop within a reasonable
time.

5.3 Specifications concerning the em~ss~on of pollutants

5.3.1 The em~ss~on of pollutants by the vehicle type submitted

for approval shall be measured by the two methods
described in annexes 4 and 5 to this Regulation, relating
respectively to tests at steady speeds and to tests under
free acceleration 2 •

5.3.2 The emission of pollutants, as measured by the method

described in annex 4 to this Regulations, shall not
exceed the limits prescribed in annex 7 to this
Regulation.

5.3.3 In the case of engines with an exhaust-driven super-

charger the absorption coefficient measured under free
acceleration shall not exceed the limit prescribed in
annex 7 for the nominal flow value corresponding to the
maximum absorption coefficient measured during the tests
at steady speeds, plus 0.5 m- l •

5.4 Equivalent measuring instruments shall be allowed. If an instrument

other than those described in annex 8 to this Regulation is used, its
equivalence for the engine considered shall be required to be proved.

2 A test under free acceleration shall be carried out, especially

in order to provide a reference figure for administrations which use this
method to check vehicles in use.
 - 18 -

6. Modification of the vehicle type

6.1 Every modification of the vehicle type shall be notified to the

administrative department which approved the vehicle type. The department
may then either:

6.1.1 consider that the modifications made are unlikely to have an

appreciable adverse effect and that in any case the vehicle
still complies with the requirements; or

6.1.2 require a further test report from the technical service

conducting the tests.

6.2 Confirmation of approval, specifying the alterations, or refusal of

approval shall be communicated by the procedure specified in paragraph 4.3
above to the Parties to the Agreement which apply this Regulation.

7. Conformity of production

7.1 Every vehicle bearing an approval mark as prescribed under this

Regulation shall conform, with regard to components affecting the emission
of pollutants by the engine, to the vehicle type approved.

7.2 In order to verify conformity as prescribed in paragraph 7.1, a

vehicle bearing the approval mark required by this Regulation shall be
taken from the series.

7.3 Conformity of the vehicle with the approved type shall be verified
on the basis of the description given in the approval form. In addition,
verifying tests shall be carried out in the following conditions.

7.3.1 A vehicle which has not been run in shall be subjected

to the test under free acceleration prescribed in annex
5 to this Regulation. The vehicle shall be deemed to
conform to the approved type if the absorption coeffi-
cient determined does not exceed by more than 0.5 m- 1
the figure shown in the approval mark.

7.3.2 If the figure determined in the test referred to in

paragraph 7.3.1 above exceeds by more than 0.5 m- l the
figure shown in the approval mark, a vehicle of the type
considered or its engine shall be subjected to the test
at steady speeds over the full-load curve, as pres ribed
in annex 4 to this Regulation. The emission levels
shall not exceed the limits prescribed in annex 7 to
this Regulation.

8. Penalties for non-conformity of production

8.1 The approval granted in respect of a vehicle type pursuant to this

Regulation may be withdrawn if the requirements laid down in paragraph 7.1
are not complied with or if the vehicle or vehicles taken fail to pass the
tests prescribed in paragraph 7.3 above.
 - 19 -

l:l.L If a Party to the Agreement which applies this Regulation withdraws

an approval it has previously granted, it shall forthwith notify the other
Contracting Parties applying this Regulation thereof, by means of a copy
of the approval form bearing at the end, in large letters, the signed and
dated annotation "APPROVAL WITHDRAWN".

9. Names and addresses of technical services conducting approval tests,

and of administrative departments

The Parties to the Agreement which apply this Regulation shall

communicate to the Secretariat of the United Nations the names and
addresses of the technical services conducting approval tests and of
the administrative departments which grant approval and to which forn.s
certifying approval or refusal or withdrawal of approval, issued in oth.
countries, are to be sent.
 - 20 -

ANNEX 1

Essential Characteristics of the Vehicle and the

Engine and Information Concerning the Conduct of Tests l

1. Description of engine

1.1 Make .... " ................ " .. " " .. " .... " " " .......... " .. " " " " "
1.2 Type .... " ............................................................ .
1.3 Cycle: four-stroke/two-stroke 2

1.4 Bore .................................................................... mm

1.5 Stroke mm

1.6 Number of cylinders •••••••.•••••••••••

1.7 Cylinder capacity ..................... cm3

1.8 .
Compress10n . 3 •••••••••••.•.•••.••
rat10

1.9 System of cooling ••••••.••••.•••••••.•

1.10 Supercharger with/without 2 description of the system

loll Air filter: drawings, or makes and types ••••••••••••

..........................................................................................................

2. Additional anti-smoke devices (if any, and if not covered

by another heading)

Description and diagrams

3. Air intake and fuel feed

3.1 Description and diagrams of air intakes and their

accessor1es (heating device, intake silencer, etc.)

1 In the case of non-conventional engines and'systems,

particulars equivalent to those referred to here shall be supplied
by the manufacturer.

2 Strike out what does not apply.

3 Specify the tolerance.

 - 21 -

3.2 Fuel feed

3.2.1 Feed pump

Pressure 3 .•••.•.••••••••.••••••...•• or charateristic
diagram 3."" .. """"""""""""""".",,.,,"""

3.2.2 Injec tor system •••••••••••••••••••••

3.2.2.1 Pump •• """ ••• """""""".""",,.,,,, ... ,,"""""

3.2.2.1.1 Make(s) """ "" """" """"""""""""""""""""

3.2.2.1.2 Type(s)

3.2.2.1.3 Delivery ••••••••••••• mm 3 per stroke at pump speed of

••••••••• r.p.m. 3 at full injection; or characteristic
diagram2, 3.""""""""""""""""""""""""""""",,.,,"""""""
Mention the method used: On engine/on pump bench 2

3.2.2.1.4 Injection advance

3.2.2.1.4.1 Injection advance curve •••••••••••••

3.2.2.1.4.2 Timing""""""""""""""""""""""""",, •• ,,"

3.2.2.2 Injection piping ••••••••••••.•••••••

3.2.2.2.1 Length ••••••••••••••••••••••••••••••

3.2.2.2.2 Internal diameter ••••••••••••••••••.

3.2.2.3 Injector(s) """""""""""""""""""""""""

3.2.2.3.1 Make(s) " " " " " " " " " " " " " " " " " " " " " " .. " " " " " "

3.2.2.3.2 Type( s)

3.2.2.3.3 Starting pressure bars 3 •••••••••••••

or characteristic diagram2 , 3 ••••••

3.2.2.4 Governor

3.2.2.4.1 Make(s) """"""" """ """""" """ """ """""""

3.2.2.4.2 Type(s)

2 Strike out what does not apply.

3 Specify the tolerance.

 - 22 -

3.2.2.4.3 Speed at which cut-off starts under load: ••..••••• r.p.m.

3.2.2.4.4 Maximum no-load speed ••.•••...••.••• r.p.m.

3.2.2.4.5 Idling speed: ....................... r.p.m.

3.3 Cold-start system

3.3.1 Make(s)

3.3.2 Type(s)

3.3.3 Description •••••••••••••••••••••••.•

4. Valve timing

4.1 Maximum lift of valves and angles of opening and closing

in relation to dead centres

4.2 Reference and/or setting ranges 2 •••••••••••••••••••••

5. Exhaus t system

5.1 Description and diagrams ••••••••••.••...••••••••••••••••

5 .:~ Mean back-pressure at maximum power: .•...•••••• rom water

6. fransmission

6.1 Moment of inertia of engine flywheel .•••••••••••••••••••

6.2 Additional. moment of inertia with no gear engaged

................... ~ ~ ........................................................................................ ..
.. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. . .. . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . .. .. .. .. .. .. . .. .. .. .. .. .. .. .. .. .. ..

2. Strike out what does not apply.

 - 23 -

7. Additional information on test conditions

7.1 Lubricant used

7.1.1 Make ................................

7.1.2 Type ••••.••.•••.••••••••••.••••••••••••••••••••••••
(State percentage of oil in mixture if lubricant and
fuel mixed)

8. Engine performances

8.1 Idling speed ....................... r.p.m. 3

8.2 Engine speed at maximum power •••••• r.p.m. 3

8.3 Power at the six points of measurement referred to 1n

paragraph 2.1 of annex 4 to this Regulation

Power of the engine measured on the test bench: indicate

the standard followed (BSI - CUNA - DIN - GOST - IGM -
ISO - SAE, etc. 2 )

Power measured on the wheels of the vehicle

Engine speed (n) Measured power

r. p.m. HP

2 Strike out what does not apply.

3 Specify the tolerance.

 - 24 -

ANNEX 2

(Maximum format: A4 (210 x 297 mm»

Name of
Administration

Communication concerning the approval (or

refusal or withdrawal of approval) of a
vehicle type equipped with a diesel engine
with regard to the emission of pollutants
by the engine, pursuant to Regulation No.24

Approval No.,. ...• <I. " ,. ,.,., I .....

1. Trade name or mark of the vehicle ••••.•••••••••.••.•••

2. Vehic Ie type •••••••••••.•.••••.....•••.••••••••••.••••

3. Manufacturer's name and address

4. If applicable, name and address of manufacturer's

representative

5. Emission levels

.~.l at steady speeds ..•.•.••.••....•••.•.•.••...••••.•••••

Engine Nominal flow G Limit absorption Measured

speed (1 i tre s /sec and) values absorption
(r.p.m.) (m- I ) values (m- l )

1 ...... .. . . · .......... ,. ,. · ..... .. .

,. ,. ,. · .. ...
,. ,. ,. ,. ,. " ,. ,. ,. ,.

· .... .. ,. .. ,. ,. ,. ,. . .... ... .. I ·.. .. .,. .... I

2 ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,.

3 ·.. . . . · .. .. ...
,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,. · .. . ,. . ... ....
,.
· . ,. ....
,. ,. ,. ,. ,. ,. ,. ,. ,.

4 ·.. ,. . . . ·.... ... ,. .... .

,. ,. ,. ,. , ...... .. . .... .
• ·
. ,. ..... ,. ,. ,. ,. ,. ,.

5 · .... . . ... .. ... .....

,. ,. ,. ,. ,. ,.
I · ,. .... .. .. .... ,. · . ... ...
,. ,. ,. ,. ,. ,. ,. ,. ,. ,. ,.

6 ·... . .. · . ..... .. . ....

,. ,. ,. ,. · .. ,. . ·... ,. ,. . .. .
,. ,. ,. ,. ,. ,. ,. ,.
 - 25 -

5.2 under free acceleration

5.2.1 measured absorption value ...... <I •• 10 . . . . . . . . . . 10 .... 10 .... 10 .... 10 10 ...... .

5.2.2 corrected absorption value •••••••••••••••••.••••••••••••• m- l

6. Make and type of the opacimeter ••••••••••••••••••••••••••

• .. " 10 10 • 10 ....... <II . . . . . . . . . . . . . . . . . . 10 .... 10 ....... 10 .. 10 " ...... 10 ........................................ ..

7. Engine submitted for approval tests on •••••••••••••••••••

8. Technical service conducting approval tests ••••••••••••••

.. ...................................................... 10 .. 10 ................................................. ..

9. Date of test report issued by that service •.•••••••••••••

10. Number of test report issued by that service •••••••••••••

11. Approval granted/refused l

12. Site of approval mark on the vehicle •••••••••••••••.•••••

13. Place .. ................................................................................................... .

14. Date .............. 10 ..................................... IO .................. 10 .......................... ..

15. Signature .............. IO ............................................................................ ..

16. The following documents, bearing the approval number shown

above, are annexed to this communication:

1 copy of annex 1 to this Regulation, duly completed

and with the drawings and diagrams referred to
attached;

••••• photograph(s) of the engine and its compartment.

1 Strike out what does not apply.

 - 26 -

ANNEX 3

Arrangement
of the Approval Hark

~ b >1

a b £
2

24R-2439t~

!
i
a b

Minimum dimensions 12 5.6

(millimetres)

The above approval mark affixed to a vehicle

shows that, pursuant to Regulation No. 24,
the vehicle type concerned has, with regard
to the emission of pollutants by the engine,
been approved in the Netherlands (E 4) under
approval number 2439. The corrected absorp-
tion coefficient is 1.30 m- l •
 - 27 -

ANNEX 4

Test at Steady Speeds over the Full-Load Curve

1. ~t~doction

This annex describes the method of determining emissions of pollutants

at different steady speeds over the full-load curve.

1.2 The test may be carried out either on an engine or on a vehicle.

2. Measurement principle

2.1 The opacity of the exhaust gases produced by the engine shall be
measured with the el~ine running under full load and at steady speed. Six
measurements shall be made at engine speeds spaced out uniformly between
that corresponding to maximum power and the higher of the following two
engine speeds:

45 per cent of the engine speed corresponding to maximum power; and

1000 r.p.m.

The extreme points of measurement shall be situated at the limits of

the interval defined above.

2.2 In the case of diesel engines fitted with an air supercharger which
can be engaged at will, and where the entry into operation of the air
supercharger automatically brings about an increase in the quantity of
fuel injected, the measurements shall be made both with and without the
supercharger working. For each engine speed, the higher of the two
figures obtained shall be the result of the measurement.

3. Test conditions

3.1 Vehicle or engine

3.1.1 The engine or the vehicle shall be submitted in good .

mechanical conditions. The engine shall have been run in.

3.1.2 The engine shall be tested with the equipment prescribed

in annex 1 to this Regulation.

3.1.3 The settings of the engine shall be those prescribed by the

manufacturer and shown in annex 1 to this Regulation.

3.1.4 The exhaust device shall not have any orifice through which
the gases emitted by the engine might be diluted.

3.1.5 The engine shall be in the normal working condition

prescribed by the manufacturer. In particular, the cooling
water and the oil shall each be at the normal temperature
prescribed by the manufacturer.
 - 28 -

3.2 Fuel

The fuel shall be the reference fuel whose specifications are given
Ln annex 6 to this Regulation.

3.3 Test laboratory

3.3.1 The absolute temperature T of the laboratory, expressed in

degrees Kelvin, and the atmospheric pressure H, expressed
in torr, shall be measured, and the factor F shall be
determined by the formula

F =

3.3.2 For a test to be recognized as valid, the factor F shall

be such that 0.98 ~ F ~ 1.02.

3.4 Sampling and measuring apparatus

The light-absorption coefficient of the exhaust gases shall be

measured with an opacimeter satisfying the conditions laid down in
annex 8 and installed in conformity with annex 9 to this Regulation.

4. Limit values

4.1 For each of the SLX engine speeds at which the absorption coefficient
is measured pursuant to paragraph 2.1 above, the nominal gas flow G,
expressed in litres per second, shall be calculated by means of the
following formulae:

- for two-stroke engines G =

v . n
60

V'n
- for four-stroke engines G = 120

1n which:

v is the cylinder capacity of the engine expressed in

litres; and

n is the engine speed 1n revolutions per minute.

4.2 For each engine speed the absorption coefficient of the exhaust gases
shall not exceed the limit value given in the table in annex 7. Where the
value of the nominal flow is not one of those given 1n that table, the limit
value applicable shall be obtained by interpolation on the principle of
proportional parts.
 - 29 -

ANNEX 5

Test Under Free Acceleration

1. Test conditions

1.1 The test shall be carried out on the vehicle or engine which has
undergone the test at steady speeds described in anne~ 4 to this
Regulation.

1.1.1 If the engine test is a bench test it shall be carried

out as soon as possible after the test for measurement
of opacity under full load at steady speed. In parti-
cular, the cooling water and the oil shall be at the
normal temperatures stated by the manufacturer.

1.1.2 If the test is carried out on a stationary vehicle the

engine shall first be brought to normal operating
condition during a road run. The test shall be carried
out as soon as possible after completion of the road
run.

1.2 The combustion chamber shall not have been cooled or fouled by a
prolonged period of idling preceding the test.

1.3 The test conditions prescribed in anne~ 4, paragraphs 3.1, 3.2 and
3.3, shall apply.

1.4 The conditions prescribed in annex 4, paragraph 3.4, with regard to

the sampling and measuring apparatus shall apply.

2. Test methods

2.1 If the test is a bench test the engine shall be disconnected from the
brake, the latter being replaced either by the rotating parts driven when
no gear is engaged or by an inertia substantially equivalent to that of
the said parts.

2.2 If the test is carried out on a vehicle the gear-change control shall
be set in the neutral position and the drive between engine and gearbo~
engaged.

2.3 With the engine idling, the accelerator control shall be operated
quickly, but not violently, so as to obtain ma~imum delivery from the
injection pump. This position shall be maintained until m~imum engine
speed is reached and the governor comes into action. As soon as this speed
is reached the accelerator shall be released until the engine resumes its
idling speed and the opacimeter reverts to the corresponding conditions.

2.4 The operation described in paragraph 2.3 above shall be repeated not
less than six times in order to clear the e~haust system and to allow for
any necessary adjustment of the apparatus. The ma~imum opacity values read
 - 30 -

in each successive acceleration shall be noted until stabilized values are

obtained. No account shall be taken of the values read while, after each
acceleration, the engine is idling. The values read shall be regarded as
stabilized when four of them consecutively are situated within a band width
of 0.25 m- l and do not form a decreasing sequence. The absorption coeffi-
cient ~ to be recorded shall be the arithmetical mean of these four
values.

2.5 Engines fitted with an air supercharger shall be subject, where

appropriate, to the following special requirements:

2.5.1 in the case of engines with an air supercharger which

is coupled or driven mechanically by the engine and is
capable of being disengaged, two complete measurement
cycles with preliminary accelerations shall be carried
out, the air supercharger being engaged in one case and
disengaged in the other. The measurement result recorded
shall be the higher of the two results obtained; and

2.5.2 in the case of engines with an air supercharger which

can be cut out by means of a driver-operated by-pass,
the test shall be carried out with and without the by-
pass. The measurement result recorded shall be the
higher of the results obtained.

3. Determination of the corrected value of the absorption coefficient

3.1 Notation

XM value of the absorption coefficient under free acceleration

measured as prescribed in paragraph 2.4 of this annex;

XL corrected value of the absorption coefficient under free

accelera t jon',

SM value of L;le absorp tin coefficient measured at steady

speed (annex 4, paragraph 2.1) which is closest to the
prescribed limit value corresponding to the same nominal
flow;

SL value of the absorption coefficient prescribed in annex 4,

paragrapr 4.2, for the nominal flow corresponding to the
point of measurement which gave the value SM;

L effective length of the light path in the opacimeter.

3.2 The absorption coefficients being expressed in m- l and the effective

length of the light path being expressed in metres. the corrected
value XL. is given by the smaller of the following two expressions:

X'
L SL \t
SM

or
X" = X + 0.5
L ~1
 - 31 -

ANNEX 6

specifications of Reference Fuel Prescribed

for Approval Tests and to Verify Conformity of Production

Limits and units Method

Density 15/40 C 0.830 + 0.005 ASTMI D 1298-67

Distillation ASTM D 86-67

50% Min. 2450 C

90% 330 + 100 C
Final boiling point Max. 3700 C

Cetane index 54 + 3 ASTM D 976-66

Kinematic viscosity
at 1000 F 3+0.5cst ASTH D 445-65

Sulphur content 0.4 + 0.1% by weight ASTM D 129-64

Flash-point min. 550 C ASTH D 99-66

Cloud point max. - 70 c ASTM D 97-66

Aniline point 69 + 50 c ASTH D 611-64

Carbon residue on
10% bottoms max. 0.2% by weight ASTM D 524-64

Ash content max. 0.01% by weight ASTM D 482-63

Water content max. 0.05% by weight ASTM D 95-62

Copper - corrosion
test at 1000 C max. 1 ASTM D 130-68

Net calorific value 10,250 + 100 kcal/Kg ASTM D 2-68 (Ap.VI)

18,450 + 180 BTU/lb

Strong acid number nil mg KoH/g ASTM D. 974-64

Note: The fuel must be based only on straight-run distillates,

hydrodesulphurized or not, and must contain no additives.

1 Initials of the American Society for Testing and Materials, 1916

Race St., Philadelphia, Pennsylvania 19103, U.S.A. The figures after the
dash denote the year when a standard was adopted or revised. Should any
ASTM standards be amended, the standards adopted in the years quoted above
will remain applicable unless all Parties to the 1958 Agreement which apply
this Regulation agree to replace them by later standards.
 - 32 -

ANNEX 7

Limit Values Applicable 1n the Tests at Steady Speeds

Nominal flow G Absorption

litres/second coefficient K
m- 1
- --- ---- --~ .-

S 42 2,26
45 2,19
50 2,08

55 1,985
60 1,90
65 1,84
70 1,775
------- -----.---
75 1,72
80 1,665
85 1,62
--,._.------ . - --' - ._-- -------
90 1,575
95 1,535
100 1,495
------
105 1,465
110 1,425
115 1,395 I
120
125
130
::;:: ··1
1 , 32 ___ _ j
- .....

I
135
140
145 I
1,30
1,27
1,25
J I

1-- j ---

I 150
155
,
j

!
1.,225
1,205 II
~-
j
160 I 1,19
I

I --------1
165 , 1,17
170 I 1,155
-,I
,/---
175

180
1 1,14

1,125
~,.
I
185 1,11

r
I 190 1,095
--------
195 1,08
> 200 1,065

Note: Although the above values are rounded to the nearest

0.01 or 0.005, this does not mean that the measurements
need to be made to this degree of accuracy.
 - 33 -

ANNEX 8

Characteristics of Opacimeters

1. Scope

This annex defines the conditions to be met by opacimeters used in

the tests described in annexes 4 and 5 to this Regulation.

2. Basic specification for opacimeters

2.1 The gas to be measured shall be confined in an enclosure having a non-

reflecting internal Burface.

2.2 In determining the effective length of the light path through the gas,
account shall be taken of the possible influence of devices protecting the
light source and the photoelectric cell. This effective length shall be
indicated on the instrument.

2.3 The indicating dial of the opacimeter shall have two measuring scales,
one in absolute units of light absorption from a to CX) (m- l ) and the
other linear from 0 to 100; both scales shall range from 0 at total light
flux to full scale at complete obscuration.

3. Construction specifications

3.1 General

The design shall be such that under steady-speed operating conditions

the smoke chamber is filled with smoke of uniform opacity.

3.2 Smoke chamber and opacimeter casing

3.2.1 The impingement on the photoelectric cell of stray light due

to internal reflections or diffusion effects shall be reduced
to a m~n~mum (e.g. by finishing internal surfaces in matt
black and by a suitable general layout).

3.2.2 The optical characteristics shall be such that the combined

effect of diffusion and reflection does not exceed one unit
on the linear scale when the smoke hamber is filled with
smoke having an absorption coefficient near 1.7 m- l •

3.3 Light source

The light source shall be an incandescent lamp with a colour temperature

~n the range 2,800 to 3,2500 K.
 - 34 -

3.4 Receiver

3.4.1 The receiver shall consist of a photoelectric cell with a

spectral response curve similar to the photopic curve of
the human eye (maximum response in the range 550/570 nm;
less than 4 per cent of that maximum response below 430 nm
and above 680 nm).

3.4.2 The construction of the electrical circuit, including the

indicating dial, shall be such that the current output
from the photoelectric cell is a linear function of the
intensity of the light received over the operating-
temperature range of the photoelectric cell.

3.5 Measuring scales

3.5.1 The light-absorption coeff~ient k shall be calculated by

the formula tJ =
tlJo • e - l , where L is the effec t ive
length of the light path through the gas to be measured,
{Jo the incident flux and ~ the emergent flux. When
the effective length L of a type of opacimeter cannot be
assessed directly from its geometry, the effective length
L shall be determined

either by the method described in paragraph 4.

of this annex; or

through correlation with another type of

opacimeter for which the effective length LS
known.

3.5.2 The relationship between the 0-100 linear scale and the
light-absorption coefficient k is given by the formula

1 N
loq-e ( 1 -
100
L

where N is a reading on the linear scale and k the

corresponding value of the absorption coefficient.

3.5.3 The indicating dial of the opacimeter shall enable an

absorption coefficient of 1.7 m- l to be read with an
accuracy of 0.025 m- 1 •

3.6 Adjustment and calibration of the measuring apparatus

3.6.1 The electrical circuit of the photoelectric cell and of

the indicating dial shall be adjustable so that the pointer
can be reset at zero when the light flux passes through the
smoke chamber filled with clean air or through a chamber
having identical characteristics.
 - 35 -

3.6.2 With the lamp switched off and the electrical measuring
circuit open or short-circuited, the reading on the
absorption-coefficient scale shall be 00 , and it shall
remain at 00 with the measuring circuit reconnected.

3.6.3 An intermediate check shall be carried out by placing in

the smoke chamber a screen representing a gas whose known
light-absorption coefficient k, measured as described in
paragraph 3.5.1, is between 1.6 ml and 1.8 m- l • The value
of k must be known to within 0.025 m- l • The check consists
in verifying that this value does not differ by more than
0.05 m- l from that read on the opacimeter indicating dial
when the screen is introduced between the source of light
and the photoelectric cell.

3.7 Opacimeter response

3.7.1 The response time of the electrical measuring circuit, being

the time necessary for the indicating dial to reach 90 per
cent of full-scale deflection on insertion of a screen
fully obscuring the photoelectric cell, shall be 0.9 to 1.1
second.

3.7.2 The damping of the electrical measuring circuit shall be

such that the initial overswing beyond the final steady
reading after any momentary variation in input (e.g. the
calibration screen) does not exceed 4 per cent of that
reading in linear scale units.

3.7.3 The response time of the opacimeter which is due to

physical phenomena in the smoke chamber is the time taken
from the start of the gas entering the chamber to complete
filling of the smoke chamber; it shall not exceed 0.4
second.

3.7.4 These provisions shall apply solely to opacimeters used to

measure opacity under free acceleration.

3.8 Pressure of the gas to be measured and of scavenging a~r

3.8.1 The pressure of the exhaust gas in the smoke chamber shall
not differ by more than 75 mm (water gauge) from the atmos-
pheric pressure.

3.8.2 The variations in the pressure of the gas to be measured

and of the scavenging air shall not cause the absorption
coefficient to vary by more than 0.05 m- l in the case of
a gas having an absorption coefficient of 1.7 m- l •

3.8.3 The opacimeter shall be equipped with appropriate devices

for measuring the pressure in the smoke chamber.
3.8.4 The limits of pressure variation of gas and scavenging air
in the smoke chamber shall be stated by the manufacturer of
the apparatus.
 - 36 -

3.9 Temperature of the gas to be measured

3.9.1 At every point in the smoke chamber the gas temperature

at the instant of measurement shall be between 700 C and
a maximum temperature specified by the opacimeter
manufacturer such that the readings over the temperature
range do not vary by more than 0.1 m- l when the chamber
is filled with a gas having an absorption coefficient of
1. 7 m- l •

3.9.2 The opacimeter shall be equipped with appropriate devices

for measuring the temperature in the smoke chamber.

4. Effective length "L" of the opacimeter

4.1 General

4.1.1 In some types of opacimeter the gas between the light

source and the photoelectric cell, or between transparent
parts protecting the source and the photoelectric cell, is
not
of constant opacity. In such cases the effective length L
shall be that of a column of gas of uniform opacity which
gives the same absorption of light as that obtained when
the gas is normally admitted into the opacimeter.

4.1.2 The effective length of the light path is obtained by

comparing the reading N of the opacimeter operating
normally with the reading No obtained with the opacimeter
modified so that the test gas fills a well defined length
Lo·

4.1. 3 It will be necessary to take comparative readings in quick

succession to determine the correction to be made for
shifts of zero.

4.2 Method of assessment of L

4.2.1 The test gas shall be exhaust gas of constant opacity or

a light-absorptive gas of a gravimetric density similar to
that of exhaust gas.

4.2.2 A column of length Lo of the opacimeter, which can be

filled uniformly with the test gas, and the ends of which
are substantially at right angles to the light path, shall
be accurately determined. This length Lo shall be close
to the effective length of the opacimeter.

4.2.3 The mean temperature of the test gas in the smoke chamber
shall be measured.
 - 37 -

4.2.4 If necessary, an t!xpans10n tank 01 sufficient capacity to

damp the pulsations and of compact design may be incor-
porated in the sampling line as near to the probe as
possible. A cooler may also be fitted. The addition of
the expansion tank and of the cooler should not unduly
disturb the composition of the exhaust gas.

4.2.5 The test for determining the effective length shall consist
in passing a sample of test gas alternately through the
opacimeter operating normally and through the same
apparatus modified as indicated in paragraph 4.1.2.

4.2.5.1 The opacimeter readings shall be recorded

continuously during the test with a recorder
whose response time is equal to or shorter
than that of the opacimeter.

4.2.5.2 With the opacimeter operating normally, the

reading on the linear scale of opacity is N
and that of the mean gas temperature expressed
in Kelvin degrees is T.

4.2.5.3 With the known length 1.0 filled with the same
test gas, the reading on the linear scale of
opacity is No and that of the mean gas
temperature expressed in Kelvin degrees is To.

4.2.6 The effective length will be

N
lCXJ{ 1
100
L=La ';0 No
lCXJ {I
100

4.2.7 The test shall be repeated with at least four test gases
giving readings evenly spaced between the readings 20 and
80 on the linear scale.

4.2.8 The effective length L of the opacimeter will be the

arithmetic average of the effective lengths obtained as
stated in paragraph 4.2.6 for each of the gases.
 - 38 -

ANNEX 9

Installation and Use of the Opacimeter

1. Scope

This annex specifies the installation and use of opacimeters for the
tests described in annexes 4 and 5 to this Regulation.

2. Sampling opacimeter

2.1 Installation for steady-speed tests

2.1.1 The ratio of the cross-sectional area of the probe to that

of the exhaust pipe shall not be less than 0.05. The back
pressure measured in the exhaust pipe at the opening of the
probe shall not exceed 75 mm (water gauge).

2.1. 2 The probe shall be a tube with an open end facing forwards
in the axis of the exhaust pipe, or of the extension pipe
if one is required. It shall be situated in a section where
the distribution of smoke is approximately uniform. To
achieve this, the probe shall be placed as far downstream
in the exhaust pipe as possible, or, if necessary, in an
extension pipe so that, if D is the diameter of the exhaust
pipe at the opening, the end of the probe is situated in a
straight portion at least 6 D in length upstream of the
sampling point and 3 D in length downstream. If an
extension pipe is used, no air shall be allowed to enter
the joint.

2.1. 3 The pressure in the exhaust pipe and the characteristics of

the pressure drop in the sampling line shall be such that
the probe collects a sample sensibly equivalent to that
which would be obtained by isokinetic sampling.

2.1.4 If necessary, an expansion tank of compact design and of

sufficient capacity to damp the pulsations may be incor-
porated in the sampling line as near to the probe as
possible. A cooler may also be fitted.

The design of the expansion tank and cooler shall not unduly
disturb the composition of the exhaust gas.

2.1. 5 A butterfly valve or other means of increasing the sampling

pressure may be placed in the exhaust pipe at least three
3D downstream from the sampling probe.
 - 39 -

2.1.6 The connecting pipes between the probe, the cooling device,
the expansion tank (if required) and the opacimeter shall
be as short as is possible while satisfying the pressure
and temperature requirements prescribed in annex 8,
paragraphs 3.8 and 3.9. The pipe shall be inclined upwards
from the sampling point to the opacimeter, and sharp bends
where soot might accumulate shall be avoided. If not
embodied in the opacimeter, a by-pass valve shall be
provided upstream.

2.1.7 A check shall be carried out during the test to ensure that
the requirements of annex 8, paragraph 3.8, concerning
pressure and those of annex 8, paragraph 3.9, concerning
the temperature in the measuring chamber are observed.

2.2 Installation for tests under free acceleration

2.2.1 The ratio of the cross-sectional area of the probe to that

of the exhaust pipe shall not be less than 0.05. The back
pressure measured in the exhaust pipe at the opening of the
probe shall not exceed 75 mm (water gauge).

2.2.2 The probe shall be a tube with an open end facing forwards
in the axis of the exhaust pipe, or of the extension pipe
if one is required. It shall be situated in a section
where the distribution of smoke is approximately uniform.
To achieve this, the probe shall be placed as far downstream
in the exhaust pipe as possible or, if necessary, in an
extension pipe so that, if D is the diameter of the exhaust
pipe at the opening, the end of the probe is situated in a
straight portion at least 6 D in length upstream of the
sampling point and 3 D in length downstream. If an
extension pipe is used, no air shall be allowed to enter
the joint.

2.2.3 The sampling system shall be such that at all engine speeds
the pressure of the sample at the opacimeter is within the
limits specified in annex 8, paragraph 3.8.2. This may be
checked by noting the sample pressure at engine idling and
maximum no-load speeds. Depending on the characteristics
of the opacimeter, control of sample pressure can be
achieved by a fixed restriction or butterfly valve, in
the exhaust pipe or extension pipe. Whichever method is
used, the back pressure measured in the exhaust pipe at the
opening of the probe shall not exceed 75 mm (water gauge).

2.2.4 The pipes connecting with the opacimeter shall also be as

short as possible. The pipe shall be inclined upwards from
the sampling point to the opacimeter, and sharp bends where
soot might accumulate shall be avoided. A by-pass valve
may be provided upstream of the opacimeter to isolate it
from the exhaust-gas flow when no measurement is being made.
 - 40 -

3. Full-flow opacimeter

The only general precautions to be observed ~n steady-speed and free-

acceleration tests are the following:

3.1 Joints in the connecting pipes between the exhaust pipe and the
opacimeter shall not allow air to enter from outside.

3.2 The pipes connecting with the opacimeter shall be as short as

possible, as prescribed in the case of sampling opacimeters. The pipe
system shall be inclined upwards from the exhaust pipe to the opacimeter,
and sharp bends where soot might accumulate shall be avoided. A by-pass
valve may be provided upstream of the opacimeter to isolate it from the
exhaust-gas flow when no measurement is being made.

3.3 A cooling system may also be required upstream of the opacimeter.

 - 41 -

Additional Useful Reference Material

1. W. H. Lipkea and J. H. Johnson.

The Physical and Chemical Character of Diesel Particulate
Emissions - Measurement Techniques and Fundamental
considerations, SAE paper, 780108, March 1978.

2. Diesel Engine Smoke Measurement (Steady-State), SAE J2SS

(SAE Information Report), SAE Handbook, 1977.

3. Measurement Procedure for Evaluation of Full-Flow, Light-

Extinction Smokemeter Performance, SAE JllS7 (SAE Recommended
Practice), SAE Handbook, 1978.

4. Periodische Uberwachung der Schadstoffemissionen von Kraftfahrzeugen

(Periodical Control of Motor Vehicle Emissions)
Verlag TUV Rheinland, Koln 1979
(only in German)
 -42-

ANNEX II

Wednesday
7 January 1981

FEDERAL REG 1ST E R

Part I I I

Environmental Protection Agency

Control of Air Pollution From

New Motor Vehicles and New
Motor Vehicle Engines; Particulate
Regulation for Heavy-Duty Diesel
Engines

,
\
\

1910 Federal Rt'gisler I Vol. 46. No.4
ENVIRONMENTAL PROTECTION
AGENCY
40CfRPartU
I Docket No. A-tO-ll; AMS-FRL-1I28-7\
Control of Air PolI"tlon From New
Motor VehICle. and New Motor Vehicle
Engine.. Putlcu..t, Regulation 'QI'
H.lvy-Duty DIe... EngIne.
AGINCY: f:nvironmental Protection
Agency. .
ACTION: Proposed rule.
----_.
SUMMAIIY: The proposed reguloUon
would cslubh.h II siandard (or the
"minion IIf parliculale mailer from
hCllvy·duly dieacl enginel. ' Beginning
with the 1986 model year. this .tandurd
would til) O.2!;ogrom per brllke
horsepower·hour Ig/BHP-hrl 10.093 gram
I"" mOM'ljll"le Ig/.M/II. Allholl8h Ihi,
8111ndll,.1 rcpr~8ent. about a two-third.
rcdu~I"'n ill purticulale emi ..lon. from
unconlrolled 1.,\,e1I, it I. ludsed fea.lble
withoul ill~r"'l»ing eminions of nltrosen
oxido" (NO",. The propoaed regulotlon
would 11180 .. mend the emi ••ion lelling
reHullllion8 al 40 CFR ParI 88 10
e91"bh.h prol:edorel for Ihe
IIwusurcmenl o( particulate emi.sions
from new heavy·duly diesel engine. to
delermin., compliance with Ihe
parti~ululc emission II .. ndard. In
uddilion. Ihis regulation would
i,":"rl'''' "Ie complillllce lealill8 of
prodllcti'''1 hd,\,y-duly eDRinel for
parlil:ulale.enliB810nl ulllier the
Selective Enforcement Auditing (SEAl
prog,..1Il beginnill8 wllh Ih8 1986 modlll
y"ur.
In Ii relaled rulcmllking IIction, EPA
WIll BUlin propose 8 revised NOx
emission slAndard for Ihese same
t",avy·duly diesel., along wilh revised
NOx emission SlundHrds for hght-duly
(,uds "!HI heuvy·dUIY g080line engines
for tllilli Hnd luler model yeu,.. In order
I" enR"'", Ihul Ihese Iwo propo• .,I. lire
lIlulUlIlly cumplltible, EPA will realricl
Ihe d"!:I"1'" of NO" emission reduction
re'llIi",<I from h.lI1vy-duly diesel. 10 Ihal
whia:h " ilU .. ,nable with the proposed
I'.arliculdl" .I~nddrd in effect. This
I d"linnshlp belween Ihe Iwo
.. ul.,mil~illll aClion. uffeeling heavy.duty
docsels IS "ulhned in grealer detuilluter
III Ih" ."o:\llln "nlilled T,'chllology.
DATil: I'"b/ie lIeuring: There will be ..
pllhlit: h"aring on the provisions of this
I""P'"'''' wHul"lion approximalely 45
d"ys IIfl,., p .. hhcation o( Ihis document.
lilt' ,,,.,, I II, .. " .lIld place ... ill be
':\ h'.l< ,\ Ibl\ "I".~H'I ,'njflnt' I. un)' ,JU'~d t:"w"e
"h.',llu 1"'\\1'1 .1 11I'.n ~ dill) \lt~tudl'. '-"hll hi' tUl tlA'
Ih., '1l.,,1 \. lillI!' ~.. IHI!lI· ~rU'8 "'1·IIIi:h- """I~hll'lllnlt
,.\, ",·,b H.•'''' ,1l,UIUh ;,JI WhU.L· f,VIJI"II'rt'u r.\V't ....
.. .\ _\11,,11., fl,.'1
-43-
I W"dnesdilY. /dnuary 7 'J9!H
••
unnounced tH U lull'l ddll' iii i;
.uhlellU"nl ""de'al WtlKillllf ""Ilea.
EPA will conoid", "II writl.·"
Comnll'nll rcccl\;cd on Of b,efufi' tOry ;,Oth
day following II", pilililc bedrong. FJ';,
rCllueslB Ihut. 10 dll' e,lent pos.ibl".
commenla be .uL.lIlltteu prior 10 the
hCllrinjj.
ADDlllSIIla: lnlcre.led persons mlly
submil wrillen commenl, to the: C~il1("l
Dockel Section A-130. W esl Tower
Lobby Gallery I, U.S. Environment,,1
Prolection Ag"ncy. Alln DOt.~el No. A-
IIG-t8, 401 M Slrtiel SW. Wa.hjllHI'J!l.
D.C. 20400. Also, ~J'A '''Quesls thaI
COmmunle,. forwijrd live cop,es ~0 U.S_
Environnlenlul Prol"clion Agency. AH~'
Director, Emil8ioll Conlrol Tc~hnoi()I\Y
Dlvi8ion,2565 Plymouth Kl'"cI, fum
Arbor, MI48105.
Copies of mul"ri"l. relcYllol 10 \I.,,,
rul"," .. I<lng aclion are cunlll",,·d in
Public Dockel No. A~llIlIt thc U.S.
Environmental Prolc<:lirJn A8en~y
Central Dockel S'~"\lon, Wesl ToWtlt
Lobby C"lIery l. '101 M 511"11,,1. 9.V; ..
Wliahilllllon, D.C. 2(14~· Tho C.mt",!
Dockol Section Is open I" vl.i!Or!!
Mond.. y IhroUj!h f'riduy f, .• m HIX! a.m. 10
4:00 p.m. IA. provided in .0 eFR Pori :;
Ihe Agency m .. y ch~'1IC d rf'"8~n",ble
for copyill8 aervicc6. )
fOIl PUllTNEIIIHI'ORMA nON CO/.l·'·Acr:
Richard A. Rykowski. EII\ IIlIrunen;.,i
Prolectlon Agency. 25t1b Plymouth H,,",:.
Ann Arbor, MI481U5, Telepho(.e: (:!13)
668-4339(P1rS1374-UJJO.
~MlIfTAIIY IHPOIIMATIOfC:
Commelillf and the Public Dod"l.-
Ourill8 (innl rulcmuklll8 FJ'A w:1I
consider "II wrillen commenls ";,cal,ed
on or before Ihe 30lh day following Iho
public he"ring. EPA ,e'lut'sls thllt 10 fhe
exlenl po&Sibl ... communis be suhmilled
prior 10 Ihe hearin[l EP,\ will keep the
record o( the public huuring open for
lubmls8ion 01 rebuII,,1 601.1 01i)6r
In(ormaUolO fu\lowiJljj Ihc dOlO IJf the
h".rlng unhllhc .. hove menlloned dilid.
It il EPA'. inltH"iun 10 ulura 1111
Intere.led parti," ,.. , ovvorlun;ty 10
,Iudy all in(ormllllon wh,ch may be;;omll
Ihe b ... i, for EPA', final ~clion In Ihi~
proceed,ng. Accordingly. Ihe Agel\cy
will nol conSider In Ihis rUlema\dug any
malll" .. 1 which cltnnul be mlldu pubiidy
IIvaiiablo. P"rUea who wish to submit
'n(orm~I"m In rC8p"n.~ 10 IIli6 Notice of
Proposed RIII"lIld~lll» .. re ( .. "Unned thil I
EPA WIll nol cVIl.,ider, oul WIll relum ;.,
the comrnllnler, UIlV commonls which
lit" Glulmcd. tn wh;,I" 01" In purl, I" bo
confidcnllol.
Authorily: Sltltulor~' tJulhl)flfy und mUoddle
(or (hi. ,u,;lion .. r~ pr\lVidt!(1 tlndcr SelJionl
202. 200 dnd JUII" I of Ihe Ci"ttn Au' Act 1~2
U.S.C. '.>~I. 7~25 uno 70(1). S~Cllt>n
ZIlZ'.II3J(A/tllll uf Ih. 1\0:1 )IN.I.!,,. Ihut. "The
I I'ruposed Rule!1
r~13iiC d
}\(;:j"r.iHl"uIOf sh<..!11 pr':Bt...rihe reguJuliunH
Hilda p,..Ifagnph ,I) of •.hJ •• ubl(Jcliun
HPpliclIhie to tlrtlll&lOI)H or pBlticulule muller
h'f,dl'. cL _':it'~ ';r (:.J ;lh~\ .. ri{·11 of lIehtc:lt!9
m'Lnuf~lc~vt:d UlFHlM und Miler n\Ouel ~'Cdf
h,,'q i :,'1' ;JUfh1.\.: un). f'~r1i~~t mudd year. if
P(~.~lj~4\blt!,,, '>c~,~;on 2l)(:~,hl}PJ pTO\dJc8.ln
~l'; ih;:.;. ;llt! Adm.II~iB1raIO( &hd.lllest. or
t;:';CI:t' ',', be teo!leu L:1 such mH"ner liS he
ci,,:,~,;,~: }ii-;'?i'C~,t'H,H? >\~:y llfi","' motor vehicle
'J ,.ti';~'n:~L1.":: whlJtnt'r such IIchide . . .
(...:1' ['~rn1$ with the N'g\.!I~1 ion; pre8cribed
unde-f 5.ec\iDn (02 of thia Act," Scchon 301(d}
~:;;'Y"',-.. i(IL:~ :d pt'! t. that "~he Administrl:ttor is
.'.'i.j~~Hl'~~l,.,~r.; to r,:cscribc sLich r-!>~\.i.loCion8 1:118
tt;~ nfC,'f.,'j.l.i:ry W !:8rry ou.' his functions unulJ£
11\15 .:""{:'
S'OCi(H' (,,'/; ,:-;.' Deapfte 8lRIliflCd01 gains
Jt> \) \' [11 or tO~lJ! 6U~f).' rldpd
:,I:;t;
i" rtk~__ !tdi: ,,': .c:P) t~,\)if9jons from
t':!,I~;(1~1;Jr}! S~),:.H'q:Jt, dH~f'\;' HJ'~' ~!m many
tL:' qUfJ.:Hy h=SioHS \'~ihich 1.!~·f' not able 10
m,'d ihe i''''''~l''ry Natinnol Ambienl Air
(JiHlity :JIsndHrd (NAAQS) for TSI' of
',r;, T'-:~";';fiJ.m;; per cubi,c mt1tcr, A6
~,iH!sei d'lt,!I;)"?O cr:ntinue over timt! to
rh",,',er ~i!t H ,"'~n ~re:;,ter portion of the
n~'i('a",: h'dj:vy·d'.il~1 vehicle8 (on·thc~
{(,2. d t.uck, ,:nd trHles whose gross
vpl'lId~ w'21.~h' !'Hhng exceeds 8,500
~ounJ&j, the,!, contributiun to ambient
lewb ",i ldal ausI'"nded parliculale
f"" ;·:vJp! ·'""lll1c:·,o6e ,,~er levels thaI are
dread, r,ignificanl. Curreol heavy-dUly
jj;"hels e:-n!i more thaJl twice the
",,,'Iic");;[£ per mile "milled by heuv)"
(~I,:')' gB~;f\line engines operated on
.,-0;'·,,0 ;1auoline. Beginoing wilh Ihe 19114
mr,de1 Y"U'. heavy ·duty gllsoline engines
",·.Ii fer th,., mos! pHr! be equipped with
c,,,n!.lI8'8 in order 10 comply wilh
·,.i"$.,,;1 ;HtI"dHrdo (or hydrocarbons
.f.lnci ctHbon monoxide. These engines
wiil Ih~(! be cpMllling on deaner
burninn iJn:euded gasoline and thtdr
J;dtl:ic!!!.ah' ·.!rni8sior.8 will decreH~e by
ij~>-iJ.S ~"'c",,\. Thua, without regulation,
r,,,,,",~ •. hJIy ,';'_'6ds will emit 4(}-)00
~Im\." lh~ parllwi"le er!l,!\.~d by Ihese
1l!1l-! ~Ild luler model year gllsolooe
ill.";,,, tI. Alio, due 10 Ihe extremely low
h:vcis (~r j.Huticuiuh,' ~miH3i()ns expected
from fu! \HP hea vy -Jld)' 86501 me en~lne8,
Eh'. d<JH' 001 plnll !o propo.~ u
parliLu!diE cmi.,ion ~tanu8rd for these
"'18in~8. Tuble J lisl. particulate
~tnl6S"'n levels i"om some heavy-dUly
die;e!s cun'anlly being uscd.
Ji Cllrrent Irend. conlinu,- EPA
PXPt.~/":I.b the uae of Jie&cl engtnl!S m
nt.'i.n:y duty vchldes to tncrCHoe
'~r"il'ulic"lI)" over the next 15 YUlirs.
VVhde d:esel tH).I!(lnes currtwtly 'power
"uollt olle-th"'d ui all new h .... vy·duly
... ehi~k; sold in the U.S" EPA exp,'cIS
Ihi" perc"ntaliC 10 incretllJe 10 S?-6!1
p""cellt by 11/95. This move lowllfd more
diesd. will mCI Clise nalionwlue
purllclJ,lillot IImissions fr!,1II heuvy·J"ly
d'u;uls '" dn estimuted 218,000-200.000

Federal Realster
",l'Irio: ""'. I'fI' ,..". Ily 11J1l~. IIrhlln
IIn'lI" wl1uld hI! ,h. 01... 1 h... ylly
,,{f,'cl .. d by Ih"se emlsllon•. Am!>l ..nl
par'i<:II1i'11! lev..I. from heavy-duly
di(,.q,·Is "lone would I'8l1eh 2-7
mlcMgram' PDT cubic meIer {annual
!t"nmelrlc mellnlln cllfetlllUch ••
ChiclIgo, \'01 "'"selea. N..., York. and
lJallHs. Somp.whallower , - ' . of Z-5
"III:rollrIlOls pI" cubic meIer {annual
~"{lmelrlc mellnl would oocur In amoller
cili"R such as SI. Loul•• o.nvIIT. and
Phoenix. Theae I.. vela would occur over
larRe-scllle arelll within the.e cities.
,,"tiitional particulate levels of lHI
,"icrt'grom, per cubic meter (annual
~;·"no('tric meRnl would be .xpecled In
1,'cllli7.ed '''''a8 within 90 meterl of very
hUlIy r(uHlwAY~.
r.ble 1
,...,....
..
In,'., C.'ll'fT'lllai
,q,., J:?(j8
Cat.,..,;)..t08 If...... 10J
n179 Cater.,..., J..401lr.-My , _.
1[l'6 Cum""", NTC-l50 .
1" 1j;t C~ NTC-JIY) "1lI9 Cam'" ~ _
I~li C~ N1CC-3S0 .. __ ._.
'QTQ (:umm.ns NYC· 290
1119 Cum"'" VT8·903·
I f...
"'No" 2F...
'4.'/t (lOA "V~l»l
Iqr8 (']()A AV~71N·
_0. _. -,,--_.
'~1t
No , F....
No U ....
OOA 8V-1HA
,.....
11)19 OOA eV~82TA'Bo
No
H~7~
No 2 f\rttt.
ll()A 6V-1l2tA 1OU-.
1'1:9 11K' OTJ--4t.68 ""
........, .... --.-
1!-J ry !HC OT -4&6...... ., .. _............
III 'q MAc" ('l "'jBte'13A ._~ ... _._
l'lJlt) ~rt""- El~X·8re
" ,I .. scrlpllon [If Ihe slandllrd being
pn'I'IIsed fol1ow8 logelher with a
d"scription of the lechnologlcal.
"11\ 'ronmrl'11I1 and economic Impacls of
Ihi" 1'I:~lIllllion. Following thele topics
lire "isr.\I"~ions or 1) Ihe alternallves
.. ,,,min .. d hy EPA. 2) Ihe major area8 of
Ii", cllrn'nl rederal Tesl Procedure Ihal
",,,,,hf he rhHnged by the proposed
I"" Iin,I .. I!! I,,~I procedures. 3) Ihe
IlIIPrnutil:e particulale menauremp.nl
I.. chni'l"'·' ronsidered for the Fl'derlll
'1',' ,I 1', ,,"('dllr... I1nd 4) the malor
,J,fr", "nc'" het ....!!.. n the proposed lesl
pre.n·dllrl' IInti thot conillined in EPA',
\),.,,11 lkc,'nlmrnd .. ti-I'ractice of April
1'17f1
PI' '1'''''''/ Slaqr/o.'Yf.· Th" propo~ed
I);nl,' I1hl" Mnndnrrl for heavy-duly
tiil's,'1 !'llgin". I~ 0.25 gram pcr broke
h'I"'I""",'r-hollr (g/BIlP/hr) {O.tl93 gram
p"r 1lH'\\lIif>"I .. IS/Mill bf'glnnln!l with
IIII' 1'1f\/l nol',f,'1 yeAr. Hpnvy-tiuty di",pl
l'II).1iw'R muql nlrw continue to mf"f'f th(~
-44-
I Vol. 46, No.4 I Wf'dr1l!Rcluy, 'IInliftry 7, lQR1
Ilpprnprllllfl WU"fUifa I'o.l""lon IttAnflnrrf.
fo. hydl'llt:flrh"". fllC!. CArbo"
monoxide (CO). nntl OXld!!! of nllTORp.n
(NO') nnd .mok" RIH·ndllrda.
The proposAl doe8 not .. Fleet Ihp.
currenl cerlificntlon or srlecllve
enforcllmenl audit (SF.A) procesael. 1\
Joe •. howI!ver. modify Il'sl procedures
10 provide for parttculRltl measurement.
AR manufaclurers of heny-dulY diesel.
mllst cllrrelllly follow Ihesl procedures
to demonalrKI" compliftflct! will! gascoul
emission and smoke slRndards. the
Rame will hold true for Ihl. perticiJl"le
slandard. The ule of a full uReful·Ufe
delerioration fRclor. the UBe of Il 10
percenl acceptable quality level for SEA
Rntl the certification enltine .electlon
crlt,,'ia wlll.1I apply 10 Ihi8 particulate
slHndard 88 Ihey will fur Ihe Be. co.
NO,. RnJ smoke slandard •. lIowelier.
beCAuse 1M propoaed I".t procedure
will provide bOlh particulllie nnd
ga800u8 emi •• iull vRIIles lIimullanoouely.
EPA dll". nol expecI Ihi" proposed
pArticulale .Iandard 10 Incre.le Ihe
, number of engines requiring lestlng for
0'9
eilher certificalion 01' S~;A.
S1
02
t
2 Technology: The elenn Air Acl 8a
...
eo •I aml'ndl!d in A"8u811977 requires heavy·
30 t duty diell4!l particulale emission control
58 2 bAsed upon contrullechnology which
~
..
37
I
2
2
the Adminislralor delermines wJlJ be
8 vailahle for Ihe model y"8r to which
8uc.h slandards apply. Due cunsideralion
III
111
.!II!
,,
2 musl also be RiYcn 10 cosl. nolae. energy.
and I8rety. The 0.25 g/BIIP-hr (0.093
411 ,, 8/MII 8tandard being proposed loday
rulrills Ihese requirement ..
..
M
SO
,
2 EPA hal. [" Ihe COUfse or developing
this proposal. tested heavy·dulY diesel
••,
.113
.. .511 engines from eoch of the 5 mllior
In mAmlfaclurcra in order 10 determine
Ihelr particulale ~mis8lon levela; Ihe
Iranslenl lesl procI!duN! a8 d08cribed In
Ihe "Dntft Recommcn,lr·d Prflcllce ror
Measurement of Ga.eoul and
Parllculate F.misslons fNlm Heavy-Duly
Di"8el Rn81ne, Under TrAnal"nl
Condition.... April 1970. wBlII.ed.
Together. the engine8 produced by IhenD
five manuraclu",", accollnt ror
approximalely 97 percenl of the heavy-
duly diesel engines aold in this counlry.
The pflrth:lIlar engines lealed by EPA
or
rep ..... enl the complele rRn~ t'/Iglne
sizr. and flppltcAtiona round In today'l
ne!!! And account for roughly 70 percenl
of U.S. RAI .. s. To dale. thia le8t progrflm
i, approxlmalely 110 percent complele.
EPA do~. nol ""Iieve thnl dell,ylng Ihls
proposol !o ~lIow for the com pie lion or
Ihis feslinll i. nl'cesRHry aln<:" 1) lesling
h~, "lreBely \'epn compl"lp.d on 3 of Ihe
5 mlljor manllfllcIIlN"S' ,>ngines. 21 "iven
the rcpre.rnlalivenes8 of Ih~ , ... Ied
elll<m!!s of the olh .. r Z mnOlrfoc!urer. and
th(' rnethodolollY us<!d 10 del"TTIIln .. thr
I"chnoln/!ir .011 y rf'1I .ibl .. I'ngln",ollt
I PrnpoR!!d Rul!!s 1911
pllrt.rulutl' t"vlli (dlullllflnd .... I"wl. It i.
,,"Ii~oly thallh"lfI",,1 of thl' ""'I'OAotl
w!"ndard would be .lltfllrh:HIIII~' .. fI"c:lpd
by Ihe remlllnins rew enRln" •. lind 31 Ihe
t"RI program will be compleled befor"
promul8Rlion of Ihe finlll slandlOrd. If
ehan""s to Ihe Ilandyrd lire warrAnled
bnRed on Ihis n~w dota. Ih .. comm"nl
pPriod will he reopened.
EPA bused Ihe level of Ihi. proP08ed
.t"ndarO on:
1. An engine-out pnrtlculale pmi."ion
Il'vel of 0.41 R/BHP-hr (0.153 /!/MJI;
2. A 60 percp.nl reduction In "ngine-ollt
pHrliculale emiAitons frum Ihe
applic&tlon of Irap-oxidizers:
3. Over Ihe full usrfullife. an inC.PHRe
In pnrticulate eml.llons of up to 20
percenl due 10 e"lline Bnd Irap·oxidi7,'r
d('terioration; and
4. A 24 percenl allowRnce ba."d un 12
pl'rcenl variahility in the pllrlil:ul<lle
emissions of production r·"Rin .. , lind H
10 percent acceplHhle qllltlil~' Iomil fur ..
Selp.cllve Enforcpment Audi!. lh"AI' fOllr
poinls are disculsed below.
I. Elisine-Out Emis.ion Le",,1
The 0.41 S/OHP-hr enlllne~ut
emission level represenls Ihe fl!vel of
particulate emissions which EPA haR
determined to be lechnologically
feasible by 1986 withoul the Ilse or
aftertrcalmenl deyices (i.e .. Ir.. p-
oxidizers) and withoul la!Jng inlo
consideration in-use deteriorlltinn or
produclion variabllily. Thi3 Icn,1
reprelents the average or Ihe .scl or
ensines made up of each manuraclurer's
lowesl particulate emitting model Irst"d
by EPA on No. Z dlelel fuel (ace Tahir.
1). Thla approach was chosen from
among aeveral allemalivOli brcllusr II
best satisfieR Ihe Cleon Air Ad
requirements thilihe standard "f{,nrr.1
Ihe greaw.1 de81'ee of emission
r.. ducllon achievable ... giving
appropriale consldera lion 10 the CIl.t .
Bnd 10 nolse. energy. Bnd silr"ly
f"clo.... . .... .
EPA considered three other
approaches in determh1\n!l'the
lechnologicaUy achievable Ipvel or
engine·out partlculale f!mi •• ion •. Th"y
were: {ll the worel bHsclinf .. nRine
(highest plrticuillte emi •• ion 1"",,11. (2)
Ihe lowell particulate emission Il'vel
among the lesl~ englnell. and (~) Ih ..
high".1 single emlslion level amonR
eneb mallUraClurer', blllt engln ....
The flrsl opllon would aO't Ihl' fenRlble
level or englne-out parltl'Ulrtle pmilsions
al 0.79 II/BHP-hr (0.29 s/MII (S.. !' TII"lp
11· Using Ihe en~ine-oul porlkllllll"
emissions of Ihe "worN!" ba".,hn" .. n!linf'
or ,,·hlele R8 Ih .. stllrtin!! point ror
M,tting th .. parliculHle .","dnrd moy bl!
IOn appropriale approach whrTl \'I'hide
pnrnmr·terR, such ft1 ,.nJCin~ ~il.P or

1912
""hid" wdllht ... ru It sillnificunt fuclor In
Ihe relullin"I""el of emissions. Thi.
"pproa/:h was followed to lomll Ilxtenl
in 81lllilllllhe partlculale emi ..ion
stundard. fur light·duly vehicles and
light-duly trucks (45 FR 14496. March 5.
1980). Particulate eminion. from light-
,July vehid"s lind Iruel(, are direclly
"f(I!cllld hy such puramelera a. vehicle
weighl Hnd engine liz.e. EPA found that
Ihll diffllrences in particulale emis.iona
lit baseline lighl-duly vehlclea were nol
so Inuch Ih .. reault of diffarenl dealsn
feHlureB leHdlng 10 lower parlicuhlle
It,vds IhHI could be readily incorporated
inlo other vehicles. bul.ralher Iha fact
thul g'merlllly hellvler vehiclel lend 10
"mllgrellier levcla of particulate
'·milsiona. In order 10 avoid lei ling
BtandurdB Ibuled on. the level
uchiovable by the "bell" or emallesl
vehicles) Ih .. 1 would have prevented .11
"lIht-duty diesels from meelill8 tba
siandards excepl subcompacll and
timall pick·ups wllh email ell8inea. Ihe
Agency based the standards on Iha
I"wesl particulate levelachievllble by
Ihe "worsl" (or !tugeel) diesel·powered
baseline vehicle ..
Huwl!ver. using the engine·oul
particulate emissions of Ihe "woral"
h~ny·duly engine Ba !he .Iarting polnl
f"r 8etling the heavy-duly pllrtlculate
siandard would be inappropriate
b"cilusu EPA could find no lignifiClint
correlation bel ween emisaions and luch
parallwters as engine size or type. In
fact. ~:l'A fllUlli1 Ii bHseline engine wilh
much lower emissions Ih .. t wall
"",nparable in tenns of horae power une!
in-usc UPl'licution to !he baseline engine
which hud Ihe highest parliculale
"missiuns. The result, of EPA',
ill\,,,,,til!ation BUllllest Ihllt .. t leBOt 10
(mllW l~xtenl fwme engine dcsit(11
fcatur"s I.. alling to lower p.. rliculdte
emi.sillns Ifrum the worst b8selinu
,'ngillt!) ure uv"ilable.
Gi"cll Ihese findings. EPA could nol
d,'lerminl! Ihul 0.70 g/BIIP·hr
r"pmsclll"d the "greatest reduction
IIdlil'vllhie , .. " und Oplion 1 hod to be
n·j"etcd. To do 0lherwl8e would huve
illullfed Ih.· r!!duction potential already
tI"lIIunslruled by every other cngina
1.'stl'llllI .Iute.
Ol'lion Z wuuld require aU engines to
1O',II:h .1Il "ngmc-out porticulale level
tI.'II11I11"II·illlld by Ihe boat of the buscline . c"mmerce if IhllY dccled tu ih'), II
"1111"11" 11'.1,,01. This lev .. 1 is 0.31 g/BIIP- nonconfurmullce pI!nully 1111 cadI
hI' 111.12 M/MII: ,der to Table 1. Implicit
ill th ... chillu' uf this optilln would be the
j",IHnll"lIlh .. t I I) there ore no engine
""011111 rnatures thot hllve un dfuet lin
I'arti,;ulolll, !!missi"n. whIch connot be
luudlly illcorporuh,d on u\llliher heavy·
Iluly dlPscI •. n'Rardl".8 of their .I~e.
"l'l'h"'lliulI Itru,,\' or bus). or
-45-
mOllufacturer. and III th" feature" .' ""Id
produce exactly the Hllme low
particulate emi .. lon level "" oil ':i'H''''''
KPA hos examined Ih6 relutiorlship
between particulate emi •• iollti and
engine size or appllciltlon and hil~ found
no lisniftcant correlation. Diffui'cn"es
wllre found In !he emissions or ,,")/'nefi
produced by various lIlUnUfllcturern, but
no evidence waa found 10 mdlcai .. tnilt'
the deaign. used 10 obtuin low
emilaiona on aome engineB were IIul
8Vallllble to all monuf.. cturers.
However. EPA could nol Imd tivtd"",;e
thot Ihese deaign fealures would t"lVe
exactly !he Barna affecl on every
manuracturer's enlllO •• , \lnle8s e8en
manufacturer would prot'ucft '~n e""r.(
replic:e of the luwe~t-~miltmli lJu~"line
Bll8ina. For example. the pdm'il"i '.:Q'CM'
of tbe low particulate "mi,.• iutls
produced by th" be.t h".di"" engins
mAy have been on improvHG luel
Injocllon lechnlque which 18 ISv8ilHbic 10
all mllnufllclorera. f!owevPf, bee"06(!
Ihe fuel injection Iyalem i8 un Integral
part of !he engille end it. rr!k;em:y
~ould depend on ~any other enginll
parametere (whOle eflec.t Oil pHclio,IIl(e
emi.slons lire nol a\ this limn fullv
underetood). th" only way to ,Iel~rm,na
Ihe effecl or a modiflcoUon on e given
ensine would b.. to lest il on lhal slIglne
While EPA could hnve Ih"orr.tic&liy
crformed enough \esls 0., " 8uf:kiently
r."I'III! Ilimplo of engines 111 an altemrl k.
demonltrate !hal all tlll~lne8 could
achieve Ihe eml8llona Il! the best
balcline ell8ine. Ihe cObl of weh f.I
progrom wuuld be enornwu' dnJ Ih"
implement lilian of thle purlieul"".'
ah,ndard would have be"n r",elpon"J h,
ollclI8t 1-2 year •. This d"l"y v")llh~ bn
unacceplable /iiven the thilfHl.de III ',hn
Clenn Air Act. Given Ih,! uvtlil.bl" du!a.
o 81andllrd based on Ollllon ;> migH well
r~qulre the mulor rpdeslgn uf \"rtulllI\
Itll engine familicN for cnrnpli"nce I" b"
It8sured. EPA hu. 110 bu.i~ (Uf
supporting Ihe !:o>nlenlioll thul sud, 0
mHIClr rode8111f\ effurt would ""." h ..
plIssible.
Thu •. if EPA chose Ihl" IilJpru"ch, it
would he po.sible Ih .. 1 a large number
of enllines mlllht nOI be uhle 10 mce! Ihe
parliculate stundu:d in 1900. In !hi.
euse. the IIffllcted IIIdnufuGlarers could
only intruducu Ih"." en~lne~ ill!v
ensine. While E.I'A beJ,"V(,a IIwt
nonconformance penult",. huve"
dtlfinite rol" tu plu~ in Ihe IC8uldtilin 0>(
helJvy-duty yuhide •. we du nol bdicvu
th.t Cun8rc8s mlt!lld"d for
nonconformonce pI!lIullic. to he pU1l1 in
ordur for most ensinee 10 btl 8010 Yl'\
this situation cuulJ arise undnr Optiun ~.
(.illt!:."l ;i VJ.'.,,:hJ U38 as the a'Brtin8
linint for ,elling Ihe ihmdllrd the highest
t,!: )-!~ ~~nl<n,"'~~u~ ~",f~iGuI8te level from
L:e s," ,1 '''\),',IICt <r;dcie up of cach of the
L,,:~) ",\1:-;')( '~;t' :" .. f!.e(,( .. H~r·e IO·.I'./e~,t
~'mjtij~~< . ..::.\.~~ilH:. 1n '}t~H~r words. ()phon
J I.'J:.:,,,,i',i.; ):; _ l::i. I ! /.!lJ..Hiuc-vJl pdrliculate
I"vel [\, ",'; v./-J'V'·nr (1I.22 81M!) (aell
Ttib!t.; :;::' _<,1j:lj...,(iOZ, of T~b'(> 1
,1
~hOW!l trH.:" .., ruE :~'lfu-Ihird& of lha
{-IlgHH;~ :~-,~.~~(-':' rli,,; alrc ..:l{i~- emitiirtg Jcss
IH1fU'''11~4L-I ~L,,:,lZ'O ;hjsle\'el, Thus. this
{l •.,d.\)r; 1·,·:I".'-".,·:~ ~~;'1' f>jf.me probielY' IJS
(i~ir;.~~~~n,.:;j ,t:~;,~~1e \<'\Iith OpHon !: it docs
lHA ~l\ ~~ P:df.H'l~if~\'~: Cl.101::!i.derlHj·J;) to the
LonL.o' !;.Jch;":..;l..;C ,'!;'i?ady
I:' ,'.'_'" . i(!!:~,~ " .. ~ ~ ~h~·i'i:iid n:itjuri!r
''i :;? ~;'i;1~r..:;: t?(L~': 9rc<cl,..~eci ~Oddy
: 1:),:;., -,oi)':.'!.: :.~,f::J ;:ii_.ti:uiJ m:sht dfJreUI' 10
~'-':', .. ' ~_,~} f~'0~~"- ~,: i,f 0p"J:l;:', .but of
'-U~\.~p~",; )1 If;' 1"i::;:~-5 mllni~fHC'!.lf('r to-
rnanuLaGtun.:r ti.arcr'e~cc,. it rai8es the
jHl.!~H! y;;-(
:;,;1'1:-, . .J;,':nG!8ted with Opljon 1
cnia EFA 'Iu,i '." :ejc<..i It (WOI further
The upt"),, ,_bo"en by EPA, which
~':'.'_h~) ,;'" f~!,tUHl.,r :e\id of en8ir:.e-out
Ptd"dCUJHt.g ~Hpit;lOh)n9 c-n tho average of
,he ~mi6"itm ievcl6 of the lowe"t-
emi,lin8 ~''8U\t: tWin each of th.l five
~,;,,,~k!' :'riB.au.;acturt!ru, addresses the
j" ';fh C''' r'·".an:ed by each of the
'"~'''\''''' \h .."" '.1pt'OIIiI find besl fulfills
:IHi t:~E~~~rU8~11...)tJH~ m,undute to develop a
>""l,c,,". In ;;!aaliard which reflects "the
Jt'0~\tM;~ ;~cgHJe 01 emission reduction
ucbi,'va!wd, .. giving appropriate
(;.'lW' i';~;i~io . ~ \\) ~he cost" . und to
nui~:c, e-l"d~~'tLl/. '.hld fHtfefy i-acforH . . . " It
ta~d~.:'- :Hc. C('n::;lderal:~an. for example.
:!l" , 'I.H~',' nr ~'(:\'!IHI: manufacturers 10
budd cn~~He8 wha:h emit relatively low
.1"",,1" \Ji "",lielllale (oee Table II
Failun. L .w,!\'e edtlQuate considerullOIl
~o il~" h .lC{ omplwhmeuhl (iAS is the CtU;C
",1.:- !j.).' \' ~ .~~-1,-1 3) would (;untrnfY ue
~l; tho' "I\;j>,.'fj »lullJd rt:quirenwufs of the
C\l.'::n ~\:: Ad. Since 4 uf the 5 l!1~qor
:nanufuC1Ufertl hove HirCddy
d~!H'Oh8I.i'Ht2Li \helr abllity to build
cll;jlrWr, below ILl iI.41 s/Blli'-hr clIHi,,,,·
(\\L{ I,,:vd phf!i!P Hnnh"l.e& repreHent
IIP>"'·l;"m,,,cly ~O percent of ooml1stic
pal",,:. the co.1 or feaslbilily of
~--"~knui!'s. \hese techniques (0 other
fngn~e fnmHieh ~;\lf.)Uld not be I.H'ohiuitivu
und i/'w wtcie::;pcc,:d Uti-It of nOll·
uln(urrf'j.~w::t: •.}\:nalliVti Lhould nul lw
{H~, 'eS(~vl v -,.. ·urd~"'u Hu.: d\:eoddn
pn:fu'I'l€t'-l by Optiun 2. The fiflh
iThtn,,;,_,c(t,ner -eCiu4dd d.lbU bi: Hblt! 10
comply ~lnc~ j] lih/; dcmon1ilrillt'J i.Jbilit,Y
j(J cutid h-.. . . ·NO .. ·tHuiUlllM tmgjlH's
should 11.::7-:11011 Itll j~ulibib'e rcliul1ct! UI1
,"\10" \,;onih,,} !~!i...hnjquc!j which iJlt;n~iJKl.'
PH!'tH~uiahoj ':OiI~''''H)ntl irde\lc:1nl
uJ lhjb poiut can be found in
JiSi.:UIJ51OIlli
"ther P'" II or, " uf Inia dUGIIII">lltj illld I~)

Federal RealI"" I Vol. 46. No. "
Ihe IOlldtlmo Bvanablll .hould btl
I"melltll 10 ollow II In IncorporAte
,lnRIMn " ..,111111' of olhar InlnlllllntllrPti'
englno. which have .. I",pdy bflln
dilmonilrailld 10 lower parlleulale
I!mlllion •.
By 8VOr8111118 the parliGUilite emls81nn
levell of Ihe be.longlnes. the chosen
opproAch recognb:c8 ballc
manufacturer-lo-manufActurer design
differences And reneele a mont
representative range of perfonnance
(!llpahlll1les than other opllon. based on
Ihe performance of 11118111 engines. The
level of 0.41 g,BHP-hr (O.tllii/MJ) i. Ihu8
II .tringenl level 10 Ille a. a slarting
polnl. requiring Ihe higher-polluting
I>nginet 10 Incorporate. to a greal degree.
Ihe d,!monstrated leclmoloaY of the besl
engine. of olliven manufaclurer. Yel al
Ihe 611 me lime \I takel into con.lderellon
II,... uncetlalntlel Ihat would be Involved
in forclnll a mRnufaclurer 10 adopl
almu81 complett'ly Ihll de.lgn. employed
hy ill r.ompelitors.
While it is po •• lble Ihal a more
slringenl englne-oull.vel could be
Iduntified Ihot weuld be lec;hnoloBlcalJy
feAalble. EPA doe. nol have lumclanl
dala atlhls point 10 tupport the
utitizatlon of auch a level. Further l1udy
would be required before Ii more
slrlngent level could be Idllntllled and
adequalely lupported. Thll would only
serve 10 furlher delay implem.ntatlon 01
the 8landard. Therefore. EPA bellev"
that It Is more appropriate 10 ulilin Ihe
p.nlline-out leval thall, .upporled by the
available data. EPA will continueitl
research In this aroa end If It become.
evidenl that B more .trtnaent engIne-out
level II lachnologlcally feallible. EPA
will commance a rulemeldrlfl te ravlle
the Blandai'd aceordlnsl,..
Up unllllhis point. ' " have restricted
the dilcusslon of engine-related
l"chnolOfl)' 10 thai already preaenl on
exlsli"lll!fI8Inel and avoided dlacu18I"11
additlonalanglne modillcltlon. which
could also reduce partlculate eml••lon ..
One proml.lnglons-tenn technique In
I~i. loller cattl1JOry it to modify the
I)lI8lne to bum melhanol. Methllnolls an
ollractive altemativ8 fuel,lnce it (1) clln
he readily prodllClbl1l from plentiful
domestic 10Urces IUch al COllI and
hiomsti3. (2) ca.n poAIIlbly be produced
by mON! Ihl'nnaUy emclonlllnd . InfonnB lion available to EPA 10 dale hll' ha. decided thai the two Coop••elonal
Bvironmentally IIcceptable proce.... .
Ihan procene8 which yield 8ynthetlc
crude •. (3) can be produced wllh readily
avaUablll. commercially proven ~
lecruwlo8Y which appelll'll 10 require
lesl capllallnveetmenl than syncrude
production pl'OCl!8aee. end (4) appears 10
have the polentlal (or vel')' low
partlculale. hydrocarbon and
llioloslcaJly active o'1lanlc IImI..lone.
-46-
I WedneadllY. JAnuary 7. 1981
1'h" potenllfll ror rt'ducI.d rartlcula'l
Ilmlulonl mnk". norlh"no .. proml'ln ..
"Ih'rn"tlv" (,"'\ with NlI"rc) 10 Ihl.
prupoI.,d pRrlloulnh, .Iflndard. Whll"
the propos('d parllculale Ilendard I,
achievable wlthoul uelll8·methanol. it.
availobility lind ule would .lmpUfy Ihe
lusk Immensely.
A1ao of Inlerell Ie mothllnol'alnherenl
ablllly 10 lower O)llde8 of nllf08t!n (NO.)
emitStonl from dletel ell8lnel.
compared 10 lholo eame enginea
operatlna on die eel Fuel. Thla result II
primarily due to Ihe lower combu.tlon
lemperature of methanol-fueled dlelel
engines. Since Congre," ha, required
Ihal NO. aml ..lonl be l\snincanlly
rf'duced from thle class of vehlclel (Ihll
loplc II dl.cUlsed below). ule of
methanol could aid in achieving Ihi.
lIoal.
In order 10 evaluate Ihe emll8lon.-
ralatfld characleriatiCi of dielel oll8lne.
operutlJll on melhllnol. EPA II
condllclill8 lesll on a dual-fueled Volvo
heavy-duty diesel erlfllne. Comblllllon II englne-ollt parllculate amillionl could
Inllialed In Ihll engine when a relatively
1m aU quanllty of dlelel fuel II Inlecled
inlo the healed combultlon chamber: the
Iecond fuel. melhanolln Ihil ca... II
then Injectod lind ignited by Ihe buml",
dlftel luel and lorve. a. the prima..,.
lourea of enertIY for Ihe engine.
Completely lepllralo Inlectlon .,..Iem.
accommodate Ihe dlfferenl fuelt In Ihlt
IYllem. Tell. of olher methanol·blll,,"n,
11lI8lnlll are planned for Ihe future.
Since melhanol ha. Ibe potential 10
help Ielten the naUon'a dependance on
forellll' 01\ a. well al provide I meene 01 Ihalll claM.. are to mftt or even
al\aln1n8 cleaner air. EPA IQ¥ilea
commenla on II. UII8 In dl...1. . . . .
In addition to the uae or methuol
fuel. there are olher technique,
avallabla which aleo can NCluce ........
oul particulate aml.alona from hel.,.
duty dle'ael ell8lne8- However. 101M 01
the.. technique. allo tand to IDc:raaM
eml'llona of nitropen 6xlde1 (NO.). I
Thli could be problem. .Inee In edditlon
to mandlti118 partlcullll.OOI1tro1
Con&rae'IIIIO mandaled that NO
eml..1oGI from heavy-dut, d1;;I. be
reduCed IlanIOcenll, In IIJ115.
Specifically. NO. emlliiOllf are to be
reduced by 76 pereant from uncontrolled
gaeollne efl8lne lavala. which tnuIaIatae
\0 aboul a 1.7 g/BHP-hr .Iandard. Th.
not lhoWn thle NO. lavelto be fellalble
for dlellll, excepl by u.lns IIKlMlqu..
,uch.a. retArded tlml"" whIch incnIaH
fuel coneumpllon and Increa ..
particulale eml8sions markedly. Thu ••
dieBel. will need every bit of NO.
conlrol thol can be found 10 reach thll
• Sfo« O.plt'r IV of tho RI.'1fuiRtory An.I,.. .. rOf
det.illi.
I Proposed Rulr.~ 1913
h'YII. PRrtlculate control. th"1 "ctulllly
Inr.r".I" NO, aml •• lnn. wllllld nnly
AllllrpYA11 Ihlt .I\".lion. Thu •. F.PA will
nlll 100ctor Ihl! particulate rl'lluo:llon.
evoilabll from IheRIl IlIchnlqllu. Into II.
dUlermlnallon of the IIrelilell 1'8rti(;IIIHI"
reduction achievable from h"<lvy-duly
dielela.
However. Ihure are som~ tpchniqllr..
available which can reduce enRine-out
parliculalll emilllonl with Inereasin"
NO. emll8lonl. Data availnble 10 f'J>A
hal .hown Ihal modlficnt\ons made 10 a
Cummln. engIne and different
modlflcatlonl made to a Calerpillar
enslne bolh reBulled in lower pilfticulatoo
emll8lona and lower NO. aml.llinna. In
addilion. Ihe laller engine wn8 alrlelldy II
relatively low pertlculate emiller. The.e
relulte. plu8 the ,ooneral fllel thai
partlculale emllllon8 have },pl In he
directly conlronlld and conseqll',"Uy.
have yallo be faclored Inlo ",,,.llIn
dedalon. ,upport Ihe concluslun Ihllt
be reduced below Ihe 0.41 stBIII'-hr
level withoul Increaelng NO. emll8lons.
Berore appl)1r1f1lhese reducllonl 10
the 0.41 a/BHP-hr partlculall levII.
howev.... Ihe Congrelilonil mandale 10
reduCli NO. emillion. mUIt "e
conalderad 011Cll again. Thle Inandale II
very .peclnc, requlrll18 felluclione 10.
lpec\JIed level The Conjlnlaional
mandate to ~ particulate .. millions
I. _whal .... apaclfic. calling only
for lhe ..... teet reduction achievable
without .peclr,tna • Illvei. II appeers
Ipproac:h. ~ In.. of 1.7 a/BHP-hr.
IIOme 1ncr.Ja In parllcw.te emI8.ion.
may have 10 ""alt. If the partlculale
reductloae _tIoned above were len 10
on..llnorea... In partlculale· emla.lonl
due 10 NO, coatrol.. a lower NO. level
could be.adJlnad. Thl. wflllid IncreaAn
the Hk.U'IIeOcI or achieving Ihe
em..,.••
tlnl ..
laDaJ lIMQilale to reduce NO.
IOII8. A8 will be dMeribed In Ihe
next lBGIton. ........canl reducllone In
parllcul8'" _1.,lon8 Ire available from
. Iner1fltltmanl technlquea. luch 88 trap-
ol(ldl..... Therefore given /1,thollhere
are ott. tac:hnoIotte. which provid"
Ilsniflcdt partlc:ulllte reduction and (2)
the .pec:1f1a11)' of Ih. NO. mandale. EPA
mandala would beat be mIl by
~ the tIhfIne-oal particulale
NCluclioM acbJeveble below 0.41gl
BHP-hr to onsel the errecll of NO.
control. In thll wily. lIle degree or NO.
reduction available III dll!lels will be
enhanced. while .tgntncsnt particulale
reduction. can 11111 oc(;ur viII uae of Imp-
oxidize .... Thul. 0.41 a/RUp·hr will be
u8ed aa the lowesl 8nlllno-olll

1814 Federal Register I Vol. 46, No.4
purliculule ;evelat:hievable by all
hellvy-duty di,:sds.
WhIle Ihi. dedsion enhuncCl the
f""8ibilily of Ihe t.7g/BIfP·hr NO.
slllnd"rd It do". not Insure thai lIet
incn,u.c! in plll1iculate emiaalons will
still not occur due to the Implementatloll
of NO. controla. Any' luch Increases
could make the 0.41 g/BHP·hr engine-out
purlicullite levellnfellalble. To pleYCllt
this from occurring. EPA. In Itl
p.op08als of Ihe NO. al.ndard will
restrict the required NO. reduction ' -
diesels 10 thai achievable witJa a o.f1 81
UlIP-hr engine-oul particulatelllhiulon
le\·cI. In Ihi. way. tha leeaibility 01 the
NO. Ilandard can be anhllnc:ad wllhout
affecling the reasibillly 01 the particulate
standard beins propoaed lOday.
2. Trap.OxidiT':TS .
In addition 10 re'duclna purticulate
emissions formed in the combWition
proceSS. addillonal reduclioM are
uvuiluble from Jhe application of after-
Ireillment devices. parUcuhuly trup-
oxidizers. A trap-oxidizer beslcally
consials of Ii hlah-Iemperalure trapping
muleriul housed In a alalnles8 ateel
81,,& Placed In lhe exhaWlI. it collecl.
purlkul"tc and periodically (or
continually) tncineratee (oxidizes) It.
The Incincrulion rroce.. ululllly
requires lin initia minimum exhault
lemperatureof 4~· C. Because .ueb
temperulurea may not normally occur in
heavy-dUlY diesel eMauel, eMaul
Icmpertlturel may noed to be artlftcally
rai6ed to the nece~8ary lavello permit
regeneration.li.e .. Incineration).
The particulate collectioo effICiencies
uf muny trup materials have already
becn demonslraled. MWlY nlaterial ..
such lIS alumina coaled wire me»h ano
metul wool. "ave ,hOWD efficienciea of
up 10 US percent. Blishlly modified
cClLlmic monolithic aubaLratel (similar to
thOle uled in aulomotlve caLaly.ls) have
shown wllection efficiencies of up to &to
pI·rccnl. In delerminina tha
tcchnolug",ally achievable level of
partio;ulllie emissions with
uflllrtre<llmcni. EPA hll. uDed II 110
p",ulIll inilial"",Ueclion efficilmcy.·
Th'lI i" Ihe 8ame effiCiency which EPA
us"d 10 dctermine Ihe technologically
f.·".ible level for Ihe Iight-dul)l diosel
1"lIlicu! .• I" 8lillul"rd 1451'R 14496).
Scverullrap-oxidizer rellcnerulion
Uppl'O""he8 hlwe been inve.ligaled. The.
simple. I ""Iulion would be to
o;ulllillllUU.ly (or ncar-continuously)
o,id'Zl! Ihe parliculale. In which calle
Ihl! Irllp·(),,,li~cr would (unctioQ much
It~" u ",,· •• ,1 ""I .. lylic con verier. The
I'rubl"m w.th diesl!! cunverlers is 'iDlpl)l
illlll~inillinlll!lll", hillh.lemp,mllure
-47-
I WednlJ8Jay. January 7. 1981
conditions that ensuru continual
oxidution. Much erfort I. beina
expended on producing convarlera
which would fonction on dlnele. end
duH/8M hllVe bOtln Ioiliad by EPA that
lire cloaa 10 what it naedud. All
aitarnativi Ie 10 oxidize the particulale
only oceoslonolly. when enouah OI1Ianic
mllterial bae bean collecled by tho trap
10 aid the phlC:8. and when the exh_t
tempera lura Ie h.\ah enooP 10 ID.itlala
oxldllUon. Many approachee have been
.u8888IOO tolollil" !be oxidation
procau. The _at pnxawlIf ia th,
addition or aD ialel air Ibrollie. wbk:b
would limit th, iIIlu. air Into tile
combu811oa claelOben ud ...... the
temperature of th. wauet. Tbe
IbrotU1aa would be periodic. and could
be act...led by a comblnetlOli of the
odometer relldlng Hnd rack poailion. or
might bave 10 be linked 10 a controller
unit coordInetilll .everal parameters
.ueh as rack position. bac;lt-pre ••ure.
exhaust g81 recirculation. ele-In I Iludy
using llaht-duly diesel .. GM reported
that over a 1001)-mlle aeriea of load-up
lind reaeneraUon tesls. uUUzlna
Ihroltllns to Inltlale oxidation. the trep
collection emcleDIlY all. ually Increa.ed
sllgb tly. There appear 10 be no tec:llDk:al
problema with utiUdna throllllDa to
Initiate oxidation. and there Ia evlc:luu
that throttling lIlBy pouibly red8C8
engine-out partlcuJate and NO.
eml8010na a\ishtly.
Collection efflcilmclaa and
regeneration technique. have
prosreued to the point wh_ the moat
criticul iS8ue ia whether th, effIcieaq
and rOBe_allan mochanl8lll c:M be
maintained over Ihe u.eM uta of tile
vehicle. At thl. lime. EPA hal OIIly
limited trap-oxidizer durability dala. at
research.,n havD been ",Iuclanllo fund
durability le.ting unlil olher /IIore besic
question. lueh al bum-off control were
lolved. The problema of durablltty .re
problems which lend Ihemeelyee 10
engineerlns aoluliona: no major new
technology hi required. Under controlled
condillon8. exlatlng Irapa have elready
been .hown to relaln Ihelr trllpping
cupubllity over mBny bUMI-off cycle ••
The Ifupplns medill ano cll8lne control,
already appear to exisl for a full useful
life trap. The mlljor problem remalnlll8
18 one of chllrllcterlzlng the In-u8e
operllllng condlllon. of the enSine. 10
Ihllll1!gencratioll may be controlled to
ulwoy. Insure Ihol Ihe bum-off
h,mperlilure Iloys below thot which
could dllmusu the trup. As thlB i.
primurily B muller of optimizinlilhe trap
position in the exhaust und the 10SIc
used by Ihe burn-ofr control duvlce. we
IIrc conlid"nl Ihll' Ihe durubllily
I Propoued Rules
questionl will be resolved in the neur
fulure.
Ona allpact or heavy-dUly d!ceol
operliion which miaht appear 10 cauae a
durabIlity problem Ie • ~ uaa(ullife
(in terms of miles) relative to lighl.duly
diesela.lndeed. Ihe averaae uaefullife of
a heavy-duty die..,l ia currently t75.000
miles. while that of a llaht-duty diesel is
only 100.000 mile•• In IormI of years,
howev!!r. the aver. heavy-dUly dle~el
I. u8ed only nine ytW'l, aa oppoaed to
leD )lean for lI8bt-dlily diuels. Thll
providee aome indication or the
diUereDce ill the type, of driving
ebarac\erlaUc of the two typos of
vehicle.. tte.vy-duly die ... ls may
accumulate Iaqe amounta of mileage.
but thlY aIao do it In a aborl period of
tilJUl UDder relatively .teady conditions.
nua type of drIvIDg abouId be much les8
dam~ to • trap than !be aborter trip
driving of a lIabl·duty vehicle. where the
telllplllature traNianla. wbleb can
ItructureUy .tra.. the trap. abould be
much peater. ThUl. the uaefullivea in
lenn. of lime. ralker than mUeaae.
.hould be the "altar lnd1c:ator of
durabllity requlrementa of the lrap. As
heavy-duty die...l 81111inea capture more
or the Jiabtar truck markel now
domlDated by c ! - e enainea. their
operation wUl to approecb that of
lighl-dut)' vehicle. in atleul 80me
eapecta. However. EPA expecta the
o.erul life of thua former pBoline-
rueled vebIc:Ia, to remeIn the same a(ler
dieJaillatioD .1 before. Thla uuerullife Is
only 111,000 aailea. wbleb Ia very close
10 that Of Ught-ihaty diaaela. ThUs. EPA
expecta thaI beavy-ihaty diuel. will
experience 110 ~ater trap durability
problemlthllll Jl&bt-duty dieaele.
EPA recoanIZes thaltrap-oxidizer8 llI'e
not currentq .vallable 10 permit
compllanca witll the proposed 1986
heavy-duty dlualalaDdard. bUl given
auIDcleDl aoocI r.lth effort by the
mllnwactwwa. eo perlleDt arnclent trap-
oxidlura .houJd be available In lime 10
be lru:orpotalad OD the 11180 model yellr
nllel. A. di8CU1aed above, the basic
concept of the trap-oll.idlzer ia well
underatoocL The Improvemanle thai ure
neceslary .... enalneariDB problem••
luch 81 trap plaC8111111l1 and the
optimization of tbe raaenerallon conll'Ol.
The solulion to thaaa problelDJll. more a
function of the ruourcea alIoceled to
Ihll problBIIl than atly eeleDlllie or
Iccbnlcal bre.kliullugh. which would be
Ihe caSB If IlIl entirely new trapping
media were required.
The recenlly prlNDUlglllUQ lighl-duly
diesel particulate tlandal'd, (.5I"R
14496) call fOl' a tlllllilevel of conl..,1 in
1985 bil8ed on trap-l)lI.idiaur IIl~hnolollY.
Information pined frQIIIllIlI ,tudy of

, ............. I Vol. 48. No...
trap-Ollidlae ... on lI,ht-duly dleHI. to
dllte hall centered on arelll IUch •• I)
development of. durable. emclent
trltpplns maleriaL IJ unclenlandlna the
bum-oCC proC8R" and 3, development or
enRine controllechnlqun to enlure
proper burn-off. Know..". Balned In
theH areea should be npeclally
applicable to heavy-duty die .....
However. heavy-duty dleHII can on en
operata under dlff....nt condition. than
their IIsht·duty counterp.rt•• Por
example. they are at tim.. len to Idle for
poriodl of several hours (due to Inherent
cold-.tart difficulHei and to p...vent
Itarter wear). Thl. operatllllJ
characteriatlc II Important to trap-
oxidizer regeneraUon.mce exhau.t
temper.lure. a ... very dooI.tldle: hlah
exhau.ttemper.tu........ naaded to
Incinerate collected p.rtlculale. Thul.
meana mUI' be devtaed to aUow for
trRp-oxldiaer regeneration while eJ18lnel
are In this mode. While lhil problem and
olhe ... do not appear \0 be
Insurmountable Ihey do Indicate thaI
loma addltlon.1 de.lan effort will be
n"cellary to Incorporale trap-ollidize...
onlo heavy-duty dlelel•. To C.cllilala
the oppllca\lon .nd optlmb.tlon of
thele device. onto he.vy-duty diesel ••
un addltion.1 year II bel.. provided In
thle proposal beyond th. IIl85 d.te of
trap-oxidizer IntroduclJoD for I....t-duty
diesell.
AI menll.oned •• rller. 1_1••110 the
ye.r th.1 the Corthcomlns NO. propo8ol
will apply Cor theee lame elJ8inn. Many
enslne deelllJl .nd operational featurel
of heavy-duty dleeel. alTecl both the ••
pollutants (see the Regulatory AnalYAls
for further detaill).M mentioned
enrller. lome can caUN clecreeltld
eml8slons oC one pollutant wblle cauli",
emission levell of the other to Inc.....e.
Ae manufaclurers wtll haw to d.'1an
their engines for partlculale oontrol
while conliderlns Ihe \mpeal on NO.
rmisslons (and vice v_I It would be
most reasonable 10 have the two
standerd. apply In tha aame year.
ellowl", de8111Jlto occur In ,.... lIal.
Thus. 19116 uppoa,. to be a ...._ble
date to implemenlthe 0.25 sfBHP-hr
particulate standard In IIpt of the
dellllJl and e",lneerins effort. necallary
and because of the cloae ...latlonlhlp
between particulate and NO. emla.lonl.
Left to the marketplace. 1111 extremely
unlikely that sufficient p.....ure would
be broughl to bear on the Indullry to
all8re8sively puraue trap-oxldlzer
development. Experience ha ••hown the
greatest emission control development
work to heve taken place when direct
THllulalory incentives were In place.
Sincr. nnal trap-oxidizer dealllJl' are nol
now available to sUCC8ufully comply
-48-
I WedneedHY. ,anuary 7. 1981
with the propo8ed 1986 .tandard. to the
extent that Ihe .tandard motivate. the
Industry ,to a8llresslvely pursue research
and development II II a "technolollY'
foreins" .tandard. The term
"lechnollllJY-forclns" ohen Implies Ihal
the loqht-.ner technolollY II
completely unknown or unCoreaeeable.
but such I. not the cale hl!re. The bnllc
concept of the trap-oxidizer II very well
unde ... tood •• nd••• "'plalned ebove.
milch development hRS .I.... dy
occurred. Thul. thl. rulltm.klnsll
technololJ)' forclns only In the respect
that It will encoura8e a ft'aslble conlrol
,tralelY that ml,ht olherwise be
IlIJl0red.
3. o.terlom/ioll of E",lne ond TMp-
o.~idiKtl,.
Dala Indica tins Ihe desree oC
deterioration of heavy-duty dielel
engine.. with re8ard to particulate
emil.lon. over their usefuilivel are not
.vall.ble .Inee I) partlcul.te emlilion.
from heavy-duty dleeel, have not been
rellulaled before IIDd 2) an adequale te.1
procedure hili only recently become
avellable: manufacturera will be
required to certify uII", th. u.nllent
tnt procedu... beglnnlnR with tha 1985
model y.ar. Uowever. EPA la.t, of In-
uee lillht-iluty dlelell havl",
.ccumulated an IvereJ18 48.000 mllel
(77.250 kllometen) Indlcat. thl' liltle If
any Ineteaae In engtne-out particuille
emi..lon. occu .... Wilh Ih••t.blllty of
heavy-duly dlelel emliliona of other
pollutanll. the ula of 11mliar fu.1
IYlteml•• nd tha Ilmllarity of the .
seneral emlsslonl stability of I""t- and
heavy-duly dtesele. II II .....OIIlIbl. 10
project lhatlhe enslne-out pertlculate
eml •• lona of heavy-duty dlesell will
deteriorale very little. He.vy-duty
dlelel. were not Included In Ihl. In-uee
.urvey Ilnce 1) no Illro-mil. cer1lncation
data .... avanable beeaule heavy-duty
dlBeel par1lculate II not currently
l'II8ulated .nd 2) the only available lelt
Itle hal been occupied with the b.Hllnlt
emlillon. proaram.
Informa tlon on t he deterioration of
trap-oxldlzer efficiency II liven more
scarce. al none .re currently
commercially av.nable and du ... billty
tealR of available prototype, hava been
waitlns unlilafter collection and bum-
off technique. were perfecled. EPA
therefore 80liclts comments In the a ... as
oC afttieipaled enslne and particularly
trap-oxidizer delerlorntion as they relate
to particulate emissions. For the
purposes of Ihis proposed rulemaklng •
EPA ha. estimated Ihol the combined
en!!ine and trnp-oxidi7.er delerioratlon
will he no more Ihnn 20 percenl.
I Proposed Rulc~ 1915
f, Selective Ellforr;em(,IIt AlJiII/IIIIl /1/1//
Production-Lille Variabil/IJ'
In addJtion to complying with EPA',
certification prUC.,88 for new enRlnel.
heAvy-duty diesel manufAc"""rs are
.1.0 lublecl 10 a Selective F.nrorc:.. m~nl
Audit (SEA) of their production '·"lIin,· •.
the fourth poinl mentioned ahove. A~ ,.
the case for olher resulal .. d p"II"Ia"I •.
atle8lt9O percent of a mon"f.,d",,·"
productton "flAlm" mUll me,· til ...
pMpoeed partlculale .IRndHrd 1o k"rp
Ihe probability oC fallin~ on SJ:A b.. low ~
percent. Thil means tim' munn{fldurf'f~
must.chleve excpll"nl qUII'd~ cllnl, "lor
elle dellgn their emiliion co"I,"1
Iystl!ms 10 reach le\· .. I. h,'''''' 1111'
'tAndard on the avera,e. Olh/'IWi,,', 'f
th" control .~·8t .. m were d/'"i~n\'d I" ill~I
mrelthe slandard. only aboul half Ih ..
enMlne. would pall.
To delermlne how far a mall"!.,ch,,,·r
would have to dealgn below Ihe
.tandard. two factors mu.! I", lahn ifltn
account: 1) Ihe varlabllily of Ihl'
pltrtlculale emi..ions of Ihe producllon
IInRlnee of. IIhlen enginp. family. and 2)
the Iman number of proll,lyp... "pon
which the deftign decision i, mndc. The
10 percent Icceptablp qualil~' I...'cl
(AQI.) could leld manufActurers 10
dellllJl their e",lnel (on the d"erage) 1o
meel • parllculltelevell.28 timee the
.,dlllns ,t.ndard devlalion lower Ihun
the .'sndard (allumiog s normal
dl.lrlbutlon 01 emlnionl) or
manufacturen could Impron qualily
control to reduce vllrlabilily. which
would allow them to desls" c1o."r to the
.tandard.· WhU. EPA belie'c" Ihot Ihl'
producllon variabllily of purh(ul"Ie
.,,,I ..lonl could be reduc..d ffllll1
.odeU", level •• the lock of d"Iu on Ihe
exllll", variability of production
engines. plue the lack of data on the
.Mlly to reduce nrlabllily. prevenl. It
reliable/udgmenl 10 be matle CIl"Cernll'~
thll abllily. The Ibscn~ of "";,iI"ltl"
lell facililiel .lao preven" uny "Hurl h\
EPA to oblaln luch data on ita uwn.
Since EPA cannol dOler'mhlt' in Ihe ca'"
of thl. resulallon Ihat reductions In
variability will be sufficient I" """I wilh
the effllCt of a 10 percent AQI.. il i.
reasonable to allow Cor .. red'l/:lJon in
Ihe dellllJl t8'11et for Ihe aver"g" \'chid"
10 account for the presence of II 10
pen:,mt AQL As Indicated abov/!. thl.
allowance ehould be 1 :J8 tim,', ltoa
etandard deviation of purticuJ.,le
emissions fwm production I'nH,n ...
While no aclual data on Ihp pa, lieola!1'
emission variability Qf pro,h... lilill
enAin!!. are avaifabl .., EPA o"'tI"ed Ihlll
this variabililY would be limlla' 10 Ihul
for giUU"OUI emilltons. or 12 l'uorccnl uf

n"!tm "lIIi •• lOno.· (;i~.," thi •• thu .(fuel
of Ihe 111 percenl AQl would be hi
illCrtlUti" the lechnologically feu sible
level by 15.4 percent. or a faclor of t.l54.
Including the effect of baling design
d"dslons on only a sman number of
prolotype enginellaSiumed to be three
in Ihis cIIse! raiseslhia fector to 1.24.
EPA requesla data on the actual
production line variability of particulate
emissions. the degree to which
prudu<:tiun line variability can be
reduced. and lIIIO on tile methodolO8Y
used hy manufacturen to delenDiDe
thdr de,ign larsels.
DN;,""lio/l of Standarif. A1llhe above
IIIt'nlilllwd f;lclon were combined ta
yi"ld Ihl' propoaed 0.211 g/BHP.hr
.tllndnl~1. Firat. Ihere I. Ihe engine-out
pl\rliculiitele~el of 0.41 g/BHP-hr which
i. reduced by 110 'percenl via trap-
uxidizer lechnology to 0.164 S/BHP-hr.
Then, tnkins intd account the effect of
t'llli'Hilln vuri"bility and the 10 percent
AQI. inr.rellses Ihls value by a factor of
1.24 100.203 a/BHP-hr. finally. the
•It!terlura\lun faclor 1.1.2 Increa.e. the
"'"hnlllol(ically feulble level to jUlt
ulld.'r 0.25 II/HtfP-hr. which II tbe leveJ
I",illg proposed.
Ellvirollmental Impact:tt.e proposed
"liI"dard will reduce particulate
"IIIisSlOIl8 from heavy-duly diesels by 64
pelLent in 1995 with respect to what
would he expected withoul regulation.
N"liollwide particulate emissions In
1!~15 frolll I",avy-duly diesels will be
",t1uL"d Irum upproximalely 218,000-
2HO.UUII metric tons per yellr 10 78.000-
lIa,ooo tnl!tric ton. per year. Urban
purlicll)alc emissions from theae
\ ..tlid,'. wiil 0180 decre88e 64 percent In
HllI5 II "I"
79,000'\17.000 melric lona per
year III 211.0UO-35,ooo metrie Ions per
~".tr. Th,:! emission reduction will
n',h":I' IImhienl heavy-duly die.el
I""lieulul!! lev";. in lerge cilie. (e.8.,
Nt!w Y",k. Chic"llo. los Angeles) from
1.7-7.2 lu f).~2.H micrograms per cubic
IIIelf" (unllual mpons). Huavy-dlllY
tilt'se\lJarlicullllfl levels In smaller citit,.
"'~ .. SI. LUll is. l>illshursh. Phoenix) will
"Isu dl,t"' ....· (rom 1.~.9 10 0.6-1.8
llIic.:ro~rdms pf!r fubic meh~r (annuol
III" .. nsl· l.onlliu·d levels whi<:h occur
"VI" anti .• h"ve Ihese hltger·scale
II11p;o<:l9 wtll also clecn'd~p from •. 6-5.6
IIIiel'tlw.. ms per ,,"hic mel"r 10 1.6-2.0
IIIi<ru~ .. allt" ppr cuhlc melef (IInnulII
III."""'. TI",s" luller Impucls could
uct IIr ,," 1.1f 8' 110 m('l"r9 fmm "cry busy
1"11,111 ..\ ,,\.:1 ....
Tht! u'I",\'" IInp.u:fS dfWriy show
htJ.(llIfh .1111 rt~dllcli()n8 in IImbient
l.1t IIHII\o"I dH •• II~ .t· .. Ih~ Ftf'Jtullllorv "'IUlly."
.. """,,,It Ih .. tt"Io1UI.IIUf) Allj.l~ ",/'0 lor 1tM:
t, • II: .,I.d .. \.!'.. 1t1l1""\I'llm dl""II!lIIlIlIlotlhc Itlf fIU/lllt.r
,·"1'·' I pI h •.1\\ ·ddly .11"1101·1 p.arlit uloJtu
-4LJ-
parllculule emi •• ion jev"'. e'IWduo
frum lheae rClI'Ilations. II lihoulti be
noled. bowever, Ihat nltt all :H'~" of
purtlcul"le maHer hd'" Ihe 8Ullle !evd
or impacl on hum'liI heal:L Sl"lcH
porticlea, whi<.h "CC rmlcll more IIkei) 10
be deposited in the 61"eol.f region Ilfld
which requlro much longer \leriod« of
lime to be c.lea~d {rum Ihe r~.;pnd"'·::
tract. are believed 10 be much mG''''
delelerlous to human health 00 .1>1 "('J<'!
mall bul' thoin Iltra"r pllftJde8. '!w •.
control or dieael l'"rilcuJele (100 pere.m!
I. Ie.. than 15 mlcrol1letel'8 In diameipf
and approximalely 9'! percen! I, IpaG
than 2.5 mlcrometcrll in dlamp.tll~l is
elpecially Imp<)rl~nl wl!h I'cspv,:i ie'
human heulth. There i8 Ills!! pHr\i"'l:"~
concum o".r th8 chonties! (:.um?L~.H.ia)'l
of diesel partiellilll .. emi •• ion., ii" l.h·"
.xlrHclllble organic frocti~" ilf '.l'eF'
particulale hos been shown !o ~
mulagenic in .hQrl·l~rm btoau.q:i8 (;PA
Is currently PfflorminS II h(lal!1l
aueaamenl to d.,lerm!no (h~
carclnoll"nlc ri.~: (if aoy) to hUr<'lIIrllt,Hk.
However. F.P-t t, .. , "'0\ :'~l"d t;, .. level
of the proupoaed .I"ooard Oil eh \,
pre.ulnplion of It carcinoll(!!W "TN':
being IISsociated with dleaeJ p"r'IClli,,\<,
Should futun! roeu/II from Ill" di*'g""
heultb effects siudie. Indicate ':':;"
furlher Bction i. nec.l!.sary I') ';\.lI:n,,'
diesel particul,,!;, erniutaloo&. Ef' h -",il
exercile its o.ulhurily und", Tllu, il d
the Cleun All Act to do 80,
Economic Impact (All Cos:~ "M ["
Tams of 1980 Dollar:;): EPA .·;p~{:I~ \ll.
reluil price of heavy-duty d!e"~1 ""h;des
10 incrcuse by appI1)l(irnale!y S5~7·~1
In 1986 due to the engine Mllr! ""hid",
modlflc.. Uonl n"Gesoilsi"d by Iii:"
rI18111"lIl1n. The retail pric .. :"",cp~~ of II
new vehicle mentioned ah(}\,{! b I);')·.'u;
0.5-3.0 percenl of th£ lu!,,! co,; of" new
he .. ,y·cluty.diesei vehid,~. The <~nllt of
cusls I. dllo 10 pOHalb!" diffenm""R in
Irup·oxldiur ,y"e"lG which In"Y be
used on diffe ...ml models. Tn~ Imp-
oxidizer syslem is allKl exp",,~ad 10
require mainlenance COAting .. bout $-10
when It I. five y~,,,. old. However, !hu
vehicle mudlficdliol," inv"h,.,d ill adding
Ihe Ir"p-oxidi",r will climin8\e the ne~d
10 rtpldce the ""hauDI pipe and mUmet
throughoul Ihe ~ehicle'8 hk Thin ""n
sa"e ahoul $4(1U In main teH6IIlUl coa,s
(undl8coullled) durin!! the ~~h,,::I(", hi •.,.
in uB, \'~hidt! n\Hinh~nunre CORtS flh...H.Lk:
decre ... " by $17a dac lu th" HII16
slundllrd (dilcllunled (" y'''''' oJ li.,hid.
purch ... ae). Overttll. then, Plili rcy.ult",[ion
thu will c081 5349-172 per v~hicle. All 01
Ihl'se c8Ii"'"le9 include profit .. I hoth Ihe
mUllu(aclurer anti ue"l"r level. Overall.
th~ incred."d C081 of owning Hlld
"11"mhng" h"dvy·oul), diesel Jue 10 If,,;
elU~.IIIUft~ r"~IlIHli"n "til la, I.,<s Ihun 0.3 pfOrC.,nt,
JI.:Je ~,. . ~.';"lit snd future incrCifac. jn the
PI';"" of l!.solill\l-ru~led vehicles duc to
"mi"",,,,, conl,."l. Qnd the negligible
,... ,",J~' "f 'h'.s rc,t"J.Hhon on Ihe coal of
.1 ·l"'l ;\.!p JOQds \li8 heavy-duty
·1' fP . '!-. ;::':XL"'c::!."ts no deereabe an
til ,. 4'\ ~.n'l~p n:;iHiive Ii] fhl! sales of
g I~·I ,Hl1r·h:,.~icd vehicles dUi~ (0
I..t I"" I ;.~n"(mlmf!nILd rCHubtion. The
L ,., _ ;\;' ,"....:;"'t ";l Uu.,$ FfUposcd
"II· ;,~:~~ ii~:i.HJI.i.l"d OVf~r live years
Ci .n,r . ,; c ;(1 ~ w;iI b~ $2.4\t---41.J million
ll"·"·'" v:>llll! >ll hl&j, or l:~42.. 731
OJ,,':!,;;, .'c"q<lllllie!ud in 19OOJ. Two
p~t",5 , . ~ \'L;t.'.,-' re"L"rl:!oco PftiJllS are given
~1f'C{.'I~:r,r ~'I.··'O rl~ilHrcnt i,;OJ\vuotions have
~'I""r: Hfifi(j I~ .\ j)ti&t; ~h('l prp.~cnt (lU8Uj
·\"ld ..h~~ .J~. til~' r, ;,,·;rj;..!Ird ia to he
" ~ '~, , '~',". ';.': " l '
:: I Ii ..' "
.~ '..,kk':t~ i;.. ~h.; "nhflve f:n·.tL:\gs Into
.J;
;.,:' "..i"'~ ~;.~., l!r.£~.~ at f:pplyi',g thjJ
t..cial(:io~ n~H~L8~ry ;0 meut the
pr-:·p .... aea dii )d'.lyd appear reasunable.
~,::;:'\. hM,i1iI .if.:;';'!) '; :'4ruu!n.ed thp. impuct uf
~hlf.l j~{vPtHlft} :JI'l urban areas and
uu!:ttded CC.Ul~'. Iluitiel and no adverse
""'.~"f.U~u~U "1'(1 expected .
C~.:~,.:" &.Jfe-~4; ~'V.JI!t?!;S: Sectiofl
;·.nZ.iail3JI./.;!Wq "I the Clean Air Act
1.',,"8 nolo require EPA to conduct 8 cost
bbH,[H sl, .. ly&is. Ne .. "rthele, •. EPA hOB
"'um",,,d the co~1 effectivenc68 of Ihe
",j.cd panicuJatc standard. In doing
""c. bPi, ~"![l\ined the Iraditional
., tC,06.;;iC:lY u."d 10 measure cost
.:;,',Iiveal'$u IInJ modified it ,lighlly.
·n".' ,It~j."(itlad standard appears
I: ,!~~tiielH whn. recent EPA actions to
'·I)lt'.In! t\~~€'!{;n,dry and mobile &oW'Ce
~Hlni,-·,t.~1,a~11't l~rf'.li'8iona which in
'~;i·~.'T:~:Jt'~'·i".;·,i ,*}C}rc coot &ffechve.
fI", Inc,!,.Iollal .... enure of cusl
,'fi"c':\""'~'" ,Jnll"J~ pcr metric Ion of
r,~<1;\ '.'; '.~~re r,mI1n.JHed) CRn be made
~. !~i:;t r,'c:';;oa~.,.t.;~ ~o health improvements
II, '.{;i,&u:l~rin:5 only the inhulable (less
~I ;~n ')1' leqU\lt U..'" 15 micromehH'8 in
,',."''''1'1) <.lr fi!l<J (It-ss Ihan or equal 10
, 'jm'r.mmat"rs in diameierl particulale
>0 commil"d. It iu Ihe illhalaule and,
(,\\,!
t.ospeciaH, h~ fiae fractions of
;·'.. .'~re.;iSe'.i. ;Jerhcuiate \':hich tf.ppear to
II ",'." th, ren'el!l pMentin' for ad~er.e
;""\",IMpsct When ,hie 18 done, Ihe
r.\w. . :.d~;a! c08t-·-eHediverH:~s8 ratio for the
,!1;jf'p"","y-d,"tl' diesel p"rtlculate
" I '.JIldiI{d !r.(f"", af trap-ox,dizers alolle)
i.; $WlO... 14,OIW· m'!lric ton . If Inhulab!e
pl_Lrtfi{',atf~!e Hnd $lU7Q-·15Nl pel' metric
t .. :~ '.I) f:!l~!Pilft!c;ulule !lWJO d()HlJr~J.
','\ :1I'f} H"l.)I :J.f fh\PS~l tlhtWl'.I ~irL' uacd.
JI~ "ilii("d or 1.iH!1'lOd!rlt~d. Ibl cost
,·r'c"Jtvene .. of he,,,y·duly ti .... d
(: . lIIirol i. [uund to be conbi.kul wllh
the cos, elle(:livelle.. of parhcul.l'"
{;Pl//~O~ ~l~u!~1Hie. jmplem~nkd ill the
l)~1 :-11.
. It i3 InljJor!uni hJ bmphu.II.c Ill .. 1 in
""lile fe~pc',13 til" Illobiltil uud blatiollury

FmJltral R"8II1tM I Vol. 41\. No ...
'I"""~ .'rAt"/lln. ror pllrlleuh.tfl <:onlrol
',,1\'1' r~rtAin "m..rpnCCR In th..lr primary
Pllrl'''ftl' •. Thrr"lol'1!. IIcl~tlDn of II
nll'"ollr" of eff~cttvl'nc88 for comparison
purpoAcs hl18 Inh ...."nl limitation •. In
~pit .. of Ih~sc. however, the comparison
mill slill h~ usofullo Iho lIegree IhAI 11
f(lc\I~e8 on Oil!' or Ihpsc common
"lIrposeR. proleclloo of "ublle hCRtlh
und welfare.
Thl'rll i8 anolher 81 ..1" which oon be
Ink .. n 10 improve tho! measure or cORI
I·[[""IiVOn""8 and thnl Is 10 relale
I'[["ctivCnetl8 10 redllctiona in amuienl
1'"lIlIlnnl cllncenlrAtion, in~h",d of
1·1l1l .•• ion reductions. I'eoplc', ('l(pOlure
I" 1'"lIutlint. I. dirnctiy relal"d lu the
'If"hi!!nt pollutant concentralinn of Ihe
.Ii, t1wy brealhe. but onljllodirtlCtly
,d"h'd In Ihe 8ml.Rlon» £rom variou.
•"n,,"' •. Iif)wever. the dRill ~eaAary 10
t)l'r['>J'm 811Ch Gulet/luliona ore vnry
d;f/,,'ult In ohlain and IItlnm'8l1y not
fI\ ;1I:"bll'. Still. 10 Indlr.ate the polenlial
d J[erl'nce8 between the air qURl1ty
i1l1PH(.1. of different BOurnes. II
1·"lim('nI3ry air quslily analy';. wa.
p(' .. f"rmed.' Using indicators of II
ROllree's impact on air quality relative to
it9 I'miB810n8. EPA fOllnd tbai both
I","\·y· aod li"hl-dUly dlellels produce
between 45 and 186 lime. tbe ambieot
particulale concenlra\loo a. \he lallJe8t
puwcr plan .. (2,920 mes ..... aU hlNll
il1pllll haled 00 ~ulvalent emls8ion
fa ..... Similarly, botb hoavy- and li""l·
dilly dillsel. produce between 1.1 and
4.7 limes !he ambienl pollul8ll1
,..,ucenlrali"n PI smaller power plants
17:1 I1w" .. wa" heat Inpul) baeed 00
"'1l1iVlllootllmlnlon Tales. No localized
tmpach from either source " .. ere
"';"'Iined. Dilly larg.. -ocale Impacts. If
Io".IIIi7... d Impactl had beeo .. xamined.
II,,· rl'R"l\s ml!!M hB\'C beun tlifferent
Till' .. c.ult. from other stationary
""trC"1 cuuld olIO be quite dlfTl!retlt.
JII~I conRldllrlnll differenc,," In the
r,.J"lion.hip helwlleo emisaions and air
"""itty. Ihe results of Any comparison of
(lI,1 pffecll,""n!!ss could bl' chAll8ed
oI""tiral1y. Inde"d. there 8'" mAny other
L·ci"," which ~hould AI.o be I:onsidered.
,\, Illl'ntiooPlI PRrlier. Ihe above 1'01108
un' 'lilly nn eXlremely roullh e8Iim .. l" of
I!", ,..t"'h·!' nil' quality impoctI' of diesel.
""d I'",,,,r plaols. Many simplification.
,,'I'r,' lwcPflsnry in ordpr 10 make this
I I\/III,ari.on Ht an. Overall. however. th"
II'Sldl8 Hls{) indlcale dearly that control
.. [ Ji,,',,·1 p,!"tkulate Is nOlles. CO"t
\ frl'd(~!' Ihnn olher cnst~P.rrecti\'(!
( oBtro~ mp;'("~r~' Rdnptcd by EPA n~lng
~'lI' rnl'<I~Wp~l of I'fTecti\'('nes~ ni~rll~s('[i
,Iho\·.,
. " " ttll' :Hh l:InLIj..W of IIlIowinR
- 50 -
I W,·dnI'Mduy. !unun!-Y 1. 1ij,n
AI/,>m(]lil'" Arl;o".,·: enntr,,1 of
PI,rllrulnle rOlI •• lons from h"avy-duly
dleael Vf>hides h n,qllitf>d hy Ih" CII!"n
Air Act. Thus. FJ1'A does not huve Ihe
dlserf'tion to foreRo conlrol of heavy·
duly dielel particulAte "miR.iunl In
favor of oth"r control 8trAIeRIIlR.
lIowl!ver, alternativI! Individual engine
.IHnd ....d. and/o.. Implpmonlation dal ...
for this heavy,duty diesel particulate
standard were "xamlnlld.
The Clean Air ....quire. this parllculale
.tandard to "renpct Ihe RfI!alest dellree
of "misslon control ar.hlevable throuAh
the applicalion of lechnulogy which the
Admioialralllr determinea will bl!
available for Ihe moonl your 10 which
SliGh alandlud. apply." EPA must Rlso
Rive due consideration 10 cost. eoergy.
and Bafely. The maio g01l1 of our
Rnlllyai. of .. ltematlve t~yels and d"lell.
then. waR I" doterminll thl) levol(o) lind
timing of the Siandard which h"st
complied with the reqllirements of Ihe
Act.
Fir.., EPA considered Implemeoting a
one-atep vcraus a Iwo-slep alandnrd. A
onl!·atep siandard sel al the final h,vel
of to{:hnology (Irap-ol(ldlzel'8) would be
available in the 8ame year (1986la8 Ihe
revised NO, staodards ror heevy-dulY
diesel8. As alluded to ('arlier, '
manu[aclurerll will be required to cerlify
Iheir eoginel ualog the traDBienl lest
procedure bellionin!! in 1985. Thla
eS8entially precludes 80 interim
811tndard earlier Ihan 1965 aloce it would
hAye to use the 13·mode tell procedure.
which would nol be 81 repregenlative of
in,u8e particllinle emiaaions Ra the
Irlln8i .. ol cyel ... An Inlerlm 8tandRrd for
1985 would apply for only 1 model year
Rnd provide only mnde.t reductiona io
particulate eml •• ion. III a time when no
sillniflesol tncren.es wnuld be "",ppclrd.
aince the NO, .taodnrd wuuld not come
into effeet un III 19811. A Itaodord 10 198.'
would also divert valuRble Asency Rnd
induslry resource, from implementing
und meeting Ihe 1986 8t8nd"roA (NO,
lind particulate) Rnd shlflins them
lowArd 8 le80 effective ioterlm
particulate standllrd. In 1986. with thl'
comiTV! of Ihe revised NO, slRndllrd, 8
partiGulalt' atandard will be o"'Hled to
pr .. venl potentiAl 10crellRes In
parli<:u\ale emissloM. !JOWI'VP.l'. by then
a slnndRrd bAsed on trAp-o'lldlzllrs
cnuld he implcmpnt .. d.
ErA s"ecificlllly considered R Iwo·
Btep standard wilh I"" firsl standard
Iilki"!! .. rr..ct In 191\11. Under Ihl.
scP""rio. 1111' 1'11\6 shtnd"rd would he
bn!Wd on improved cn~inc df!8i~n. whitt'
Ihe laler 0180d8rd (in thil I:ase. t!lllRI
would be 1)f181'<1 on Ihe use of trill'·
,,,id,zPr'. This Ahernntivr. would huv"
I I'rorlJ~(!(f Rill". 1911
mnnllructurPt" mort' timp to df'\,,·lnll
trap-o'(idi,.'rw Rnd RI80 I .. "arlll,' Ihi.
work from Ihlll relaled 10 engin!'
d.-."lupmen1. lis di.lldvunlulI"" were
Ihe ndded cool or re".,rtifylnl! nli ('oRinell
in 1'188 lind d"layinR the primllrv lIir
qURlity benent of Ihe r"Rlllation' for twn
mm!' yeAi'll. F.PA also "" .. minf'd the
"f(ect of delflY on CApitRI and Imp-
o"idlzer (!OIIt,. but fOllnd no "ubotanlinl
advllntolle re9ullinA from thl8 n"prosch
In all. EPA found Ihal the I"edlime
ndv80t"II" of pollponinM th .. finRllpyp.1
of control did not outwelllh thl' d"IIIY of
the air quality heneflts of R .I"ndard
which could be Implpmroll'd in 1911f1
hR.ed on tee/molOlY and leAdtime
ton,lde'ltUona. This WOI partieulllrly
lrue AI""o thot there IIppellrrd 10 he no
gr~"t cosl benent Involvl'd with d"IHY.
For these rensons:F.PA cho.e II on .. -;tep
stundnrd In 1986. However. F."A wOllld
r,>conolder a Iwo-Itep .Iandard
approa"h If uddltlonal datil warrnnt...t
Buch IICtion.
Second. EPA considered the posalhl ..
choke. for the l!!Vel of Ihis ""ndard.
Th ... e alternative level. have Alrendv
be,'n di"cu'~l!d In thp. Il!ction on .
technology and will nol be repented
here. In summary. EPA "" .. mined Ihl!
vorioullevel. In lighl of the r;1"on Air
Aet requlremen1 thai Ihe slllJIII"rd
reneet the (!Testest reduction potenli ..1
achievable conSidering lin! l""dtime
u"ailable nnd other spp.clfied r"cloMl
And concluded that the standArd which
is b"ing proposed was approprinle. Thr.
isoup. of COlt haa already bl!en "i.cu •• ,'d
previously, 80 no further ml'nlion of It
will be mede here. Since Ihe propoa"d
stAndard will not ",'ecllh .. fuel
economy of heavy·duty dI ... "I •. it i.
rf'l18onable wilh rr..pecl to POf'fJlY
Implleta. Based on numerou. <ucr.f'".ful
regenerations of prololypl' trnp·
oxidlzcMl, F.PA IIlao e'tpeel. Ihllt the
application of trap-o"idi~"'r technologv
Clln IlOd wlfl be mode In such H ",aV n~
to enRure the ",'e op.m.tion of Ih" .
vehicle. 8 ThUI. In considernlion of All
Ihese fllclol'8. we ehoRI' Ihe level nf 0,25
gram per brake hore"priwer·hour In 1988
proposed lodsy.
The USl!! of an BVt!l'Rllinllappronch
upon which to billie fhe "r.tunl
particulll'e standllrd i. nol plnnn,'" for
Ihis rulemaklng. Howevf!r. FoPA i.
AClively "xploring Ih~ fcaslhiiily of
.. ml8Rlona averaging lind will h ..
proposing an lI\'el'8glnll Rche"", for
controlling NO, I!misRions from li~ht­
und hpRvy.d"ly lrucks The rr·8,,1I. of
Ihi. n"nlysis of """'"lIillll will in pari
dplermin~ if EPA will r.nnsid,·,
PIIII"SiOnl AHfOging fur Ihi" h,·.n y-d\lly
.. COfl'U:' Ih .. J,l"A'lIT"luq ,\" .. k .... "'1 fq, t'ln
d,·I.,,10;

1918 Federal Regialer I Vol. 46. No.4 I Wednesday.:mrn:IHnt:~I'Y
.s",.cllhlrllwldh, atllnd.trtlllnd olher
.. xishnH mobile lource emissions
slllndllrd. Ihrough fulure rulemol<ing
1I<;liunH.
Majur Hevisian. 10 the ExiBtiJIS
lIeavy·Duty Test Procedure: The
recently promulgated lIueou. emissiun.
regulation. for 111M and laler model
yellr heavy-duly enginel (45 Fa 41361
included a nflW te.I procedure for
determining 1111141001 .xhaUlI eDIlaaionl
frum heuvy-duty engine•. The teat .
prucedure apeciriuG for di..el engine.
WII' very similar to Ihal .peclfied for
gllaoline enginee end applied 10 the
81lme guallou. pollulanl. (He. CO, NO.).
With Ihe mUljdale 10 regula Ie particulala
emilsions. EPA hal propoaed addition.
to Ihe heuv)'-dul)' die.e' le.I procedure
10 include Ihe mlla.urelllllnt of
purliculale emiasion. from di...,
enginee. Thele additions will Dol affect
the bosic heavy-duty teat procedunt nor
Ihe Itringency ollhe teat with reapeet 10
gaseous emiBlions, bUI merely apeeify
the additionul equipment and IItepll
,,,,,,easIIrY. for the mca8urement of die..1
purliculille.
IlHcauHI! EPA jusl recently revamped
Ihe h"avy·dury engine te81 procedures
and foresllw al thaI time the need to
propose these modifications, we took
atl'ps lh.'n to ensure Ihllt no unnece88ary
e'luipm.ml expenses would be incurred
by rnunu(llclurera lind others inlereated
in ll'sling diclel engines. The leal
procedure modifications being propo.ed
lo(lI.y do re4uire certein pieces of
equipment 10 be US8 which are nol
requiwd for gllseou8 emiasion lesling
(c .R .• lire dilution tunnel). To prevent lhe
need for replacing equipment for
meu"lIdnl! gil8coUS emiBsions which had
he"n 1I."d for only a sharI period of lime
(,,~., lhe dilulion tunnel replacing th"
hllrn" 100,,) wilh new equipment to allow
nWaSlIT'<1l1l111 of purlieullll" emissiolls,
EI'I\ onginuily desillned Ihe gaseous
emissiun ksl procedure 10 allow for the
uddil,,", u[ e4uipment associeled wilh
p"rhculale lesting wilhoul ma1.ing
ob.olch! any of the equipmenl used [or
0"',18I1rin!! ga,,,,,"s emissions. In Ihil
wily. nwnufliclurNs could desi!!n Iheir
tmosil'nt test cell8 10 alluw for [ulure
purticlllu,!! Ie sling. even though the
11U.l/ctd.de! standI/nil hlld nol Y61 been
Plupo"I'd. and none of their dfort would
have bell II wll6ted.
Addition. Hnd chungee lu Ihe currcnl
1'".I.. rlll '1',,&1 Prucedure WfPI for diesel.
IIIut wUIII,1 btl h"ouKht about by the
illwrp'" ulion ,,[ pilrllLulule lesting me
uibl:u".,,,lbeiow:
(I' Th,' particulalc n","surement
prll,,(!dIlI'C would re<juire .. tlillllion
lunnd """ II con.lunl muss sampler (i.e ..
II Iw"h'" ,·,,,II<lnl!l'r musl precetle II",
<:rill",,1 nuw venlu'" or the (JosiIlVl!
- Sl -
="'_ • 7...
dispioccllleni pump) The <lilull"", hnncl
would hove to be .uHici~ntly lopg to
Bssure thorough lOi~ing 01 the .amphng
probes. The uoe of " mixing 00" wi(r.
exlenlive bilrnlllg wul rejected hC!;HH;c,
of suspected pllrllcu!l1le loa8 on il~
Burface•. A conslunl mO~8 sampler. liS
oppoaed 10 0 conslant volume Illmpler.
Is nllCe8.llry for parlieul"le te8ling I"
insure Ihat Ih' particulate eampie Ii\ken
I. proportion. I 10 Ihe entire eminioo.~ of
particulate from Ihe engine 81 any siver.
I1me.
(Zll'he lolal mils, 01 parlieul .. l;!
emil.lona would bll mell9UJ'oo
.imultaneou.iy wllh '\!guI9ted gail<uu.
emil.ions over the 'r'I/1~lftnl cyd ... -i~.'
particulele mllll~r. r.!tef dll"non ~p,~
mixing with ambie"t air .ill Q rmotkm
lunnel. would be collected on ill:.,.,·
media (fluorocarbon or nuofOt(u'iJoll'
coated gl811 nber) over bolh thl! cold
and hoi .t6rt portiolll or lite lea!. The
temperature of Ihe diluted exhauBt al the
location of particulate Mmpling would
hove to be k~pt below 126' F i!l17' C) al
alltimcs. This could be accomplished by
ellher of two methods. einglil or double
dilution. Wilh single diluriol'. (he
eonstllnl mass t8mplcr wuuld he ve Ie be
of sufflclenl CIlPlicity L. lHaintain the
lemperalure of the entire dilu!ed
exhousl below 125' F [51.?' C) a! the
particuhtle probe tip. With double
dilution. Ihe temperature uf the (hlut",]
exhauat in Ihe primary tunnol would btl
allowed 10 be well above 125' l' (51.7'
C). but a aecond dilution o[ 8 frl!cllol1 ,lI"
the exhaust nuw in the primill") lunnel
would have 10 muintain Ihe temperat"r"
of Ihis smalier sample below 125- F
(51.7' C) 01 111.1 times durin!j the leY:'
Thi.1Z5' f (51.7' C) icmperulure
r"slriclion i8 nece9bury 10 1!l8uro lit",
he,,,·y hydrowrbons and o(ncr or/!unic
compountiY. which would b"c(lme
associaled with the particles up ott
amoient dilulion in reu! life. are 018u
m"a.ur6d by EPA's tesl proel·durl,. Thi.
tempccature requirement also call~eu
some of these heavy orgllllics 10 b..
measured twice. OJl{:8 8S purticulull.:' and
once 08 hydrocarbolls. B,,[ol'., the ien,l
of ""huilsi hydrocarbon. i. mAullu",t\
under EPA's leSI I'roct't1ure. the samp!t'
is heuled 10 375' ~. (191' C) to drive .'m,"
of Ihese hydl'Ucllroons uif "f the
parlkul"le. These hydmcurl'(lll" Oil (~"
purlieul .. lc ut 125' F (51)7' q .IOU '" I. h."
/!.ISI'UU. phu." al 375' ;: (WI' Cj nwy
pi.lrlkipdle in o).iddnt-furmin~ rcuctlon~
lIod therefore should bli measured "'
h}·droc .. rbon •. Th".e s"nw
h~'dJ'ocarbons 1lli.1:'" ulso remain nn the
parlicuiate dnd be inhllied a" uuch an,(
thNduw o\;ullid ,,18u btl mcu/lurcd liS
pmliwiule.
HlSl
_ f i'ropOiled Rules
Aa .,;,tn be aecn from it!) examintltiun
of Ih~ te.t precedure amendmenls being
p,oposed loda~, EPA has republished
rh" entml Subparl N. which contains Ihe
111<:,;:".,( test procedure for heavy-dUly
Vdlic:~~, il<l$;>line·fucled and diesel, for
the 111~G model ye~r. We did Ihis for Q
number of reason •. One. we hoped thul
Ii is ""'Juid provide Ihe user with a
j,.~~8Jc. 'i..omtlrehenSlve document
cl;"t~;ning the heavy-duty test
pro,;odute for both 80S80UA and
ntJ.-tll,:u!d~e emi."ionn. This would avoid
,Iw 1:~"J hI piece Ihi' propo.,,1 t08"ther
Wi to :)1;\1;-' puhlicaHolls In order to obtain
a complol~ leat pror.edul<!. Two, while
tbe a"'l:;.'~l" of ~ub8Idnti'Je changes to
tilt! {~ ~ ~ ~rv ..:(;duf"~ is hlnlr~d. (he large
~ml$U·'.i.~ .~;' h:~.i;".i'n:.;;: Jefef'enci~g done in
a"bi"':" :" for dencriptl •.!e I.urpnses (e.g..
.~~ /jj;U3tCl-Mj ntquires ,r.• "y seelions
to he re,'iseu because the references will
~h"'lHe Ihl "-00"). Thus. the majorily of
tiw "Qcl1c.r,~ In Subport N would h"ve
needad 10 be revised regardll!ss.
While the republlelilion of Subparl N
IOi the l!1-!i6 model year makes il eusier
to use :he IOsl procedure in practice. II
also IDltkeS it more difficult to idenlify
Ihe rellisi'lnl being propoBed loday. To
aid lh066 inlerested in finding Iheee
t<'vi.jone. EPA has 1i81ed below Ihe
8edio,,~ of Subpart N which coni sin
~··.upon~d ~ubalantiva revision8. Any
,cvi.iolla ~ont8ined In olher sec lions
sitould only be revised references or th"
"udllion of "particulate" 10 descriptive
."nlones& whichcurrenlly describe Ihe
\est procedure "" applying only 10 the
!lll:a8uremanl of g8SeoUB emissions.
&clioos in Subpart N containing
I.roposdd subslonlivo revieions are:
.tkll~ i 88.1337-<16
'I001J;{\• •
86 n12~,.98
, "iI. lJ:llHl6
, "" 134z..&1
16IlIUIHlII I .., 134<1-116
I fjl\n~'....,
TI!BI Procedure AlllJrnotive,;: EPA
considered oml rejcct"d Iwo illternaltve
Il'chni'luc8 (or e8lim"ting on·the-rolld
pHrticullite emissions. The first was
61lloke measurement. EPA rejected Ihis
,,,,,hnique oeellu6c II smoke does nol
currdllie wl,1I with parliculale emissions I
across engine lines lind 2) sllloke
il\eW:lllf(~menb arc very inUCCUfc.:tP HI the I
hovds encountered Over most uf Ihe
Iranuil'nt cycle.
In 'iplle of Ihi •. Ihe pre.,once of the
sllw~e standard loll. hulpud 10 prevent
purlieuiute ell1ission. from increusin!!
whilv no parllcul~/t) .t"noUids were ill
elfm:t. There i. SUIll~ cllrrelatiun
between .moke and I'driiculutll lind ..
worst cuse 11181 IIIwaY8 hilM some effed
on nlh",.-lhan·Wllral·casll ~onditions.
However, a smol<c ~L~nd.mj iN nol ,I
vluble long·I<!fT1) illlllt'Ilijlive to H
purticulute cmiq.iUII "tanda.d.

Fedftf'al RfIIIw- I Vol. 4ft, No.4
The exl.tln, smok" 1m aM .t.ndard
nr(! h.-Iltj! M!htln"d 81on, wtllt the
",III ilion of pertioulnl" MtIRg. 'I1Ie
smoke 1...1 "",,,wurasllflftllke under W\lr~\
u"r "",,dilions which .,... aot often
t'ncIl"ml!""d 11V1!1' the tr~ cycle.
Th~l'f'fo"". It Ie unllll"" thtll the
I'II,.li<:"loll' ,Inndanl,,'_ _ uld InRure
.. o"tin" ...1 """'pliane!! wllh the exllting
."",ke .IRnrl"rde. AI.a, the C11rrnnt
Amukp "llndRrd "X11l18 prlmlll'l1y for
""stl"'lic rem""'a whioh do nm
Ili'''I'P''"r with Ihe "dd"lnn of
parti""IIII .. leRtin!!.
Thfl ,rconill£'ChnlfIUP.I':PA· r.onftlder"d
IV"S "ptI-Rcouslk ..1 m .. RRu"",""nl. Thl.
t"r.nni'l"p ".1" 8 low"r h .."m 10 heal Ih ..
pa,'icl"s in Ih!! exhau~t and meosures
II", rrsultlng pre ••ure W"VItS with 8
'I",rlmphone. EPA Rlso n-j"cted Ihi.
I"chni'!ue br.collBe (1) It Is 8S Y'"
IIl1l'rtl\'Cn and {ZJlt nppeftu 10 hAv ..
ll1<1ny of Ihe BAme correletion pmhlf"ms
"" ,,"okr m"asurement. prlmRrlly Ihllt
the ""D"sliclIl response varies with th(!
chpmk"l com;msilion of the particulart'.
Own;;!',; from Previous Dmlt Te .•'
/';'oI('f'ffllfY" r.rA pulllished the "1)",1'1
R.. ctllnmrnd"d Proclke for
M",,8urem.ml of GMeous lind
P".liculat!! fmissions from Heavy-Uuly
Oiesrl Engines Under Transient
Co",litlons" in 1\prl11979 and
dislrihul"d It on M...~ 8. l~. Two
mHn"lnclurNs-Colcrplllar TJ-aclot
Company And Cummins EngI....
(""'IJ~n)'-rt·.pondcd 10 the reque.1 fur
1:01I1I1I"n18 011 the Drafl Recommend.d
Praclicu. One of lhe more BigniliClM\t
n-spOllses WIIS Cummi8s' -oDmmenl Ihet
."hslunllol errors in Ihe inslllntaneous
proporlionAlity of Ihe sumple laken from
Ihe poil1lllf'Y lunnel (up 1025 pW-cenll
miM;,1 .. "s"lt with the double-dlh.Uon
""'nplin~ lechnique due 10 Ihe Iwo
"1'("",,1 r"sidenee Ume in the secondAry
tllnnni. The ecrecl 01 8uch an error on .
parlir.ulnle meaBuJ"em.mls would depend
lin Ih., plI.lide concentrations III the
tillles the .amplin!! errors occurred.
Ilowl!vcr, lh~'"l hll,tantaneouB
tCll1I"",'ralions clln.ol be me88Ured al
thi. time.
In il. ,,!udies of thr Iwo .yaleBl. Ie
d"",. EPA hIlS found no evidence Ilml
1'11)' ~lIch 8IImpiing error actually .. ffpcle
th,· mllsa of pArticulale collecled. R8ther,
Ih~ eviden"" indicoted Ihn' Ihe two
s,".lellls produced very comparable
"'Sll"~. Ilowl'ver. [PA made one
n",dikaliu" to the drl\fI recorn'lWnti"d
pracllel' which should Rub8lnlllia/ty
"'duel' any inslanI8nf!OU. sampling
"rru," "ad furlh"r en'Uf., IhRt no tueh
(-rro," would Ilfl'oci the 111 .... of
parliculole coUpcl.d. EPA hft8 ."dllCl·d
Iii,' r"'ll1ired ",sidenoe time 01 tho
oIil"Io,,1 .,xhll,"1 in Ihr necondnry hlnnl'l
-52-
I W~dn"Kd"y. lallllllry 7, 11181
fmm 2 til 0.25 wer.ontl. The I"It,,,
rc"idp.nCt'! lime W8B d"rivoo from
confirmnble IIlIhl-dlll)l dic ... llpAlinll
u,inS Ill ... ingl .. <tilulinn tl'l'hni'I"'" II
"Treeonla the lolnl lime noc"ulIry aft!'r
dllulion to enRU,,", thallha Aaleous anu
pnrticulate phal"'. co"", Ia ...uilibMnm
!>dore the porticul,,'e IR collecled.
'fh<o Mlmein""r of Ihe (XlImllflnl. from
ho(h mml\lflletunJra relaled to very
delailed AlP"ct. of Ihe I".t JI"lCedlll'e.
EPA hRI incorpnrHftod Ih,·.e commtmt..
..... h ..". ".,..Ibl•. Into Ih. IMI procedu",
heinll propo8ed ludllY_ Sume RlJllelled
rcvi.iOlt11l 'W1m! nol mlldft, howlOVer, due
to Ihe fACI Ihol no dl1la wer!" pntll'1ltfld
10 supporl the viAhillly of ,he revlllion. A
oeleilfld II11ft1Y8i. of lhe comlDflfltl I.
""n("into<! in Ih .. dod, ..1 and (".fin .... n b ..
ohlained by cftllll1!l or wrllln!! \he
('ont"el penon fN thl" rcllulalifl"
(shuwn Rbovel.
s,.fP.dil"" Enforr.f.'n7f"'" A.rtdir;~
(SEA): !'IF"" will be p.... form"d on
production h"R\'y-duly dies,,1 ""IIint'.
I"'ginniltj! in Ihe 1984 model yeM 10
dt!lermlnl' whether Ih"y confonn 10 the
r"Mu!..lion8 und"r whi"h th~r reept!Ctlv.
c,-rlili<:at"l of confum"", were 1.lurd,
Subpart I( of rarl 80. SFA of New
CII.olln~-l'ue'pd Rnd Oi .. Sf-' Heu'y-Out,
F.n!!ines (45 FR 41311, Ifln. 21, 111M).
describes thr I'rollflOl11 for Ihe lesllns of
Ihtllt! angln"•. l'nrllRrnph • 1IIl.100IH14(1l1
of Subpftrll( providt,~ IhAt fhetll' e"l!lnt!ll
wfR be lested In Bcconlnnce with
Suhpurl N. With Ihe ".I"hlllhmant of a
new pRrltC1l1n' .... mission .tllnc!o~ and
Ihe addition or particulAte le.llnR
procedures to Subpart N, PoPA wOIrtd
require SF.A tesling or heD\'Y·d,lfy dleArl
erlRinea for compli',"!:" with Ihi.
slandard beRlnning in Ihe 1\l88 mod,,1
year_
Nonconfnrmam:t' Pr.llaft'ell.' Section
206(S) of Ihe Clr"n Air Act provid... for
nonconfom18ncc pen8111"IINCPs) ". ,
In the case of any clRss or colegory of
heAvy-duly vehicles or enaines It1 whlr:h
B slRndard promuJgalrd under Icctlon
202(n) or Ihis Acl npplies . . . . " As
discussed elsewh"re in thl. prellmble,
EP/\ believe. thllt an hrAvy-dul)' dleael
!'ngin". will be cupable or complying
with Ihe p"'p08ed !hlndard_ If"w.. ver.
whenever II manufaclurer mUll do
subslantiul developmenl work and/or
mllke BubsJAnlial modification! of
""i.lm, emission cOl1lrollechniquel In
order 10 bolh certify and produce heavy-
duty dlege1 engine. capable of
cOl11l'toying with all re8ulatory
requirements. Ihere is 80me riak Ih.I
unforeseen circumsl'lDce. could result In
"ledlOultl8ical laKR0rtls," i.e ..
manufartur .. ,s whose hen¥y-dul, dit!lel
.. nRines ar.. incap"hl .. of complying wilh
Ihl' rf'~III"tion. Thprdorl'. Ihe h.... ..-y-
I P!'CpoR"d Ruh-s 1919
duty diesel f'n\line. "flect,-I! I>y Ibis
rPliulalian mlly be 8uhj"cl to NCI'A.
The propoaed pllrliculalr. emiN~i""
.lnnrl"nI for hellvy-dnl), diesel !'nllin",
i. partinlly h"Bed on the appliclttion of
Irap·oxidizer exhouHI treatment d,,~'ir." •.
1\8 discus"l'd in the "TI'Chnolof(Y"
••-cllon, the ba.ic Irap-oxidize, conc""t
i. weiJund"1'8lood. Ilowp.vm. tilt'S"
device. ere not currently IIvllil"hl .. 10
pe'mil complillnoe with Ihe prPIJoted
Itandard; ".rIOO8 engh",,,rinM
Improvt'ment. ,IIU hll"" 10 bl' mild".
Therefore, Irap4lddizerl r"prt''''nl 0
baelcall¥ now emlnion conlrol
lechnlque for which 8ullsll1nli,,1
developmenl work for heovy-duty di".el
eRllines u• • i•• till required.
ManufaClurers mil)' experien!:e
unforeseen problems in Ihe de\'el"pmpnl
And application of successful trup-
oxidizers. and il Is fur this re,,"on thRI
F.rA Inlend. 10 make NCr. avnilable Jor
heBvy"duly die..,1 parliculate emissions,
The Agl'ncy is nol proposlnM Ihe
spt!cific penally nle or Ihe "upper limit"
on allowol:lle partlculnll' emissinns in
Ihi. NJ'RM. These will be proposrd AI 0
Inler dAlp Ihoru~ soparolr. n,lrmoklng.
wflh full opporlunlty for public
comnrem. HPA'slnlMllion 10 orrer NCPtt
dol's,"" elfec1II'Rdlime con.id,·rolion.
for meelillSIht! proposed partli;ullll"
Ilandam. Tt!e aVIIIIRhllily of NCPs
should not be "'_ed n. a II1er.hanl.m
allo""",, manufetlluren to d,,"iRD tn H
hi"h"r emlselon lIIend,,"I. bUI rlllher nR
a "s1Ifety "alve" for thn.e who h""f'
made 8«H1d faith elfort •. bUI er!'
e>.pellenclna_OI'f'8ren p",hlems in
compliance. EP1\ ·Intend. 10 slmclure th.·
NCPa, .......ubwd b)' the Acl. to remove
any _petlel"e dl•• dvanlllRp. 10
manufaet""'"' GMIIP\pns with , .....
slRndanl. The penalty willallo inn..".p
pettodlcaf)y 10 proYIde a furlh"r
incentive to btina nnnconformin.
enginn Inlo compliance nr to "r""lop
new replacement enginep 8S
expedillou'-1y BI ,onibl...
E,'Oluolion Pion: EPA Inleml. 10
review Ihe effectivene... 'anll need for
t:ontinuollon of lhe provlllions "ontHinrd
In Ihls action no more Ihan five veara
aft .. r Inilllll implemenlAtion nf ltie nnRI
reguln"on. In particular, EPA will .nlicit
commoat. from affected parties with
regard to ensl Bnd other barden.
BRsocifllrd with compHance and will
also review dllla on Iht! partieulHle
emluion. from heDvy-duly d,,·,,-I
,·"hicle. built before ond .. 11,·r
promufgBtlon of !be !'Pilule linn 10
determine bow efft!t:tivf' Ihis mN'S"'"
hAl been. .
Rf'porti,. and Rocorrllr.eepinl(
Rpquiromt'nl.: Thi. r""ulalion d'oe, nol
"'quire Any new algnif" ani reporling or
recnrdkl'eping hurdl'n Ilowr\'l·". it du...

1920 Foderal Rexlater I Vol. 46. No.4
wid pllrl":"I"I,, muller to the list of
c~I"IU.1 pol/uhlllt. which ure currently
r"Mulut"d from heavy.duty diesel •. A,
.ueh it will have 80me Impacl on the
current Inud of reporting and
recordkt·.,ping requirements.
Specifk"lIy. it will require: 1)
submissiun of the design of all new
cmi •• iull control systems added solely
for the pllrpo.e of particulate control a.
part of the manufacturer', application
for (:ertifiGution: and 2) Inclusion of !be
rale of purliculille einl.'ion from
arrected v"hiclea 810na with other le.1
results. Ilolh of these addition. are Quite
minor wlwn compared to the currenl
reporting requiremenl •. Detailed de'igns
of the diesel engina are already required
and th" only device likely to come under
1) above is the tr~p·oxldi:wr. Similarly.
reBul18 from guseou. eml88ion tell. are
ulrl!ady requir.:d and thl' regulation wiU
only require Ihe addition of a few
numbers to whole pagel of valual.
Given thalille reporlina requlremenl.
of Ihis regulation only Involve mlnor
addilion8 to e).isling requlremenla. EPA
does nul find il realOJlableto
uutomuticlllly <lelele these requlremenl,
if affirmutive "clion is nUllaken within
fivl! years. Ralher. EPA believe. that it
is In Ihe public·. beat interest to perform
" review of thl< reporlillJl requirements
of this rcgulalion alollJl with the review
of "II uf Ihe reporting requirement. of
mobile source air pollution re8ulation.
Th,. review or reporting requiremenls
will be purl of an overall review of Ihe
reSl.lulions.themselves which wiU toke
"Iuce within Ihe ne"t five years.
Nute.-The Adminialrdlor has determined
th.u (hiM "dlon !II a "Signi{iatn'" regulation.
WI:! hllve prt:llsred 8 document entilled
"llellvy·lJuly Ilirael PurtiLul.le Regulallon.:
R"Hulillory Analysis" delailing Ihe Regulalory
Auul)llia dnd ulhp.r anul}'lIe. required by
l-:"l~cuhv~ Or<.it!r 12044 lind Ihe Economic
Irnpd(:t AlUwtisml~nl required by Section 31'
uf lhe unwlldcd Clean Air Act. Anyontt may
rt'vicw and rcprmhu:e this document in the
E1'A Cenlroll Do"kcl s.,clion. Caple. are 01.0
u\'uifuf,ll' upnn reqlwst.
O.lle.l. Decem;'er 2.1. 1980.
Oou", .. M. ('.0.11••
/\(JIlI ill I~ I HJlur.
EPA ,,"'pus.', 10 IImend Subpllrts A
lind N of 40 CFR Plirl 86 liS sel forth
'Iwlow:
1. S"~tll>ll 00.086· 11 Is revised 10 reud
j/~ fullnw,;
t .,.OJ8-11 Emlallon ,tende,. lor , . . .
and "'er mode' ~.... die.., """~-duty
engine •.
'''1(11 E.huust I!mis8ionl from now
11l/1li,11.,1 later model yellr die.d heavy.
ullly CIIIl"'I'. shull nol e"ceed Ihe
1"lIowil1!!:
- 53 -
I Wednn~dilY. /ulluury 'l. 1931
(i) II) drocIJrb"lIs. 1.3 gl'ilm. pCI' bwke
hOTsepOWt!r hour. us Qlcft.surt!d undt!c
transient operlltiI18 cundltions (Subparl
N).
(ii) Carbon lIiOJII"lde. 15.5 grums .w,
brake horsepowe, hour liS measured
under transienl operlJting conuitions
(Subpar I N).
(iii) Oxides of niCl'Ugl.'n. 10.7 grumd per
brake horsepower huur. 8S mussure8
under Iranslenl "",,,,oling conditions
ISubpart N).
(Iv) Particalott' mot/er. 0.25 gr-ims per
brake horepower hour. es measured
under Iransient operating conditions
ISubpllr! N).
(2) The S1l1nddrd. set forlh in
paragraph (111(1) of this secliun refer to
the el<huusl emi .. ions gcne"'ted over
operllllng Ichedulu , ••.,t (odb 11\
Subpart Nand mcssured and ce\cuiattld
In accordunce with those procedures.
(b)(ll The opacily of smoke emi'8ioll~
from new 111116 und 1"lel' model ysaf
diesel heavy·duty "ngine8 .hali not
exceed:
Ii) 20 pl'rcenl durlllg tho engim;
acceleration mod".
(ii) 15 percenl durinS Iho e"lIirw
lugging modo.
(iii) 50 pp.rcenl during the l'"tlh in
either mode.
(2) The slandard, leI forth in
parograph (b)(1) of Ihis 8ecllOI1 refer to
e"hausl smoke emissions gt!lwfaled
under Ihe conditions 8Ct (orth in Subpart
I of this purl and measured and
calculatlKl in IIccordlince wilh Iholle
procodures.
(c) No crunkclI9c emis.ions shall be
dischurged into the omhient almosphere
from any new 1986 model yellr
naturllUy-aspiruted diesel heavy·duly
engine. This provision does not appiy tf)
lurbochurged englOes.
(d) Every munufllcturer of new molu,'
vehicle Ilngines subject 10 Ihl' sltlRd,mlu
pre8crib"d in Ihls seclion shull. prior to
laking any of the aclions specified in
sec lion 203(0)(1) of Ihe Act. lesl or cause
10 be tcsleurnotor vehicle engines in
accordance with applicable proc.edures
in Subparls 1 or N of this pari 10
ascertuin that 8uch lesl cngincs meet the
reQuiremenls of pHtagrophs(a). (b) and
Ic) of Ihis section.
2. A new I 86.000-28 is proposp.d 10
reud U8 follows:
§ ee.0J6.·28 Compliance with emlHlon
alenderd •.
("Ill) PurHlIrllph (HI of Ih,s "eclion
applies 10 lighl·duly vehicle •.
(21 Th" uppliwhle exhnusl und fuel
evaporative .'mission sland""ds or Ihi.
suhpartapply 10 Ih" emissions of
""h,cles luI' thc" lIsofullife.
(3) SIOee II is ",,,edl!" lhut emission
conlrol cffid.",,:y will chun!(e wilh
I Proposed Rules
mileape accumulalion on the vehicle. Ihe
emission level of a vehicle which hus
II.
accumulliled 50.000 miles will be us"d
Ihe b"810 for determinillJl compliunec
Wllh the stund",ds.
14) The procedure for determining
complillnce oi 8 new molar vehicle with
CXh~UBt 2mi6sion standurds is a8
follo\\'s:
Ii] Se-pal'8ie emissioll dell,rioration
fuclol's 8h,,11 be dete=incd from Ih"
exhau.! pmission resulls of Ihe
durabihtydata vehicle(a) for each
engirle-Hyelem combinlltion. A separale
fador .hall be eSlublished fur exhausl
He. exhai.sl CO. exhausl NOx. and
""hausl f.llriiculllle [d,esel vehicles
only) fm ""ch enJolmc-systerll
comhinutit,)n. A iJ,c:!parate evaporative
emission JderloraCwn f~"'or shull be
determined for cH(.h <Jvuporulive
"mission fllmily-ev"porative .,mission
control s),slt'm combination from Ihe
IcsiillJl conduGied by Ih" manufacturer
(gssoline-fueled vehicles only).
(AI The llPplicable I'esu\ls 10 be used
in delermining' the exhaust emishiun
ueterioration faclors for each engirw·
oyslem comblnatiDn shall be:
(1) All v"lid e"hausl emission dota
from the lesll required under § 86.000-
26(8)(4) e"cepllhe zero-mile lesls. This
shall in dude the officiallesl resulta. 08
delemlined in § 66.064-29 for IIlItesls
conducted on all durabilily·data
,·chicle. or Ihe combination selec/ed
under I 66.000-24(c) (including all
vehicles elected 10 be operaled by Ihe
m.. r.ufaclurer under I 66.086-24(c)(llliilJ.
12) All exhaust emis8ion dela from the
tesls conducted beFore and after Ihe
scheduled maintenance provided In
I 66.000-25.
(3) All exhuust emission data from
I.,sls required by maintenance approved
under, 66.086-25. in those cases where
Ihe Administrulor conditioned his
appro"It! for Ihe perform'lI1ce of such
muintcnHnce on the inclusion of such
diltu in Ihe delerioralion fHctor
culcululion.
(B) All uppliGublc exhau81 enllSblUn
results shall be ploll"d ~9 n lunction of
the mileage on II... system. IOUllIh·d to
Ihe nearest mile. and Ihe besl fit straighl
lines. filled b)l the mill hod 01 le"81
squares. shall be dniwn throu!(h all
Ihese dalu poinlli. 'fhl! interpolated
4.000- ulld 5O.000·1I11Ie points on this hllc
musl he within the low-alhlud"
sl'lIldllrds provided ill t 66 OO!'>-A or
§ 110.085-9. 88 !lpp!icubl~. or the dulu
will not be ucuepluble lor uSo III
wlculation of a ~elllrlur"lioll ["dor.
unless no applicable d"lu point·
"xc,,,,ded the slandard An exlwust
emission deterillralillll foetor .hull be
o.lculated for ellch 1IIIIjllle·.y.It!"'
combination a8 followb:

Federal Ra,thller I VIII. 48. No. 4
F"ctnr f."'HllIfI' emil,"lonll 'nh~r'ItII"It~d In
5tI.llOO mil .. o dlvld .. d hy C"hRU"
pmiRBionfl interpolAted to ".lXIO mih!",
These Interpolated value. shllll he
rarrll'd Ollt to II minimum of four plac(,1
10 Ihe right of the decimal point he fore
,!i\-idinR nne by the olher to dctcnnlne
the d"lrrlorlltion foctor. Tlt'e results
.hllil I>e rounded to Ihree plilces to the
riRhl of Ih" decimal point in accordnnrp
wilh ASTM F. 29-67.
(CJ An evaporlltive emissions
d"Icrlornlion foctor (Hilloline-fueled
\·"hid"s onlYlahall be determined from
II", I"stinR r:onducted "I dcocril>ed In
J K(\.0I111-211~l\4)(i). for p.ach !"·lIporRI" ..
"Illi •• ;on ramily-evaporatlv" emlsslo.1
conlrol .v.ll'm comhinalion to Indicht"
Ih,' I'vap;>rll;ive emia.loo level lit 50.000
milt,o rodlllive to Iht· evaporllUve
"Illis"ion ",vel at 4.()()O miles as follow.,
Farlur >= F.nt.,~)ratlve ,.ml"llon le\'(,1 At 5O,nnn
mileR minU8 the p.yolJuroli\'e ~mi!l,.lon
It·\ p.1 HI 4.000 milolJ.
The f"dor shall be ".Inbll.h"d 10 a
minimum of Iwo ploces 10 Ihe rillhl of
Ih,' d"cimal.
liiHAI Thr. official exhausl-eml8aion
1,'.1 "'8uI18 for ellch emlsslon-duta
,·"hide 01 Ihl' 4.000-mile test poinl .hall
III' multiplied by the "ppmpri .. le
d""',;o,"lion fnctor: l'rovid",/: Thnl If II
oi .. I",io'Rlinn faclnr as complll"d in
""mllruph (1I)(4)(1)(B) of this section Is
h,s" Ihan one. Ihal dl'tertoration factor
.hull he nne for Ihe purposes of this
rara!!raph.
(11) The offici,,1 evaporative emission
Il'st rl'oul18 (Jjosoline-flleled vehicles
onl)'} ror "I.. ,h I'vnporntive emisslon-
d,oI" ""hide al the 4,()(JO-mile t".t poinl
sh,dl he ndjusled by nddilion of the
<lI'l'mptiatp dpterlorillion faclor.
1'''''1 "If'd: That if .. d"tcriorHtion faclor
'" wlllp,;I,," in pHruRrnph (1l)(4IliIlCl of
this opelio" i. Ie •• Ihao zero, Ihal
011'1 I' .. i0," liull f"dor shall be 2em for thl'
I""VOSI'S of Ihis parograph.
(iiil The eml.sions to compare with
IIII' slill1durd ohall bc the adjusted
t,ntio.ions of parollraphs (0)(4)(11) (A)
.mtllOI of thl8 sectioo for each emisslon-
,1"1,, v"hicle Befnre uny emls810n val"e
,. ""mpor"d wilh Ihe Rlllndllrd. II sholl
101' relUnded, in accordance with ASTM E
~" ~;7. 10 twn signincnnt figures. The
I "uoded emission vollies may nol
"'''"cd Ihe ~IIIodard.
li\') Ev,'ry h'9t vphicle of ao eo~inc
I.lfllil~' 11111.1 cOlllply wilh the exhausl
. IlIissiPIl st.nHinrds. 89 determinnd in
1',II"!I'itph liI)HlIiiil or Ihis secUo",
hd,)l'" ,w:\, \'phide in Ihut fumilv mAY ht'
I ntlfl\·J . .
(, I h'~ry I",t VI-hide of lin
1·\·alltlL.lIi\"(~ ,'miRs-ioll fnmily mUlIt
'ClIllPI,\' with til£' p\'uporath-'f! f~mi5sion
~.'dlld,1fd. <I:> d(·1t·rmiIH·d in plttilJ.trHph
- 54 -
I Wedlwsdny, !unuory 7. 1981
(IIII4I1ill) of this accllnn h.,rore IIny
vl'hide In thlll family may be certified.
(b)(l) Paragruph (hI of Ihi8 sectioo
applies to IIllhl·dtlly Iruck! and hURvy-
duly .mgines.
12) The exhlluBI tloJ. fuel eVAporolive
emission 8111ndArds of t 06.085-9.
t 06.086-10. Rnd t 116.086-11. liS
nppropnntl!. Apply to Ihe emlsalon. of
Vl'hicl"8 or enaint's for Ihelr u8efullife.
(31 Since emission control efficienc),
lI"n"rully d",;reoRes with the
nccumul"tloo of 11111""118 on Ihe vehicle
or engine, delerinrnlion faclOrl will be
uRed in comhlnaUon with emllsioo-data
Irsl results tlA Ihe basi. for dp.lerminlns
cuml,tillnee with thl' slandurd •.
1411i1 P"roarnph (1))14) of thil section
deacrlbe. Ihe proCl!dure for d"Iermlnina
compliaoce of a new vchicle or engine
with "XhHIIst emlR.ion 81l1nd8rds, b".ed
on prelimin"ry deleriorotlon fadore
811pplied by the manufachirer. The
procedure 11,,<t:rihl-d here 8holl be u.ed
for Ihe first mod,,1 year for which the
manufaclur"r opplit!8 for a certificate of
conformily with Ihe applicable eml ..lon
Ilandard. for nn enaine famlly-conlrol
I)'stem comhinntion, and for the 8IICond
model year os well if the crilnna of
It 86.086-26 (b)(3) ond (cIl3) are met.
(ii) Separale prelimloary exhausl
emi."ion d.. lenorotion faelors.
delennined from leot. of vehiclel.
engines. lub.)"Ilem •. or componenls
conducted by the manufaclurer, .hall be
supplied for I'ach r.nl!ine-S)'8Iem
combinAUon. S"puru tc facIo,.. shall be
I!atahlishrd for Ir"n8i'ml IIC, CO, and
NO,.. Idle CO IlIn"flllne vuhlc"~1 and
.. nalnel only), and exhaust parUculllle
(dielellighl-duly lrucks and dl ..lel
henvy-duly "nglnes only). For heavy-
duly dielel engines. I"pnrole roctor.
Ihnll al80 be eslahli.hed (or Ihe
acceleration mode (deslgnaled a. "A"I.
the 1II!lSing mode (dcsillflaled 01 "8"),
and the penk opndly (de81I!nal ..d aa
"C").
(HillA) For Irunslcnt HC, CO. ond
NO., Idle CO (g8solinc vehiclel and
enginea only), and exhaual particulale
Idiespllillhl-duty Irllcks and diolel
heavy-dUly enRin"~ only), Ihe official
exh"u81 emissIon results for euch
emisslon-dala vehicle al tho 4.000-mile
ICBt poinl, or for each emission-data
enaine 01 the 125 hOlll's leal polnl •• hall
be IIdjusled by mulliplicaUon by Ihe
appropriate delerioralion factors.
However. if Ihe d"lerioralion f"elors
supplied by the mnour"clllrer iA less
Ihun one, il 8hnlll", one for Ih .. purpOAel
of Ihis pflrHlIl'flph.
(Ill accelcrahon smllke I"A"I. IUllllinll
omoke ("0"). find pellk smoke ("C"I. th"
offidul exhau.t "mi •• ion re.ulls for
pnt:h cmission-datH f~nf./:ine HI thp 125-
hou, t('sl poinl .h"I1I", "diusled hy Ih.·
I Prop()~lld RuleR 1921
RlI,lilinn of lit" uppropriale dete,iurlltion
fnclor. Howe"er, if Ihe d!'terioralion
fuclor supplied by Ihe mnnufHctu",r is
les8 then zero. It shall be zero fnr Ihe
purposc. of Ihis parB!!rnph.
(iv) The emillion values 10 compare
with the Itandards shall be the adjust~d
emlRSlon values of paraaraph (hIl4Jtlii)
of thl8 section roundl!d 10 t .... o
Ilgnlficant figllreR In accordtln"e .... ilh
ASTM E 29-67 for eoch emis.lon·dalll
vehicle or enslne.
(5)(1) Paragraph (bH51 of Ihls secli,,"
delcribel the procedure for delemlintnll
compliance of a nf'W v"hid .. or pnlline
wilh ."hausl emissiun stRntla"I •. h"",,1
upon partial or full results 01 in,tI~"
mileage accumulallon.
(Ii) Separale emiasion d"Il'rioralioll
faclors .hall be determined fronl Ihl'
emls.ion relult. collecled to dute from
the durablllly-data vehicles or enllint·s
In each enalno·sy,l"m combinAtion •.
Separale factore Ihall be I'slahliqh"d for
IrnnBienl HC. CO, and NOx, idle CU
(gasoline \, .. hiclel and enRines only I,
and exhaust pnrtlculale (dies('llighl-
duty lruch and diesel heavy-duty
.. nllinel onlyl. For hcovy-duly diesel
enginel. IE'parate factors for smoke Ihall
allO be eltahlished for the acceleration
mode (deSignated 08 "A"I, the IURllinR
mode (dellgnaled aA "B"I. ond Ihl! p.. "k
opaclly (dealR"ated as "C"),
(A) The applicable relu". 10 he used
In delennlnl", the deterioration faclore
ror each combination shall bl-:
(l) The reaultl of Ihe emission I"slA
conducted on lIaht-duty tnrcks
durabtllly-dala vehicle. tlfh'r
accumulallnll4.OIlO-mlle accordinR I" Ihe
Durabilily Drivl", Schedule, ur un
heuvy-dUly durobilily-daht ellRin" after
accumulallnlll25 houre manuf"t;lur"r's
dynamomeler .enrlce accumulatioo
Ichedule. The mlleaae puinl fllr Ih"se
re8ull, ,hell be laken to be 4.000 OIiles
for Ihe pUfJlOl8 of Ihll .eclion_
(2) The ruull. of all emission 1t,.lo
conducted on durabllily:dale vchiclP9
and elllline. dun", in-ule mileuRe
accumulation, al required or permitted
by 1 86.0II6-28(bI(5)(v) (lillhl-duly I,uchl
or t 86.086--28(c)(5)(v) (heavy-duty
enginat). except Iho.e ex"htded under
1 oo.~bl(t)(l(I) or I l1li.(186-
28(I»(5I(vll) for lighl-duly trucks, or
1 86.086-Z5(b)(t)()ti) or t 116.0il6-
ZlI{c)(5J(vil) for heavy-dUly ensines. Thl!
mileage poInts for hewvy.duly ',"gine
reBults sholl be adl!llllld by Ih .. "ddiliun
of 4.000 milel at Ihe lima uf
dctf'fiOrallQn raclor calclllllliull.
(I'll All applicable e~h"u8t emi •• i"n
re9ulls shall be plotted as a lunction of
accumulated in-use milel\8e. SI'p"rtlle
plots Ih,,11 be made fur fluch duruhilily
dala \'ehlcle or en!!ino. t\1I1I'u~1 "IU""'9
ro'~reoaion Iinl's plu8 hillh lIIi"'UIl" vulul"

1922 Federal Kegisler I Vol. 46. No 4 I Wedn.·,ddv. jilnu<lry 7, 11181 I Proposed Rules
lind luw md"'Iwt· vulul'. rc."Uhlf( 'rum
Ihl' I"IN.I·,I" .... 01 p""'Hrul,h (hl(:.l.h.1I
II.· .huwn un Ihmk. I'kJt •.
ICll1llkh,rlor .. hon faclorl lor •• ch
\ "hu.l" IIr ""11'"" lor IrulUI;enl IIC. CO,
uhd NOl<, for idle CO (lIaaoline-fuekd
\ "hid". IIhd enslnea ooly), and exluoual
PoIfli,:uIHlc (lil/bl-dUIY diael !rucka and
h"iI\'y-,h,l} dint,j "n8ines only, dall be
cilkulaled by dividing the hip I1Ilielige
~ullle 0' parasraph (bK5Itii)(E) by the
luw milciJlIV value of parallraph
(h)(5)(ii)(U). '" f"ctor I... thliS one Ma"
h" a.. 1 equal 10 QIIl!.
(Z' DelerlOlahon facton beec:h
I",.. vy-duly diesel enlline for
IlIc"It'ralion ... ok~ (""'"). IUllllinIi _oke
("0"). lind " .. uk .moke ("e-'"
thuD be
"alwlalcd by sublractlng Ihe low
'lIil""1I6 >Hlue ofparall"aph (b1(51tIiKU)
/rum Ihe hil/It mileage "./U& 01
1'."uHruph fbIi5Ifii)(E). '" nf'\lallve Lw:lor
,h,,11 be .'" "'luiol 10 aero.
fI}1 Tho: luw mileHlle value wI! be
IJas"d "I'<'" <ill applicable dolla for
1l,i1euM" "rior 10 tha acillal chanse poinl
fur 'my eut!rnlll aflerlrealmenl derice
kRoO "alalysl or particulale lrap-
u~idi1."r.). The IM,sl fil .ll1lighlline ahllU
I", filkdlo Ihi. dala by Ihe m~ of
I""al aquar"•. The low mnease "luee
.h,,11 bf, Ihe value of Ihi. Iino
in'''rpolillt!d 10 Ihe 4.()()(}.mile poin!.
(EI The high mile,,/IC v.l"e ah.U IJot
,,,,\Culnl,,d .. a/ollowa:
(I) Prior 10 !he actu.1 cba"88 for any
".It,lllill "flerlr" .. lmenl de"ice, the high
n.il""II" valll~' shall be lhe larger of Ihe
\".10"," ,.., ... lIi"lI 'rom Ih" followins Iwo
nH'thU(l~. I NO •. idle CO (gasoline vehicles and
('1 Th" ht!lll fit .'rllil/hlline filled by
lilt! lII ... hod 01lh81 aqllu6¥ 10 Ihe
"ppl,,;.. IoI., .Idle ..Ild cXlrapolllled lor
lII"'rpoi"l~d if Ihe ,"-use mil".""
'''''u","I"lion ia cumpl"te) 10 .he high
,"01",'11" puint. The h.gh mileage puinl
,h.dl b" eilhel' Ihe uselullil" or"
1I111l!")j" which rep...,""n'. II poinl 50
I"" """l "I Ih .. uaeful hf.. pasl Ihe culTenl
."d",,~.,. whi(;h"""r is smaller.
i'
(/I) Th .. h'Rhel1 Ol!lhY dHla poinla lor
,,\ "rllg" 0/..,0,,11. Ihe mnlllliadurer
","ulu,;\ed IlIliltiple 'csll a' CII(;h poinl)
\\ 11II:h I! ,,-.!Cd Iwo alandard erron a' Ihe
",Iimal!! I.um Ihl! beat iii .'raiahl line
fill .. d IIY Ihe nwlh"d of IClIsl squares 10
th .. "pplu.,lIlc dJla.
1-'1 A/tl'r Ihe IIcltwl (boll~c 0' any
",Iemal "1I,,rl,,· .. ln ... nl device. In Ihe
1.1'" wh ..." IIIIIJI .11111 .pplh:al.lc mili~uH"
10-.1 I.uinl ""." 1111 .. , Ihe ch.IIIKe. tho
\ .illIf' 1111 h\. I'I.I~.! of " .. hws) ahtdl be
I "lllp.HI',! tal Ilk(! vulut! Dllhe t.w .. t fil
·.lloIIMhl h"f! of 1"''''Wlllm Ib)(5Ilii)(O)
'" 11"'111.1.,10'') I" Ih"l lIIilell!!t!. IIlhe \ .. 10..
Ilir "~"fI'~" of ~ .. luc~1 full. b"l"w Ih ..
I"", il .10.,11 nol I", u... d In II",
,.,lI:ullllio"o, untl Ih,' hiMl, mil.'al!" vMI""
,11I11Il>~ .1' .1,·II.'rlllin,'.] in • .,hparHKnoph
- 55 -
(n 1I1IOv,' U IlUl ,·"Iutt (or .f\f~rll'fI' uf
\ .. luuH) full. on ur Mhu"., tho hne. Ihl'
d .. liI I.... Ihu 1.. 0' I'uillt Kflllr Ibn chuliHe
"I' Ihe c .Iemlll .. fl.'rl",ulmcnl de"k-e
shall be Hdd"d lu lho dala used in
8ubparagraph {I)lIbo\'e and Ihe high
lIIileuge val .... recompuled by Ihe
procedure "f 8ub(J8rllgrnph (1). In Ihi.
ellae, the luw mileage vulue of
purogreph (bHS)(iiHD) shullalao bt!'
recak:ulaled bosed upon Inclusion the
udditionHI dala
0'
(.1) Aller lhe ftcluel change of any
e"lcm"laftert",.,lmenl device, in Ihe
eu"e where two Of more appUceble d.. la
BhaU be di"ided into Iwo let •. 11t& fin.
8,,1 shull include .. II dul. for mileage
pointe prior 10 tho chaRl/e point. The
aecond HI .h.llll1dud.. all dU11I for
mil .....se point... /ler the change poill'.
The procedure o/sohsection (tlabovo
ohall b. perfonJll}d a"raratcly for each
sci 0/ ddla_ The "clull histo mileage
~"Iu...hull be ItHiI from whIchever dala
."t ~io·ld. the h.gher \'nlue.
(I') The alngl" In-uOP. deterioration
Idc'or for ouch enBin.. ramlly-walrol
sy.lem combinillion 101' e .. ch of
Irunsl"nIIIC. CO. and NO" Idle CO
(s.'80Iin" vehIcle. lint! engine. onlyl.
txlUlusl par1iculal~9 (dil!seilltlhi-duty
Irucks Hnd dlc!JcI heavy-duly ensines
onlr) lind the IIccderltlion. lugging IInu
pCllk cdpnclty amoke mode. (he8vy-duIY
di""cl enKines). shull be the arithmellc
tnl!on 01 '''e corresponding factors for
ca(;h clIMlDe aa dr.lennincd hi pltntgrop/l
(uIl5)liiIlCJ 0' this .eclion.
(iiilf"') For 1"lIlsi"nl He. co. 811d
engines ohlyl, lind eXhO\l8\ particulale
(diesel "lIht-dllly Iruck. and die.,,1
IIclI>y-u"ly engines only), Ihe offici"l
exhaust emission re8ults for lMt:b
erni •.,ioll-dllill vchlde or engine III Ihe
4.fKIO·mil" or 125 hour lesl point shall I,.,
udjush'cl hy llIullipli"Htion by tho
uppropriille d(~lerjlJrdlJon factor.
IU) Fu. ucedl·rallOll smok" (oOA oO ).
11III!!ing .rnokl' f"n",. lind p~ak smo~c
(oOCoO). Ih~ nff;';ial ."hllll.1 emi.sion
fl~sllh:; for f'lIch prnission-dllta engine ul
Ihe 1:!5 hour I"st pllint shull be "djush,d
hJl Ihe "ddirion of Ihe upprop.iule
dclerioriillion factor.
livl The emis.ion v"l"es 10 compa,,'
wilh Ihe .Iandunls .hull be Ih" adj,,"teJ
elllissiun volues u/ pllfllgraph (bll4)(iiiJ
of this !!Iectinn rOllllllt·d to two
8i~nifi'.""1 fig",,'" in flccorduncu w,lh
ASTM E 2~~17 IIIr ",,,;)' ~mi55ion-dalil
\'ehidn or t~nHlIll'
(fi)li' PUfi'~IIII.h (hIlB) o/.hls "",:lion
,h!~(;rihl'~ the pi'll{ l·JlIH' rur tlt!lerrnilltng
(;ompHunG" of H ne'" Iighl-dlllY Ir<o"l..
with fuel ~\.'ap()r,,'i\·1! l!m.i!:lN'ion
tiolunddrrltl Tht' prlll'pdliru Jf~filcrtlJl'd
hele .h"I1I,,' ""'Ii
/0' nil ""hid"s in "II
mudt·1 ~·C(ir5.
(ii) Thfl mlinulRclu'lIr shall """'I'II,in,'.
1",",,£1 un 11I.lIn/l dIlH,:rlllc,1 III IIIII.OIMI--
21Ib)(4)(iil. lind .ol'ply an eVill,urllli""
emissiun delerioralion faclor for "Gh
evaporative emission family-
e"ilpot'llliv8 emission controlsy.le",
comblnalion. The faclor shall be
calculated by loblraclinRthe emission
level 014.000 milL'" from Ihe emil.iun
level otl the tI""fullife point.
(iii) The officiul ev"porahve emission
Icsl result. for eltCh lJVaporulive
emi"sion-dala vehir.\e lit the 4.000-mile
lest poinl shall be adjusted by Ihe
uddilion of Ihe appropriate deleriuruhun
ruclor. Howevet'. i/lhe delerioru.iun
f"elor supplied by tho manu'acluret i.
Ie •• Ihan :rero. It ahsll be zero for Ih"
pllrpo~e8 of this psrltgroph.
Ilv) The emll.ion value to compare
with the stundard •• hall b.. the adjllsled
emission "a1.... of paragraph 11»(6)(i;;) of
Ihis section rounded 10 Iwo lignific"nl
figures in IIccordunce wilh "'STM E Z9-
117 for eacll aIIMJIOrahva D.tiaaion-dala
v"hide.
(7) Every le81 vehicle or ehl/ine 01 &n
engine family moal comply with aU
a ppliea ble IIIWIdarda, a.
de.ermlned in
p"rag. IbX4l1iv) 01' (bI(5)(iv) nnd
pllrugraph (bite) of Ibis IN!clion, before
ilny vehicle 01' I!Jl(!iDe in thai family will
he c<'rlified.
(ClIRellenledl
(2HBI~odl
3. The foUowlngsecliona arc added 10
the .uble of conlenls undcr Subpart N.
Subpaot N-£miaaion RegtMllona lor
New ~188Ied and DIHeI
He.vy-Outy EngInee; Ga.oua end
Partlculille &DI ..... Only) bhaust T..t
Procedur. .
Sr',
&dJUl-OO SWp<.; ~rl'lk .. loili'y.
Hb 1302-&J DefinHwllS.
00.1 :to:J -.at) AhhreviHtions.
fill l.m4-M Section oomherinu: cOII!llnu:lhll1.
U(l,IJm,- U6
Io>llLpart
Intruductinn; strueilire of
lltl.lJ06-lll ~;quip"'enl "'"oUred .nol
8peti!icaliou; """n,,cw.
1Il.. IJIXI-. (Reservedl
Hti. DOI-8fl Ilynamomclur and cn,glue
C'iuipnWlll ivcdHc.ahonl.
Uh.l:m9-·66 £xlullu.it ";tla :tOiUlll;Ulg "sllh'm,
g.lso1im··ruclt·d
l~h l:ihl--Hd
t'n~il"~s
l-:"hu~.:~! NtiS Bunll'lillg ,IUd
n.nnlvlinll sytolem.: rlit!sell"n,.;illf"s
Uti 1.'1 14t6 ExhftU5t gas UOi!)yliCf'll III) "h'lU;
CVS bU8 ••• ple.
UU,)JIZ--88 W.~8hirlltd'dmhcr(oIIUllhll ...nd
micro~,.um. bald.nct! IpccifH;nti(lfUii
l~i,l:Jl;~Jt, FHd spl'(:ifkaIlUUM.
IU1 1:IH--/K1 A,,~i,)h ... II~"".'
"'1.IJ15-lkl IIW.c,,, cui
H41.1.Jl6-Uti Calilnuiloll.l, ffi'IPH:lh); dud
(JVcr\"lcw.
tkl1317~ IRu".,,,,·")
 - 56 -

Fedoral Real.ler I Vol. 46. No. 4 I Weunl'sday. /anUllrr 7. 1981 I Propo81!d RU"~8 1923

1111.1.'1_ F.nldne dynAmometp.t number. The Iwo <li1l115 fol/oWinr Ihe in I 00.1333-811 and ",H,dried in
cHllb,otion •. hyphl'n de.illnnle the firRI mode yellr Appendix I.
HlI131_ CVS c8l1b,alton. for which 8 lection i, efreclh·c. 1\ 10. A new t 86.1307-88 11,,,111,'" "n,1
811.1320-88 CIII meier or now
In,lrum"nl.lIon colih,alion. purtleul.,. section remalnl effective unlll relerved as fu/luws:
nWB.urrment. superseded.
• ... '307.... IIleMrftC1l
Hl1.1321'- lIydmcarbnn anHlyzcr. '0
Ex......, !MH:Uon I M.1311-416 Ippll,," 11. A new I 00.13()6...86 II ,,",Ipd lind
(,1~lihrA1Ion. Ihe 1_ Illd I"b.rqu~nl m....el yurl unlil
1111 1322'- CArbon monoxide .. noly.er I"""nelled. If I lecllon 11lII.13I1_ II ",,"da as follows:
cahhnh<'n. promul,.ted II would I.k. efT.ct .....Innlna
IM).1323-80 O~ld8. of nltrolen analyzer t ...,...... Dynamomeler and engine
.. ith .hPo 1_ model year I RII.1311"- would ... Ip_nl apactllcattonL
cnfibralion. apply to inodd Yft8", 1 _ Ihroullh 11181.
IVl1324.- CHrbon dloxld" anHIY"'r la) Engine dynamomeler. The enRin ..
calibration. (bJ A .rctlon reference withoul • d)'namom"let IYllem musl be ""pabl ..
/IfIuz:>-a IRe."",edl mod..1 vpar luffix refer. 10 Ihe lectlon of controllinA "nlll"" tOtquI! .lIul rpm
Hf\ 1J~~ (,~Hbr8ti()n of othl" "Quil'm"nt. applioeble fot Ih .. approprlale model .imultancouslv OVl!r Iransienl !:vele.
tt(. 13'::- -M En"lnp dynllmomt"'lrr Ic~t
year. The Irllnl","1 iorqul! and rpm .chedul.·.
fJf'\H:(ldurp,; overvh·w.
"0 IJ~K_ IK" ••rndl
(cl Unle•• Indica led. all provl.ion. In delcrlbed in I H6.13:JJ-M and 'pedfil'll
... ' 1.I~~1IIl IR••• rvrcfl thi5 Auhp.rl npply 10 holh IIlIloline. Appendl" Ilf and II) mUlt be f"lIow .."
~I\ UJH-..(M\ '1'£,,,1 "equt"IIf~f'; If>nprnl fuell'd Rnd di ....·1 h"nvy-duly enlllne •. within the accuracy requirement.
n·tJllin·ml'nl •. 8. A npw I 00. uo~ I. add .. d and ,pN:ified In I 86.1341-811 In .. ddilion II)
'U' 1:J31-80 IKr • .,vp.dl n·Rd ... I follows: thl'se Bl!neral requlremenl •. Ih ..
IWI 1332·~ EnNlne mnl' prnc.dure •. dynamometer read Ollt lind rp.lld out
un J:J:13-<16
Wi 1:1:14-86
Trnmlient Il'lIt cycle 8pn~r.. tinn
PT'I~· tel. engine and
tlVTlilmOOlrll'r prepurulion.
......,..
, .. ,...... lntroductlOft; " " " " - Of
alAnal1 for speed and lorque Ihall me~1
Ihe following occuracy Ipedficlliionl:
(n) Thll lubpart de.crlbel the It) Engine speed shall be Accurale tn
"'0 L1:1~)-·OO Optional fon;rd f'n~tne cool-
down procedure. equipml!nl requircd and the procedure. within 2 percent of polnl at all .pef'd •.
nil LUfi..-..06 Engine 81arUI'IM and rea'MUn". to follow In order 10 pl'rform exhault 121 Engine torqup 01 Ihe nywh .. rI.hnll
/\h 1117-88 F.nMine dynAmompter Ip.' nm. emlNion le8tl on gBloline-fuel.d and b. Bccurale 10 within 3 ""rcf'''t of poinl
Rh IJJ~ Eml.810n mrHlurt'menl Rcrufat:\, dipsel heavy-duly enlline •. Subparl A 81 all torque ..,ttlnll8 Above 10 pf'l'cenl of
"Ii 1:1:19-88 Ui£"scl particulAte Oller han,llini lei. forth Ihe teating requirement. and ful/·scole of the torque measurinll
Hnd welMhing. 1"11 Inlerval. necessary 10 comply wllh de ... ice. Below 10 percent of full-scal.,
'~I 1340--116 ExhAuSI sAmple .nalysl•. forA certlRcalion procedure ..
!I" 1J41-M T ..I cycle vHUdftlion criteria. Ihe torque measllrlnl) device 8/11111 ha .....
1'I(11J42-86 Cnlculationfl: f"XhAuRt r.ml •• iuns (bl Four 10picR otf' addre.led In Ihl. an Accuracy of:
!MI1343-l18 IR ..en·edl subpart. Sedions 86.1306-416 Ihrough (11 :t:2.5 f1Abs .. if the full Icnle \'8lup
tNi 1344-86 Infllnnalion rt'quimd. 86. 131 !HIlI leI forlh lpeclficallon. and II 550 ft.-Ihi. or Ie...
equipment requirement.: 1188.131648 Iill :t:& n.-Ib •.. If Ihe full 81:81.. vAI"e i.
Subpart N-EmlNlon RegutIIttoM for throullh 116.1326-86 dilcu" calibration 1050 ft.·lhI. or Ie ...
New Gaeollne-Fueled and DI.... methods and frequency: tell procedu," IliI) :tID ft.-Ibl .• lf the full 11'.8 Ie valllP
Heavy-Duty Englnea; 0 . - . 8nCI are Ii.ted In II 86.1J27~ Ihrouah I. life. tar Ihan 1050 ft.·lbl.
Partlculat. (DIe.... Only) E.h..... T••• 86_1341"" calculation formula, are (3) Option: IntemRI dynamomtp.r
Procedu.... found In 186.1342-86: dala requlremenlS alsnal, (I.e.. armalure cUlTent. p.lc.) mHy
4. i\ new § 86.1301-00 is added and nre found In I 86.1344-86. be uled for lorque mealuremenl
,.'.,d. A9 follows: !I. A new t 86.1300-8II10 added Rnd provided thalli can he Ihown Ihul Ihe
reads a. follows: trul! enllne nywheel torqUf' duringthp.
§ ".1301.... Scope; applkllYlly. teat cycle conforms 10 the It'll cycle
This subpart contain811aseou9 , ... , ...... EquIpmant . . . . . 8ftC1 value. ft, lpetlned In 1118.1l3J-86. And
"minion tcst procedures for gosoline. epecIllcatl.".. CMIf'VIew. if Ihe technique Is approved In adwtnr:('
fllpl",1 and the go.eou. and particulple This subp~rt contAins procedure, for by Ihl! Admlnlslralor. The niinimum
,'miqsion Ic.~ procedure for heAvy.duly exhAusl emls810ns lests on diesel or requirement for the Admlni.trHlnr'.
dic.,·1 "nMir", •. It npplle8 to 1988 and lote RRsoline ·fueled heavy·duty enlllne •. approval would Include compenlation
model yeArs. Equipm~nl required Hnd IpecificRllonl for Incre.sed or decreRled nywheel
5. A new § 86.1302-86 is Addcd and are 81 follows: lorque due to the armature (nertio durinll
,,,ad. "" foIlOlw.: (al E.dolls/em;gs;on le.91.'. All accelerallons Rnd dec:eh'rallonl In thp.
englnel ~ubjecl 10 Ihl. lubparl ara tClt cycle. F.nglneerlng dala And
§ 1111.1302-811 o.llnll_ Ie. led for exhAust "minion •. Dlelel and compariBon lelt result. mayho telluire,!.
Th,' defini:ion. in t 86.084-2 Rpply 10 galoline-fueled engine. are lested Ibl eye/I! yerif;cal;o" eql/;(I""'''' In
Ihi. s"hpRrt. identically with the excepllon of order to verify thet the le.1 cn~inl' hu.
f\ A npw § 80.1303-86 i. a,lded Rnd hvdrocarbon measurements: dle.el followfd the tell cycle correl'II)·. Ihe
I r·.III~ us fnllow9:
e~llines require 8 heot"d hydrocarbon dynamometer read oul sll"al. for .p.... .,
! 1111. '303-8' AbbreYlatlonL detector. 186.1310-86. Necessary lind torque must be colleClrd in A
rhp alohr!'\'iAlion8 in 186.0114-3 apply
equipment and specification. appear In manner Ihllt allows a slatistic .. 1
"PC lions 86.1308-1l6Ihrough 00.1311-88. correlation bel wren Ihe lelual !'nginr
to IIIIN ~i.lbpal t.
7. /\ IlI'W § 8f1.1304-811Is add.·" and (b) 1>"e/. ano/rhea/sos. nnd ell.llinc pl!rformance and Ih" le,l cyde (S.. e
I,·ad .... h,lIows: rJC1e specifiratiolls. FIU'I apeclncatlons 11tII·1341~). Normllily Ihis wlleetion
for pxhollsl emission letting are proCf''' would Involve' cpnv"rsinn of
! 86. 1304-16 Secllon numbering; 'prc,fied in 1116.1313-00. Analytical IInalog dynamometer .llIIIpls inlo dlgi',,1
construction. gRses art' spedfied in I 88.3414-«1. The valu .. s for storage in 1\ computer. Thc
1<11 Th. mo,lel yenr of iniliAI FoPA hell\'y-duly Iransl"nl engines cycll" conversion of dvnamomeler rl''''' Ollt
q'I'Ii""hhly is ilHlicHled by Ihe section for URe In exhRu.1 ..·.ling are descrihed '·Rlu., Into voh;r5 Icnmpul .. r rtf IIlhr.r)

lW Federal ReKialer I Vol. 4fl. Nu. 4
11",1 .. ..., u""d 10 e" .. IWlI" Ih .. " .. Iidily of
~lIgin" 1"" lormunce In relalion 10 the
Icat (;)'d" .hull be performed in 8
manner 8\1<:" Ihut:
11) Sp"ed vlllues used lor cycle
evuludthJn are ilccur.te to wilhin 2
,,,,..:enl 01 Ihe dynjlmOmelilf speed read
out vulul!.
(2) Ellgllle flywheel lor4ue villues used
for cycle evaluution ore accurate 10
wilhin J percenl of Ihe dynamometer
lorque r""d oul v"lu8.
Ie) Option: For 80me .yalemall mlly
L" more convenient to combine lhe
lol",ancea in p ..ragrapb. (at and (bt·
This 18 permit led if the root mean 1qWlJ'8
method IRMS) i. uled. 'l'be RMS VBI,,"
would Ilwn refer 10 ac:c:ur4lcy In
rellilillnihip 10 true .,.1l1li.
It) Speed values "IIIICI r.... cycle
ev"lwllion sha" be aecur"le 10 willllll
2.8 percenl of Ime value.
(:l) ~:Ill!ine flywbcellorque v .. l"e uoed
lor cyde t!Vlllu .. Uon ab..U be Bccur.. le 10
wilhin ".2 percenl of lrue VIIlue.
(d) Spl!•.'d calibrolioll t1quJPullJnl. A
IJO.lflolb (Dr area'e,) wheel In
c:omLinlllilln witb a comDlon mode
rtlleclion (11H!Uency counler il
wnsidercd .. n IIbsolulo, .Iand.ord rot
'''Igllle or dYWlmomeler Ip""d.
Ie) Torquu calJbrulion equipmunt.
Two ",!;hni!ju"s ure allowed [or lorquo
~ahLI· .. hon. Aiternllle techniques 01"1
he used if shown to 00 equi~a.1enl. and if
prior IIpproval is oblaiDlld from lhe
Administralor.
II) '1'1", lever·llrm dead-welsht
k< hni'III,·.involves Ihe pla.:emenl of
~nuwn wuighls II known disldnr.e flOm
II", cenlt, .. of rolution of the lorqutl
" .... 'Sllflllll dev,ce. The equipment
11·{PIIl.·J i6;
II) Cu/JiJI'Qtwll ... eiSM•. A luinimunl of
Ii ""hIH ulion ...,cighl. lor each rUJl8e of
hlr41.U' nwa1'l1nng devi.ce uled U[U
""!jui"'d Th" WCI!!hl. musl Le
"PIHII,,,,",tdy equally "".II;ed alltl cueh
11Il1:-' I,.,.! ,H:(;uriJh: to Oob percent of
N"l<ulI.d UUf""U of Stundard weighla.
l..,hor.<I •.ri"8 100;aled in fureign counlrie.
llIa~ c ... lif~ c«hLorllfiun weightlllO lucal
go'\,'(!rlll1h'nt bureau atano.ctrdlt.
C,·rli[ ... , I,on 01 weighl uccura"y hy olalf!
).:IJ\ l'IIIIIIt'llt nUlt~all of We'Hhla Clod
M".,."rl.·' io uCI;.·pldble. Erred. of
"h.II,g,·. 111111'.1\ ,Iulionul cunstanl III Ihe
lI'st blh' lil.I}' he ur:t:uwllt~d lor if dC»ln~,L
tli} A 1L'\'ur ,urn with .t Illlilimum
kllglh ,d':!4 iHChc8. TIll! lHstuu(;c £10111
IIIe' (I HII r uf Ihe .~Ila'"c tOrlllJC
1111'.I:1Uh'llit!Ut OC\'ICt! to the point uf
'" i~hl .I""he""on ahall b~ UCCllrlllc 'u
'''Iliun II (HU illt.iws. Thu urm must b~
II.d,lIl1~·d IH' Ihe hllllHIOM tonJuc uf the
.1I1111H11~1 Ut' ~J1u\'..'n Within ~_ 0,1 fl.-U.s.
t!) TIll' 11 illl!Jft.~r h:t:hni"ju,~ IIIVUh.,C~ th~
11"'1' ui .1 l:l.I:,lt'r luud ,-cll wllh a methud
III IU.U.ldlg tl'~II.tll~ hytlrulIlll:) 11m lunpw
- 57 -
I Weull"ud"y. Junuury 7. 19111 I Proposed Rules
m" ... ow-illl! deviCf'. or Dlaaler unilihal "Olllnol! .umpl"r (PUP-CVS). ~'III'"''
upphe8 a known rorce 10 l'lle lorqutl NllU-l. 8l1tisfie. Ihe firsl condition Ly
m""8uring de, ice Lused on pi¥ton IIrell melering al 1\ conslanl lemperature an,l
alld presaure. The equipmenl required ia: prtlssure Ihroullh Ihe pump. The 10lul
(i) A mu.kr load LI·llnr rurce volume is measured by counting Ih"
"pplie"I,,'n 1",,/ Iltul musl Le ~alit.r"lcd revolullon6 mad" hy Ihe calibraled
al ea!:h lest ....·'ghl spedried ill posilive displacemenl pump. Th ..
pllraw;'ph ("}Illll) or Ihis .eclion wilh proportional s"mple is achi"ved \Jy
known w.,,~hls Irdwu!;!" 10 wilh,n 0.1 .amphng "I u conslanl flow ,·ale.
percenl of NllS wci!!hls. The p(ovi~i(jn IIIl.L_cooa _ _
011 Iflu:t!ullllily in (e)(1)(i) IIpply III Ihis
section. The o,·er •.l1 accuracy of Ih"
culibrnfion curve of torque applied In
Ihe engine torque aensof liS detennincd
by Ihe mllster unil • .hall be within U.S
pcrclInl of lrue \aloe. Below to purcenl
of full tcal .. of Ihe muler unil Ihe
calibr.Uon corve of lorque Hpplicd 10
the eJl8ine lorque ."no"l' shall be
IIccliral. '0:
(A)! 0.5 II ·Ib.,. of Inou value if full
.calt: valu., is ~;.o h.·lbs. 11( kill.
(0) .~ 1.0 ft.-IbM. of Iru" vlllue If full
scul" "Hille i. 1O,'it} 11·lh. or le'B.
lr:) .t 2.0 ft.·I\,.. of lrue valuc If full
6cule value Is grellier than 1060 fI.-Ih •.
(ill A lever .. rm wilh " minimum
lenglh of Z4 Inche •. The di.tonce rrom
the cenler of Ihe Mlgine 10NI00
mea.uring device 10 Ihe poinl of fon; ..
m" ... uremenl or lIpplir:~lion .hall be
accurule 10 within 0.010 Im:h" •. Th" arm
musl be LalKllced or Ihe blfllllir'lt 1",'1ue
of the arm Olusl he known within ±o.t
ft.-lb •.
fiii) Tran.fer of cllhbralion or apan
from a dynamomeler "case" lorque
value 10 Ihe e"Rinl! flywheellorque
meaourinll de~lCe i. p... milled only
under .Iaiie or sleady stu Ie condlliolls.
(3) Olher luchniquHs may be u.ed If
shown 10 be "'Iuivllleni aod if approved
Ly Ihe Admin,stralor.
12. A new § Iltl. 1:11)9.·1111 is added lind
fI~ad8 itS follows:
§ 80.1309-86 exh_t g . . aampIIng
ayatem; llaaDUne-fueled engine..
(alll) GeIl,·ruI. The c",hau.t ga.
.""'phn!! 8y.t"rn i. dealgncd 10 me".orc
Ihe lIu" mas. emissions of cllI!ine
,·xh .. u.l. In I~"! CVS coneepl of
nW<lKurin8 nUtS8 emisliions, two
I:lIndilJun. must he utislietl: Ih" lul.d
vulume 01 Ihe mixlu.e of c"hau.1 lind
dilution air must he Ineasurcu. and a
clIlllInullu.ly pl'lIp"rl,uned ."mple of
vollll1le l11u.1 Lo" coll"ch,d fur IInulyo; •.
t\1.ISll cmitu"iull!-l dfU dclt;nntncd rrum tht!
r;. ••ln,PI.· CnllLt'ulioJtion und tulul nuw
u\lcr Llw h:!iL IhT11H1. 'lilt! ,,"mpling Ulul
cunhnuuu!i iIIuh.llysi8 syslclll 811ceifitHJ in
§ &1.1310-lI0 lor dic5cl "'IHilleS IIIUY be
u."d IUf le.I'''~ g.. sulinc-ruded enginl!s
if Ihe ",yslclH~ Ilwd <111 of the
n~quircmcnts lur Huch 8y9((~nH. ItS
"lJC<:jf,ed in Ih .. Su"p"rt.
t~l J'u::ntn-I' d'~Jlltlt:f.:lIIt!lIt /lUJJJP· The
Ill)hi II \ t' dl ~ pl.1 Ct -llll' n t IHIIIl p---··\,;on~ tan t
 TO TO
DILUTION AlA EXHAUST
SAMPLE BAG(S, SAMPLE BAG(S,

AIRIHLET
FILTER

i
(OPTIONAL,

iii
Ii
IIEAT POSITIVE DISPLACEMENT
PUMP
!
-...
<
c
VElIlClE [ ) EXCHANGER
EXHAUST
INLET MANOMETER
PREHEATER

111
COOLANT
REVOLUTION
COUNTER
U1
PICKUP 00
°1

-
110
j
~
•
:""
...
I...
-l
(SEE FIG. NS'-7 FOR SYMBOL LEGEND)
il!
I!
i
I
AGURE N86-1 _0 EXHAUST GAS SAMPLING SYSTEM PDP-CVS I
I

fOR GASOLINE fUElED ENGINES :1 ...

IIILL*O COOl _~
tl
 - 59 -

1926 Federal Regi&ter I Vol. 46. No, 4 I Wednesd"y. Junullry 7. 1981 I Proposed Rules

PI C,il" "I JlOH' ,'(,lIluli, Th.,

uIWC.,tHHl tI.- IIH~ Ll'lhcal nU\\' \"enlw-i-
u",slilnl ,,,I,,m,, ... mpl,., (CFV-CVS),
.·lgUf(~ I\;Uh"':!. is Ihl!wd upon the
JH in(.ipll·~ of fluul d\"nillnics HSSW:iilh·d
"ilh nlill.d II"\\,, '1'1i" C\(F s),slcm i.
,.umnuml~ 1:.III,·tI i.I (:ol1~lunt \;olume
ti}'sll'''' (C\'SI ""ell Ihollllh Ihe now
,'ari"., II ",u"ld he more prop"" 10 cull
Ihe crilio:ul fIuw ""nluri ICFV) 5)'81"10 6
(:unstunt prupurtiun sumpling sysh!m
since pruporllollul .ampling IhroughuIII
"'0\1"""'''''' ,'.cur8ion. is mninlilined Ly
IIS1' of it 511litll CFV in Ihe .IImple Iinl!,
The v.triablt, mi~llIft! flow rule is
nlilinlitilWd III SUllie ,'"Iodly, whiGh is
inl','rsely prupurlionullo Ih" sqllllre rool
uf II", lI"s "'mperijl"re. lind is I;umpulcd
"unlintluu&I), Since Ihe pre.sure Itnd
lempt'[ature drc t~e sume ilt hnth
I'"nlllri IlIlels, ihe sumple volume i&
Jll'Uporliunal ,,, Ihe 'ull1l volum(',
.'LUNG COOl 'r.60-21-"
I AMBIENT AIR
INLET
-, TO
,---.1,,- DILUTION AIR

I INLET AIR
-.0 SAMPLE BAG(SI

FllTER-r
(OPTIONAL) 1;") "' ) "'j
t
TO
EXHAUST
SAMPLE BAGISI
:11..
,

<
:.
SNUBBER $
:z
I (m I I ABSOLUTE PRESSURE TRANSOUCER
9
...
CYCLONIC il;..
VEHICLE
I EXHAUST
INLET
Q"--l--.J SEPARATOR(8,
(OPTIONAL)
CRITICAL
FLOW
...
c-
:J

0-
o-
0

r..
VENTURI

L_- eva SAMPLER UNIT ~I

evs COMPRESSOR UNIT
~-
1.
-=11
..........
'-
~
. c
I •
i~
;

I
I
I
-"I
'8,.
I /_~ :A

0-
~
i"
•
($EE FIG. H8,-7 F.OR SYMBOL LEGEND)

FIGURE N86-2 - EXHAUST GAS SAMPLING SYSTEM (CFV-CVS)

....... --- fOR GASOLINE FUelED ENGINES ...

e

1928 r ..deral Rn"i.ler
y.
(41 1>11",1' .pl,.",s. Olher &amplins
u"d/ur an~I}'''c,,1 8yslems Including Ihe
9\'81"m5 de~cribed in t 86.131~ for
d'iesel enllllles may be used if shown 10
~ icld equivalenl re&ull., and if approved
in advlln<:e by the Administrator.
(hi Compollrlll cfdcriptio/l. POlL
(.'1'5. The I'OP-CVS. Fisure NM-t,
(;Un~1S18 uf a d.lulion air filter and
mi"ing assembly, helll exchanser.
positive displacemenl pump, aampllna
&\'slem. and a&socialed valve •. preasure
,,'nd lemperulure 8enlon, The PDP-CVS
&hull cunform 10 Ihe followin8
r{~quirementll:
II) Sialic prlll&Ure \'ariullon. at the
1,lIll'ipc(>1 of the engine lhull remain
"ilh," r 5 inches of waler (t.2 kPa' of
Ihe SIHlic pressure varllliion. nll,aaure<i
durinM a li)'nllmumeter eniline cycle with
IIll mn'h,clion to Ihe tailpipe(s"
(S,lIllPlonll syslems. capuble of
mainl"ininllihe stalic pressure 10 within
! 1 "H:h uf w"lI!r (0.25 kPa) will be used
loy Ihe Adlllinisirator if II wrillen requeat
.uh.lanli .. te. tho need fur this cloler
lolt-rdncc·l
(2) The ga. mi"lure It'mperiliure,
nll'i1sured at a poinl Immediulely ah .... d
.. r Ihe pusitivII displacement pump, MIIII
I", wilhln ±lo·F (5.6· CJ of Ihe de~isned
.. ,,,'ralin8 lemperature 81 the atart of 'he
"'sl. l'he dcsignLod opcralins
"''''\lerlilurc may be estimaled from the
1l1''''i1lle opcralinlllcmperuiure from
&i'lIIlur tesl •. The 8'U mix lure
"'mp"raillre v.. riulion (ufler the heat
",chans.,,) during Ihe entire lesl .hall
be limiled 10,1. 10"F (5.6· CJ from iI.
v"h", III Ihe stllrt of Ihe leat. n,.,
1t'lIIl",raturc meliaurinll8Yltcm 8hull
1l;1\'t~ un HCCUf!U:Y and precision of .1.2'"
F (I I CJ.
(:1) 1'10" I'fUSSUfC 8"1111'" .hall h"\'e an
au:u'ilC)' and p"";;si,,n uf .t. Jnun "II (ll .•
kl'u ,.
I~I Tlop l1"w c .. padly of II", CVS 8hllll
ht· lar~e ,'nouNh to eliminate Willer
n1lulen~utiun in the sy.trm.
(51 Sample co'kcliun b"lI" fur lhluliun
,,,h,,,,., 8I1mpl". shall I)/!
IIi. and
""Hrd,'nl bize bl) "s nol lu impcde
tiitl1lJ)lc nuw.
Ie) CUtlip. l!tt"/1! descriptiOJl. CF\'-
(.', 'S. Ttll! CFV -CVS, FI811re NM-2
, ... "Hi.t ... r II doluli"n Hir fill"r (option ..
,uul mi \ 111~ jjbH~mhl)'. nptiulluJ c)'donjl.
",rllieul"l" "'pan,luc('I, Iilmpling
\ ",,1111 i. c:r illl:1I1 flow ""oluri, .amphnll
ti)'Hh'rn, ItIHl ,Utsorh~d ""h'es. prCtiBUre
lind h'mpt'ratuCl~ Sl'nSUrH. .
Th" CFV -CVS .lu.1I conrucm 10 Ihl!
tullo\\"lI\g rt'4uircnwnls:
t I J Stalu.' pn'M,Urt~ vitrialilln~ ul I~u'
liI.hlllll'j_) "f Ih" v"'"d~ .10 .. 11 ft'ma,"
".Ihilt '.5 inch". of Willer 112 ki'lI) ur
l~H' ~t,.lIc pn'ht;urt~ \'UriutiuIiH mcusurl,d
dlltln~ it d~ namoml~lj~r ('nAine cydc with
1111 l:unOI'dlllU to Ilw l.,ilplpu(s).
- 61 -
I Vol. 46, No ... I Wr.dnl!tiJIlY. illnuory 7, 1981 I Propoaed Rule.
(Sumplins sYllem8 capable or
mainlaining Ihe .Ialic preslure 10 wilhin
±1 inch of Wilier (0.25 kl'u) will be used
by Ihe Administralor if a wrillen requesl
8ubllanlilli01 Ihe necd for Ihis closer
tolerance.)
IZI Thlllcmpcralure measuring
sY81em .h,,11 hllve .. n IIc,uracy and
precision of :u' F (1.1· CJ lind a
responle lime of 0.100 SI,wnds to O~.5
percent of a tempera lure change (It!
meuured ill hoi lilicone oil).
(3) Th. pleasure measuring S) item
thall have .n accuracy and preci8ion of
±3mm fig (0,4 kPu),
(4' The flow capudly or Ihe CVS sh,,11
be tarve enough 10 prevenl w"lcr
condensalion in Ihe syalem.
(5) Sample collection bailS for dilution
air and eKhau.1 IIImple8 ahllll be ur
sufficlenl size au ... nol to Impede
aempl. now.
t3. A new' 66.UI!Hltl is addo:J ilild
readl .. fulluws:
t ... ,31..... EIIhB""lIBslJ8InPIinV MIl
~.~ ...... omgInn.
(a) Ge/lera/. n,e exhuusl glls s"mpling
Iyalem delcribed in Ihi. plOr .. grllph II
dealsned 10 moaeure the Irue mllS8 of
bolh saaeoul and purliC\l!I"le emll.iona
In the exhauII of heav)'·duly die...1
enginu., Thll aY81em 1I1.lizc. Ihe CVS
concept (described in I 86,1311114101 of
mealurins mllS8 emissions of NO., CO,
CO. , lind parliculale, I\. continuously
iIIlegraled sYllellll1 required fur IIC
measuremen!, and i. alluwed fur NO"
CO, and CO,. The ma.~ or 8".eou.
IImlsslUf\J I» delermin"d from thc aamplc
concentration and lolul now O\'cr Ihe
t".1 period. The m"ls of parliculuh,
eml •• lona i. delllrn,int't! frum It
proportionll' mdSS .""'ple cullcc:l"rl un M
filler and from Ihe lolul now,,, '" Ihe
t"al pcnod, elmer,,1 n''1uircmt!nI8 ure II.
folluws:
(l,Thia Slllllplinll S~'811'm rt"lurr,'. II",
use of "I'DI'-CVS, or H CFV-CVS "ilh
hellt e"chllnl!cr or wilh l'I"clronic n.,w
COIllp"nStl\illn. F'lIurc N8f>-J '8 "
.chemlltic drawlnll of Ihe I'DI' 8)"leOl.
Fillure NII6-4 is u scho:malic dru .... illil of
Ihe Ct'V syolelll.
l, ...__ .wo·.·..
 ~
I
- -- !n~OAI"
HC SPAll\( (jA~

01$0'''"(;£
I i' ljl
Ii l CWfTPI

"E"TED SAMPlE l,.,£

..,..
IO'LUTICN AlII f Il TEll
..!..
~

SAIoIPlING TIIA,N
I 'c 0
i-"
I .."
...
I --<
...
F

o
A""lNT .... " ""Ll1
-
Z
~
...
ING·"E
!X"AuS T
P'OSmvt
DISI'lActWENT
P1.JIoIP
'I~
'S-
. "
0\
N

'NLET
'"
§-
'<
TO PAIITIC:U\.ATi
IoIEASURtMENTSYSTIM =
~

•c:...
OR TOIECQHQARY (1oI'!'oSIO" "'EAsu"eMtNT
Q1~UTI()N TUNNE~ sys TE 101 SPE C"'E D 'iii

:I~
.ao C'" Ib IIIVO\.UT1ON
SUPA'" 0

..
COUNTE"
I'ICK~
I
OPTlOIiIAL CONTINUOUS --
EM"SION M[ASUIIE ... ,IiIT
SYSTEM FOA I'IQ. CO CO,
1
;Ii
"
~

:I"
c:
FIGURE NS'-3
GASEOUS ~ND PARTICULATE EMISSIONS SAMPUNG SYSTEM (PDP-CVS)
.
i'

(FOR DIESEL EN~INES ONLY)

(SEE FIGURE N86-7 FOR SYMBOL LEGENO)

i
 r--
.. t=::l
--w-'
i III AO At"
.I •
c0 ..... ' r ..$

i!.
~

I.
..
i'
-.
HOw
CO¥'" P6A
l~rtONAt..
"0"
IF
-
<:
2-
"II" E.CotA>IGE"
" uSCD! ~
_ ..' _ .... f' z
~
...
Dt'.UTIt)" 'NGINf'
_,,,,lER E·.....,ST
VlLlT :; 0\
~
Q. W
TO _TlCUlA'E ~
MEASU~E~EN'S'STEw
()II TO SECOHO''''' ("'$SIO'" 'I.EASUA(t.t(N'T
---~ CVS
I~ES$Oll
"'"c-
DIUiTlOH 'lUHNU ''''5f£ ... SPEC1~I£O "" I _T D>
.0 C"III t6
SUBPART 0

I
I
I
/"""1:::::,1 DlSC><AlIGf
-
':"
co:
~
c:
I~I
L ______ .J II:

oP"a..AL COt<llNUOVS ~
f t."USs,.()frf UEAS\.iIi\£ M[ ~T
S'SlEW rOil NO. CO CO.
:--
.-
~
-
FIGURE NBI-A
G~EOUS AND PARTICULATE EMISSIONS SAMPUNG SYSTEM (CFVoCVS)
IFOA OI£SE~ ENGINES ON~YI
(IrE FIGUAE NUo7 FOA SYMBOL. ~EGENDl
Ia.
a..uNCI COIl( _a.c "ii"c:
co
 - 64 -

FAder. I Rest.IM I Vol. 46. Nil. 4 I W,'dnt'IUf"y. 'Ilnllllry 7. 1981 I PmJ>QIINI Rlllrfi 1831

121 TIlt' IIC "nal~lklll ~Y''''m f." Thi~ m.t\; I,.. IU hip\','" h\' l'Uht>1 of Ih,·
(hp~I·1 ronJjtinllA fPqllirc8 0healed nuntll {.. lin" in·MlnI'lho,ls· .
i<lnizatloll II .. I""lor 111F1Il1"ml hea"'" (,\ISIII,<:"··''''"/;'''' "".!/''''/. " C\"S tlr
MlIl1lplf' s~- .. h·nl. ,,,,rfkh'nl nnw (:ilJlild'~' If) mftint.lin a
Iii Th.· 111'111 Rampl .. m.. ol he Ink .. n Irmpf'rntl1rr ,,( 1:~.'i F Uit.7 CJ ur I,.~~ ilt
.Iirecll\, from Ih.· dil .. "·,, e"h~1I91 .I,."am Ih,' '''"'Jlli,,~
WIl.· mil~' It" liar. I wilh Ih"
Ihroll~h :, I"'ah'd proh" and inl"!! ... I,,.1 pril1t",~··.hlllli(ln 11111111'1. IJ;, ~rl ~aml'lill!l
cOl1limll,",I.\· O\,N Ihl! 1".1 cyr.lP.. \ Inl"" ur Ill(' partielll,,!I' m;ltl'rial mil~ ttll'n
(.C1""wn~:1linn for \'Hr~'ln~ nnw is m.ltlt', I .. ~r I'lal:"IFi~"I<' ~llIi-:".
,I ... IWIIJ nltlSl b" II.,·d with 8 con.lanl "\.LING COOl' .HO-II· ..
nuw o;o~ ~'l'T11 10 ill~ur(' a rfl'prp~entilli\ I'
0.;.,"IpI1'.
I'i) Th,' hl'ill.·.1 prolt... hllll he 10CHh',1
tlll\\ llslrl'll!11 of a mi:\iflJl.:hit"lhrr thai
~'rp\ idt't' II ,,",form ~ilmplf' dislrihlliion
. r o.;q ,h,· CVS dllt'!
(III) "lin' 1!lIlulinn 11I11n.,1 fIIlmilar In
'hCl~i' IIsf'd ff·r dips,.1 particulalp.
<.;.tmpllllJ( lHa~' he u!'iPiI as 8 mixin,:t
t h,lrlllll'f for ~n!'H'otl~ pmi!\siml~ nlso.
1.1) 0,,1,,'/1. Conlinou.ly Intl'l!ralrd
l1u'lIsnp'nlcni of diluled NO,. CO. and
(;()! is ~lI'l 1lIillf'd; ho\\e\"rr, pripr
lit 1'11' Administrator i.
II ppl I I \ ill
"·qlli ... ·d. T,·.I rC81111a will be reqllir,," a.
wPiI '" PIl,Cill!.·prinR dAIII and detail,'"
.ysl('m "1""ificahon8 10 ""In Ih{~
;Ipproval. f\.finimllm nHluiretnl'nts Jlnd
I('chnkal HIH'dfir.atinns lire Riven in
("If~1 (If Ihis ..,,:Iion.
(4) BaR """,,,lInM II l16.tJlJ!l..ll6IIIIU)
1I1I1I1)·lin,1 If /lIU~11-1l111 t:apalrilili('. '"
,hown in Nllr,-3 (nr FiRW't'! NlI6-41 "".
n·'I',il"!'lI. 10 I'rnvidp bOlh !I<ItM'ou. IIn.1
1'",.li("lllaip "mi •• inns BIlRlplinR
<:apahilili,,' from a Ilnlll .. lIY"Io'm if ~() •.
0) or CO, a ...• nnl mensured
!'Iml i IlIIOH!illy,
I~) Sin<:e \"ariolls oonfiRUTaiions ran
prolhic:p ~~q\li\'nh!nl ff~9U1191 exact
rnnr(lrnlllnCt~ wilh these dmwinR!I is not
"·'1ui ..",I. Addilional "nmponrnls ouch
a~ il1~trum('nl~. \'111\,('9. 901l!ftoids.
l'"mI'S. and 9wilch .. s mHy be IIRPd 10
pnl\'id(! additional infurmatian nnd
I 11(11 dill'lh~ the funr.tiol19 of the
( nmpnlH'Il' ~y!'lp.m",
1111 ()IIt", "'III!,linM 'IOd/or HnHlyli",.1
~\'sll'm9 Ina" lH' u9.~d if Rhown to vir"l
I'fjlli\',t!I'nl ;t'~lIlt~ unci if npprovt~,i in
ad\'iJlH:I'hv Illl' AdrninistrHtor.
(h J CP"',h '111 'lit dt',';,,"'})/ i(tn. lnf!
( mnpIJl1,'nls npcpr;s;tr~' ror dirspl
("hall'" S.lIllphllJ.t shllil nw(~1 Ihe
ftdhlwinj..! n·qllir .. nH·nl~:
(I) Th.· 1'1l1'··CVS. shall conform I... .11
p! Ill .. n'quin'nlt'nl~ )iPiIt,cI for Ihp
,.'.',,,,,", ~'" I'lll'-CVS I§ 1l1l.1J~J"(ltll.
11>.· (:FV- cvs .hull conf.lrm 101111 (If h..
I:' "irI'IlH'/l1~ Ii~t('d for thp. r.xhnll~t ~as
I 1\ C\'S I ~ fill IJII!I-Im~:)). In addition.
til' t \'S nI~I<.;1 COlltWI11 10 Ihl~ rol1tl"in~
II \tl1ln'IIh'lll!i:
(1) I tw f1\1w (,"I'ilcit~, of the CVS 11111,,1
I ... ~\lrrl\ kill In t11.1inl.tin th(~ dilukd
I "h.lIisl ~(I"anl al a tl'nlJu'rature that
\'\ In .... 'li!-it.1( lonl.\' nWilStlrf! par-lieu)ult'
.llId'" pr 11\ Iii III .Il lion m.'a~lIrf'mt'nl~,
SINGLE DILUTED EXHAUST FROM
PRIMARY DILUTION TUNNEL
..
,.s
N

~ --------"
PARTICULATE PROBE
"Il
It

PRIMARY DILUTION TUNNEL WALL ~

..
~
~

.".
~
I\!
.
it

~
...
~
Z
?
...
DISCHARGE --:E
'"
I:-
:I
'"
\J1

FLOWMETER '"
'"I:-
.<

GAS METER
'.."
:I
c:
0:
'<
:--
....CD
'"
....
---=..,
0
FIGURE NBG-5 "C
0
SINGLE DILUTION PARTICULATE MEASUREMENT SYSTEM '"
~
~
(FOR DIESEL ENGINES ONLY)
(SEE fiGURE N86· 7 fOR SYMBOL LEGEND) ";-c:
co

'1U.0<G COOl .......H-C

 - 66 -

Federal Real,ler / Vol. 46. No.4 I W4·(lnt·Rdny. /anllllry 7. 1!181 / Propn.cd Rule. 1933

till OOllbft'-riiilltlOn method. 1\ smllllPr

Ni,c CVS mn'\' be u.ed with a smuller
primary-dil"tion lunnel (i.e .. Bmaller
Ihnn Ihe dillliion lunnel or CVS
"".Cori!>"d In § R6.1310-86(bl(1)(1\)). and
II ,ccul1llary-rlilutlon lunnel 8yslem
(FiRllre NlllHll_ The now capacily of Ih"
(:Vli must he sufficlenl \0 malnlaln th~
Jil"h,J I·,hauol slream in the primAry-
lidution IUlIIlI'l AI H lemperRlure or
375'
F 1191- Cl or I.· •• 01 Ih .. IRmplins zon(>.
Th~ .. ·c:onllilry dilution IlInnpl oy81rm
11",,1 I", ""5illl1"1110 provide 8urficir.nl
101"'~mdln)' dilulion nil' to maintHin the
dtlllhlt· ddulpc.t .''C.hn\J~f strPRm at n
ft'flIfll'ralllrp or 125' F (:;1
7" CJ ()rIHR~
imlll£'diniely flPrnre Ih(' pnl'ficlllnh~ fillt'r.
BilLING coor 8s.o-H-fII
 MANOMETER ...
THERMOCOUPLE THERMOCOUPLE ,
t
SECONDARY DILUTION TUNNEL
..
DISCHARGE

I..
i .,.,
t
tIO

..
Do

D:

GA5METER

flOWMETER
] PUMP FILTER-1
BACK-UP flLlE
--PARTICULATE TRANSFER TUBe
GAS METER II ;;
.i..
~
t£,

PRIMARY DILutiON TUNNEL WALL

SINGl E OILUT EO-- .......1
.4ANOMEI~R HIIAUST fROM <:
PIHMARY DILUTION TUNNEL £.
•
s:r>
Z
!'
•
--
~
to 0-
~
"
.;;
~
0:
'<
0;
:s
c:
co
~
FIGURE N86-6 :"
OOUBLE DILUTION PARTICULATE MEASUREMENT SYSTEM ...
~
I~OI\ DIESEl tNGIU(S ONLY)
,C":f::F (:,r.1 Hit: foUI( ., rflr~ i:;'VlAfI("\1 t a=r..c ... .,"'"

~
IILIJNQ COO( HIO-a-c -g
"Q.
'"
:;c
;-
'"

FOOer.1 Register / Vol. 46. No.4
(ill for the Cf'V-CVS. a h.. al
exchllngpr or eleclronic now
compen.Hllon (which Includeslhe
pHrhculalo IAmple nows) i8 r..quirpd
18cr. Fillure 116--4).
(ill) Fm th .. CFV-CVS. Ihe gal mixlllrp
Irmpp.ralur... measured at a poinl
Imm ..dlalely ohr"d of Ihe critical now
venluri. ohnll bf' within ±20' F (11' C) of
Ihe desi~llI'd oper811ns temperalur., at
tlH' 81nrt of the teot. The IIU mixture
t('mpernlurr. variation Crom lis value lit
thp Itart of the tpst shAll be limited to
~. 20· F (11' C) durinA Ihe en III"(' Ipsl. Th"
lemperHture measuring 'Yllem .hall
hH"e lin nccurRCY and precision of ± Z'
F 11' C).
12) Th., IrnnsfM of heat from Ih ..
cnllln" e~hHu.II! •• shall be minimizl·d
b .. twren Ihe poinl where It Ipave. Ihe
ch".,lo .·,hausl syslem and the poinl
,·.hfr(· II pnle", Ih" primary-dilution
IlInnel n:r,lream. To accompll.h thl •. a
.horl I"nllih (not more Ihon 12 feet (3.00
m) if unlnRulot"d. or nol more than 20
f"eIIU.1 m). if Inlulaled) of smooth
olainl",. ste,,1 tubing rom the mumer to
the primAry-dilution tunnel Is required.
This tubing .hall have a maximum
inside diameter of 6.0 Inches (15.2 em).
Short Beetionl (altogeth'lf nol 10 exceed
20 percrnl "r Ihe enlire tube length) of
flexible IlIhlng At connecllon points are
""owed. If Insulated. Ihe rlldial
Ihickness of the Insulalion mURI he at
IrMt R inche •. where.
R"'I~(kl- 21rl ... h......
k - ThennHI (:ondllcllvity of Ihe hUUJlalinR
mnlr:-i.IIBlll/hr·!l·· Fl. and
r -'0 OILI,'r rndiu1l u( uninaul .. ted tubin"
finr.h~!lI·
(3) Th" PIll/lne exhaust Ahall be
direcled downltreom at the point where
il i. introduced Into Ihe primary-dilution
lunnl·!.
(4) the primary-dilution air shall be: (II
H lempcrature of 77±9' F (ZS±S' CJ.
(iii Filteled at the dilution air Inlet.
Ifl) The primory-dilutlon tunnel .hall
hp:
iiI l'iZl'd to prrmil developmenl of
lu .. hult,"1 now (Reynoldl No. >4000)
and n·n·pl",,, mi,inll or Ihe ",hauot and
dilution air hetwprn tht" mh:tnR orific('l:
und
(iii AI len.118 inches (43 cm) in
.linm.'tN with B .Inllie-dllulkon syst"m
"r lit 1"8"1 8 Inche. 136 cm) In diAmeter
"ith n double dilution sYlltem:
(iii( Constructpd of electrically
nnuiucPvp mAterial which doa9 not
"",<I ",ilh the exhaust component •.
(11) Th" lemperature of the diluted
r,hllu"1 slreAm in.ide of the primRry-
IIihl\!on tunnel Ihall be sufficient 10
prewmt wllter "onden.ation.
(7) Th .. paltleul"te collection Iyotem
1111101 b~ (:onfij!ured in ellher or Iwo ba_ic
- 68 -
I Wednesday. JAnuary 7. 1981
WRY •• and depends upon the dilution
method used. The .• ingle-dilution
method utili?". a system that removes 8
8inRle·dllull·d proportional snmple from
Ihe pfimary tunnel. Rnd then pass88 this
Bample through Ihe collection filter
IFiRure N86--5).
The doub:,.·dilulian method ulill7.es 8
colleclion sy_f<olJ1 Ihat Imnstef8 a single·
dilllted proportionnl sample from Ihe
primary tllnnl'lto a AI·condnry-dllution
IlInnel where the sample I, further
diluted. and then PR"'~S thl! cnmplete
double-diluted sAmplr. through thr
collection nller II'llIure NII8-6). In this
sYllem proportional Rampling I.
achieved by; (1) inlroduclng the
Reeondary dilution air at a conotnnt
mnSI now fale. and (2) removlnlllhe
double-diluled onml'le 01 8 constnnt
mass now rate. The requirements for
thesl! two Iyslems follow:
(I) Single-dilulion method. (A) The
particulate sample pmhe shall be:
(1) Installed facing upstream al a point
where the dilutlor. air Rnd exhaust air
are ",III mixed (i.e .. on the primary
tunnel centerline. approximately 10
tunnel dlametera downstream of the
point where the exhault ente ... the
primary dilullon tunnel).
(2) Sufficiently distant (radially) from
olher sampling probe8 80 al to be free
from the Influence of any wakes or
eddies produced by the olher probes.
(3) 1.27 cm (O.S In.) minimum Inlide
dlameler.
(of) The distunce from the lampling tip
to the niter holder ,hall be at I"asl 5
probe dlamete ... (for filtera located
inllde of the primAry dilution tunnel).
but not more than 40 Inchel (102 cml for
nlte .. located out.ide of thl! primary·
dilution tunnel.
(51 Dellsned to minimize the
deJX>IIUon of particulate In the probe
(e.lI .. bend I should be al gradual al
pO.9Ible. prolrusionl (due to .~n.on.
etc.lshuuld be Imooth and not sudden.
etc.'.
(B) The parliculate .ample pump(e)
.hall b1! located sufficiently distant from
the dilution tunnel IU that Ihe Inlet 11111
t"mperAtllr~ I~ molntnined al 8 constant
temperature (±5.c' F (3' Cll.
(C) The 8R8 mete .. or now
Inslrumentation Ihall be located
sufficiently dlolant from the tunnel 10
thaI the Inlet 1I0a temperature remalna
con,Ionl(:1: 5' F (2.0' Cll.
(ii) Double-dilution method. IA) The
parlleulot .. _ample tr"nlfer tube shRII be
configured And in.tAlled so Ihat:
(I) The Inlet Caceo upatream in Ihe
primary-dilution lunnpl ot a point wherP.
the primary-dilution air and exhoust are
well mixed ILe .. on the primary tunnel
centprllnt'. "pproximatr.ly 10 tunnel
dinmetefs dow"strpam of the point
I Proposed 'Rules 1935
where the exhausl enlers the prlmHry
dilution tunn .. ll.
(2) The exit faces downslream In Ihe
.I!condary-dlllltion tunnel.
(3) The aingle-dlluted sample exists on
the centr.rline oC the spcondnry lunnrl.
(B) The part kula te BRmple tran.C"r
tube shAll h .. :
(1) Sufficjpntly dialanl Iradially) from
other snmpllns prohea (in Ihp. primory-
dllutinn tunm.l) 80 a. to bp frl!" from Ihe
Innuence of any wakel or eddlr.
producpd by the other prohes.
(2) 0.5Inch"8 (1.27 em) minimum
inside diampter.
(3) No longer thAn 35 inches (91.4 em)
Crom Inlel plan .. 10 exit planr.
(of) Designed to minimize Ihe
deposition of pnrticlliat.. durins IrAnsfer
(e.8 .. bends should be 88 Ilradual 81
pOIslbl" prolruslons (due to spn~Of •.
etc.) Ihould be .mooth and nul surlden.
etc.).
(51 Constructed of electrically
conductive materiol which does not
reael with the exhaust componenll.
(C) The lecondary dilution air shall h..
at a temperature of 71 ±9' F (ZS ±5' C).
(0) The secondury-dilulion tunn'"
shall be:
(1) 3.0 Inchel (7.62 em) I"lnimum
In.lde diameter.
(2) Of .ufficlentlength so aa to
provide a re.ldence time of at least 0.25
second. for the douhle-diluled IAmple.
(3) Constructed of electrically
conductive malerlal which doca not
react with the axhaust component •.
IE) Additional dilution air muot be
provided 80 as to maintain I"mpl!ralure
oC 125' F (51.7' C) immediately before
the lample filter. This illlulion air must
be Inlroduc..d at a constant moss now
rate tn order 10 maintain proportional
.. mpllng. Determination of the maRS of
air entering the secondary dilution
lunnelll required. Introduction and
mcaeurement can be achieved by ellhp.r
~f the followlnll melhods:
(I) A PDP-type pump.nowlng fIItp.red
dilution .Ir .t a constant tempera lure
(71 :t:9' F (28 :t:II' C)) and prelsure
{atmospheric 18 acceptablel along with 8
gas meter or now Inatrllmentation fOf
mus determination. (See t 86.1320-86
Cor calibration apacIHcs.) The 8RS metf'r
or now Instrumenlallon 'hall be located
80 thot the Inlel Sill lelOPI'ralure
rpmalna conltant (71 ±9' I' (25 ±/I" CII.
(2) A choked critical now orlflca
flowing filt"red dilution IIlr. For ma ••
dl'termlnation a 8" P!lller or otlll'r
surface now Instru",entation I.
acceptable. (See i 111·132.0-36 for
calibrAt;on lpecifiCl., The 11118 met"r or
flow Ipltrumentatwn .h"1I be Ipcnled 00
thaI the inlet gos t(lmpcrAlllra ff'mnin.
conBlnnt (77 .t 9" F (25 ± S' CII.

1136 Fed.r.1 Rexi_ler
11"1 The prlm.ry filler holder .....U be
localed within 12.0 inch.. (1.5 em) of lhe
cllil of the 88condliry-diJulioa 11IIUlel.
(el The particuLate ....... ,...., .hlOlI
lJc located aufficieotly 4lataD1 frmn the
dilution IWlne! aD thai tile iDIet a"
It'mperalure i. _iDh'ined oon.IUlI
(±S' 1'(2.11' CII.
(H) The 8". meler DI Ilow _ the lIlinim.um lempeBlure allowed il
inllrumentalioa (if dottble-dil..uOll this
mellna the downat..-. devb) abaII be
localed lufficifllDUy ~... Irom &he
lunnel (eilher primal')' or --'*"YJ 80
Ih"l Ihe inlel 8111 Icmc>erlOlun remalDI
""mtllnt (:1. 5' I' (:1. 2.8· CII.
(II) c..uW/lUOUB He a.08uremenl
,)S/el1l. (il Theconlinuow HC _pIe
.' ),st"/11 'us "how" in Filum NtJIJ-3 or
NIJIJ-4) shal/be all "artlrflow caUiJrol101l
(or span) 1>-" (ypll .y.tem. In this IJ'/HI
of .·.Ien~ eAces••pan or calibrotion
!lus'splf/s out of lhe probe duiY1III
calibratioll of Ihe onalyzer.
(ii) No other a""lyz..... may draw a
Humpl" from the contlDUQu. IJC IIlIIlple
probe. line or ayatem.
(iii) The spaJI. calibration. or
hiJcJt.ground SItIIlple flow rale. into (he
slImple line ahaD be belween I11D and
210 percenl of Ihe HFID analyZ8I' flow
ratl!.
(IV I The spun. calibration or
hilckKruund gases shall enler lhe healed
silmple line DO farther than 4 Inche.
from Ihe CVS ducl or dilution luanel
oulsid" surface.
(v) The continuous hydrocarbon prob"
,hall be:
IA) InH\all"d in the primary dilution
'"nn.,1 facinl( upslroa81 al a poinl wh<U'c
the dilulion air and e .. h"uat lire well
lIIillCd (i.e. IIppro>.iIllHIt!ly 10 1lI1U1e1
"Ulillcte.. downstreH"1 01 the poinl
where thee>.huusl eulera the dilution
lunncl).
(81 Suffici,:ntly dlstanl (rodiaJly) from
IIlher prolo"t 80 8S 10 be free from the
II,/luenee of Illl)' wa~ea or eddo ...
prnducud by the olher probel.
le,II" .. t.,,1 und Insula led over the
,,"l1re lenglb 10 mainlain II 315' :i:;!O' t'
1191' :! II" CI wall lemper.lure. The
Iildial Ihiclo.neu of the insulation musl
be lit 1" .. >1 R inches. wbere
Il Ifill I ·2(r' where
I.. '1'h.·1"I1I ... 1 cUllliUClh.ll), of IIlsuluhns
m""'ndtllllu/hr ,..' F). nnd
f _ Ohl,..f ruJlu .. uf UIIIII:..lll .. h·J probe
(1I:,:hl ~J.
(Il) iJ.& III. (1 27 cm) minimum intide
,lldnwtl'!f.
(Ha •• Particulata)rest f'l
Ratio of Det wei&bt • • (Ka •• Particulate)T f'l
eat 1 tel'
- 69 -
I Vol. 46, No. 4 I Wednc"duy, JlloU8ry 7. 1981
lvilll ia h~lellded thatlhe lotal
hydrocllri»on probe be Iree from cold
IpolaliA. free from spols where Ihe
probe fIIOlJ tempera lure ia leu tilan 355"
F (180' C)).
(viiI The dilute e"hausl gOB flowillll in
Ihe lolal h),drolcarlJUI1 sample aYI"".
shall be:
(AI All7:;" .1:10' F (191' .1:6' c1
inunedi.Alely before Ihe beated filter.
Thl8808 temperalure will be dalelmlned
by a tempera lure aensor located .1 the
e"il of the bell ted sumple line. The
seutllll' ahaU have un accurucy and
precision of :1. 2· 1'( 1.1· Cl·
(8) al 17:;" j: 10· t' (191" ±tI· q
immedialely before I WID. 11111808
lemperalw-e will be determined by •
lemperalure ... naor loc .. ttld allhe exit of
Ihe "ated lample line. The lBOIIOI' shaU
ha ve an IIccuracy and precion. 01 :i: 2" F
(1.1· C).
(viiilll il intended \hat the dilule
exhaull g88 flowing in the 10101
hydt-ocarbon sam pia sy.tem be between
365' F and 385· F It85· C and 1111' C) 805
lemperalu",_
Ii,,) The responae time of Ihe
continuous meBluremenl syslem shall
be:
(All.S accond» hum an inaluntancou8
alep chllnse iiI Ihe probe entrance 10 Ill.
anal)';rer 10 within 115 percent of the .Iep
chlllljlo.
(8)5.5 second. Irum an inslantaneous
slep chlll18l1 al the enuance \0 the
sllmple probe or overnow aplln !lUi pori
10 withiD 95 percent of Ihe slep d\IIIlJ1C.
(C) t'or lbe purp"ae lIf verification of
...,Ipon..e time •. Ih" .tep change ab .. 11 be
III lellBt 80 percenl of fullscllio chari
d"ncclion.
(91 Optional conllnuOU81y Inte8l'aled
NO •. CO. and CO, meuuremeol Ayalam
(I) The somple prol'" shall:
(AI Be in Ihe Slime r","e liB Ihe
continuous IIC prohe, bUI shall be •
811fficienlly di.lunl fl,"h~lly) from otli,>r
probes so .. s to be free from the
innuences of Any wakes or eddies
produc.ed hy uther prohe •.
1/1) SiI,.1I fdCC upol...,,,m.
(C) 1"',,100 .. nd IIlsuilOled ov .... Ihe
"utire lel18th to pre"cnt wdlcr
cuooenBnhon, mllilmum telllperature I.
55C (IJI·F). SHIIII'I" ~(lS tt'mperlOwre
inHII"diutcly bdort' the first (ilter in th ..
"yslcm a1I1,lIllH Mt 1",,01 !>5"C (Ill "F).
1 tel'
+ (Haas Particulatt>a k
ac -up filter
I Propoaed Rules
Iii) The COntiDIJOUB NO .. CO. or Co.
sampling end _alYIII Iyalelll shell
conform to !he specu.calioos of 40 eFR
86, Subpart 0 with the foDowin&
e"ceplions and revisions:
(A) The ayalem cOJDpGneQ11 required
10 be hoalod by Subparl 0 need only be
heated to preveQt waler w.ndensstion.
ss'C (IJ1"F).
(8) The Iystem re.ponae ddincd in
§ 86.329-711IhaU be ng &rellier than 5.5
second •. Longer rcsponae time nwy be
allowed if anillysis ByalJ!m response
time is coordinated wilh CVS now
nUt;luatio.ns. is ~how.o to be equi\'ulent
to the 5.5 sccood system. and if prior
appruval itl granted by Ihe
Administratoc.
(CJ Altcrnulive NO. measuremcnt
techniQlW' outlined in I 86.346-79 arc
nol pel'll1il'led for NO.llleaaurem"nt In
this Subpart.
(0) AD al\sl)lti(;algases .hull conform
to the spoociflcatWna of § 86.1314-86.
CEI Any rUl\ie on II Iineur analyzer
below 155 ~JlRl .hall bllve and usc a
calibration elII'Ve c.onfonuingto
§ 86330-111.
(F) The me8Murcmelll accuracy
requirements specified in § 86.336-79 are
superaedp.d.by those specified in
§ 811.133&--86.
(iii) 'The chari denections of analyzers
witb nOlI-linear calibralion curves shall
be converted to concentralion villues by
the calibration clIrve(alspecified in
Subparl D (86.336-791 before fluw
correction (if uBcd) and 8ub8equenl
inlegrallon takes place.
(c) nllt!rB. por/feu/ole HumpJi/w·-II)
Fii/ar acceplance criteria. Valid diesel
particulale nel filter weights shall be
Hccepled accord.illllio the following
crilerla:
Ii) During the cold 6tarl phllse althe
be811)'-duly IrIiDaient cycle aoo IIgain
during Ule Iaol 111111 pbn .. of Ihe heavy-
tluly transienl qUe dolute nhallst will
he Simultaneously aampled by paired
primary lesl and back-up lest filters.
Iii) The baa.·up fill ... holder oili..11 be
loclOted 3 to 4 IDChe. Gownat","m of the
primary filler holder.
{iii) The net wel8hl of pllrtkulslC
IIllllerial collected on cuch prilllary lest
hlter and each buck-up leat filter shaU
be determined b}' Ihtl prQQCldure outlilled
In § OO.lSJIHJ5.
(iv) A ratio of 'wt weillht. will be
determined by th" follQwing furmul .. :
 - 70 -

Fed.ral R.... I.r / Vol. 46, No.4 / Wedncsday, January 7, 1981 I Proposed Rule. 1137

Iv) If Ihe rsl\o I. 8relller than 0.115.

Ih"'l pnrticulRtn emissions calculations
Rre bRsed on the net weight of the
primary filter only.
Ivi) If the ratio is les8 than 0.95, then
pnrticulAte ('missions calculations are
hllsed onth" combined net weights of
the bllck.up filter and the primary test
filter
12) The particulate filter must have a
minimum 70 mm diameter (60 mm stain
nren). Larger diam('ter OIters ore RI80
IIcceptahle. (Larger diRmeter niter. mRy
he deRirAble in order to reduce the
prr9~ur .. drop neroos the niter when
t.. "tin~ v,·hiel ... which produce IA"lIe
IImollnl. of pnrlieuIHt ... )
(3) Th .. recommpndcd minimum
lon<lin!! lin the 70 mm filter Is 5.3
milli~lUm". Equivalent loadll18s (Ie ..
mll""'"llIin ar .. A) lire recommended ror
lafQN f,llefR. For equivalency
""leulutinn. ;).-ume the 70 mm lOAd in!!
h". n IlO mm stllin diAmeter.
14) Fluorocarbon cORted IIln~. fibtor
fillers or nllorocArbon based
(rn"mbrnne) fillers arc required for
J'artir:ulotc collection.
14. fI. new § 86.1311-86 is addp.d nnd
n~ads:

§ 86.1311-1& £ahaust gas a"Blylle"

sYltem. CVS bag Ample.
(a) Schematic drowings. Figure N~7
is a ochemAtic drawing of the exhauI'
~"" analytical sys'em IIsed for an8IY7.in~
CVS bill! sam pi.,. from either /!asoline·
lu..rrd nr die.pl cnllin~ •. The achematic
nf Ihe hydroc"rbon Analysis train for
dic.el cnRlnes is .hown A8 pArt of Fillur"
NOt>-3 or NOH-4. Since VArioU8
confiRllflltions can produce occurate
,,'Sill,s. ""Act conformllnce with thl!
tlrowin!! i9 nol requirf'l\. AdditionAl
components slich RS instrnmr.nls. v8Ivp.~.
""I"noid9. pumps and switches mny be
u",,,1 to provide additionnl informalion
lInd cnordinntc the fundions of the
component systems.
BILLING COM 1580-11-11
 - 7l -

1831 .'ederal Keaietllr I Vul. 40. No.4 / WedllcHdllY. Junuury 7. 1961 I Ptopoled Rule.

OPEN TO ATMOSPHERE
FOR DIESEL HC ANALYSIS
SEE AQURE N8'·3 or N86·4
---- --------rI
...-_.rFU-'-e_L.....IAI~ I
I
HC I

HC
~--~~~~~.-QSPAN
GASeS
'---0

HIGH CO

CO 9
'---f~'l-.i(}o-o SPAN o
GASes u..
......- 0
~~~--------~i

TO
SAMPLE
BAG(S) co.

COl
SPAN
GASES

AIR
OR
COl
NO.

NO
SYMBOL LJ:GENO SPAN
GAses
[)l<J ""ow CONTI'IOL VALVE
"
~ 5eLEC710NVA.. Ve TO OUTSloe VENT

~ PAATlCUI..'TE FILTER

G PIJ/WP

Y FI.O'~"'lTli'l
FIGURE N86-7 EXHAUST GAS ANALYTICAL SYSTEM
e> PRESSURE ~uQ8
IR1 RECCACIII
 - 72 -

Federal R....ter I Vol. 46, No.4 I Wp.dncllday, January 1, 19111 I Proposed Rules 19:19

Ibl Major component description. The

anltlylit:1I1 1)lllem. Figure N1l6-7. consists
chamber in which tho particulate mte"
are condltloOl·d Rnd wllillhed shall be
..... -i
AsrN

fIf. nllIM Ionization detector 11'10) for

Ihe dlltrrmlnallon or hydrocarbons.
nondl.per.lve Inrrared anal)lzers \NDlR)
ror the detennlnaUon or carbon
monoxide and Cllrbon dlollide and a
maintained to within ± 10' F (8' C) of a
lei point bl'tween 88' ~' 12()" C) and 86' I'
(30° C) during all filler conditioning and
Cilter weighing.
~.

-
001"'4." .
erne.)
.-.rOft\lfl(s,
Ot:Jtg

Ot3'8
'0 'n

chemiluminescence analyzer ICll for the
.1I,lerminA\!on or oxldeB or nilrogon. A
heHted nllme lonlz8110n detector IHFID)
I. uoed (or the conlinuoul determination
of hydmcarbnn. from diesel engine •.
Flaure N86-3 or NOO-4.
The exhault gR~ analyltcal 9y.l~m
• hall cnnfonn 10 Ihe Collowlng
r~'quir('mpntl!l:
111 The CL rf'quires that the nitro!!en
di,,~idp. prea"nl in Ihe ""mple b"
c:\'n\'~rled to nllrlc oxide beCore
an"IY91~. Other typea of ftn8lyzer~ may
he ',',cd if shown 10 yield equivalenl
"·,,,lls nnd If approved In advance by
thl' Administrator.
(2) The carbon monoxide INDlR)
onol)l .."r mill' require 8 sampl"
conditioning column conta.lnlng CASO •.
or IndicHltng ,illca gel to remove water
vapor And containing alcarlte to remove
Cllrbon dioxide from the CO analY811
stream.
(i) If CO Instruments are u~ed which
Are essenlially free of CO. and wat .. r
vllpor inlerference. the use of the
conditioning column may be deleted.
ISee 186.1322-«1 and t 8O.1342~.)
(ii) A CO Inltrument will be
considered to be essenlially free or CO.
and water vapor Interference If itl
reepon ... 10 a mixture Df:l pel'C8nt CO.
In N. which has been bubbled through
wAIt~r a\ room temperature produces an
equivnlent CO responae. a, meaoured on
the 1I10,t sensitive CO range, whIch II
Ie •• thon 1 pen:ent of fullicale CO
concentration on ral18l!' above 300 PPI1\
full sCllle or leal thon 3 ppm on ral18l!s
below 300 ppm fullscsle. (See 186.1322-
88.)
Ie) AI!p.rnate analytical systems.
.-
(2) Humidity. Thf! relallve humidity of
the chamber In which Ihe!ar1lcuIRle
fillprs are condilioned an weighed
shall be maintained to within ±10
percenl or a 8et point between 30 and 70
percent during all filler condllionlnll and
filler weighing.
(3) The environment shall be free from
allY ambl"nt contHminntesl8uch ..
dU8t)lhot would sellle on Ihe parllculale
filters during thPolr stRhlllzalion. It II
required Ihllt two r.. fcrence filters
remain In the weighing room al olltiml'8.
and Ihalthese nlters be weighed lit the
beginning and end of each conditioning
period. If the weight of either or both of
theae two rderence nlters changes by
1I10re than ±1.0 percent of Ihe nominal
filter loading (a minimum of 5.3
milligrams, if possilJle) during Ihe
condllioning period. then all fIIte" In tha
proceSI of being stabilized should be
discarded, and any tests repealed. The
reference filters shall be changed at
leut once per month.
Ib) Microgram balance specifications.
The microgram balance used to
detennlne the weights of all filters .hall
have an accurucy lind a readability of
one microgram.
16. A nr.w '86.131:J-a6ls added and
reads •• follows,
,II. tl1:".. ,..,.. Ip¥CtfICII.......
(a) Gasoline. (11 Gasoline having the
following lpecificationl will be u.ed by
the Admlnl"lralor In exhaust eml.. lon
tUllng. Gasoline havinll the followlnll
lpeclficallonl or IUMtanUally
equivalent spaclRcallonl approved by
the Administrator, Ihall be uaed by the
manufacturer in ""hoult telling, except
"..C4<>'
I_I
,...,,1'" 1'1
(2) Gasoline representulive of
commercialg8Roline which will b"
generally availolJle throuRh relnil oul\"l~
shall be used In SCf\'icr nccllmulatlon .
For leaded gA"oline Ihe minimum I..Hd
con lent ,hall be 1.4 grllm. per 11.5.
gallon. except thaI where Ihe
Administrator determineR Ihnt vehidrl
reprelenled by a test v"hlde will Itf'
operqtl'd using gaBoline of dirfrrenl lend
content than thai prescribed In Ihis
paragraph, he may eOnAent in w rill nil to
use of 8 8s80llne wilh a differentlcad
content. The oclane raling or the
g880llne used shall be not hlghpr than
1.0 Research octane numbpr above the
minimum recommended by the
manufacturer and have a minimum
lensllivily of 7.5 octsne numbers, where
sensitivity i8 defined 01 the Res!!arch
octane number minus the Motor octane
number. The Reid Vapor Pressure of the
gasoline used shall be characteristic of
the molor fuel used during the Beason in
which the service accumulation lokrs
place.
(3) The specification range of the
lIaloline to be used under paragraph
. la}(2) of !hIe lecllon Ihall be reported In
accordance wlh ,ee.084-21Ib)(3).
(b) DieBel fuel. 11} The diesel fuels
employed for lesll08 shall be clean And
bright, with pout and cloud point.
adequate for operability. The dlp-8pl fuel
may contain nonmetalUc additives 01
followl: Cetane Improver, metal
deactivator, antioxiilant, dehazer.

l_
antlru,t, pour deprel8ant. dye, and
Analys;', system. meatlng the that the lead and octane 'paclficattonl dllperwanL '.
speclfiedtlons of 40 CPR 80, Subpart D
may be used ror teltlna !hIs Subpart IN)
with the "xcepllon of 1186.346-86 and
86.347--86. provided that the Subpart D
.ystems meet the speclficatlonl of Ihil
Subpnrt. H~8ted analyzers may be used
in Iheir hen ted configura lion.
-
-.0_-- -
_
do not apply.

Octoroo._
PII. f......'. r>I
us ......
..,
........ _... ..
~

Id) Othf'r anolyrers and eqUipment.
• f ' 01JO.O.05
(2) Dle.l Fuel meeting the followlnll
lpeciflcatlonl. or subltanllally
equivalent epeclncatlonl approved hy
the Acbnlnlltrator, 8hall be used in
exhault emllSlons teBting. The grAde of
dlelel Fuel recommended by the ensine
manufacturer commercially dellgnated
~- lOP. ·F... ........ 011. n-oe n-oe ... "Tyr.:: 1-0" or'7ype 2-D" grade

"'-- ---
Olh~r tV!"" of IInalyzers and equipment , .... t:t5

00_-
011 '2')-1)5 dlelel uel shall be uled.

f_
mHV !'V lI,ed If .hown to yield T.

equl "Rlpnt reoul19 and If apPJ'Qved In "" -..no

....
_1- -
• "F.
__ ASTW r",. 1-0
''''' 1-0
a<ivlH1("l' by the Administrator.
3~

-----~.------. ----~

-.-
011 3OO-32!I

--
15. A new § 116.1 312-M Is odded Hnd T. .:-. De" 48-54 .2'-50
'f!
••• •••
....
[P,
rt'lld. as follows: ~-
lIP "F. Doe 330-:180 »40-_
0'_ 0'0 1Q.,.,..... ..-..l
10·f.
__
Doe 31'0-430
• 86.1312.... Weighing dIMIber Cor rvom}
MIl mIcorg__ IIooI8nce ..,.ctfICIIllona. _r>I .0. 0- Doe .. '0·"'" .'0 ·540
(a) limbit'nt conditions.-(1) us SJIIIOn
IM'...
'''-1' .. ron I1-U • 7-1.'
"F

r~ntPf'rot"N'. The tempera lure of the

 - 73 -

tMO .'ederal Reglatar I Vol. 46. No.4 I WedncfldliY. January 7. 1981 I Propoaed Rule.

..... A$''''
-
Typ.8 1-0
---------.
''/POl-{) (b) Ca_ for the hydrocarbon calibration. tlae following <:8libration.
analyzer .haU be lingle Llend. of and checb Hall be perfurraed:
'i() p .... ct-nl "...,,1. D80 460-~10 ~IO
propaa. ultns air as lbe diluent. (11 Check .... olrid.. of nitrofl8n
leI c._ for dae NO, anlllyzer shall
f
IP I 500- &60 -.-, converter efftdeacy. and:
'.'oil\l'Iy API
lu'.&l s,..hJf,
"'"'
(J..'lijl
{lIn Uf O~.(J20
""." )3-l1
02..0'
be linale blenda of NO named I I NO, IZ) I'Ierforma CVS 'YII'flIlI verification.
~(; ...nl 0...." with a max,mum NO, concentratl~ of 5 (d) The CVS posittw dieplacement
t-t/dwt:wbon percent of tlte aominal vallie uailla pump or aiticalliow venturi ebaU lit

,''.,
""""""'"
-. _.
nll. . .n a. the dduen\. calibrated Iollowtnc InitielllUltaUation.
..."""
.......
luun lo1thca. OIJa'

OIJU,
1/i1

", Id) Fuet for the flO shall be a blend bf

40±2 perce_ hydrasen with Ihe balance
major maiiltellanOll or a. weoesSIII)I
wilen iDlicated b, the CVS system
ClIonhno t.t.. ludium. The lIIixtute ah&ll conlain verificalioft (deecribed in 186,lSl~).
• 1II~lf.UI1I. -F 0lOI . 120 130 1_ tIaaD 1 ppm eqlllval_t carbon (e) Sa .... oonditi0nin8 columns. if
In .. ww-'\,l.
....... .-..
-
" 11j.O>1I1, re.ponse. 96 10 100 percent hydrogen uscd in the CO analyzer train. should be
c--. fuallllllY be ned with adVaDCl8 approval checked lit e frequency consistent wilh

.(..........
' of 1M AcImlaI.lI'alOr. observed column life or when Ihe
(., 11ae &llowabie &erg lIal (air or Indicalor of the column padilla bqin •
nilrc:lpnllJDpuriq OOIIConlletlOllI ,baU to shGW deterioration.
:II Dicoel fuel mc"hna Ih. followina nol exceed t ppm equiYMleQI ~ 20. A new 118.1~11-861. added and
hpl:GlfiGulionH. or lubshmtian,
rupoo... t ppm c:uboO monOKide. (tot re.erved III follows:
!!tluivulenl specilicaJloQ. approvad b)'
lh" Admini¥lrulor. shan be uaed iD poroenll<lOO ppm) carbon dioxide ud
§H.ll'~ . . . . . II\MJ
0.1 JIPID IIitric oa.ida .
• "rvicc accuulUlalio!'. " . ..... d. or 2t_ A uw • _~. added and
(1)1&) ''z--,...cl. air" Include.
d",.d fuul recommended by the eoa1oe reads III followa:
mdnuf,,(:lurer. commerclallr de.......ed ertlflci&l "all" COIIa.ling of a bltmd of
i1b "Type 1-D" or "Type Z-Ir .-de
nilftlteD aDd o~.n wilh OX18e8 § H.131..... EngIne dW,,.sNII."r a~
wncenlraUona beI ... _ 18 Bod ZI IDol.

-
d'CHI,1 fuel .h•• 11 be uleel. caIIIII'8.....
percent.
lei The engine flywheellOrque aDd

-- ---
ASTIII T .... l...() 'ypo2-O
(2) CallbNt&o.n 8 - ahall be enaine speed _ _meol trenaducers
{"l.tf~(~
110 _ _ _ _
tlMi"d:IIun'",
DIll
006 .
..... traceable 10 wllbin 1 percent of NBS lIa.
ItunMnU. Ql olhar ga' .llIndarda which
have beeo approvlld by the
shall be calibrated alle8lt once each
monlh wilh the calibration equipmenl
, described iD 1 •. 13011-86.
..... ......, Admlniltrator.

t-_
\ ,'.only
'<)\aI s.,.lh.... pel'lAWll
0 .... '
LJ119
02W2
Of
31-41

••
'0'" 01
(3) Sp1olJl1l1l8e. ,h .. D !... al:curule 10
within Z pen:anl of tru8 concentration.
(b) The eosine fI)'Wbeellorq\18 and
speed fe.dba.ck aigMlabaU be
cillibraled atlaeat once eadl monlh_

,-
,............
tl."~. F 014
oIlIo(;OiIt'r 04S!.
(41 Olher pci!'ul"ulII d,.11&16 f....1&
may be u... d for le.linl and 86",,08
ilccumulatiun pruvided they are:
(II Cummcn:illlly nailable;
(Ii) Informali"n. acceplable 10 lb.
Admin'llralor. I. pruvid"d 10 .how Ihlll
(Jllly Ihe deH'lIll<lled fuel would be u••d
III ~u8IoDu:r Ben'ice:
(iii) Use of a fud hiled under
l'"ragraphl{b){Z)and (bIl3) of tbia
"'<.Iion would have a delrimental effecl
011 emi.sions or dUl'llbilily:
(1\') Wrillen 81>proval froID tha
,I\d",inlslrllior of Ihe f""llpacifications
IIIl10' be provided prior 10 Ihe start of
1""flllg.
{51 The "p"df,,:ullon raor,!!,' of Ihe fuel.
, .. I", u.,,<1 under purllgrll"h. (b)(:.!I.
IbllJI. 'lOd (bH"1 of Ihi. &ucli"n .hllU be
1 "!,orl,,d ill [H.cordanoe wllh 186.U1!4-
.: II" 11:11
17 A 1l,'W ~ b6 1.1 14-&1 I. IIt"l~d ~nd
I t'.td!. d;'" 'ullu~u,
~ 86.1J 14.... Analytical gaM"
I,,) , ;".eH fur II", CO ilnd CO,
'"I.d~ ''''. ah .. 11 b" 8illill blclld. of CO
~llld CO. reSpt·(:II\.t:ly
Iht, diluent
.31 where lrue concantrliUon rcflll'll 10 NBS
•,..a, ,....... saa .tandarda. or other g\l8 slandarda
which have been IIppnlv..d by the
Admlnlolrlltor.
(s) The lise of proportioning and
precision blending davlc.,. to obtain the
required gu t:uncentralion. i...liowilbl&
provided their UBC hal !...cn IIpproved in
advance by Ihe Admini.tralor.
tl. A new 86.131S-88 Is added and
relerved al follows:
I H.131.... ,R","'"I
111. A Bew 116.131&-.l1lI i. lidded aad
r"ada a. followw:
§ H.13 16-.. Callbrallona; frequencwand
oYetVlew_
(a) Cllhbrllllonl &hllll be performed a.
Ipedfied in II 86.1318-4l6thruullh
8Il.132~.
(b) AI IeIlSI monthly or after any
muilltenance whit:h could IIl1er
cdlibrlllion, Ihe foll(}willll u.hbrllliun.
lind chedts 8hull be perfurmed:
(1) C"librulc lhe hydrot:arbon
.wulyzer. Lurhon d",,,id .. Itnulyzer.
r.l"son mono"id.. IIn.l)zl'r. lind oxide.
of nilr08"n lIu.. l),z"r.
(2) Calihrutl! Ih" "1111"'" d)'fuunomilier
nywheellOrljuu lind .pced mtl"luremlml
IrunaJucl!r •.
usinS J1,troHcn tl8 (3) Clllibral" Iho Cllilill" nywhuel
lorque and speed ft!t!dbll(:k signal •.
(e) Allea.1 wl!d..!y or afll,r !lny
mainlenanUl whit:h (:ould ullt,r
(c) Oilier ensIoe dynalllOmeler system
calibration. maU be performed 88
dictated by 100d l!I\Iineerioa practice
and maaufaelww·. recommendations.
(dl When caJlbr!l11na the engine
flr-meallorque traneducer. any lever
arm u¥ed 10 CODvert a wei&bl or a force
throUjlh a dlslaace into a Iorque shall be
used in a boriaonl8l POSitiOD I ±6
dcsree.).
(e) Cllbbraled re.ialors may nol btl
used ror eJ1Ilne flywheel lorque
Iransducer ulJbratlon. bul may be us"d
10 "pun Ihe Iranaducer prior to engine
I~stlng.
22. A new 1 88.t311H18 is added .. nd
reada al rollowa:
t ... 13'.... eva calibration.
(al Th. evs I, calibrllled usillg lin
uccurale flowmeler and reslriclor valve.
The ~11 libra led accuracy of the
fl"wmelor ,hall be traceable 10 the
National Bureau of Standards 10 wllhln
1 percenl of the true flow value. (Nole:
III no caae alaould an IIpalream acreen or
other re&trictioo which Clin effect Ihe
flu", b" used ah-d of the flowmelcr
unle.8 caUbralad throughoul the flow
rUlI1I8 with luch !l device.) The evs
calibrallon procedure. are designed for
Ule of II "meter\ns venlurl" type
flowmeler. Properly calibrated large
rudius or ASME now nonels 8re
considered equlvalenl if trocellble 10
 - 74 -

F.......... a., I Vol. • No. .. I WednelCl.)'. I......, 7. 1811 I PrapcIMd Rule. 1141

NBS measurements. Other measurement the dala point. 10 be Icatlerl'd. Gradual

~v.tcms may be u.ed If Ihown to be changea In temperature are Hcceptable
equivalent under the talt conditions In al long .. they occur over 0 period of
Ihis action and if approved by the leveral mlnule•. )
Administrator. Meuurements of the (iii) All connection. bel ween the
vArioUI nowmeter paremeters ere nowmeler and the CVS pump IIIIISI be
recorded and related to now through the absolutely void of any leakage.
CVS. Procpdures used by EPA for both (31 Durlna an exhaust emission t8llt
PDP- and CFV-CVS', are outlined the mealurement of these 18m, pump
helow. Olher procedures yielding pare meters enables Ihe user to calculale
equivalent reBultB may be uBed If the flow rate from the calibration
Approved in advance by the equation.
Administrator. (41 Connect a .y.tem al .hown in
(bl After Ihe calibration curve hal filure N88-3. Although particular typel
been obtained. verificAtion of the entire of equipment are shown. other
.y,lem may be performed by InJecting II configurations Ihal yield equlvall'nl
known maoa of g88 into Ihe sy.tem and ratlults may be uaed if approved in
~ompRrin~ the rna .. indicated by the advance by the Administrator. For the
.y~lem 10 Ihe tnle ma.s InJected. An Iystem indicated. the following data
indiCAted error doe. not necea.erily with given accuracy are required:
nWlln thai Ihe calibration i. wrong. since ....L_CODE_ ......
olhpr faclor. can Innuence the
"n:mancy of the .ystem. e.s. analyzer
c;,jibrllllon or HC hangup. A verification
procedure Is found In pafagraph (e) of
Ihls .eclion.
(c) PDP colibrotion. (I) The following
calihration procedure outline. the
equlpm"nl. the test conftauretlon. end
Ihe various parameters which must be
measured to establish the now rate of
the CVS pump.
(I) All the parameters relaled to Ihe
pump are simultaneously me..ured with
the parameters relaled to a nowmeter
which I. connected in .erlee wllh the
pump.
(II) The calculaled now rele £ll/mln .•
(al pump Inlel absolute prellure and
t"mperaturel eRn then be plotted versus
a correlfllion function which I. the value
of II apecmc combination of pump
porame!e,..
(iiil The IIneaf equation which relate.
Ihe pump now and tha correia lion
function Is Ihen determined.
(iv) In Ihe evenl thaI a CVS hal a
mulliple speed drive. a calibration for
each range used musl be performed.
(21 This calibration procedure Is baled
on the measurement of Ihe ab.olute
vulues of the pump lind flowmeter
parumetpl"1I thllt relate the now rate at
each point. Three conditions mU8t be
mAj,ltulned to ',"Rure the acclIl"3cy and
Intellrlty of the calibrallon curve:
(i I The pump pressure, should be
mPRsured nttaps on the pump ralher
thlln at the external piping on the pump
Inlet lind outlet. (Pressure tap. thai are
mounted at the top center and bollon
center of the pump drive headplate ari!
o"posed 10 Ihe RctUAI pump cavity
pres,ure. and therefore renectlhe
ab80lule pressure differentiall.)
(ii) Thl! tempera lure ,Iabllily must be
maintulned during calibrRtion.
(Flnwmctel"1l are sensitive 10 Inlel
h-mpI'rllture o.dilations which CAuse
 H20 MANOMETER VP
VARIABLE FLOW
RESTAICTOR
i
METERING
VENTURI

i..e.
THERMOMETER SURGE i
I
TEMPERATURE
INDICATOR
CONTROL
VALVE -
c:
~
$
REVOWTIONS N
SECONDS t
MANOMETER
.-
~
......
~ \J1

t•
C.
III

-=
~
III

FIGURE N86-8 - PDP-CVS CALIBRATION CONFIGURATION

S
..u.. _ _ _ ...
:"

-
!

,
 - 76 -

Federal R....ter I Vol. 46. No.4 I Wednesday. January 7. 1981 I Proposed Rules 1M3

AP,II!!'Th~ prP,lIlure dirrr.rrnti;11 from pllmp

Inlel to pump outirl, In. "" (kl'lI)
-p.-p,
'~al'1C@"
P.EAh,llOlute pump outlel pr''''"urr, in IIIit
a ... nmetrie pre~. ~ P, .. "t "'Pol .. Of In Ht f t 034 U'••
(ltPal
AmbMtnI ~.ture T. "rq t 5 r« .~·C) -1'.+ I'PO ISp. Gr./13.S71 'u, SI "nil •.
AillompMaturt> tnlO Stv .. £T' 'F rc, t 50 F(' a'c, 1'. ',1'. + PPO
fIt. .___ drop ~ srv ..,... ..-.t throat . eOl' .. H,o",,,,,, , 011 In H.O t!. 0'2' kJII.'
Aft 1~I"u,e a' CVS pump . . . ,.. PTO 'F rC) (d) CFV ClIlibrulion (1) CI. 10 I.", 11110 of
Pt~ ~!'Iion .. CVS pwmp"'" ..... ...... to ...,
'5F"I*21C,
.. 05." fluid 4 t 0" "Pa• Ihe CFV I. hned upon Ihe nnw .. qullli,,"

-
~IC gr.......,. of~.. IIuId ('.75 OIl) SpO
"'.. , ...... hHd ., CVS .,......., ou&It .. PPO Ir\. IUd "PII • 05 If'! fluid f .. 01' 'PII for a critical venlurl. GIIO now i. n
A. T~.h.Itt!o al CVS pump outlet Copttonal) PtO 'Frq functioa of inlel p'''~Rllr'' nnd
Pun"" ,~~ durtng
'Of '"'
f 18f1"...-d f1mfI
I'"
"...1Od
,...
~ N
..
• 5 F tt 21'q
.. ,RMI'
• OS,
temperoture:

(5) Arrer Ihe sYllem has been n =' Pump Ipf!ed in revolution. JWr minute.
connecled 89 .boWD In Figure N88-8, lei T. Pump Inlpl lemperalure R(K)
Ihp vnrlHblr restrict or In the wide opl'n P-PTlt _fR). nr r P11+ 273 (,K)
"~ Ahtmlnle pump InlP! pro' ....... In. IIA
1"",llon und run the CVS pump For 20 IkPH)
mioul/". Rpcord the collbration dAIH. P~ I' -1'1'1 lSI'. (;,/13,57) fn' SI tlni ••.
1111 Resel Ihe r!'strlctor valve 10 R more p. =- Il" ._. PPI
r.. , tricled condition In an incremenl of Wh.",:
Wh.,r:
pu"'p Inlet depression thlll will yield A P._botromelric p,e •• u,•. la. IIR (kl'a). Q.=now.
K.,-calibratiun c()I'(fir:il:nt.
mioimum of six data points for tbe lolal !'PI E Pump Inlpt rlrprc •• lon. In. nuld Ikl'AI. p; .b,olul. p,.... urP.
calihralion. Allow the syslem 10 Sr. Gr.::.- Sprdfir. Rru\·ity 01 mnnomrtrr T _ Rh.olute temprrnturA',
Rlnhilize for 3 minutes Dnd repeAl Ihe nuid rt·lnli\'~ to wHh'r.
dalll Rcqulsltion. liii) Th~ corr.,)ation functlon at ench
The calibration procedure describ~d
b .. low estnblishes Ihe valu .. of Ihe
(7) Dolo onolysis: II) The air flow rule. lesl point ,. then calcuhtted from the
calibration coeHicient al m .. nRured
QR. al eoch lell point Is calculaled in calihrAlion dltla.
values of pressure. lemp<'h.tum and nir
.llIndord cubic fel'l per minule (88" F. now.
2~.q2"HG) from Ihe flowmeter dala
• .!.L\ '!a
11: (2) The monafuelurer's recolnlllf!ndf'd
U"inllihe mAnufRclurer's presr:rlbl!d o
p procedure IlhaD be followed for
m!'lhod.
(ii) The air now rail' Is Ihl'n COII"f'rt .. d
to pump now. v•. in cubic feel per WhrfP:
• calibrntinR electronic portions of the
CFV.
(3) Meulurem .. nls neCf's.nry for flow
r('volution 81 HbAolute pump Inlet x. "":; correlation runction. calibration are as follows:
"''''perAlure Rnd prl'RSure.
c•• allan 0.11 ......."."'4"."'",.

..- _,-
t
-----------_._--_
v -!. z 29.92
...... _.odI ...

- ..... p.
o "-28 Pp _ _ _ Si'V _ _ _
...... .. ""LPoI .. ± .01 In Hg, t ,034 tiP••

..'....................... ~ fCl .......

(TI • SO· F ( '.Ie c)
EDI' .. H,o fId'oI.. .• :t.05in H,o (t".Ot2 tiP.,
av ..... ...,......".
_ . _ .. _ ...... 7B00ll
....
Q,

T.
F.It"*, (mJ,"*,)
.. IoodttoPol
~fCI.
.. _ Y.5'
.~. l' 05 In
._;t5·F.:+~CJ.
,...... ( ...Gn "P8t
WI"·,,,: SpClt
V,," Pump now, fI'/revolution Im,/
rl"volutionlot Til' p.,
Q,- MeIer HI, now mle In olanddtd r.ublr. 14) Sel up equipmtmt at thown In Fi/lW'll N8&-9 and check for leaks. Any I"aks
ft!(lt per mlnut.,. ItlsndArd condUionlt an! between Ihe now measuril1ll device. and the criticRI Yenturi will seriously now
flO' F. 29,92 in. H~ 120" C. 101,3 "I'll). affecl Ihe Accuracy
_"-COOI. _ _ of Ihe calibration.
 ...
VARIABLE FLOW !
H,o MANOMETER RESTRICTOR, ' .....
VP SAMPLER DUCT
"1\
METERING VENTURI SURGe' CONTROL
VALVE
l-
i.
/

THERMOMETER
CYClONIC
f-
<
SEPARATOR
(OPTIONAL) ~
$
zp

-•
~
CD
~
.....
.....
::s
It
•~
-
':C
CD
::s
!,
~

!
-
IUa. CODe
FIGURE NB6-9 - CFV-CVS CALIBRAnON CONFIGURAnON
--.e
{
"Eo
I
 - 78 -

, ...... a........ I Vol. 46. No. 4 I Wedne.dIlY. ,uUIII'J 1. 1911 I Pwopoeed hie. tM5

(6) Set the variable now restrictor to

the open position. Itart the blower. and
allow the system to stabilize, Record
data from IIlIlnltroments.
(8) Vary the now restrictor and mak"
Ht least 8 rendl1l81 acroll the crltlcHI
now rHnll" of the venturi.
(1) Data ano/ysis. The data recorm-d
durlll8 thl' calibration are to be ule in
the followlnll calculation.:
(I) The air now rate. Q. at each test
point il calculated In ,tanllen! cobic feet
per minute from the now meier data
uRlnll the Rlunufncturer'l pralCribed
method.
(II) Calculate values of tha calibrAtion
coefficient for each teat point

q rr
• .:I~_".;.
p
.,
Where:
Q. = Plow rale In slandard ""bll: rrel per
minula•• I"ndard condition. In! 88'F.
29.9Z I... H3120'C, JOU "Pa,.
T.= Temperalu", 81 vlnluri Inlel. RIK,.
I', =Pn!w ...... at venlurl"""t. mmlllllkPa,.
=P.,PI'I (!II'. Gr./13.57)'
ror SI "nlto: p,e 1'.- PI'!
Wb"",,
PJlI ~ Venlurl Inlel prea"..... d ..pre..ion. in.
fluid IkPa,.
Sp. Gr. a Sprcific sravlly ." mallOmpl",
fluid. ",Iallve 10 walPl'.
(iii) Piol K, 88 a functioa of nnluri
inlet prcsaure. For BOniC Row, K. will
have H relAtively conatanl vallie. AI
prcsRure dl!creoses(vacuam Increoses).
Ihe venturi becomes unchoked and K.
decrense •. See Figuree N16-10
"LLINO COllI • __ _
 - 79 -

1_ , ............. I VoL ... No." I Wednelday. January 'I. 1881 I P:po::cI R.....

(!}
-
Z
~
0
,...... ::c
()
0N
. --
J: ~
"'-( 0
..J
Z u..
0
-enen 0-Z
w 0
C!l a: Cf)
a..
~W w I0
~CJ C
,....
a:~ I-
W I
Wa:
c.. ...J
\.D
CO
0 -
Z Z
w
a:
::::>
-u..
~

II
~ I

federal ResJal.r I Vol. 46. No.4 I Wedn!:'Rd_),. IIInUltr)l 7. 11181 I PropoBed Rule.
It. ) Ipr il minimum of A points in !lIP
rt Ilkal r..,.~ion cukulntc anf"avcraJ,W K,
al,,1 I~" "I"nllnrd dc\·illtinn.
I"} II I~" ,Ianunrd devialion excl'pd~
OJ I"'r""nl 01 Ihe n\''''''!!P 1<, lake
rOflPt.ti\p adinn.
Ie} C\'S .<yslt'lI1 ,·cl'ifiC:Clliol1. The
fp1lowin1l. ")!ravimetril:" 1('chni'lu(' (:on
h,' 110".1 In \ prifiy Ihlll the CVS and
Ilna!yticill instrunlents CArl oc-curalol),
mt'a .• ltrt~ a ma~~ of ~ns that ha. h('(m
inj"rl"d in'" Ihe sysillm. (Verification
Citll nl~o 11f' nrcompliAhcd hy conalanl
nnw ml'll'rin" u~Ir'" crilicAI now orifj""
d(·\'in'~"
I') Ohillin n slIlAIl cylinder Ihal h.1Q
b,'rn ')"',,:,·d wllh pur.' propAne or
( 'rhl1n IllnflH''(it.if. BHS tC811lion--r.nrbon
mOIl.,,!d,' !~l poisonou:t).
In Il'''",minp II ref!!renee cylintl!!r
"PI~hl 10 Ih" n"lIrest 0.01 lImmg.
P) (lperal .. Ihe CVS III Ihe normlll
'1'+lrIlH'r ,'Hld rt'iNlflP. It qunntity of pure
r'rop.IIlt' I1r rnrhnn monoxide Into the
".\ 911'", -iuring Ihe !Amplin" peri,ld
(I1pprIJ"IIIIt\"ly 5 minul~91.
(4) Thl' <"Icul"tions of, 86.1342-118
nrp rl'rformf'd in Ihe normal way excepl
;;, Ih.· CIIS" of I'roI'8ne. The <'cnsily of
prol'nnIl117.56 g/Ft'/carbon atom (0.8201
k~/m'/c~rbon Dlom)) is used In place of
!hll density of e"hnusl hydrocarbons. In
Ilw 1;1(91) of cArbnn monoxide. Ihe
d"I1Rily of 3297 girt' (1.164 kR/m'l Is
u.'l'd.
1511'1". IIr1l\'lmeiric mnS8 I, .uhlraclcd
frum II", CVS measured mo •• lind Ihen
d;vlcll'd hy the gra"lmctric man 10
,h'lnminl' th,> percent OCCU,IlCY of th ..
1'lVAIf'lIl.
lro) (:",,01 "!lginPNlng practice requi"',
Ih"t "", ,'.","" for any di.ctrpanc)'
w""ll'r Ihlln :t2 p.. ru'nl musl he found
;llld cUITPr·!ed.
~:\ /\ nt'''' § 1\(\.1:120-00 Is added nnd
r,'adt-l 1I:'\ follows:
§ e8.1320-88 0 .. meter Of now
Instrum'POtAllon calibration. pllrt\cvlat.
m.8!J.urement.
S"mpli"~ for parlir:ulnlc emissions
"''111in'' th" use of gns melers or now
inO:lrlII1U'nl;ltilln to dt!!flrmine now
Ihrnll~h Ihe parliculol .. fillprs. This
ifl~truIlH'nl ~hall rl~r:ei\'e initial and
pt'ril,dll f..dihralions liS follows:
(,,)(1, 1".lalla sli'!HI.".d nir now
m".'SL!l'I'n\f~llt device (stich us laminar
nllw 1'1,· II". nI) IIp,tr.'IIm of Ihe
ill'l. '''" .. ,,: This 'Iandard devicl' shllll
liWW,!'l1' .1;1 Oow Itt stnndRrd conditions.
Slul1,(.'rd: .,,,diliol1' lire d"r;ned III !I8'F
120 CI :.fld ~~, !I:~ inr~"s of ml'rcury (101.:1
liP" I. ,\ n I1ielll fl,lIv o! ifice. a bellmoulh
n07.;rlt· dr H I.lmin:lr now 1~lpmcnl is
re"omml'n,lt-d as Ihe .Innd"rd (Ievicl'.
(ZI FIliI\' ;,;r Ihrollllh Ihl' cillihrnlilln
aystt-m ul 'h~ sample now rale ust.·d rUf
parli. ,.I"t .. I"slin" and Illlhft
- 80 -
baekpl'f'II.urn "'hleh occurs dnrinllihe
RAml'Ie Il'aI.
(3) When Ihe Ip.mp"fll'",. nnd
pr .... ure In Ihe R~'8Iem have .I.. billzed.
mrnaure the MilS mp.let' indkuled volume
of Ihe ins'rum{'nt oyp.r II tlmll period of
al ','asl 5 minules IInll unlil a now
,,,Ium.> of 8111'A81 ± 1 p.'rr:"nl accu"tC~'
can he d!,trrminrd hy Ihe .I"ndllrd
device. Rtcord Ihe Itohili7.ed air
lemperalo,. and prPllure uplt,..."m of
Ihe inatnmtenland III required for th,.
siandard cleviep-.
(4) Calc"I"I .. lIir now al slandllfd
conditions U8 ml'".ur,," hV bolh ,,,-
standurd device And Ihe inslrument.
(5) RepeAllh" rorner.dUF'" of
parAgrnphs (hllhrollllh (01 ahov!! osi""
nnw rnlt·s which IIr.. 10 ppn;PlJI above
Ihe numinal 9Amplinll now tRle lind 10
p"reenl below thl' nominol."mpllllll
now rale.
(61 If th.. Hir now al slnnd.",1
conditions meAsured h" Ihe iMtrumenf
difTers bl' more thAn ::I: 1 petT.f!IIl from
the ,tanderd me".ure ....."1 01 any of Ihl!
Ihree me".ured now rHte •. Ihen B
corTeCIkm shall be mlldr. hy eltber of the
follOWing two methods:
Ii) MechRnlcally adluslthe In~trallH!llt
so Ihal " "srees within 1 pen;enl of lhe
slllndard mpa.uremenl althe thN!f!
specified now ralc8, or
(ii) Develop _ cOnllnuous be.1 fil
calibratiun curve for Ihe instrument (a.
a funellon of the slandArd device Onw
",,,asaremenl) from Ihe three calibrali<lll
pointe that repre1lt!nll Ihe data to within
t perunt al all poinls 10 delennine
COrl'tCled flow.
Ihl Other Bys/em8. A b!!ll pronf may
be uR.·,llo r.lllihrule Ihe InAlruml'nt if lhe
procedure outlinl'd in ANSI BI09.1-1973
is IIs.. d. !'tior appro",,1 by Ihl!
Adminisln.lllr I. nol rl'lfuirp" 10 URe Ihe
b..11 pro ...'r.
24. A new 100.1321-86 i. ",Id"d and
rpads 118 follows:
§ • . t321-18 Hydtocar1Mln analyzer
c:albrallon.
The FID hydrocArhon "nltll'zer shull
rpcei"" Ihl! follnwin" iniliul "n" periodic
calihrnlion. The I WID shnll be oprrllll'd
10 A 81'1 poinl ::!: 10> F (~: 5.5" C) helween
.1(1.1 !Ind 385" F (165 lind 197' C).
I") huliol nnd periodic optimizalion of
delpclor rc.pon~l'. Prior 10 II.
inlroduclion Inlo ."n·ke nnd Itl Il'a.1
Annuallv Ihe"'afler Ihe FlO hydrocarhon
"nillyz,:r shall b" "dju.led fur optimum
h~ tirocarhon rps!,,,n.,,. AIIf'rnllIC
nwlho"ft yil'ldin!l "quivul"nl re5ult8 mAy
hp "",d. if "pprovpd in ,,,h'Rnee hy Ihe
A<lnlinislratnr.
(1) Follow Ihe mnnufadllrer·.
inslru"tions for Initial inAlruml'nl slRrt·
up Rnd hasil: 0p,'rillin!! udlu91ml'nl IIsinM
1917
th" "I'Propri"le furl (.,." tAlI 1:114· !III)
nnd Ef'l'o·"",d.. /l1F.
(21 Optimize on Ihe mu.1 commlln
ope"'tinM r"nIlP .. lnlrOlhw" in/nih ..
anal)·7.er. a prop""" in IIir mi,lurr. wilh
a pruponl! "oncenlrnlioo "ljllal 10
npprn.<imah,ly lit), .• of Ih" mo,,1 rllmmnn
op.. ralinll r8nt!8.
(3) Onl' of tho foUo,.,;n)( p"' .... dur p 5 is
"'(Iuired for ~'ID CIt' IIFIO 1l1"lIn iz.ltilln.
Iii The pnx:t"dures onllillf'J ill Sod,·I.y
of Automotive i:llJineel'!lISAF.) pill",r
No. n0141. "Oplhnizution of Flame
Ionization D"ll!ctor lor Uelerminulio" uf
lfydF'OCllrboos in Diluled AUlomohile
F."hausl": author. GI"nn O. Rp.Lh~l!.
liil The II.. IU optimizalion proc"dure!
olltlined in 4Q CFR 86. Suhll.trl D.
(iiiIA!temale pmcedUfIl. arr alluwpd,
If approycd In "dvancl' by Ih ..
AciminialralOl'.
(41 Aflcr the optimum now r.. le. hA\e
been dp.lermined. Ihey an, rer.ord.·d f.1f
fulure refp.r('nce.
(b) Initial and periodiC culibration.
Prior 10 ita Inlroduction Inlo !lCf\ice and
monthly Ihereafter the FID 01' I !FlO
hydrocarbon analyzer .hall be
calibrated on all nonnally used
Instrumenl rAngl's. Use Ihe 8ume now
rale a. when analyzinll samples.
(11 Ad/usl anulyzer 10 optini;!..,
performance.
1%1 Zero the hydrocarbon anRlyzer
with zero-grade nir.
25. A new t 86.1322-88 i8 add.. d and
reAds a, follows:
• 111.1322.... CartJon _ _ Ide aMlyz...
calibration.
Tb .. NDIR carhon monoxide :lO.,lyzrr
shall receive the 'ollowillll inilial nn"
periodic calibmliona:
(oj 'nillal and periodic Inlerf('r~ncr.
check. !'tior to It, Inlrodllction inlo
service lind annually Ihrrenffrr Ihl'!
NOIR carbon monoxide anah7.rr shllll
bl! checlwd ror respOt1ft 10 ":d fI'r ""por
nnd CO.: .
III Follow the manufacture",
Inslruction. for in-'rumenl 9111r1'1I1' Ami
opera lion. Adjust lhe Rnalyzer 10
oplimlze performance on thl' mool
sl'nsitiYe rRnle 10 be lI.cd.
(Z) uro Ihe r:arbon mono;d ....
Analyzer with eillwr IIPro·l!rt,d.. lIir or
zp.ro1frnde nlfrot!en.
(3) Buhble a mixlure of 3 p"",,'nl CO.
in N. throush water at toOlII trml"'ralure
and record _Iyzer ""pons'!.
14) An analyzer resJlOll'" ..r more Ihan
1 percenl of fun Kale for '"1"11'" HboY4!
300 PPIII fuU acale or mor ... ha" 3 ppm
on ranI!" below 300 pJllJI full 81".. 10 will
require conecllve ItCtIoa. I"'"'of
conditionlnll coIUlllnl II 0fI4! forlll of
corrective action which lI'I/1y ha Iliken.)
(bl Inl1l81and periodic calihr.JI,,".
Prior to ila Introduction IlIlu "',,·k..- and

IM8 Federal Resllter I Vol. 46, No.4
8moothl¥ thererter the NDiR carbon
monoxide anal)'Zer shaU be c:alibealed.
III Adjult lhe analyzer 10 opllmlze
performance.
(2) Zero the carbon monoxide
enalyzer with eilh~ zero-srade air 01'
zero-arade nllI'08M1.
(3/ Calibrate on eech uled opera tins
rantle wilh carbon'monoxlde In Ni
calibration S8l81 hlvlns nominal
concenlrallonl ." 11. ao. 45.eo. 11, and
80 percenl of dial rallp. Additional
calibrlllon polntl IDly be pUrl ted. For
each rinse callbraled, If the devlallon
from a leBst.aquares beat·flt IlrIishlline
la 2 percent or Ie.. of die velul et each
deta poinl. concenlratloa ValUII Dlay be
calculated by u~ of I Ilnsle c:alibrallon
faclor for tbal ranp. If the deviation
exceed. 2 percenl al any point. dI. best·
fit non· linear aqua lion wblch repreaenta
thl! d.t. 10 within Z percent of each IeII
point shall be used to determine
concentration.
(e) The Initial end periodic
interference, .yeteDl chec:k. and
calibrallo,n te8t procedurealpeclfied In
40 CFR 86. Subpart D IDly be UMCIln
lieu of the procedurel lpeciRed In thil
section.
28, A new I 86.t32:H1O I, added and
rcad. as followa:
t ".1323-86 OIlldH Of ....... ....,.,
clllbrlUon.
The chemil~mlne8Cent oxides of
nit rosen analyzer shall receive the
following Initi,,1 and periodic
cnllbratiorl.
(u) Prior to lIs Introduction Into
tic,vice und weekly thereafter Iba
(:hemiluminescent oxidea of nlllllen
ttnsl)'Zer shall be checklld for NO. to NO
wnverter efficiency. Jo°isure N~tt is a
reference for the follow ina 8teps:
It) Follow the manufacturer's
Instructions for instrument Itart-up and
operation. Adjust the analyzer to
optimize performance.
(2) Zero the oxides ot nitrogen
unulyzer wilh zero·arade lilr or zero-
gfude nitrogen.
(3) Conl/eet the oUllel of the NO.
sene,utor 10 the sample Inlel of Ihe
IIxldes of nitrogen onlil¥l!er which hua
bcen sello the mosl common opernting
r11l11l8.
11)lnlroduce Inlo Ihe NO lIenorutur .
unlllyzcr-system un NO In pitrollen (N.)
ml"lure wllh 0 NO cuncenlration "qual
10 ol'proA imaldy 80 percenl of Ihe most
(;ummun opera ling ranso. The NO.
conl~nl of the gu. millture Ihall be less
Ihan 5 pt~rCenl of Ihe NO concenlrlltion.
IiI Wllh Ihe oxides of nitrogen
""BlYler in Ih" NO mode. record the
""Ilnectlon of NO indiclited by the
UIlIlIYIl".
- 81 -
I Wednesday. January 7, 1961 I Propoled Rule.
(6) Tum on Ihe NO. generator 0. (or
air)aupply and adjust the 0. (or air) now
rale .0 tballhe NO indicated by the
analyzer Ie aboul 10 percentle88 than
Indicaled fIIllep (5). Record the
concentration of NO In lhis NO+o.
mlxlure.
(7) Swilch Ihe NO. generalor to the
seneratlon mode and adjusl the
seneratlon rate 80 Ihal the NO measured
on the analyzer 18 20 percenl of thai
mel.\Ifed In alep (5). There mUll be at
lee.ll0 percenl unreacled NO al \hi,
polnl. Record the concenlration of
relldual NO.
(8) Swilch the oxides of nitl'08en
anal)'Zllf' 10 the NO. mode and me88ure
Iolal NO.. Record this value.
(8) SwItch off the NO. senerator bUI
maintain gal now Ihroush Ibe 8Y81em.
The oxida. of nitrogen analyzer wiU
Indlc:al. Ihe NO. In Ihe NO+ 0. mixture.
Record this valull.
(10) Tum 0(£ the NO, generillor O. (or
air) supply. Thu ana1yzer will now
indicate the NO. 10 the original NO In N.
mixture. Thll value should be no more
than 5 percent above the valu. indicated
In Itep (4).
(11) Calculate the efficiency of tbe
NO, converler by 6ubslilulins th.
conceotrations obluined intc the
(ollowlng equillion:
Percent Efficiency m II + B-h/c-d)1 x 100
Where:
a .. r.onc.entrutiun ohlOlined in 8tep (8t,
b aconcentration ublained in 81ep (91.
C- concentration obtained in Itep (ClI.
d - conc8nlr~tlon obtuined in slep (7).
If converter efficiency is nnl greater thlln
90 percenl corrective .. ~lion will be
required.
~cow. __
 - 82 -

Federal R,lster I Vol. 46, No.4 I Wednesday, January 7. 1981 I Proposed Rules 1949

FLOW CONTROL
SOLENOID VALVE

02 OR AIR
SUPPLY

VARIAC
.--e----'O---_+_~
4
115 V.A.C. OZONATOR

ANALYZER
INLET
CONNECTO~

NO/N2
SUPPLY

(SEE FIG. N8H FOR SYMBOL LEGEND)

FIGURE N8&-11 - NO. CONVERTER EFFICIENCY DETECTOR

1110 Feder.1 R...... I Vol. 40. Nu ... I Weunesuay. January 7. 1981 I Propoeed Rule.
11011111" .. 1 ,"ltl P"rIlJt.il~ Lil10 lm.llon.
1'0,,,, 10 II. onlr",ludu/O 10111 aen'lce lind
1I1"/llhl~ 1t1l'r~"her Ihe
d ..,n"lumonc:.t;t:nl o"u.l.,. of njlroaen
ulldl):",r shdll hll cllhbraled 011 all
nllrmally u,,,d inslrumenl raDle,. Use
Ihe •. ,m,l flow rule'lI8 when lIDalyUna
6illllpl" •. Proceed ';s followa:
111 Adlusl un .. ly~er 10 optimize
Jwr'urnulnc~ ..
(2) Zero Ihe o"idu of nitroten
analyzer wllh zero'arode air or zero-
srade nitrosell.
(3) Calibrale 011 each normally lI.Ied
"1,,:rulinS nmlle with NO In No
L.,librulioll s~.e. wilh nominal
wncenlr.. tiona of 15.30, 45.60. 15 and 110
""rcenl of Ihal langtl. For ead! nose
calibralcd. If theduvialioa from alea'l·
SljUII'rel beal·fll ,lraighll1ne 11 Z percenl
or len uf Ihe v.. lue al each dala polnl.
wnr;enlmllon vllluel mlly be calcul.led
by ule of a linllie calibr.Uon factor for
Ih .. l mnll'" If the deviation exceedl Z
!,,,rcenl "I uny poinl. the be.l·ftl DOn·
111"'''' '''l" .. lioll whlclJ rep/'lllllnia Ihe
d"la 10 wilhin 2 pllrCl;lnl of each "II
1",1111 shull be uled 10 deterlllin.
(;(In':I~nlrution ..
(el 'M,e Initial and periodic
i,,"'rferencea. &Yllem check. and
[a"brolion lesl procedures lpacified In
40 CFR 80. Subparl 0 may be v.ed in
lie u of Ihe prm;cdurel specified ill thll
st:cliun.
27 A new 1116.13Z4~ 18 added and
",ada •• follow,;
t ... 132..... C8rtKIn dioxide .......
caIIbr8tIQn.
!'rior III II. Inlroduclion inlo aervlce
~I\d mllnthlY'lllIlreufler the NDIR carbon
tllll~ide anulyur shall be calibraled al
f"llows:
(u) Follow the manufaclurer',
Ulstl'udionB for inslrumenl atart·up and
""l·rulinn. Adjullthe analyzer to
(lplimi~c p"rformlince.
(") z.. '" Iho carbon dioxide analyzer
" i Ih either zero·srade air or &IIro-lrade
nltruH~n.
(el C"I,"rule on lach aotlll.lly UIId
llpuralinll ranll" wilh carbon dioxide In
N. Cijhlnulion IU18' havlnl nominal
~ol\cllnlrution. of 15. 30, 45. 60.15. and
• \10 pureenl of Ih"l fllnge. Additional
(... hhraliull poinle milY be seneraled. For
"uo;h n.nse culibraled. if Ihe deviation
frum II Icasl'I'lliarU be.l·fltllrala/!lline
iij 2 !lurecnl of le811 of Ihe value al lach
.1 .. 1.. pOIOI. coneenlralion values may be
L•• lo:ul .. \",1 ~ UijU of 1\ lillille calibration
f"dur fur Ihul ran8e. If Ihu dcvlatton
e~""etll 2 percenl .. 1 ullY poinl. Ihe be.l·
f,l non·lin!!"r equetion which repre.enta
IllI! duh, lu within 2 percenl of each lelt
1'01111 .hull be used 10 dulermine
cuncBnlrulion.
- 83 -
Idl The Inihdl .. nd periodIC
Interferencel. 'Y Ilem cheel.. imd
calibration le81 proU:dUrc8 speciried in
40 CFR 88. Subpurl D muy be u~cd in
lieu of the procedures ill Ihis sec lion.
:.III. A new 186.1325-86 is lidded und
reserved liB follows:
.... , ...... IR• ..."edl
28. A new I iI6.132&.a6 is added and
reud. al follows
....._1&.
.... lu.-eI CaIIbr.1lon 01 0"'"
Other 1.11 equipmenl uacd for lealinl
IhaD be calibraled III of len III required
by dI. lIIanufaclurer or neceaaary
according to lood pra<.:lice.
30. A new 186.1327-86 i. added and
read a. folio",,:
.... ,321... EngInadr-.., ....
,",,11IIne; - ......
(a) The enlllOe dynumomeler le.I
procedure ia dClt&JICd 10 delermine Ihe
brake-Ipecific emluion IIf
bydrocarboll8. carboa mooD}l.ide. oxide.
of llitrosen. lad particulale (die8llla
only). Tha lell procedure COII.I.I. of a
dcold" Ilarl lell following either aalural
or forced cool-down periodl described
In II 88.1334-86 and 86.133s-a&.
relpecllvely. A "bol" alart teal followl
Ihe "cold" ,1"rtle.I IIfler It hoi loak of
ZIO mlnules. The Idle lest of Subpart P
lIIay be run after Ihe "hoi Itart" teat. Thu
e"hauII eOlI.aion. are diluled with
ambienl .. ir and a continuoul
proportional sample is collecled for
enaly... durlnl bolh Ihe cold. and hOI
,Iart leltl. The compoallu .umplea
collecled ani anulyzed either In b.g. or
continuou.ly for hydrocarbons (He).
cllrbon monoxide (CO). carbon diQlllde
(CO.). and oxide. or nitrolen (NOJ. In
addition. for die.el. only. partlcu.....
are collecled on nuorocurbon coaled
IlaSl fiber fillera or nuorocarbon baled
(membrane) f11lera and tha dilution air II
prelillered.
(b) Engine lurque lind rpm ahall be
recorded continuously durins both the
cold and hoi Il8rl lesl •. Del. pam"
Ihall be recorded aileusl once every
.acolld.
(e) U'ing Ihe lorque und rpm reedback
IllInall Ihe brak .. horeepowar I.
inlelrated wilh relpl'(;1 10 lime fur Ihe
cold and hOi cycle •. Thi. produce. a
brake hutlepowilr·hour vlllue lhal
enBbllt1 Iho brakll"pct:iflc emi"lona 10
be del ermined (lea 1116.1)44-66.
Calculallon.: exhaual ,·milaion.,.
Idlll) When an III1l1ine la 1".lod for
exhauII emll,ion. or i» oper"led for
1en'lce accumulullon on 1111 eDlline
dynamomeler. Ihe complela eJlline .hall
be I..ted. with all eminion conlrol
devlcellnslulled dnd funclionil18.
(2) Evaporalive emis8ion conlrola
need not be connecled if dlllu are
proVided to .how Ihllt normal operliling
conditions are mainlained In the engine
induction .yalem.
(3) On air cooled enainea. the fun shall
be inslalled.
(4) Addllional accessories (il.g .. oil
cooler..allemalors. air comptllssor&. etc.1
may IN In.lalled with advance approval
by Iha Admlnistralor.
(5) The el18ine must be equipped with
a production Iype starler.
Ie) Means of ensine cooling which will
mainlain the el18ine operalin8
tempera lures (e.g .. inlake lIir. 011. wiOter.
elc.) at opproximolely Ihe same
lemperalure as specified by Ihe
manufacturer .holl be uaed. Au"iliary
fan(s) may be used 10 mainlain engine
cooling durina operation on Ihe
dynamomeler. Only water is allo",,·d as
an engine·coolanl medium. Rust
Inhibitors and lubrication additi,,,s may
be used. up 10 Ihe levels recommended
by the additive manufaclurer. Antifreeze
lIIixture. (e.l" ethylene Ilycol. alcohols)
and olher coolanls Ihal would enhance
heullransfer are ,pacifically prohibited.
10 Exhou.' ayelem. A chesis-type
exhau8t sy.tem shall be used which il
alabilized with le8peello emi8sions. The
exhau81 ayslem .hall meel Ihe followins
requirement.:
(1) For ell celalY8t and trap·o"ldlzer
syslema. Ihe dis lance from Ihe exhausl
manifold nal18e(s'10 Ihe calalysl or
Irap.oxidizer shall be Ihe 8ame as in the
\'ehicle t:onfiguration unles8 Ihe
mdnufacturer provide. dala ahowinl
equivalent performance al anolher
locution.
(2) The exhau.1 hack pressure or
rellrlctlon ahall be Iyplcal of thole seen
In Ih. ectnl vehicle elChauat syslem
cOllfiluralion or Ihe back pressure shit II
be the manufeclurer', recommended
.mexlmum exhall.lt beck prenure limit.
(3) For oil diesel el18lnel. the distance
from the exhault manilold nange to Ihe
exit of the dw .. lI-type .xIIauII .yslem
.haD be • lIIaxla\ll1l of 12 feel.
31. a new 186.1328-88 iladdod and
reserved al rollows:
.... , . . . . 1"-'Y.o1
32. A new 1 86.1329--00 i. addud and
reseMlud us follows:
IM.lut-III IR. . . .I
33. A new 1 88.13JIHIU il added aa
rcuds Itl followl:
,~ ...
t ".1330-11 THI.....-. ~
(a) The lell sequencllilhown In Filllre
_--
1\:116-12 Ihow. the mllior ,leI'S
encounlored al tha 'e.lllnsin"
.....
ulldersoe. the procedure. 'libill'lUenlly
delClibed.
 Federal R:£:ter I Vol. 46. No.4 I WedneldllY. January 7. 1911 I Proposed Rule. 1951

START

GENERATE MAXIMUM TORQUE CURVE

I
PRACTICE CYCLE RUNS }SH R. MAX.

80 HR. MAX • I
COLD SOAK OR
COOL DOWN
}SEE TEXT

I
COLD START EXHAUST EMISSION TEST

I
HOT SOAK }20 MINUTES

J
HOT START EXHAUST EMISSION TEST

END

AGURE N86'-12 - TEST SEQUENCE


195a Federal R8(&iaW I Vol. 46. No.4 I WedneldllY. 'llnuery 7. 11161 I Propoeed Rulee
lui Th .. ner"lIe temperllture of the
engine mlll"e lIir lind CVS dilullon elr
.hall be mainlliined It 25· C :t a· C
177"I'! 9' I'llhrolJ8hout Ihe telt
• equence. EngIne. with 8uxililul'
"mIllion control devicel which are
lemperalure dependt!nt le.g .. chokel. air
cl",mer. h"t air door •. elc.) _hllll be
IU810d at lin averllie IImblenl lell ceU
lemporalure 25' C ± S'C throlJ8hout the
1".1 sequence•• xcepl .. Doled In
, 86.13J!HI6.
Ie) No conlrol of amblenl or eVI
dilution air humidity II nqulred. Enaine
inla". air humidity Ihall not exceed.
grains of waler per pound of dry air:
(d) The Idle le.1 of Subpan P may be
rUII aflur completion of tile bot aIar1
exhuuII emission leal. If app)iClble.
Ie) The b",ronlettic pre.aure observed
durins Ihe Bonerallon of the _"wum
lorque cl,rve .haU pot deviate IIIOle than
I in. 1111 from Ihe value - - . d .• t the
1"'lIinning o( Ihe mlp. The bM.romatri8
I"e'lurl! observed durina the a"hault
',"lIsaion lell shall nol davlale _
Ihan t In. lIB from the \llIlue me.aured al
IIII! Lcginllil18 of the eml.,IOD 1811. 11Ie
avcwgu burometrlc prea.we observed
during the eKhllull mislion le'l muat be
wilhin t ill. lIB of the average obaeved
during th" mallimum 10l'1jue curv.
Melll:relion.
III Dwsel E'Willes UII!}·. Air Inlet and
,,~h8ult reslriclions _hell be .ot to
"'pfllaenl Ihe u verage realrktlona which
would Le secn In uae in 8 reprelenaU\le
IIpplicalil)n. Inll'l depre •• lon and
""haull bacJ.presaurc aha II be eel wllA
Ihe engine operating II 1 m.. "imum
hUI'H.,ptlwcr.
34. A new t 116.1331~ i8 lidded lind
"·b .. r~ud 118 [olluws:
t 86. '33.-18 IRe..,wed 1
35. A new I 8II.lJ32~ i, added and
fI'uds 88 follows.
t If. '332-18 Engine 1IIafItIinII1I'0CIBCIIn-.
(.,) Mounl lesl cngine on the engine
d~'rhlmnml'h!r.
Ih) D~lcrmilll' minimum mupping
hl"""t.
(I) C" .•"I"I/· I,,,,b' ell.II""·." The
IIIII)lIIIUIII nHlppinli s"ccd .hall be
1.,luIIIIII'II from Ih" following equation.:
III MInimum Sl'el'd . Curb Idle RPM-
;!I~I RPM: or
1111 MillilllUIll Sp,·od:· 400 RPM.
\\ 11IdlC\",of .S Hrt~ut .. r,
I:.!) Oif',,)t'} t'"gi/Ul~'. The minimum
1II"l'l'illll "1",.·,1 8hull be r. .. lcululed from
IIII' fulluWIIlIII'LIUilIi0118:
III Minimum Sp""d = Low Idle RPM-
~"I J(PM. "r
I" I Mill imum Speed ·400 RI'M.
\\ hll 111'\ I'r is gumtcr.
1t.1 Ik"'"lIin" IlII1"imum mupping
110".""1. . maximum ,pllcde p .. f Ibllli lind Icllllll)
- 85 -
III Guilulm,.·(ut!/t!</lil for
ungoverned enamel Ihe ma,,,mum
~u.u. Speed • Curb 14l. "" •
(ii) F0l80~erned engines Ihe
maximum mapped sp"ed aball be either
thai ,peed al which Ihe wide open
throltle Iol'que drops off 10 zero. or thit
."1.'" ~ a. calculaled for
~ .. u.u. S,.ed • Curb Idle IPM •
Iii I For lovemad engines the
maxlmwn mapping .peed ahaU be either
thel ,peacl at which wide open IbroUla
10l'qUII drape off to zero. or the
maKimum apeed e, calculated for
unaovemed elllin8l. whichever ia
.maller.
(d) Delermin. maximum Inrqllll CIIrve
(I......p the engine).
(t) Durlna enalne wllrm·up. the eoaina
may be ope/'llted .uch Ihal a preUmlnary
•• limale 01 melliured raled .peed CIA
be mad•.
(21 GoMNi_llMlllld plli/inu. (il SIa...
th .....Ine and operalfl al zero load In
~ with the manufacturer',
• Ia"'-up aDd werm·up procedurel for t
minul. ::t 30 aecondl.
(II) Operate the engine al a 101'1ju.
equivalenlto tOJ: 3 percenl of Ih.·moal
recent delerminalion of mulmum
torque for. minutel ± 30 aecond. el
ZOOOrpm.
rili) Operale th .. engine "I a 10l'1jue
"quillaleol to 56 J: 5 .... rcenl of Ibe IIIGBt
recent delermlnation of nl8,dmum
lorque fOf 35 minules ± 1 mlnule at :woo
rpm.
Ilv) O""rale Ihe enline "I idle.
I~) Op,:nl" Ihe Ihrottle fully.
Ivll While ,UII muinillinilifl wide·open
Ihrottle und full·load obtain minimum
enliine speed. Mllinl .. in minimum engine
Ipeed for 15 second•. Record the
a\NIIIII! lorque during the t"al 5 seconds.
Ivii) In no 8f8alcr th"n 100 RPM
Incremenls. d"lermine Ihe muximum
lor'luo eu"" from minimum splled 10
ruu"imum apued. lIold "dLh lell point
for 15 aecond. and record Ihe "verage
lor'lue OVer Ih .. 1...1 5 MOI.Olllls.
("ill) Allt-rnult! ""'JljI"'.~ 1,'( hllivue I"
plllc:e of (dIl211vi) un,1 l\'Iil"l.Jove. II
clInl inuul aweep of RPM is !llIowed.
While opurlilinil H\ "'itll! "p"n Ihrottle.
Ihu "nllil1l: speed I. inl:l'<';18"d til a
wlIIlanl 8 RI'M/.ccund I"'! 1 RI'M/
8e~ond) fl'lllll minimum 'pIIIIY to
m~ximum II",ed. S!,el!" "nd lorque
pUlRla .h"1I be rec;ord.,d III a IlImpll! C.. ",
of ul Icasl one polnl P'" oCI:ond.
Ilxl Rccakulille minamulll und
milPPllllepeed IhMII be CIIlculllled from
Ihe fOUOWlllllllju,IIHJ111:
I" (!teAluect C.. r D )
hc-.1 IP" - td Ie RPM
too
ungoverned alllines. whichever i.
smailer.
(2) Dieae/-flngines. Ii) For ungoverned
enslnes Ibe maximum mllppill8 spl!ed
shall be oaIoalaled from the follOWing
equation:
113 (Ma •• ur.. c..rb
"ud RPM Id l. IlPlf>
100
or Iii) of thl. . .ctlon using the mellaured
rated speed dBrived from the new
IlUlXlrnum tarqua curve. If either of the
new minimum or maximum speeds IllY
oulside the renge of -.-de
encompa..ed by the actual mup. then
the Dlap abaD be coll8ldered void. The
antlre naapplna procedures shoil be
repeuted, uaJna the Dewly derived
measured /'Iliad ,peed In all
culculallona.
13J Diesel 11RIJ.i- (i) Slarl Ihe enslne
and operele al free idle for 2 10 3
minute ..
Iii) Operete the engine at
approximately IiO percenl power al Ihe
pUllk torque speed for 5 to 7 minules .
(iii) 0,.... .. the ensine al raled speed
and wide open throlile for 25 1030
miDule ..
(iv) Option. lila permilled 10 pre-
condition the engine at ruled speed and
mBll.imum horsepower unlillhe oU lind
water temperature, are siubilized. The
lemperlilurea are defined as slabilized if
they ere mallllainacl within 2 percent of
poinl for 2 mlnul... The engine musl be
opcrlllied II minimum of 10 mlnules for
Ihil option. This optional procedure may
be substiluled for step (Ui).
Iv) Unload the enalne and operule III
Ihe low idle speed.
liv) Operale Ihe 8I1gi",: al wide opcn
Ihrollie and minimum engine ."eed.
Increase the engine .peed III ;I constant
rule of 8 RPM/second I ±I RPM/second)
from minimum 10 maximum sp .. ed.
Engine apeed and IOI'1jI\t' pOint. shllil be
r.. corded al 8 sllmple rllill of ill !tH,sl one
puinl per second.
(~iil Recalculale minimulll und
muximum speedB per 1t,IIZ) und leItZ)li)
ur li'l of Ihi. section usiny Ih" mellsurcd
rall,J speed derived from Ihtl IlIIW
m"xunum lorque cur~". If eith,,!' of lhe
Ol'W. minimum or mllllimunl speeda IllY
oulslde Ihe runge of speeds
I'ncumpaesed by Ihe lIeluul ",up. Ihen
tI", IlIHp shall be conlld4'I'ull .iud. The
.. nlll~ mupping procudUl'e .hall be
rl'p .... led. uling Ihe newly dUfivlld
nw.,.ured raled speed in ull
eulculalion.. .
Ie) Mapping curve IIl1n~rulillll.
 - 86 -

F'ecIeNlRepter I Vol. 46. No.4 I Wednesday. January 7. 1981 I Propoled Rule. 19S1

11) Go.olirr,.-fueled engJnetl. II) Fit all heAvy-duty vehicles. Bolh RPM and (11 To unnormnli7.e RPM USI' the
da'a JIOlnts recorded lU1der Id)(2)(vl) and torque lire normalized In these lIatina-. folio wi", equation:
Ivill of Ihls 8ecllon (100 RPM
increments) wllh II cubic Ipllne Actual RPM- l~(Me ••ured !!ted RPM • Cur_ Idle 11M) • Curb Idle
IPchnlque. 100
(II) All point. seneraled under the
contlnpoll8 RPM sweep by .Iep Id)(2)(vt)
and (vIII) shall ba cOMecled by linear
Interpolation belween JIOlnll. (Curb idl. tor dia.al en,in.. i, daf'ned I. the tow idle RP~.)
(1111 For governed engine•• oil polnta
above the maximum speed (,ee IcJ(ll(lI)
of Ihi. accllon) sh.1I be ...Isnad 12) Torque I, normalized to the
maximum lorque valuell of ~ero ror maximum torque 81 the RPM IIsled wllh
pUrpOSIlS of cycle 8t1neration. II. Therefore. 10 unnormalize the torque
(Ivl For all enslne8. all speed poIot. \'alue8 In Ihe cycle. the maximum lorque
bl'low 400 RPM shall be aSllaned a curve for Ihe engine in question mUll be
maximum lorque value equal to that used. The genera lion of the mllximum
o".erved nt 400 RPM for purposes of lorque curve is described in § 86.1332.00.
cycle generation. 10) Example of Ihl1l1nnormalizolion
Iv) The torque curve re811111118 from pmcedure. The (ollowinH tp.sl point .hall
SlflP (i)throuah (Iv) I. the mappll18 curve be unnorma lI~od:
~nd will be uled 10 conver! the
n:"'mMlized torque values I.. the enstne
cycle (see Appendixl. f) to aclual torque
VAlu..s (or the Ipst cycle.
(21 Diesel-elllJinflll. II) Connect
polnl8 recol'ded under (dI13) (vi) and
(vii) of this lection ualng linear
all data
_AI'M

Thr le8t engine. have these values:

---
Pw·

82

inlcrpolallon between polnla. Mealured Ralod RPM =3800 IDoe. not

(III For governed engine•. all poInts appear on IIlven torque curve.'
altove the maximum apeed (see (c)(21{IIJ Curb Idle RPM ~ 000.
of thlll aectlon] ,hall be aasl8ned Maximum lorqoe curve a. ilh•• traled In
maximum lorqua volues of zero for fl811nt N~13.
purposee of cycle genera lion. Calculate IJCtl/oJ RPM:
(iii) For all engines. ull speed point, I\clu.J RPM "'percent RPM (Me.sured
below 400 RPM shall be 888lgned a Ralrd RPM-Idl, RPMJ/too .. Idle RPM
maxImum torque value equal to thai Actual RPM - 43(38OO-«JUJ/l00" tKIO
ob.erved at 400 RPM (or purposea of Actual RPM ~ 1976
Determine! lIc/l/nl tOrqUfO: •
rycle seneration. Detenntne thu maximum torque AI 1978
!Iv) The lorque curve resulting from RPM From Fltunt N.,3. Thrn multiply Ihl.
atr,p' (II through (Iii) I, the mapping uluel358 h.lbl by 0.82. Thi. ",.ull. In nn
curve lind will be uaed to convert Ihe actual torque 01 %1M h·lb..
Ia1.*8 COOl! _ _
"OmlRIi2:cd torque \'alues in the engine
cycle C."" Appp.ndix 1,81 klto actual
Inrque values for !hl! leat cycle.
(f) IIllemote mapping and moppilllJ
(:ur"e generation technique,. If a
m~nufacturer believes that the above
Il1npptng technique. are unRoll! or
IInrr>preaentalive for any given engine or
p.n~tnn family. 911emate mapping
It·chnl'!I1,,. may be used. Alternate
".chni'll"'. mAy be used only If
Hpproved in advance by Ihe
I\.tminlstralor. And only If the
Ailmlnlatralor Judges that change to be
jualiOed. lind Ihl' ullum"te procedure 10
be Irchnically c.orrect.
30.1\ new § 86.133~86 is added lind
rcud. ao follow.'
i ".1333-(111 T.."II&nt t. ., eye"
pne..tlon.
lal Th ... heavy dllty transienl engin ..
r:ycleH fur gosoline- and di.,gel-fueled
enllin.·, urI! listed in Appendix I (f and
Itl. Th" •• second· by-second liatings ore
d....ignl,d 10 r~present Iranslenl lorque
pnd RPM !nflMuvers charuclerlstlc of
 ./
.....
"-
Iii
359

/
v. \ ,

t
. .

349 I K ~
..
It.
lIa

iI'
J '\ .
-
\,
<:

;;;
~
339
/~ ~
~
Z
!'

It- J \ -~

:;:
w
::l
oa: .
I - ./
\
~
~
=
~
GO
(Xl
-..,J

~
~
329 II>

~
1\
~
';"
=
I:
II>
.:!

319
\ ..!
~

-.
i\ fc:Io

. "'"- "c:m-
800 1200 1600 2000 2400 2800 3200
ENGINE SPEED (RPM)

MUIIO _ _ _
FiGURE ~-13- SAMPLE MAXIMUM TORQUE CURVE FOR A GASOLINE-FUELED ENGINE.

Federal Real.ter
(e) BRahm .peed and lorque .holl be
recorded al leasl once every second
durinll .he cold .Iarl te.t and hot slort
tosl. The torqua 8nd RPM feedback
Rignals may be eleclrlcally fillered.
(d) Gasoline-fue/ed engines. 'I1Ie lIero
perc!!nt .peed lpeclned In the galollne-
lucll'd engine cycle (Appendix I (f)) ahall
be lupefccded by pro!Jf!r operation of
the engines automatic choke.
(1) Durin/! automotfc choke operation
8 manuallransml8sion engine shall be
a\low"d 10 Idle III whalever .peed Is
required It') produce 8 feedback lorque of
o ft-Iba ± 10 ft-Ib. (using for examplo
cJu!eh disengagement, .peed to torque
con Irol switching, .orlware overrides,
"Ie 1 AI !hoae poin'. In Appendix I where
buth ralerence speed and reference
torqlll' ore lero pt!n:ent VII lues,
1:'1 During aulomalic choke operation
"" "ulonmtic tranumisslon engine shall
I", u!lowed to Idle al whalever speed II
required to produ"" d feedback to"lue of
err' it-Ibs t 10 R-lhs (S88 (el(2tof thll
!'cellon for definition of CfITlat those
poln .. In Appendix I where both
reference speed and refl'rence torque
Rre zero percent valuel.
(3\ 11.;8 automatic choke high Idle
allowance II permitted onl, for the nrst
150 8econd~ of Ihe cold cycle and the
first 30 seconds or lI.e bol cycle. after
which Ihe cycle. IIhall be nUl I I
specified in AplM'ndlx I (f). [See 86.1341-
86 ror Rllowance,In the cycle nlldatlo"
crilerla.)
(el Automatic TronsmlBfllonB, The
rf!femnce cycle. Appf!tldlx I {£ and 8J
shall be altered for en,lne. Intended for
use with "ulomaUc transml..ions.
(1) ?r,ro percent lpeed for automallc
transmission engines I, deflnP.d a. curb
idle RPM, I.!". In-vehicle, coupled with
au'omatic transmission In 88mr.
(2) All zero-Pl'rc:t!nl lpeed, zero-
percent torque polnll (Idl. poInl_l.hall
be modified to zero percent _peed. X
percanl '"rque. U,lns til' manufecturers'
81'eClficd curb Idle Irenml"lon torque
(eI1T). the maximum lorqu. Ryallable
.,1 trw curb idle (I.e.. with trenslllle.lon!
RPM HS determined from the maXImum
torque elirve senellited In • 118.133~, x
p~rc~nt Imque i8 doflned per the
[ollowing equallon:
.. ,
~\.4IJlUoUil
ctTT • 100
l'orqu. . . t Curb tell. Ir..
~7 1\ new 186_131~-1\6 is added Bnd
reods lI8 follows:
~ 1MI.1334-N "'--I... engine and
dynoln~ "' ..........,.
Control Bytllem calibration, \a) Berore
the cold 80ak or cool down. final
- 88 -
I Vol. 46, No.4 I Wednfl8day, January 7, 198t
calibration of the dyn8momf!ter and
Ihrollie conlrol systems may he
performed, Thele calibrations may
con,I,t of steady·alul" operation and/or
aelual practice cycle runs, bul omlaalon.
may not be measured,
(bl Following any practice runs or
colibrallon procedures, the engine _hall
be tumed off and allowed 10 either cold
loak at eo' to oo'F for a minimum of 1%
hours, or be cooled per' 118.1335-4,
38, A new I 88.133!H16 Is added and
readl III follows:
, ... ,sss-t1 0.,"-\ fOrced cool dOAlI
Plac.d.....
(al Thll forced cool-down procedure
appliee to bolh gasoline and dlesel-
rueled enslnes,
(bl No .ubstances or flulda may be
applied 10 the engines Intemol or
eXlernalaurfoces except Cor water and
air, and only a8 preacrlbed In (cland (dl
of Ihl. leclion.
(cl For water,cooled engines two
typel of cooling are perml\Ied.
(1) Water may be clrculaled through
the -stne's water coolant syatem.
(i) The cooling waler may be flowed
In either direction and 01 any desired
flow rate, The thermos tal may be
removed or blocked open durllllllhe
cool down but mu.1 be realored before
the exllall.t emlllions lesl begins,
(iI) The tempera lure of Ihe clrculaled
or Injected waler ,hall be between 10' C
150" F) and 30' C (88' F),
(IU) No fluid except waler and no fluid
or ,ubelanea In solution with water Ie
permitted, This doe. nol preclude Ihe
Ule of • building" atandard water
aupplJ for Con:ed cooI·down p~el,
\2) F10wl of air may be dlrecled ,I the
exlerior of the engln.,
(I) Air .hall be directed uniformly over
the entire exterior ,W'race of the engine
al any deelroeJ flow rele.
(li) '111. temperalure of the coull", air
shall Dot exceed 30' C (118" F). '1111_ 'I the
only oc:cellon whan leel ceO ambient .Ir
lempeoture may dOvlate from the
genon" .peclflcetlonl ..t forth In
• 86.133O-811(bJ.I.e" may be I... Iban 'IJY'
C (68' P). _ not _peclfy a warm engine starting
(dJ Par air-oooled llftlllneo only cooll",
•• preacrlbed In (cK!) of thlt eecHon I,
pt'rmilted,
(e) 'I1Ie cold qcle eMault emllslon
tes\ may bealn aller a forced cool down
only.when the engine 011 temperature al
measured at the dlp,tlck I. betwMn 20"
C and 24' C (06' Fend 75" F), No englne
oil chanse Is permitted durlna the le.t
sequence, nor II eny direct or Indirect
coollll1l of enslne all permitted except by
natunll conducllon and convection
allOdated with the procedUJ'IIII In (c)
And (d) of Ihls lecllon.
I Proposed Rules 1158
(0(1) The cold cycle l'"hnllBt eml.~lon
lesl lor ,,"Iollne engines !!quipped with
catalytic converters may bl'lIln ofl~r a
forced cool down only whl'n the CIIIAly.1
bed trempernture allhe calalysl oullel IA
25' C±S' C (77' F±9' F), In oddltlon to
the lemperolure restriction In (e) of thlw
.eclion,
(z) Ca.alyst cool down mllY be
accomplished In whatever manner and
using whAlever coolant deemed
approprlale by proper engineering
ludlP"ent. The calalY81, englnl', and
.xhausl piping configurations Ihall no.
be separated, altered, or moved In any
way during the cool down,
(sl Allha completion of the forced
cool down, allsencral requirpments
spectned in 1 86.1330-86 Bnd the all
temperature Ipecification sel rorth In (e)
of this lection must be met berore the
cold cycle exhauat emiRS Ion lest may
begin,
39. A new 186.1336-86 Is added and
raeds BI follows:
, ... IUI-M Engine .wtIng' and
rwtartIng.
(a) GOBoline-fueled engines, Thil
parellfaph applies 10 guollne-fueled
engine, only, ,
(1) The engine ,hall be st81'ted with a
productJon engine starler molor
eccordlng to the manufac'turerA
recommended .tarting procedures In .he
owner's manllal. The 24±1 lecondfree
idle period shall begin wh!!n Ih. engine
Ilarta,
(Z) Choko operation: (I) ErtaInes
equipped with aUlomatic chokel .hall be
opt!raled according to the
manufaeluter', operating instructions In
the owner's menual, Including choke
seltln& and "kick· down" from cold fa81
Idle,
(II) Enginel equlppP.d with manoel
chokn ahaU be opere led acchrdlnsto
the manufacturer' I opera ling
In,tructlons In the owner', mAnual,
(3) The opera lor ma,. use the choke,
throttle, ate. where necessary to keep
the enaine runnlng.
(of) If the manufacturer's operallns
In,trucUons In the owner'i manual do
procedure, the engine (automatlc- and
manual-choke engines) ehall be Itarted
by depre..11II1h4I throttl. half way and
cral'lklns tbe engIne unlllil Itarl•.
{bl DietleJ enain/l/l, 'I1Ie engine shall be
,Iarted with a production enslne
Ilartina-molor accord11lllo Ihe
manufacturer', recoqpnended Ilorling
procedW'81lID the oWDClr', manuel. The
24t1 _ d he Idle period shall begin
when the engine lllU'la.
(cJ(11 U the engine doel qot Ilart after
15 aecondl of crankl&la, Cfllnkllll_hall
cease and Ihe reelOl\ lor flillure 10 Itarl

1956 federal Rqiater I Vol.
• hull ue delermined. The Sid flow
1111!i1huring device (or revolution counler)
.m Ih. con.ldnl \lolume IlJIlpler (and lb.
hydrocarbon inlegralor and particulale
.lImple pump!s) when lealina di....
vchit;lea, .eo I 118. I 337\.£naine
dynllmomeler le.1 run) Bbllll be lurned
ocr durins Ihis dillgnostic period. In
addition. eilher Ihe CVS .hould be
Ilirned of( or Ihe exbau.sllube
dlsconneo;led from "'II lailpipe durlna
Ihe di .....oalic period. If failure 10 .tart is
on uperaUonll1 error, Ihe ellline ahaU be
rellChedu1ed for lealina from a c:old a&art.
(2) If 10R8er cfllRkina 11m_ are
rucommonded 10.lbli ultimate putehuar,
HII(;b crankina limet may be ued
provided Ibll oWllBr'a manual 8DCl th.
service "'Pllir maDuallndlcate the
longer Cl'1III1Una tlmll" .... normal. and If
Iho use 01 the luoaer crllJlldai tiJQea II
IIpproved ia advan~ by the
Admlni~lralol'.
(3) If a failure to.tart occun duriDl
Ihe culd porlion of the I_t aad I. c:atlled lesls. Chanae faltere, elc. lind leak ahec:k
by un engine malfunction, correcllve
ueliul1 of len Ihall 30 mlnule. duration
may he laken (dceprding 10 I 88.OM-2Il),
alld Ihe lesl continued. The Nmpllns
,y~lem shall be reactivated al the aame
tmlC crunking begins. When the eJ18lne
slllrts. Ihl' timing sequence lItall begin. If particulate aample pump(s), If
Llilurc 10 alarl is caused byenstne
lIIalfunctiun and Ihe engine ~nnol be
stulled, Ihe le~1 shlill be voided and
corrective action may be laken
uccordlng to § 116.084-25. The ",880M
for Ihe malfunction (if determined) BOd
Ih" corrective a'clion t.. ken .hall be
r~porled 10 the Administrator.
(4) If II ("ilure to slart OCCUri durina
IIIIl hoi alllri portion of Ibe lesl and I.
"allfted by engine mlilfunction. Ihe
"II)!lnc mual be slerted within one
rnilllllU of hy on. The sampling ay.lem
.hallLe reHchvllled al the lII1IIe time
CJ'lInklnll bf!l!ins. When Ihe engine alarll, now mealUring devices to zero.
II", Irllnelenl engine cyde liming
""'Iu"nC8 shall besin. If Ihe engine
~.lIlnol be slorled wilhin one minute of
k.·v un. Ihe lesl shall be \Voided,
1:"lTccli~e uction laken, (occordlna to
i tJt;.01l4-25), ond Iho engine rescheduled sample filler Into each of the filter
r,,1' lasUII8· The reason for Ihe
.... "functiun (If delermined) and the
'OITediv8 oetion luken shull be reported or abrallve niter handlina will resuilin
I.. Ihe Admlnl.lralor.
Idlillhe engine "fnlse slartB," Ihe
"1,,,n,lur 8hall repeallhe recommended
01,'1'11I11l procedure (such as reaelling the
dlOk .. , .. t[;·I·
1"1 J:'/lJluw .'ulling (1) If Ihe engine
.loJlI~ during Ih" Inlliol idlll period of
,,,Ih ... Ihe cult! or hoI starl leal, Ihe
I'nllini' ahall hu reslarled Immedlalel)!
u.11l8 Ihe IIpproprlale cold or hot slarling lample pumpl lind indicullI the .tarl of
I'r'lLoejufllllnd Ihe le~1 continued. It the
"n"lne cannol ue slurled before the first
- 89 -
46. No.4 I WednesdllY. January 7. 1981
non-'dle record of the cycle, the tesl
shull be voided.
(2) II the engiDe 81ull. unywbere in thll
cold c~c1t1, lIltC8pl in Ihe inilial idle
period. tbe teal ahall be voided.
(3) It lhe enaine slolls on Ihe hot cycle
portion of the teel al an)! tilDe up 10 and
ioc1udina 580 seconds Inlo the hal cycle.
Ihe engiae mlly be shul off and resoake'd
for .20 minutes. The hal cycle may Ihen
be rerun. ADy stelling of the engine or
voidina of the hot cycle more than 5IiO
aeconds inlo tbe hoI cycle shall resull in
a void le.1. Omy one hoi slart resoak
and reatut I. permilled.
40. A new 186.1337-8(1 ia added end
reada .. follows:
, ... 1317... Enetne~ ....
run.
(a) The following sleps ahall be lakeD
for cach lest:
(I) Prepare the engine. dynamomeler.
and 8ampllna syslem for Ihe cold alart
as nece •• ary.
(2) Connacilivacuutod sample
collection bag. to Ihe dilute eldiaull and
dilution air lample collection sysllJlls.
13) Starl the CVS (If not already on),
the Nmple pumpa, excepl Ibe diesel
applicable. the IllIDperalure recordar. Ihe
en,Blne coolina fan(.' and any data
collection IY81elll (I.e., chart recordera.
compulera, date l088era, clc.). The heel
exchanger of Ihe conslant volume
sumpler (If uBed), and Ihe healed
component. of any continuoul samplina
.ystem(s) (If applicable) shall be
prehealed to their respective operating
temperaturel before the te81 begins. See
I 88.1304-88{e) for contlnuoua sampling
procedure •.
(4) Adju.t Iho sumple now rates 10 Ihe
desired Row rele end let Ihe evs aaa
NIIIe.-c~'V-CVS aumple nuw rale II nx ..d
by Ihe veDI,," de.'1IIL
(5) Allach Ihe CVS nllxible eldiaWlI
lube to ellSlne lailpipe(s).
(6) Carefully lnalall a clean partlculale
holders for diesellesls. The fillers musl
be handled wllh forceps or 10R8" ~h
erroneous weigh I delcrmlnlltiOn.
• (7) Follow Ihe mllnulaclurer'a choke
and Ihroltlo Inalructions for cold
.Iarling. Simultaneously .turllbe enaina
und begin exbllullllnd dilution air
sampling. For die.ul engines, lum on the
hydrocarbon, colltinuous NO., CO, or
CO, (if used) IInul)lZcr(.) IYliem
inlegrulor(l) and lurn on tbe particulale
Ihe IeII on thll dulil collecllon medllllD
(I.e .. mllrk Ihe chllrl on II chllrl recordar,
I Propoeed Rules
sel a bytl .... compuler or data logger.
elc.).
(8) A. soon a8 illl determinad Ihal
Ihe enalne is IlartecI, .lart a "free idle"
limer.
(9) Allow the engine to Idle freely with
nu-Ioad for zt±1 aeconda. This idle
period for automaUc transmission
englnel may be Inlerpreled aa an idle
speed In neutral or park. All olher idle
condi liona lhall be Interpreted as an
idle speed In sear. It is jIIIrmisslble to IU8
Ihe engine dowlI to curb idle speed
durina the leal 8 aecoDda of the free Idle
period for the plll'JlO8e of engaging
dYDamollllltar c:ontrolloops.
(10) Begin the tranalenl engiae cycles
BUch lhat the first non-Idle record of the
cycle OCCW'l al 26±1 seconda. The free
Idle time ia included In the 26±1
seconda.
Note.~n8 diesel tC81in8. adjusl the
sample pump(l) 10 Ihat the now rale Ihrough
the parllcul.ale la",pIe probe or tranller tube
la malalaiDed II a co_I ..llle wlihin ±5
pClQIIlt 01 tba IBt Dow rate. Record the
average temperature aDd preOOIll'tl al the 831
",elu(a) 01 Dow IMlnllllentation Inlel. U the
..I now rale cannol be maintained beo;auae
of high parUcuJal8loadia8 ollihe mler. th.
le.1 ohall be tenalneled. The tesl shan be
rcrun uslns lower now rale an.d/oz 8 larger
diameter '\ller.
111) On th.la,1 record of the cycle
cease lampUna. Immedialely tum Ihe
enaine ofr. and .Iart a hoi aoak limer.
Fur diesel ell8inel immediately after Ihe
engine slopa running. aimultaneously
lurn off Ibe ga. Row meusurill8 device!s)
and the diesel hydrocarbon inlagralor,
mark Ihe bydrocarbon recorder chari,
and tum off the particulate samplll
pump(a).
(12) Immedialely after the eosine .ia
lurned off, turn off the engine cooling
I,m(a) U UMd. and the CVS blower. A.
soon 118 poaaibla Iran.fer Ihe "cold atarl
cycle" exhaust and dilUtion air bag
lample. to !be IInal)!tlelll system and
proceu Ihe samples acc0rdia8 10
I 83.1~ oblainlnt. ltabll\aed
readill8 olth. eldiaual 'ample on all
analyzers within 20 minule. of the end
of Ihe ..mple collecUon pblls, Ilf Iha
lesl. For die..1engiaea cal'(lhdly remove
euch parllculale sample ru'er frQIR II.
holder and place each In a petri dl,h,
and COver.
(13) Allow the engine to SUlik for ZO :t
1 minulea.
(HI Prepare Ihe engin!llllld
d}'namometer for Ihe hoi u~rlle61.
(15) Conoecl e\lacualllil SIlmplli
cullection bllS' 10 Ihe dllullI ellhllu61 ~d
dilution air Hample collection eya!ema.
(16) Slart the CV8111 ""t al ....Ii.. on),
Ihe sample pump' (eIlllliPllhe.diotlll
partlculat. aampl. PI&lllIiI.•~. If.
appllCllbll), Iha 1a1llPlJJ41Ui'1 ~lIf,

Federal Reate I Vol. 46, No.4 2!2!!
1Ill' rnllln". coollnll fon(l) and any dlltl
c"lIeelion "),slem (I.e" chart recordl!ra.
wmputerw. rlatll IOiller•. etc.). The hell I
!'xGha11llcl' of the ennltllnl volume
Hllmpler (if und) and the haaled
components of any conUnuou. INIIDplil1l
"Yltem(s) (if nppllcBbhl) ahan be
preheated 10 their respectlvll oplll'lltlll8
I.. mperllwrea bpfore 'he lot' beslm. See
§ 1IIl.134~(r.1 for conlinuoOl IImpHna
procIlduteR.
(17) Arljllillhe sample now ra&etl to
th .. deAlred now rale and llel!he CVS
1/,,8 nnw meosurlng devices 10_1'0.
'Ilole,-GFV-eVS lample 11_ ..... t. nlled
!" Ih. ,.nrun rieettn,
(Hit r.arefully Inllall a c1eln
[,lIllIeIlIAIt' tiller Into etlch of the mter
h .. lder. for dieIPllesl•. The tllttll'l mllst
\Jp handled only with foroepe 01' tonp.
Rflugh or HI-ra"ive nller hlUldllll8 wm
rcsult in erroneous weight
,1"'Nminalion.
lUll Follow Ihe mnnllfacturer'l choka
nnd Ih:(JI!I~ Instruc.lion for hot ltat1lftl.
Simultftneously siat! lhe enpe Ind
I"·t:i .. exhaust lind dilutlon.tt 11""11,,,.
I <>r diesel enginea. lum 08 the
tn. dl'Ot:Arbon anlllyeer aY'I_lnttWnlGt.
n'rk Ihl! recorder charI. and tum on !he
,.:.r\iCI1t.lte sample pump(I).
(2011\~ 800n n.1t Is delermlned that
I!,,· enl{lnp. 15 ~Inrted. slart a "free hIIe~
ti"ICr.
IZl) Allow Ihe en!!ine 10 Idle f~
"i;h no-lo"d for 24 :t 1 second •. 'I1Ie
1" (lvi"lons lind InterpretatlOOl ofstep
i,' i(S) of thl. ""ctlon apply.
IZ2) Df!lJln the tranaient e""ne qde
,,, .. h thRI the fi.'!!t non-Idle record of the
"de occurs al 2-'i ± 1 fIf'OOnde. n. free
,,11,· I~ inc1uoo.! In the %5 t 1 1IeCOftd••
{Z31 On Ihe IIISI record of the C7dll
LI',;He .Rmplin~. For diesel englnf'l.
,;;m"haneoualy lum off ga8 ftow
'''I'OR"rI,,!! devlCt!{81l1nd the dietOel
":.<lro<:lIrbon Inle!l"'tOt. mali the
I,,'urocaroon recorder chllTl.nd tum off
Ii;" particulate .8m~e \'IUftI1J!aJ.
(2411\s soon RS poulble tranlfer \fie
",,,,I start eycl,," ~XhAlI~1 nnd diluUOD
:Ii, Ilag .~mpl~. In Ihe snalytkallyltem
,,,,,] prur..,sa Ih 'Rmpl~. according to
~ 1161340-l1li ohll';nin8 a .",bllized
rI'"diO!! of Ihe exhaust "amplll on all
,i ,,,I)':.crs within 20 minute, of Ihe end
", .11i' ""If pIp. collection phillie of the
'.
. I.),. tli,·.'" enllines. carefully
.' 'i,,,I' PRen "Rfticulnte sRmple filteT
f. ,''' ,I:< Itol,ler and place each in III ck!an
I" I, i ;JI!lh IInll (,ovrr a~ sonn as possible.
\\',III'n pnr hom .flet the end uf the hoi
, "<rt rhal~ of 10, lesl. transfer th" four
raffie,d.ltl' fillrr~ to the ",~ighlng
I h;ll1Ihpr fDr poMtP~t condillonlng.
1!1I1 Thp CVS lind thl' engine may be
Ii .. ,... .1 ofl'. If tlp,;rrri.
- 90 -
I Wednesday, Janua.."
(b) ,[,hll procedure In 1'lIrnR""Ph (II) of
Ihi. lectlon is designed fur one IlIrnple
b~1I for the cold Itarl portion and one for
Ihe bol Itart portion. 1\ il Jlermlllible tn
lI~e 4 sample bl, per tesl portion. The
cyde a.
hailS ahll\laample fOl' Ihe portion of the
Indicated below:
......
•
2
3 ."
<4 ___ ,._ ..... w •••• _ . · . _ . _ .... •• _ _ _ ••
41. A new § 118.1338-86 is added .nd
reads as followa:
-,.
§ ".1331-41 E........ "". . . . . . . "
(a) Meallurem8llt aCllIlrncy fOl'
analysil .YllblIna utetl fOl' hilI!
mealUl'elM!lllS.
(11 Good eftII.-.int! ""'ctlce _Id
diclate Ihat .nalyzer readings below 15
pen:en' of lcale r.n deflection
should plllII'8l1y not be UrIM.
(2) Some hlJh teIOlution read-out
IYltemtl .uch II ClJlllpulera. datil
laggeTl. m., caD provide sufficienl
aL'CuraCJ .nd relOlution below 15
percent of faD teale. Such s,.teml mlly
be used provided Ihlt additional
cAlibratiOll bo",ea are added 10 Inaure
thaI the cillbration CUrvel bf.low 15
percent of faD scale. In the region of Ihe
sample me.ntelllt!tllS. conforms 10 the
accuraCJ tplCillcatilll1l In I 86.131tH18
Ihro. ,lI8.tM-a.
(b) Mel'WeDil'll' aa:uracy for
anolYlil .,atni. ued for continuous
meuurelDent arateml.
(11 Analpert ned for continuou
IInelJsls ronl be opented Illch !h.t the
Inlesrated concentration VRlup. over the
test cycle rell8 between 15 Rnd 100
p~rcenl of full scale chart deneellon.
Exceptionl to th"e limit. are:
(il The analyar'a responee m.), be
lell Ihan 15 JIl!l'C4!Iit or more than 100
percenl of full scale If aulomatlc TIInp
chenge circuitry Is used and Ihe limit.
for range chan," are between 15 and
100 percent of ull-Ical, chari deDectIon:
Iii) The analyzer's responle mlY be
lp.ss than 15 percent full 8cllle if:
[AI Allernative (a)(2) of this section il
used 10 Inlure Ihallhe accuracy of the
calibration c\lrvl! Is maintAined b.low 15
_. percent: or
(SI nle full-scale valul' is If':; ppmC or
leaR: nr
(e) The emissions fa'om Lbe !!nalne are
erratic and the Integrated chart
de nee lion value ie!P'ealer than 15
percl'll! of full ar.ale; or
'T, 1981 I Pmpoeed Rules
. _____.
1117
(D) The contribullon of all dnte read
helow the 11 percentlevellw Ie" thnn 10
perCllftl, '" III." 0{ thl' final I"' ~1l1t8
(til) Durillllllll8ine slart·up tht He
ana'yzer II nllowed 10 ~.pike~ orr-ocld ..
fo~ a maximum of 5 l!!COnd•.
42. A nf'W 1l1li.1339-116 I. adde!! lind
-
re"d. RR follow.:
- --.-.-....- ------
SompIo - I ... , ........... ~ ....
. .• • .." ••1.... .
- ...
(0) At I_I t 1Iour. but not man thin
2T'
S,. "'
!1117 80 houTl before .......\, p'ace each ruter
In In open. bot PlVlected. petri ditb and
"" place in the wetahllI8 chamber which
meelS the b_idll)' .nd temperature
apeclflcatiou of 118. UtZ-aJ.
(bl At the and 0{ the 1 10 lID hour
Bla billEilItoa p8riocL weigh the BIter on a
holOl_ "'Ylne' precI.loa of_
micl'1i\P'IIlIL R~ thIa wei(lh\. '1111,
readi"llil tt.. I.... wetshl.
(cl 'I1ie filler ....0 then b. Itored In II
covered petri dIu whid! Iha II remain In
Ihe weighing ch.mber until needed for
lealin8·
mlrt (d) If lhe IUter II nol uRd within one
hour of ilS ...IDOVI' from the weighing
chamber. II .hall be re-wtighed.
(el After the teat. .nd "fler the 18m"le
filter II ... tvDed to the weishing room,
condillon It fur at lellill hour bUI not'
more than 80 hOUTl. Then we iSh e .
second U_. Th.. lattpr reading is the
IIroll weith! of the filler. Record thl'
weillht.
10 The nee wellht IM",118 the gTOU
weillht mlnu the t.re weight.
Note.-SIIOIIld tbe .alllple on die niter
conlacl the pftt chh or IIny olh." IU1face.
the lell il \'UhI anel ...... , be ",-nm. -
43. A new 186.1341H111 i8 added and
read. . . follows:
t"·1~ ~ ....... ..,..,.
(a) 'I1Ie ana'yzer response lIlay bl'
read by automatic dalll colleclion (AUe)
equipment .uc:b I I compulet'll, data
IQ8ReTl, elc. If ADC equipment ilt ulled
the followllll il required.
(1 I For b.S Inll,.l. lhe anah"Zl'r
reRponse musl be stable alsresler thon
99 percent of flna' readina- A Ilnglll .
VlIlue repretentlnalhl' average chorl
denectlon over a.10 .econd slablized
or pI'rlod may be 81ored.
(2) For c04llnuoul anll)'ll, ",'e1tISo
!he ADC .}'Item mu,l siore .lleasl 5
chart deftllC1ion readingl per lecond.
(3) The chan denec1\Qnlln (a) (1) and
(2) of Ihis aectlOll may be Btored on Inns
tenn compult!r storage dpvke,: such 8S
computer lepee. storlt8e disca. punc"
card •. or Ihl!}' may be printed In 8 IiRlin!!
for slorRge. In either C8111 a chari
r!!corder i. "lit required Ind recordl
from a chan reconIer. If lhey ."ill. need
nol be stored.

1958 Federal Register I Vul. 46. No.4
HIli Ih" lI •• lu hom AVe uljuipmenl ia
"",<I ,,~ p",mullent recunl •. the ADC
"'1U1l'm"nt lind the IIlllllyzcr valuellil
1II11·quetcd by the ADC 8quipmenllre
tiubicctto Ihe clllihralion specification.
in n 1I0.t:lltHlO thmugh U6.13:!6-a8•• 1 if
Ih" ."DC c'luipmllnt were part of the
uIIHI)'zt~r.
Ih) Dill" ",coni, from IIny one or I
,,,mh,n .. li,,n of unlilyzer. may be Ilored
lIS chart ,..,,;order recordl.
Ie) Soft ....ore zero olldapml. (11 The
lise of "s"ftware" zero lind span i.
I',·rmilletl. The proc" .. of software zero
lII,d .pUIl refers to the technique of
'nllllllly udlU.hllllthe IInalyzer zero lind
"1""1 r"~I)Onses to the c"hbrallon curve
,.,II",s. hut for subsequenl lero end
hi"'" ch"ck. \he anulyzor responle la
hilllply recurded without IIdjualill8 tho
...",Iyzer gain. The obll<lrved analyzer
rl"p"nse ftlcorded frum the subsequent
..!,cck is malhemllticully corracled bock
I" the clIlHnation eur~e villuOI for zero
.1I1l1 span. The lame milthematical
,o''''cliun i8 then IIpplied to Ihe
.II, •• IYZIlr'S respunse to II 11.Impie of
'" h.'"8t g." i.. urder to oompule the true
~.lflJple t.ulIl:Cnlrdlion.
(21 The maximum 8mounl of aortware
z,·,o lind .pan muthematic,,1 correction
is ' 10 I""""nl uf full leal" chart
tI..rt.-cl iun. .
(3) Soflwarc zero lind _plln mllY be
,,",,<1 10 bwilch between rllll8e8 wllhout
.lIljll.liIiH Ih" g•• in uf the analyzer.
(4) Th" 9uflwllrIl zero and Ipan
1,· •. hlli'lut! IllUY nut be ueed to malk
III •• ,)y •. cr dlift. The observed churt
tI"n.~clion before and urter a gillen lime
IWI iud ur event shall be uled for
wmpulilllllhe drift. Softwure zero and
-I'"n nUty be used lifter Ihe drift hili
1"'''11 complltedto mathematically adjuII
lilly .pun drift 80 Ihul Ihe "ufter" epun
dll".~ Olily be transformed Inlo Ihe
"bdulI'" s" .. n chcck for the next
~"!llOelll.
ItI) Fllr h.IS .ample IIn"lysil perform
Ihe r"II"willll sequence;
11) W"rlll'~p and stabilize Ihe
'"I.oIyz'·IS.
(2) CI".ln ilntl/or replace filter
I·""",,nl •. condilioniny columns (if used).
t'l" . us Iwcpss.lry.
):I) TI", unl"r "f .t,·ps (l)und (21 may
I... inll·rchllng"d.
H) Ob'aln II .talole %eru reading.
(5) ZI'''" "nd span Ihe ullulyzen ""ilh
"'ro "lid '"U!llld6IlB. The Hpan gasos
oh.lil h.l\·I· CIlIILentrutiun. bel ween 75
.",,11011 1,,',wllt .. f full BLuie churl
d,·n"dilJll Thl! nuw rulel und 8)'011101
I'''· •.• Ul'l·,. "urinN spunning 'hall Le
''II'",.\i"Io.II·ly Ih,· sUnle III Ihuse
,'IlUl\ClIPft , d durin" 8~mpling.
(til Rp·dwck zero r"sponle. I'llpellt
pilrll!o:r"phb (<1)(41 lind (d1l51 uf thi'
- 91 -
I Wedlwsday. January 7. 1981
aeellon or U80 &uflware lero lind span if
neees'''IY·
(7} If a chart recurder i6 u*cd. identify
the musl recent zero ami span response
al the pre·anlll)·si. valu",.
(81 If ADC e\juipmentls used.
electronically rllLord Ihe nlosl recenl
zeru and span response il8 the pre·
anul).i. values.
(1/) Measure Be (c"Lcpl diesels I. CO.
CO•. and NO. cuncenlraliulll in the
.ample bag(.' wilh approlliOlillely the
,lime now rates lind pfl'&~urc. used in
pllr"graph (dllS) of Ihis seelion.
Conslituentl measured cuntinuoualy do
nol require beg IInuly.;s.
(101 Recbeckillg of Ihe zero ond 8pan
poinl afler Ihe unalysi8 of the bag 18
permitted. The number of bags that may
be an.dyud afler pre·anuIYli. valuel for
zero end Ipap h,,\'e Leen delermined il
nut Ipeclnlld. The hmilinll criteria on the
tillle span or the number of event. thilt
ml'y occur between Ihe pre·analyala and
1>08t·llllllly.l. IIIro sp .. n checlr.. are Ihe
followiJla:
(il A p ... ·BRilly.18 lero und apan value
for each runlle of each cun,lituentlo be
analyzed mllll be d"lemlined and
identified or recorded prior to analyzill8
thll bag. Tbe baa may Le lampled in
ordar to idenlify Ibe apeclfic range
required prior to Ihe delermination qf
the pre·ilnalyala valuel.
(iiI A poII.anlll),all zero Bnd apan
WIeck fur each rllll81: used muat be
perfurmed and Ihe vllIllel recorded. The
lime inlerval or Ibe number of evenls
Ihal mllY occur bel ween the pre and
poll check. is nol .pecified. Howevcr.
the difference between pre·llnlll),sia zero
lind apan vlllues (recorded in step (71
and (8)) veraus those recorded for the
po8t.allaly.i. check mdY not excelld the
zllro drlfllimit or the apun drift limit uf 2
percent of full Icule ch.ut deDection for
any ,anile u.cd.
(iiil The lime epun Lel",el'n Ihe pre
and poSI checks nUIY be no IUlIger thun
the time perlud thllt W"I used to
eVilluate the analyzer drift performanLu.
{11} Anulyzc Ihe renulinlng slimple
and backaroupd bags 01 uulUlIed in
,tepi (4) through (l0).
(el For continuoul s .. mple anal)8i8
purform the following sel/uencel:
(I) Wllrm·up and I'~bi Ize Ihe
anlilyze,..
(21 Clean und/ot rel,lace filter
elemenls. cundltioning column. (If u~ed)
elc .. 08 nceels"ry.
(31 The order of sl<,P" (II anlllZI mily
be inlerchanlled.
(4) IAluk che<:k plII'liml» ollhe
• .,mpling Iyalem Ih"l "peru Ie under II
Vacuum "hell .amllilnll.
(5) Allow hcut"d ... mple IIncl. filtera.
pumps. ele .. 10 slllbilize 01 opera tins
tcmperuturu.
I Proposed Rules
(Ill The order of IIepl141 and (51 mil)'
be interchall88d.
(7) Oblain a shlble zefO reading.
(8) Zero and span each range 10 be
. used on ellch analyzer used prior tu the
beginnill8 of Ibe cold cycle. The span
guses shall have a concenlration
belween 75 and 100 percent of full scale
chilrt deDection. Tha Dow rates and
IY8111m p .....U181 thall bll approximalely
the lamll aa Ihol. encountered durina
samplill8.
(91 Re-check zero response. repellt
slops (71 and (8) or uae .oftwllre zero
and Ipan If necessary.
(10) If II chart recorder II used.
identify the most recent zero lind span
response a8 the pre·analysi8 values.
(11) If ADC equipment II used.
eleclronically. record Ihe mo.1 recenl
zero IlIId apan naponle al the pre-
analYli. values.
(12) Mes,ure Ihe eml8siona (HC
required for dio8ela. NO.. CO. CO.
optional) conlinuoualy during the cold
Ilurt cycle. Indica Ie the shul of the test.
Ihe ranael'} 1II0d. Ind Ibe end of the tesl
on Ihe recordill8 medium (chart paper or
Aile equipmenl). U.e approxlmalcly the
lame now rales and 'Yltem pressurea
used in .tep (8).
1131 Collect backsround HC. CO. Co..
and NO. in a &ample bas.
(141 Perform a pOII·anlilyais zero and
spiln check for each range al Ihe
condition. Ipecified In step 181.
(151 Neither the zero drift nor the spun
drifl between Ihe pre·anillyail and poat·
analysis check, on any ranae uaed may
""ceed 3 percenl for HC or 2 percent for
NO•• CO. and Co. of full scale chart
deDection. or the teat il void.
(161 Determine HC backllround levels
for the cold eturl cycle by inlroducinllil
sample from the background bag inlo
thB overnow HC Ipan 'Yltem.
111) Delermine bllckJi'ound levels of
NO•. CO. or CO. (if nece8&oI'Y) by the
t""hnlque outlined In pllragraph (el of
thia Illcliop. The wnUnUOU8 IInalyzllfB
mlly be used for apalYlil under
parlillrapb (e).
NoI•.-I'or a qua lily control check on
tl",.d ItC. campa.. an analyeit of a
t."ckground bea to a conlinuout IInllly.i. of
budlground air a.. Dlpled thro"llh the IoIal
hl dtucarbon probe. For bo&t r... ull •. the
U'lr~",nce .hould be I".. than 1 percent on
the avcraaeltlme Intcaral~od) dilute
hl.Jrocarbon emi'lion level during the Icol.
(161 Ropelitstepi (71 through (17) for
the hot cyc\a. The po.I·llnalysis zllro
Hnd Ipun check for the cold slart (ur
prclliou, hot Ilartl cycle may be used for
Ihe pre·IIIlIIIYlil zeru lind span for the
rulluwlnll boLllurl cycle.
(19) If the lIC drift II greuter thun 3
percenl of full·scale ehllrl deflection.
hydrocorbon hang· up Is IUlpeeted.
 - 92 -

,...... R_I'_" , Vol. 46, No.4 I Wednr.wRY. January 7. 1981 I PI'opoef!d RuIn 1_

fI')IIC hllng-up. If Ihe He hang-up II (p) For a .. Ud·IPlI the criteria In

SURPIlCII'CI. Ihe following .equencll mA)' F1llure NII8-14 mURI hI'! mrl for hnlh
I'e p,·rformed. C)'del (cold Ilnrlllnd hnl 911lrl)
(1) fill • elenn ,.mpl, b.. with I'ro hllJivldUIIlly. 001 ... lIon8 rrum Ihe
RII~. rellre..lon analyel. art! permitted when
12} Z~ro Rnd "pRn Ihe lIPID willi tbe allowed In Ft..... NIlII·14.
o""rnow .ysl",n. -"-OCIDI-..
(3) "nalyze Ihe .Rmple baA through
Ihe overflow sAmple IYllem.
1~I"nHlyze tha ..mple ba. OD
unother FlU or BOO _1I"Ilh.
or
RPI'(:mCRtiOn Ihls Subpart or 40 CPR.
Suhparl 0 Ihal doe8 not hllve a hR"8-up
prohlem.
(5) If Ihe difference between the
r" ....llnIl8 oblnlned Is 3 percent or more
of Ihe I/FID full 8Gol!!. disconnect probe
lind c1enn Rllmll. (Sonklng with sulfuric
.. dd "R~ proven erret:live.) Clean sample
hlP ~I.o. (llenlinlllo 450' ... ond now
l1ilco!<f'n R88 cnnlinuously for 12 bOlllll
!·a. Ilfoven usefuL)
Ill) ReBasembe Ihe sample 'Yltem.
1"'01 I,., ~p"cmed lemperal-. and
rl'peol Ihe procedure In (t)lhruogh (til
nhove.
44. " new IIl6.tJ.4t-116ls added and
,,,,,,Is 119 follows:
§ ee. 134 ,.... THI ~ .1IIIdIIIIon crn.rtL
In) To I .. duce errore belween Ihe
feedbnck and reference (cycle trace)
VAIIlCS Ihe engine speed lind torque
rcedhRI:k IIgnal8 may be shifted.
ma)(imum of ±'5 second. wllh rapaclle
II", reference speed ond lorque Irace•. If
t'lt~ feedb.,;k 8i8nollare ahlned. bolh
• 1'1'1'(1 and torque mUll be .hfl'ted the
".1I11\! amount In Ihe 88me dlrecllon.
Ih) Calculnte Ihe brake horsepower
for each pair of ef18lne speed and lorque
,,,IIIPS l'ecorded. II.lso colcll10le Ihe
reference brake horsepower for each
I'air of cnRlne speed Dnd lorque
n,ference \·aluI'8. Calculatlonl ahall be
In nve 91l1nmc(lnl diana.
Ic) I.incar rellrestrionl of feedback
":due on reference value shall hI!
rt'ffnrmed for speed. torq~ lind brake
hnrRp.pnwer. The mel hod of le.,I-Iqua ...
• hlll\ be " •.,d. Thl! equation 8hall have
II", forlO:
) ··III~ .. b
\\,hmo:
). , The f.·,·dlulf:k ("cluel) value of .p....d (In
RI'~'J Tor,!". (in fI·Jb •. ). or brAkr
hCJI~("p(J\\"·r.
III ~Iop(' of till' rt'Jlf(~RRion line.
nw r(·rl'f(~nrr. \'ulur (~Jlf'f'd .• orqur. or
1>,;, .10;1' , t1f!4f'rO,....'rl.
tl Thr y IIlIN\ ,'plllf Ihl':' rCRreuion line.
(tI) '111' siandard error of estimute
(sr) oj y un ~ lind Ihe coefficlenl of
(l""'rllli"~lI"n (r'l.h,,11 be calculated ror
";1. h n'~'PRsinn line.
 - 93 -

1980 Federal R:;:.... I Vol. 46. No.4 I Wednel>dllY. January 7, 1981 I Proposed Rule:

REGRESSION LINE TOLERANCES

SPIID TORQUE 8RAKE HORSEPOWER
STANQAAO EMROA. OF I~O'MAXIMUM ..... OF MAXIMUM
ESTIMATE IS.) OF It ON X 1aa RPM ENGINe TORQUe . 8AAKE HORSEPOWER
SLOPIOFTHI U70- o,a.I.03 HOT 0."1.03 1HGT1
RlGMlSION UNI. M '.G30 0.77·1.03 COLI) Q.l7-1.Q3 (COLOI

coe''''ClENT 0' UIOO IHOT! JI

OElPMINATION. AI o.mu USOO (COLDIJI CI.I1C1OJI
Y INTIACIJ'f 0' 1MI
RECiMtIION U ..... ~ 1.0 0' 8fWCI
*10 RPM * 11 II't LIS. HORSIJIOWIR
JI MIN/MUM

PERMITTED POINT DELETIONS FROM REGRESSION ANALYSIS

POINTS TO 8e DEL!TID

"1'1$1' 24 seCONDS (: II 01' 'RIIIOU IPEED. TORQUI.

~ HOT AND COLI) CYCU£S IAAKI HOASIPOWIR

SPeED CONTROL;
TORQUI FEID8AC1< < TOROUE R,""INCI
3 TORoue.
{ TOROUI CONTROL:
SPUD "IDVCK < SIllED RII'IfWCa
J BRAKE HORSIPOWe"
SPEED.
8AAKE HORSIPOWIIA

SPIED CONTJlOL. CLOSfO THROTTI.I. TOAOUE.

TOAOUI AUlREHCI < ZlRO BAAKE HORSIEPOWIR

GASOUNE FUELED ENGINES EQUIPPED WITH

AUTOMATIC QlOKES. FIRSl' 'SO SECONDS OF
COLD ~E OR FIRST 30 SECONOS 0' HOT
CYCLE. CloseD THROTTU: AND:
MANUAL TAAHSWISSION. iF TOROUE ,.EDBACK
SPEED
A. IS EOUAI. TO ZERO I: 10 FT. Las.) OR; BRAI<E HORSEPOWER
S. AUTOMATIC TRANSMISSION. " TOROUE FEED8ACK IS SOUAI. TO SPIID
CURB IDLE TRANSI.nSSION TORQUI I: .0 I'T. L8$.~ BRAKe HORSEJ><)WIR

FtGURE NS&-14·
 - 94 -

10 Th' fnllWr.'1d brake honIep_ei'

hour lor "ell eyele (cold and hoI Itm/
• hall be between -111 percenl and +5
or
percent Ihe fnle ....'ed brake
horHpower-hout far the rarennllll cyclo
or Ihe lelt II yoid. A11lorque and lpeed
dala polnls mUll be uled 10 calculllle
Ihe Interwre1ed brake horeepow_hOtlr.
For the pu..,.,." of1hl. oalcuilltion.
negat\vl! lorque vnluel (I.e~ molortn,
horsepower/.hall be IBI equal to aero
and included.
lA/if a dynamometer tell run
de1t!rrnfned 10 be 11811111cal." or
'I
experimentally void. colftCtlve action
Rhotl he takr.n. The enatne ,hllll then be
nllowed 10 cool (naturally or rorced) Rnd
the dynamomeler lell rerun per
lSOD37-M.
45. II new 186. 1342-881. lidded and
reRd. DR follows:
§ 86.1342.... C.lculellon.; ••hellet
eml..~
[al The Fin .. 1 reporled Ir.nalenl
PmiRsinn le8t resulll Ihall be computed
by u." uf the 1"lIowi... formula:
"... .
Whr.re:
A_ = Wr.iRhlr.d mo •• ~mi .. I"" I~\·.I (IIC.
co. CO~ NO. or porlkul"le ,di.lel
!>ntyllin g,an,. pcr !>rnk" h",.."o",er
hour.
,... ~ M••• emls.inn Ir.vel in jII1Irns.
mea.ured during Ihr. enId oillil Ie ...
RM'" Mall emissions 11""f'1 in Rrnml.
mf'RIUred durin" th .. hot start 11-", ..
m 'I'-IIR.. ~ Tolal bro~r. hor,,·pow,·r·hour
(hrake horsrl'owrr intrRrall'" wilh
rrspt!cl to limel rur thl! coM "ttlrt ......
DI ",-I JR." ~- Tolal hrllkr honf'powrr.hnur
(hreke hO"'''IJOwl!r inlf'~ralf'd ","h
respect In limr) (ur Ihr hoi ~tnrl "'st
(11 The mo.~ 01 ~a<:h poliuta"t 1M Ih~
cold slart lest lind Ihe hOi Atarl lest ror
halt mrusurcnwnts nnd diP!wl hf!al
exchanger samp1t~ syslem n1Pa!i'un~mf>nh
is d.,lermineli lrom thp 1"II"winM
cqunlions:

(l) Hydroc.rbon _ •• a:

NOx • V. X Oenlityuo X ~H X (NO. 11,000,000)

III.. 'S IIII.X " 2 conc

(iii) C.. rbon monoxidll lIIa.l:

co_ • • 8 • V.
IIIU(
X Denlityco X (COconc 11,000,000)

(iv) Carbon dioxide ... SI:

(v) Diesel p .. rticul .. te IIII1SS:


1_ Federal Regilter
(2) The mass or each pOH~(dnt (or the
culd .tart tetil Bnd Ihe hoi 'IHI leal for
now compensaled sample .p!~:.,. I,
(1) ac;....
( U) lICx".-....
( iii) D •
• i.' (COa)i x (V.ix)i x (Dan.ity CO) x 6T)
-, :r-
10
COd 1 penlenl (He I 88.1342..... )(5)).
- i06 (1- Dr
(iv) C0:1.. . .
(3) MeHning or tiymbole:
Ii) "c.._=U)ld"'J(;~rIJOn emiulOnJ. in sram.
per le81 phuMa.
Denoity,., ~ Denlily of hydrocarbon. i.
16.3:1 gill' (.5768 ka/m'l. aOlumins an
tfU~r41H" carbon to hydroareu raUu of
II.U~. ul 6II'f (zo'C) end 780 mm 118
(101.3 kl'.'J pro .. ur•.
IIC~M: lIyuM,urbon concontralion of the
dilu'. . . h.u.,"ample corrected tor
back&roulld. in ppm "",bon equlvMlent.
i.•.• equlvalenl propane X 3,
Ilc:-~ltC.-IIc..ll-(l/DFlI
Where:
lie, = lIydrllcnrhon conc.nlralion uf the
dilute exhaust buglample or, fur die••1
hcut eJlChBnger IYlleml, average
h~drocurbon concenlration of the dilute
Ixhau8t .ample",. calculuted from Ihu
Intearaled He Irlice•• In ppm carbon
equivalent. Po, now compen.aled
- 95 -
I Vol. 46. No.4 I Wedncsll"y. January 7. 1981
determined rrom Ihe rollowing
equul\ona:
& V.ix ~ Den.~ty ac
.
x (V.ix)i ~ (Denlicy NO ) x .1T)
2 Ihe IDalanlaneou. wncenlralion. The
) x V.ix & Den.icy CO
,umplo ayalt:m. (Ile,l, I. th.
ilUttantuneOUI concentralioll.
IiC.... A "~dro<:o,hon ""nccnltation of Ihe
d,lulion air •• m"".ur.,j, In ppm curbun
etlui\'tllenl. , •
ur
(il) NO ..... <,:. O'llt.Hll!8 l1il!'UK"n cmillhms. in
/lr.mo PI" h·.1 ph.,sc_
Denaitytrr.:o.;.· Ot!nltty uf u,iJul uf nltroHtm
1.54.16 a/f1'II.OI3 ~lI/m'), ••• uminH Ihey
Dr ..in Ihe f",on of III"osun dloxld.., al
118'.' (20'C) und 7llO him 11II110U kru)
prl!88Ure.
NO\U.M ..c 0,,"..1.,. of nitro8on concenl',IUon
uf Ih. dilu", ... h"ult lon'pl. corn",t.d
fur bu~karound, in PI'"'.
NO.,.... ~ NOx, - NO~.II - lI/Ut'll
Where:
NO,,-:..: O"id~. of nilro.,'~n conGCDI'Hti"n
Ihe dilute exhuult bu .... mpla ••
mea.u....d, in pplll. Fur nuw COII'I,vn.oted
.umple .~.h·m. INOx,). i. Ihe
inlldnl.naoul concenlration.
I Propoled Rules
NOx" .0x"10II 01 nit....... concBhtru\iu" of
Ihe dilule air .a moaaured. In ppm.
llii) eO_=Carbon monollide emi •• ions. in
"am. pBr leal pha.e, ,
Denslly",,= Density of carbon monoxidv is
32.97 a/f1'll.llM kg/m'l. al68'F (:!O'CJ
and 7110 mm Hal (lOt.S kPa) pre.sure.
CO_=Csrbon monoxide concentralion of
lhe dllule exhau.1 lample colTecled for
becUroUDd. waler vapor. and CO,
elQilclion. 10 ppm.
CO_-co.-CO.J1-(t/DFJI
Where:
eO.~Carbon monoxide wneentralion of
the dilule exhausl bas .. mple volume
CDmlcled fo, waler vapor lind carbon
dioxide .xlrscllon. In ppm. For 'now
compen.aled Hmple .y.lema (CO,), i.
calculation alaumes the carbon to
hydrosen ralio of the fuel I. 1:1.05.
CO.-It -o.ot925CO.. -0.000323RICO...
Where:
CO,. -Carbon monoxide coneenlr.tion of
the dllule exhausl .ample al measured.
Iii ppm,
eo..-Carbon dioxide concentralion of Ihe
dllule axhaua' bea.ample. In percent.
for now compelllllled sample eYltcms
ICo..l, II the inalanlaneoua
concentration.
R ~R81allve huulidil)l oC the dilution olr, in
CO.-Carbon moxide concenlratiun uf the
dilution air correcled for waler vapllr
..""84:1100. In ppm.
CO.-II-O,OOO323R)CO..
Where:
CO•• Co Carbon monoxide concentr.tion of
Ihe dilution air lampl••• measured, in
ppm.
Nol•. -U a CO instrument which meeis the
criteria lpeclfled In 168.1311 .... is us.d and
. Ihe wndlllonina column hal been deleted,
CO_ can be .ubaliluled directly for CO. and
CO.. can be lub.liluled direclly for CO•.
Co.._
Ii\') -Carbun dioxide eml.slons. in
srams per leal phase,
Deualtyc:ooaDenllly of carbon dioxide is
SUSs/fl'(1.1M3 kg/m'l. at68'F (W'C)
an,j 760 mm HS(IOt.3 kPa) pre •• ure.
e o _ & Carbon dlollide concentration of
Ihe dihllq exbaUII .. mpl. correcled for
baclosround. In percelli.
CO ... M=CO.. -CO..(l-(l/m'!I
Whure:
co.. ~ Curbun dluxid. cune.ntr.tiun of Iho
dllutiun air as me".u ....d, in percent.
Iv) 1'_ _ Mu .. 01 particul¥le dotel'mi"ed In
gram. per lelt ph ....,
", ~ Malt of purtlculal. per lelt on Ihl!
ollhaual filter (ot Oller. if Ihe b.,:k·up
fill.r II required. See I l1li. 13UHIIl(t;J for
delerminatiulli. gram•.
ur V.. ~ Tolal "ulume of ."mpl.. remm'"d from
lhe primary dilution lunnel, cubic fect HI
standard comllllQnl,
(H) For. Iingle-lhiulio/l IYIIIUP1:
 - 96 -

,............. , Vol. te, No, 4 I Wednellday, 'anua.,. 7, 1981 I Propo.ed Rules 1183

(viI DF-t3 .• "CO.... (lie. +CO.I x 10"

K. +Humldlly correction loci or.
CIId":.:'" _ .... "=-_
Where: For 88sollne engines: V_" eo24 ft'.,... 8113"'
II ............... 302'> .................... 30 2 ....
V_ ~ Rclual volume of dUule .. mple K"et/(1-0.0047(H ·-7511 (orlnr 81 ..... ............... 30.2.... ........ . . ........ 30 2 ....
p._ ....... " ..._". 7'25 ....... ,._ .... ' ...... 735",", HI
removed from Ihe primel')'-dllullon unll.-lI\1-0.032911l-10.1\ )Jl P"., ......• _,,,_ 21'.8" "" HI .............. .u I,. ""'" Hi
lunnrl. eublc reel. HC. ........ -..... 'ilM _ C_ • • ,,.... c .....
1'. ~ barometric pre •• IIl'II. mm"" For diesel engines: HOI. . ".. , .• ppm,.. 101M PP'"
00_ 111 b ppm tt .. 2ft PP"I
I'.. = pre •• ure eleyalton abo.. amblenl Kant. 00.. .... ,. .',........ 3&1'
me •• u...d at the 1n1,llo die dilute ...:.._ . ): 10"", C ..,tv 8 10 ppm C . . . .
o"hauII 'Impl, ••• met.r 01' now
In.trumant.lion. mm.... For mOil,..
Where:
H - Aboolul. humIdity In aralna I,ramll of co..-_...
QO., ... a 0...
e_ .. __..._. '''_
-.,._.... _ eo __ ............ 0'0,....

_ 0 ...
melerl or now In.IruaI...1I with wal..r per pound 11<11oa,801) of dl')' .Ir. _ .......... _. om .... .... ,..
unmlricted dlech ..... POol. n....... bl. H-l!.3.•78IR.x P.I/lp. - (P.x R./IOOII 101
and can be _lIDIed - O. 61 unU., H-((8.ZtlIR.xr.Jf!PI -(P.xR.
T .. - .ve..... lemperature of Ihe dllule (tOO)) Th_
exhau.t I.mple at the Inlello Ih, ."' R.~ Relallva humidity of the amblenl air. In Cold SIQI'f re.'
meier or now 1n.lrumenlaUon. "R. percenl.
Note.-V.. rna, ...qul ... co,",clion P._Salurated VRpor pre •• ure. In mm I" H -1l43.t7lJ(30.2J(UAnlIIi
Rccordlng 10 t 116.132O-811{1j. \7Ji-Izz.tJ78J(:IO.zl/l00\ ~., lral ... or
(ltPaI at Ihe amblenl dry bulb w.ter per pound 01 dry Ilr.
(b) For 8 double·dilutlon eyslem: temperatum. K.~ 1/11-0.G047141-7511 :O.8fl2
P.aBarumelric pre.. ure. In mm Ill! (kPal. CO.-ll-0.011125(.1711
V.. ~V" Ill-Time Interval lin .~condsl belweon - 0.000323(30.2))171.22 ~IIl!lO ppm
Whore:
v,,~v •• y(p. +1'.. 1x 528"R(T.. x 760
08mpleo In now compen.Bled "Ylleml
(O.Z aecond. m8xlmum).
CO.-II-ObI ... IJ('.... ppm
UF-1U/l.171+fl3Z.t +1 .... 10 " 14.:IIn
,JO.8II"'.,
.,mllG V_ =Tolal dilute .khau.1 volume In cubic tlc.-~tU.1-3.BlI-(1JIIUI511 = Ila.1I ppm
V~ ~ acluol volume of double diluled leel per le.1 phale correcled 10 .Iand.rd Hc.-- 89Z4(111.33J(tZ8.III1.OOO.tIlO) ~ 14.53
•• mple which passed Ihrouah Ihe
parhculate filler. cablc feel.
rondilion. (SZO'R (Z93'Kland 7110 mm Ita .... m.
(101.3 kPal. NO,,-o 1.88-0.GII -fl/I4.I6SJI ~ 1.88,pm
1'. ~ barometric prenure. mmUs. (V_J.=ln.laolaneou. dllule "xheuII Na-~8tI24(54.16)(.882Jt1 .•J
1'.. = p""soure .Ievation abovl Imble,,1 volumetric now rille (ror compens81ed 1.00Il.00III-1.114 ..._
me .. unod al the Inlet to thl .ample ,a. now Iy.temll. In cubic r.", per ."cond. CO_ -1111.0 - "'11- (I (14.2II51J - 1011.0
met.r located .t th, exll 'Id. of lhe For PDP~Vs. V•• , la: Pplll
8rcondury dilution tunnel, mmlta. For CO_ - 8924(32.971( 168.0(t .000.'lOO1 ~ '11.35
m",,1 melers with unrestrlcled dllchorge W(', - ',)(5%S'R) IIr8m.
1'" I. nesli~lble and can be a ••umed-O. 9. ., 11-"':"'-";;;"--- Co--.17'-~1-/1I4·_lJ-·t7'"
.111 0 060 _ flJHT )
T".· AvcraMe temper"ure of the dllut.
p
CO--....SI.85)(.17./1001=1I3!1 M'8ma
exhausl •• mpl. allhe Inlet to lhe ...11
side 8a. meter or now l...tnIlnenlalion. /fal Slort Tnl
'R. fol' 51 uaiti. A•• ume IlmU.r cllculaUonl reoull In lhe
V,,~ V.. x (P. +Pool x 5ZO' R/T.. x 7110 rollowl""
mmllG HC_zB.7Z...-
V.. e aclual volume 01 aecondal')' dilution

_I
NOx_-3.lII ......
air. cubie leel. CO_- Z5-'O 1I'8I1l1
p. ~ bAromelrlc pre..u.... mmlta· CO_=12ZI .........
" .. = prea.u", el.vaUon .bo". ambient (ZI WeI8IIted _111100 ......11.:
m.. ler or now InllNmentallon _ted
..... ureol at the Inlel to the oemple ••1

Ih. Inlel .ide of Ihe .econdal')' dilution

al
lu"nel. mmH,. For moat , •• metare with
un ..... llict.d discharge p.. II n.... l.ble
",,,I eftn btl .,"umed-o.
'I',." !\vetHse temperature of the dilute
uhnU91 .ample ot Ihe Inlel to thelnlel
,Ide 808 meier or now InttrvmenlaUon.
'R.
NOlo.-Bolh V" end V" rna)' require
,"orreel inn ACl:ordi ... 10 1118.1,...1). 'I1Iue
correcl.ons mU81 he appllpd herON V.. II
dl fennlnrd.
Note.-The baclqp-ound p8"lculele level
In.ldo Ih. dilution air filter bo.. at EPA I.
>t'ry low. This parllculale level will be
oHoumcd =0. Rnd backsround parliculale
a" nlplea "ill nol be lakfOn wllh each e ..haust
611mple II i. ,poommpnded Ihat backaround
pmticuhtte (·hr.cka be made periodically to
verify Ihe low 1...1. Any menulaclu_ may
",,,ke Ih" ".me .,.umplion wllhoul prior EPA
upprm, ill.
WIle...
RC • 1"(16.,.,1. 6/7(8.72r
V._Volume of aa. pumped by Ih. "",llIv. - t/f{o.l5il. 6/'<0.11"
dleplacemenl pump. In cumc feel (cubic
me.....) per revolullon. Thll yolume I.
dependent on lhe p.... ore differential
a~ th. poaltlv8 dl.placement pump.
0'
N - Number of ravolutlonl the poaltlve
diaplacement pump duli ... Ihe te.t phaM
~
~
• 1/7(%.",. 617(J .•"
IInd.z"). 6/7tO.147)
while 08mple. are bel ... collected.
PI-Baromelric preeeUJ'8. In mm HalkPa). • 10.0 ,. ... /aRP-RI
P. - Prenure de"",lIlonl below
almoopheric mealured al Ihe Inlello Ih.
"",lIlve dl.placemenl pump. In mm HI! co • 117(".J',. 617121.70'
IkPal (dun ... ao Idle mode). ~ 17710.1,9). &/7(0.J47'
T.-AvenS_ temperalure of dilule •• hauII
enlerlna pD.ltln dl.plar;~menl pump
durl ... te.l, 'R ('KI·
[b) Sample calculation or mall values
or extrausl emis,ions: co • 11716"'. 'V I U2.'
.,..,
z.. [/1(0.259J.' 1(0.l4"
(t) Assume Ihl! rollowing lest results
ror R lI"solioe engiol!: . ~-.I lIIt-u
 - 97 -

1964 .·oderal Register I Vol. -ill. No.4 I W..,dnt!,ti.,y. 1,IIII1"ry 7. 19111 I Proposed Rules

(I.I The fin,,1 r"ported li,·ul..e-sJlcdfic

fill,) conSUmp'IIIIl {IJSFClshuli be
l.Iunl,ut"d by liS" of the following
formulu:

ISle·

'A-'llt'rt~:
IISFC b,.lo.c·.Vtlc,foc fucl wnluruptoun III
pound. (Jf ruel ptlf br~ke honepowcr-
hour IIIJa/BIIP-IiR)
M( milliS or
ruel. in pounds. USt,1I b} Iht"
"lIgUlC durillH tile cold Itllrt 1~8t.
M.. .:· muss nf rud. in pounds. used 11)' tho
('n~il1t! durin» the hut bt,trl lcst.
In IP-UR, :- lot.IIlJlil~c hurlu:po"'l~r-huur.
{t.r.l~c hurfu:powor intcgntled wilh
rt·!tp.-ci 1o IlIIw) fur the cold slare h~8t.
mW-JlRu·· t,)11I1 hrake hora.!powt~r·houra
(hr<Jke horbf'p("",'er Inlt'graled wilh
rl't'tpt'c! lu tllne) (01' thtt hot aturt W8t.

It) The IIlU.S 01 fuel for the cold 8111rl

.HIJ hot stMI lesl Is delermined from Ihe
followill!! "qu8111in:
M IC,/R.)lIf.I5J.61
(21 Melillinl! of "ymbolv:
~I M.I •• ull,,,·1. illllUunds. u... d by .he
l'llj.lllh: dunng the culJ or hot Bturt Itu,\.
(" GfitnHI of I:,Uh'IIl nWlItiuruJ our1n8 thu
( ulJ HI hot lila, I 1t'1Il.

G,. II2.JllItll.Oll • •U.008I) IHc... ••

• O.4ZljC~. . . . 0.27) CO~ ••

\\Lnl
t 1(',,,..... I h til tlLdl1 u ,II "rnih!(ion~. in Wlun.
fllr cold of hoi ;.tdrt ksl
(;Om_ '" Cdl'bpn monoxid.t f!misblOn8. Ul

Mrums
_=
/Ilrumll for (;uld ur hot start IL'Nt.
ro .... C.lrtJOn dinxitlt! emist;iolls. in
fll( f:ohl,lr hut start 't-.l.
H . The lI\t!tI8UI't!tl hydN)twn to c.arboll rulia
of Ihe f"d.
H., The Ul",Jfllti uf (<.Jehun in tht' fuul per
grum or hJt!L
R.-12.01l/112.01l I ,,(!.lIOIl)1
(dl Sdlllple "illculution of lirake-
",wdfic fuel wnsurnplion:
I J I A".urne Ihe folloWing lext results:
..LUHQ COOi _-2H1
 - 98 -

Federal R...... I Vo\. 46. No ... I Wednesday. January 7. 1981 I Proposed Rules 1985

Cold Start Cycle Hot StoUt Cye 1e

Tut l •• uttl Test Results

BlIP-HI 6.945 7.078

a 1.85 1.85
He mas. 37.08 grams 28.82 gram.

COm ... 357.69 Irams 350.33 gr ••

C° 2masa 5419.62 gr •• 5361.32 Irams

Then:

Cs for cold start test •

(12.011/(12.011 + (1.85)(1.008»)(37.08) + 0.429(357.69)
+ 0.273(5419.62) • 1665.10 grams

Gs for hoc .tart t •• t •

(12.011/(12.011 + (1;85)(1.008»)<28.82) + 0.429050.33)
+ 0.273(5361.32) • 1638.88 Jrams

12 • 12.011/(12.011 + I.S5(I.OOS)} • .866

Me • (1665.10/.866)(1/453.6) • 4.24 lb ••

Ma • (1638.S8/.866)(1/453.6) • 4.17 lbs.

(2) Brake-specific fuel consuapcion result.:

1/7(4.24) + 611(4.17) • .592 lb •• of fuel/HHP-HI

85FC •
1/7(6.945) .6/7(7.07S)
BILt.1NG CODE 'YO-H-(

1968 Fedefal Regisler
46. A ,,,,w t 1IIl.134J-86 i8 added and
fe6crved U8 (ollows:
,86.1343-M jR......... dl
47. A n,·w § 116.1344-86 i. ddded and
reud. us ("lIow.:
§ 86.1344-'6 Required Intor_1ion.
(a) The required leBI dald .hun be
grouvo.d into the following Ihree general
ell legorh~s:
(I) Engine aetup and descriptive dahl.
This dulu musl be provided 10 the EPA
supervisor of engine lesting for each
engine ."nl 10 the Admlnislrator for
confirmatory tcsting prior to the
iolitiKllon 01 ens,ne set-up. Thi. dala i.
nt!ce .... ry 10 Insure Ihat EPA leal
pt!rsonnci have Ihe correct deta In order
10 sct "I' and I.stlhe engine In a timely
lind proper manner. Thie deta II nol
rC'luil cd for ICbts performed by tbe
manuCa,lurers.
(~) 1',,, ",.1 dilla. Thie dllt .. i. general
It-sl ddlil Ill'll must be recorded for .... c:h
te.' The dulll is of a more delCllpUve
IIdture 8uch as Identification of Ihe lest
omg,!!e. I".t site number. elc. AI IUch.
Ihis d"ta cun be recorded III any lime
within 24 hours of the tett.
(3) Test-dHt ... This data la phyaical
11.,,1 dala Ihat mUlt be recurded at the
lime of lestins.
(Il) All diltu may be 8upplfed 10 the
Atlminislralor by punch carda. magnellc
Ilipe. or other electronic data procealins
means. Acceptable dala formall and
transmission lechniqucI will be
provided in Ihe Applir.aUon Formal for
Certificlltion ot the oppUcable Model
Yeur.
Ie) Engine set-up data. Becau8e the
speriflc h!sl [ui.:ililiea may change
sumewtl!.1 with tim!!. tbe specinc dotll
p"ranw\cra lind number of itema moy
vary slillhlly. The Application Formal
fur Certification (or Ihe applicable
MOlle! y,,,,, will spcI:iCy the exact
fC'Iulrenwnt8. In general. the follow Ins
Iype of uuta wlll be required:
(l) El1llme manufacturer.
I:':) Ensine system combination.
P) Engine r.odp. lind CIO.
,.1 Eflginc id~nlification number.
(5/ Afiplicable engine model rear.
/0) Engine fucltyp~.
(7) R"c"mmended oil type.
(tl) E~hllu8t pipe configuration pipe
sizt,". etc.
(II) CUI" ,dIe speed.
(101 Uynilmomolcr idle 8po!lld.
{Autom"llc ""n.mission !!Ilgines only.,
{II/ Enl>!f1C parameter spcciflcalions
.uch liS "park liming. operating
h·mpprulure. ndvunce CUr\.'I!S. etc.
(121 Engine performance data such 88.
","~imum BliP. ratcd spced. fuel now.
Bll,,,rn.,,) spllcd. etc.
In) RCLOmmendcd start-up procedure.
- 99 -
I Vol. 48. No.4 / Wednesuay. January 1. 1981
(14) Maximum ."fe ellgine operating
speed.
/15) Numb .. r of hours .'~r .. tion
accumulu ted on engine.
116) Manufacturer'. recommended
Inlet depression limit and typical in-use
Inlet depression level.
(17) E~hdU.t srstcm.
Ii) Diusel ensin"s. (AI Header pipe-
Ineide dianaeter.
IBI Tailpipe Inside d,ameter.
Ic) Minimum distance In·use between
tbe exhaust munilold flunge and the exit
of the chassis exhausl system.
(01 Manufllcturer's recommended
maximum exblluiOl b ..c:k prelsure limit
for the engine.
(E) Typical back pressure a8
determined by the mo",imum bllck
preSSlife application of the engine.
WI Minimum back preuure required
to meet applicable noise regulalion8.
Iii) Cusulifle·fuded ell~iJlt·s. Typical
In-liae back prcssure in vchide exhausl
&y81em.
ldl Pre-test d .. tH. The foJ/owiDa data
.hall be recorded. lind reported to the
Admini.lr.. lor for each te.I conducted
for Compliance With Ihe provisions of 40
CFR 116. Subpart A:
(11 Baslne"'~ltlllD comblnalloD.
(2) Ensine Idllnlifiwllon.
(3) Instrumenl operatorjsl.
(41 Ensine operator{s).
(5) Number of hours oC operation
accumulaled on the engine prior to
beginning the teal sequence (Figure /lia&-
12).
(6) Fuel identificlltion witb averqe of
teal fuel uled.
(1) Date of mosl recenl IInolylicol
uSllmbly calibration.
18) All perllnent InstrulI1enl
Informuliun such 81 luning. lIoln. serilll
numbc~s. detector number. calibralion
curve number. etc. As long UI thiS
Infomlstlon is Iruceable. it mlly be
summarized by .y.tem numbe, or
analyzer identification numbers.
Ie) Test data. Tha physlc .. { parameters
necos611ry 10 compute Ihe tesl result.
and lnaure accuracy of Ihe re.ulls ahaU
be recorded for each teat conducted fot
compliance with Ihe proviMionl of 40
CI-'R 116. Subpart A. Addillonalle.t dlltll
may be recorded allho discretion of the
manufacturer. Exlreme detoill of Ihe te81
measurements such 118 IInalyzer chart
denections will gencrillly not be
required on a routine buals to be
reported 10 the Administralor for each
test. unIon a dispute about the accuracy
of Ihe d"ta nri8es. The following Iype of
dill" shall be requirud to be reported 10
the Adminlslrlltor. The Application
Formal (or Ccrtiflcolion for the
applicaLle Model Yeur will .pedfy Ihe
exacl requiremonl. which may !:hange
I Proposed Rules
.lightly fJoom yellJ' to yellJ' wilh the
additioD or delellon of certain itema.
(1) Date and time of day.
(21 Teal number.
(3) EngiDa Intake air or lest cell
temperature.
(4) Barometric pressure.
Nole.-A cenl,allaboratory baromcl.r
may be uaed; Provided. Ihal tndl.lduBllesl
cell baromelril: pn!88unt are .hown /0 be
..,Ihin ±O.l percent of the baromelrlc
pressure.' the cenlr.1 barometer locution.
(51 Engine Intake or lesl cell and CVS
dilution air humidity.
(6) Muximum torque vcrsus 6peed
curve a. determined In 166.1332. with
minimum and maximum engine speeds.
(7) Measured maximum horsepower.
maximum torque. and r"led speeds.
(81 Measured maximum horsepower
and torque.
(9) IIlSh idle engine speed 'diesel
engincs onlyJ.
(10) Fuel consumption al maximum
power and torque (diesel engines only).
(111 Curb-Idla fuel now rllte.
(12) Cold 80ak time Intervalond cool
down procedure•.
113) Temperalure set point of the
heuted continuoul analy.l. system
component, (if applicable].
(141 Tai' cycle validation criteria as
specified In 1116.1341 for each test phase
(cold-hOI).
(15) Total CVS now rata wilh dilution
faclor for each teet phale (cold-hotJ.
(16/ Sample concentralions
(background correctedJ for HC. CO.
Co.. and NO. &w each 18111 phase (cold-
hotJ.
1171 Broke speciOc emissions IlI/BUP-
hr) for He. CO and NO. for each lest
pbQH (cold-IIot).
(18) The weighted (cold·hot) brake
specific emls8ions (s/BIiP-hr) for Ihe
total lest.
(19) The weighted (cold-bot) carbon
balance brake apecific fual con.wnplion
for the tollllle81.
(20J The number of hours of operation
accwnulated on the anaIne aflur
completing the tall sequencas described
In Flaw- NII6-to.
(21) Additional requirod records for
diesel eflJJines. (I) PreSS111'8 and
temperalure of the dillilll exho.usl
mixtura lind secondary-dilution air in
Ihe cose of a double.dillltion .ystem at
tne Inlel 10 the respective g88 meter{s) or
now in,trumentation u8ed for
particulale aampling.
(Ii) The tcmperlilure of tho dilute
exhaust mixture Immediately before the
parliculate liller.
liii) Cal meier or flow inslrument
readings at the starl of ellllh allmplll
period and at the Ilnd of each sumple
period.
 - 100 -

.............ter I Vol. . . No.• I Wedneeday. January 7. 1981 I Proposed Rules 211'1

(Iv) " . .t.bllll8d pre·tett welaht and

po.He.t wel8hl of each particulate
aample filter.
(v) The telbparature Ind humidity of
the ambient air In Which the partlculete
Rltert were .t.b11111ed.
(vi' The temparetve. of the p. (t)
HowI.la the holed ..mille line before
die heated niter and (aJ belore the HFID.
and the temparature of the control

_---
IYltemoi the heated hydrocarbon
detector,

...
,.. One. 11 _ _ 1 _ , '>45 ...,