Delphi Heavy Duty Emissions Brochure 2011 2012

Worldwide Emissions Standards
Heavy Duty and Off-Road Vehicles
2011 2012 2011 / / 2012
Table of Contents
Table of Contents HEAVY DUTY NON ROAD MOBILE MACHINERY HD - Exhaust Emissions Standards Economic Commission for Europe R49 / R24 Test Cycles European Union Vehicle Categories, Euro I / Euro II Euro III / Euro IV Euro V Euro VI Test Cycles US Federal (EPA) Vehicle Classification Compression Ignition Spark Ignition California (CARB) Emissions Standards 4-5 6-8 9 10-11 12-13 14-16 18-20 22 23-26 26-27 28-31 1 2-58 66-92 FTP Test Cycles Japan Emissions Standards Test Cycles South Korea PR of China Other Areas of the World HD - Emissions Related Requirements European On-board Diagnostics US On-board Diagnostics WWH On-board Diagnostics European Conformity Testing US Conformity Testing Fuel Consumption - CO2 Emissions Fuels EU Reference Test Fuels US Reference Test Fuels Japan Reference Test Fuels NRMM - Emissions Standards European Union C.I. Engines 66-68 59-61 62-64 64 48-49 50-51 52 53-54 55-56 57-58 32-35 37-39 40-43 44 44 45-46 Agricultural and Forestry Tractors S.I. Engines US Federal (EPA) Off-Road C.I. Engines Off-Road S.I. Engines Large S.I. Engines Recreational Vehicle Engines California (CARB) C.I. Engines Small Off-Road S.I. Engines Large Off-Road S.I. Engines Off-Highway Recreational Equipment Japan Diesel Powered Special Vehicles Other Areas of the World Test Cycles NRSC Ramped Modal Testing NRTC Glossary 68-69 71-72 73-77 78-79 80 81 82 82-83 84 85 86-87 88 89-90 91 92 94
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ECE
ECE regulations are similar to EU directives. A base regulation is updated in a consecutive series of amendments. Dates of implementation differ from country, depending on the approval status of the respective amendment in that country. ECE - R49/00-02 (applied to C.I. engines only) TEST UNIT CO TA COP 14 11.2 12.3 TA 3.5 2.4 1.1 1.1 HC COP 2.6 NOx TA COP 18 14.4 15.8 TA PM COP ECE - R49/04 Amendment 01-05 (equivalent to Dir 2005/55/EC and Dir 2005/78/EC) = certification of gas engines with new testing validity criteria to cover their different response to that of diesel engines. Test cycle: Euro V: ESC, ELR and ETC Implementation dates: Euro V: 01Oct08 Emission limits: see page 12 ECE - R49/05 Supplement 2 & 3 - WHDC GTR n4 has been adopted as Annex 4B - OBD GTR n5 has been adopted as Annex 9B+C - Technical requirements on off-cycles emissions (OE) were introduced as Annex 10 ECE - R49/05 Amendment 1 Provisions concerning PN measurement test procedure end measurement equipment. PN emissions shall be measured by continuous samples. For each individual WHSC, hot WHTC and cold WHTC the specific emissions in number of particles / kWh are calculated e = Nr of particles / kWh e= N W act W act = Actual cycle work in kWh For engines with periodic regeneration a different formula is used. Provisions for the calculation of the WHTC weighted average test result and the rounding of the final results are in the Annex.
R49 g/kWh R49-1 R49-2: 2 stages Stage I 4.5 4.9 g/kWh Stage II 4.0 4.0 1) Stage I: applicable from 01Jul92
1)
Stage II COP limits apply from 01Oct96
1.23 8.0 9.0 0.36 0.40 1.1 1) 7.0 7.0 1) 0.15 0.15 1) Stage II: applicable from 01Oct95
ECE - R49/03 content equivalent to 88/77/EEC, amended by 99/96/EC, (Euro III and IV standards) = approval of C.I. and NG and of P.I. fuelled with LPG engines = application for approval of a vehicle by its approved engine or engine family Test cycles (See pages 19-20) Diesel Euro III: ESC/ELR. ETC can be requested Euro IV: ESC, ELR and ETC Gas engines, ETC test. Implementation dates: Euro III: 2000; Euro IV: 01Oct05
HD - Exhaust Emissions Standards
ECE
ECE - R24/03 This regulation applies to the emission of visible exhaust pollutants from C.I. engines fitted to road vehicles. 2 tests are required: 1 - Speed Stabilized under full load 6 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% of the engine speed corresponding to maximum power; and 1000 rpm. For each measuring point, the smoke measured should not exceed the limit values (SL) specified in the directive, which are a function of the air flow rate. The value selected will be the measured (SM) nearest the relevant limit value. 2 - Free acceleration: With warm engine from idle to maximum speed giving an average (XM) of 4 consecutive non-dispersed values. Calculated according both tests: XL1 = (SL/SM)*XM and XL2 = XM + 0.5
1,0 1,5 2,0 2,5 3,0
The lowest numerical XL value will be marked on the vehicle and will be used as a reference for checking production which should not be greater than this value more than 0.5 m-1. Additional requirement for turbo engines: XM SL (corresponding to max SM) + 0.5 m-1 Conversion of Diesel Smoke values Light absorption coefficient [m-1]
0,1 0,2 0,3 0,5 0,4 20 0,7 0,6 0,8 2,0 1,9 1,8 1,7 1,6 1,5 1,4 1,3 1,2 1,1 1,0 0,9 2,2 2,4 3,0 2,8 2,6 3,5 4,0 5,0 8,0 7,0 6,0
Hartridge smoke units [HSU]

10 30 40 3,5
Bosch number [BN]

4,0 4,5 5,0 5,5 6,0 7,5 7,0 6,5
50
60
70
80
90
ECE
TEST CYCLES WHTC - World Heavy Duty Transient Cycle Worldwide Harmonised Heavy Duty (WWHD) Emissions Certification Procedure - Establishment of a harmonised Global It is a second by second sequence of normalized speed and torque values. Technical Regulation (GTR nr 04 incorporating Amendment 2 dated 21Oct2010) 100% 100% 90% 90% covering the TA procedure for HD engine exhaust emissions, adopted on 15Nov06
normalized load (M/Mmax(n)) normalized speed
Application: C.I. engines and P.I. engines fuelled w/ NG and LPG, design speed > 25 km/h and max mass > 3,5 tons. 2 representative test cycles have been created covering typical driving conditions in the European Union, USA, Japan and Australia: - WHTC : Transient Test Cycle - WHSC : Steady State Test Cycle The GTR does not contain emission limit values. Exhaust Emissions to be measured: CO, HC, NMHC, NOx, PM, CO2, expressed in g/kWh. If GTR applied in a national legislation, the limit values should represent at least the same level of severity as its existing regulations.
80% 70% 60% 50% 40% 30% 20% 10% 0% -10% -20%
M_norm_WHTC, final n_norm_WHTC, final
300
600
900
1200
1500
80% 70% 60% 50% 40% 30% 20% 10% 0% -10% -20% 1800
times in s
ECE
WHSC - World Heavy Duty Steady State Cycle It consists of a number of speed and power modes which cover the typical operating range of HD engines. Idle mode is separated in 2 modes: mode 1 at the beginning of test cycle mode 13 at the end of test cycle
2% 2% 2%
Mode 1 2 3 4 5 6 7 8 9 10 11 12
Normalized Speed [%] 0 55 55 55 35 25 45 45 55 75 35 35 0
Normalized Torque [%] 0 100 25 70 100 25 70 25 50 100 50 25 0
Mode Length [s] incl. 20 s Ramp 210 50 250 75 50 200 75 150 125 50 200 250 210 1,895
Load, %
100 70 50
8%
5 7
8% 3%
2 4 9
6% 3% 5% 10%
10
11
10%
25
17/2% 24%
6 0
Motoring
12
1/13
25
35
45
55
75
100 Engine Speed, %
13 Sum
ECE
General Test Sequence Engine preparation, pre-test measurements, performance checks and calibration Generate engine map (max torque curve) Generate reference test cycle Run 1 or more practice cycles as necessary to check engine/test cell/emissions systems WHTC Natural or forced engine cool-down Ready all systems for sampling and data collection Cold start exhaust emissions test 10 +/- 1 min hot soak period (Amendment 2) Hot start exhaust emissions test Preconditioning of engine and particulate system including dilution tunnel Set PM systems in by-pass mode and change dummy PM filter to weighted sampling filter. Ready all systems for sampling and data collection Exhaust emissions test within 5 min after engine shut down WHSC
Test cycle validation - Data collection and evaluation Emissions calculation
EUROPEAN UNION
VEHICLE CATEGORIES Dir 70/156/EEC as amended by Dir 2001/116/EEC Category Description SubNumber Mass Limit category of Persons M1 M2 M3 N1 Cl 1 N1 Cl 2 N1 Cl 3 N2 N3 Up to 9 Persons Over 9 Persons N.A. GVW 3,500 kg 1) GVW 5,000 kg GVW > 5,000 kg RM 1,305 kg Max GVW 1,305 kg < RM 1,760 kg 3,500 kg 1,760 kg < RM 3,500 kg 3,500 kg < GVW 12,000 kg 12,000 kg < GVW
1)
Euro I - Dir 88/77/EEC amended by Dir 91/542/EEC Exhaust emissions of C.I. engines for vehicles > 25km/h Emissions TA (1992) FR (1993) CO HC ECE 49 NOx PM
In brackets: COP values
Test Cycle
Unit
Transportation of Passengers Min. 4 wheels
g/kWh

Engine Power (kW) P 85 1) P > 85 1) 4.5 (4.9) 4.5 (4.9) 1.1 (1.23) 1.1 (1.23) 8.0 (9.0) 8.0 (9.0) 0.612 (0.68) 0.36 (0.40)
Euro II - Dir 88/77/EEC as amended by Dir 91/542/EEC and Dir 96/1/EEC Test Cycle ECE R49-02
1)
Emissions CO HC NOx PM
Unit
Transportation of Goods Min. 4 wheels
g/kWh
Euro II - TA FR 2) 01 Oct. 95 01 Oct. 96 4.0 1.1 7.0 0.15 1)
1)
Until Euro IV: 2 subgroups: M1 with GVW 2,500 kg and M1 with 2,500 kg < GVW 3,500 kg
2)
0.25 g/kWh for engines with a cylinder swept volume < 0.7 liters and rated power speed > 3000 rpm and engine power < 85kW until 30 Sep 97 for TA and 30 Sep 98 for FR COP Limits = TA limits
EUROPEAN UNION
Euro III - Dir 88/77/EC as amended by Dir 1999/96/EC and Dir 2001/27/EC - Diesel engines are tested on ESC and ELR cycles (see pages 19-20). NOx can be tested on ETC cycle (6.5 g/kWh) if required by TA authority - Diesel engines fitted with aftertreatment devices (PM filters, De-NOx) are ested on ESC, ELR and ETC cycles. - Gas engines are tested only on ETC cycle Limit values - Euro III Emissions TA: 10/2000 Unit FR: 10/2001 Euro III ESC/ELR Diesel only ETC Diesel / Gas Euro III - EEV ESC/ELR Diesel only ETC Diesel / Gas
CO 2.1 5.45 1.5 3.0 HC 0.66 0.25 NMHC 0.78 0.40 g/kWh 1.6 0.65 CH4 2) NOx 5.0 5.0 2.0 2.0 Specific requirements for diesel from Euro III 0.16/0.21 1) 3) 0.02 0.02 3) 0.1/0.13 1) - NOx measured at the random check points within the control area of the ESC PM -1 m 0.8 0.15 test must not exceed by more than 10% the values interpolated from the Smoke 1) adjacent test modes. For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than 3,000 min-1 - Smoke on the random test speed of ELR must not exceed the highest smoke 2) For natural gas engines only value of the 2 adjacent test speeds by more than 20% or by more than 5% of 3) Not applicable for gas engines Euro III stage the limit value EEV = Enhanced Environmentally Friendly Vehicle = Type of vehicle propelled by an engine complying with the permissive emission target values shown in the EEV columns - Defeat devices and irrational emission control strategies are prohibited from Euro III
10
EUROPEAN UNION
Euro IV - Dir 88/77/EC as amended by Dir 1999/96/EC, Dir 2005/55/EC Dir 2005/78/EC and Dir 2006/51/EC - Diesel engines are tested on ESC, ELR and ETC cycles if required - Gas engine are tested on ETC cycle Emissions TA: Oct05 FR: Oct06 CO HC NMHC CH4 1) NOx PM Smoke
1) 2)
NOx screening Cycle beating Cycle beating appeared from Euro III due to the use of smart electronics: Injection timing advance during transient operation (fuel consumption reduction) Retarded timings retaining during steady states (NOx reduction). Dir 2001/27/EC, amendment to Dir 88/77/EEC: prescriptions to prevent the use of defeat devices and/or irrational emissions control strategies. A NOx screening on the ETC cycle may be required by TA authority. ETC NOx level must not exceed ESC standards by more than 10%. Dir 2001/27/EC allows manufacturers to provide TA authority with the results of a NOx screening in addition to a written statement that neither defeat device nor irrational control strategy is used. Proposal: NOx emissions from the ETC test must not exceed the ESC standards under any operating conditions.
Euro IV Unit
Euro IV - EEV
ESC/ELR ETC ESC/ELR ETC Diesel only Diesel & Gas Diesel only Diesel & Gas 1.5 0.46 3.5 0.02 0.5 4.0 0.55 1.1 3.5 0.03 2) 1.5 0.25 2.0 0.02 0.15 3.0 0.40 0.65 2.0 0.02 2) -
g/kWh
-1
For natural gas engines only Not applicable for gas fuelled engines Euro IV stage
11
EUROPEAN UNION
Euro V - Dir 88/77/EC as amended by Dir 2001/27/EC Replaced by Dir 2005/55/EC and Dir 2005/78/EC amended by Dir 2006/51/EC and Dir 2008/74/EC For TA and for EEVs, the emissions have to be determined on the ETC and the ESC/ELR tests. Emissions TA: 01Oct08 FR: 01Oct09 CO HC NMHC CH4 1) NOx PM Smoke
1) 2)
Dir 2008/74/EC reflects the change of vehicle scope due to the Euro 5 & 6 regulations for passenger cars and light duty trucks. It includes test procedures for HD and vehicles with gasoline engines. N1 Class I category vehicles (reference weight 1,305 kg) are removed from the scope of the directive. Application date FR 01Sep11. N1 Class II category vehicles (reference weight > 1,305 kg and 2,610 kg) are removed from the scope of the directive. Application date FR 01Sep12. Commission regulation implementing and amending. Regulation EC 595/2009 was created Sep10. (see page 14)
Euro V Unit
Euro V - EEV
ESC/ELR ETC ESC/ELR ETC Diesel Only Diesel & gas Diesel Only Diesel & gas 1.5 0.46 2.0 0.02 0.5 4.0 0.55 1.1 2.0 0.03 2) 1.5 0.25 2.0 0.02 0.15 3.0 0.40 0.65 2.0 0.02 2) -
g/kwh
m-1
For natural gas engines only Not applicable for gas fuelled engines for EURO V stage
12
EUROPEAN UNION
DURABILITY OF EMISSION CONTROL SYSTEMS Vehicles and engines have to confirm the correct operation of the emission control devices during the normal life of the vehicle or engine - from 01Oct05 for new type approvals - from 01Oct06 for all type approvals Vehicle Category N1 M2 N2, N3 16 tons M3 7.5 tons N3 > 16 tons M3 > 7.5 tons Useful Life 100,000 km or 5 years 200,000 km or 6 years 500,000 km or 7 years Vehicle Category N1 N2 N3 w/ permissible mass 16 tons N3 w/ permissible mass > 16 tons M2 M3 w/ permissible mass 7.5 tons M3 w/ permissible mass > 7.5 tons 2) Alternative: DFs defined Directive 2005/78/EC Engine type Test cycle Diesel ESC ETC ETC CO 1.1 1.1 1.1 HC 1.05 1.05 1.05 NMHC 1.05 CH4 1.2 NOx 1.05 1.05 1.05 PM 1.1 1.1 Minimum service accumulation period 100,000 km 125,000 km 125,000 km 167,000 km 100,000 km 125,000 km 167,000 km
Deterioration Factors Manufacturers can choose to apply DFs foreseen into the directive or the DFs developed over a specific service accumulation schedule
1) DFs based on service accumulation schedule Gas DFs are developed from the selected engines based on a distance and service accumulation procedure that includes periodic testing for gaseous and PM emissions over the ESC and ETC tests.
13
EUROPEAN UNION
Euro VI engine emissions (Reg EC No: 595/2009 and (EU) No 582/2011) Scope: M1, M2, N1, N2 with RM > 2,610 kg Application dates: TA 31DEC12 FR 31DEC13 CO THC NMHC CH4 NOx 1) NH3 ppm 400 160 500 460 460 10 10 10 PM Mass mg/kWh 10 10 10 PM 2) Number #/kWh 8.0 x 1011 6.0 x 1011
3)
C.I. Compression Ignition P.I. Positive Ignition Admissible level of NO2 may be defined later Measurement procedure to be introduced by 31Dec12 3) Particle number limit shall be introduced by 31Dec12
1) 2)
mg/kWh WHSC (C.I.) WHTC (C.I.) WHTC (P.I.) 1,500 4,000 4,000 130 160
WHSC, WHTC see pages 6-7
The regulation covers: - Only world harmonized driving cycles (WHTC, WHSC) are applicable as defined in ECE Regulation Annex 4B. - Reference fuel specifications for Diesel (B7); Ethanol (ED95); Petrol (E10); Ethanol (E85); LPG; NG Biomethane. (see pages 59-60) WHTC WHSC
1) 2)
CO 1.3 1.3
THC 1) 1.3 1.3
NMHC 1.4 1.4
CH4 1.4 1.4
NOx 1) 1.1 1.1
NH3 1.0 1.0
PM Mass 1.05 1.05
PM 2) Number 1.0 1.0
Applies in the case of a C.I. engine Applies in the case of a P.I. engine
14
EUROPEAN UNION
Conformity of Production; Durability of pollution control devices; In-service conformity Reference time periods and mileages Determination of deterioration factors (DFs) Minimum service accumulation distances must be applied to determine the evolution of the different pollutants Vehicle Category Ref. Mileage over mileage. These values are extrapolated to reflect the respective reference mileages or Duration Minimum service accumulation period M1, N1, M2 160,000 km / Category N 1 vehicles 160,000 km 5 years Category N 2 vehicles 188,000 km N2, N3 with a max. technically 300,000 km / Category N 3 vehicles with a max. technically permissible mass not exceeding 16 tonnes 188,000 km permissible mass not exceeding 6 years Category N 3 vehicles with a max. technically permissible mass exceeding 16 tonnes 233,000 km 16 tonnes; M3 Class I, Class II, Class A, Class B with a max. technically permissible mass not exceeding 7.5 tonnes Multiplicative DFs (min 1.00) or additive DFs (min 0.00) can be determined based on this method. Mixing of multiplicative and additive DFs within one set of pollutants is not permitted. Alternatively the assigned mulitiplicative deterioration factors in the table here below can be applied. Test cycle WHTC WHSC
1)
N3 with a max. technically permissible mass exceeding 16 tonnes; M3 Class III, Class B with a max. technically permissible mass exceeding 7.5 tonnes
700,000 km / 7 years
CO 1.3 1.3
THC 1) 1.3 1.3

2)
NMHC 1.4 1.4
CH4 1.4 1.4
NOx 1.1 1.1
NH3 1.0 1.0
PM Mass 1.05 1.05
PM 2) Number 1.0 1.0
Applies in case of a CI engine
Applies in case of a PI engine
The engines shall meet the respective emission limits for each pollutant, as given in the table of Annex I to Regulation (EC) No 595/2009, after application of the deterioration factors to the test result as measured.
15
EUROPEAN UNION
Further requirements: - - - In service conformity testing using portable emissions measurement systems (PEMS) PEMS must measure CO; THC; NOx (Diesel) Methane (Gas) and CO2 The measurement of NH3 using the laser diode spectrometer (LDS) or the fourier transform infrared (FTIR) measurement principles Requirements for crankcase emissions Requirements to limit off-cycle emissions (OCE) and in-use emissions OBD and in service conformity Measurements of net engine power Determination of CO2 emissions and fuel consumption Provisions on CO2 emissions and fuel consumption for extension of EC type approval for a vehicle type approved with reference mass > 2,380 kg and < 2,610 kg EC type approval of replacement pollution control devices as separate technical unit Requirements to ensure the correct operation of NOx control measures (including SCR)
16
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EUROPEAN UNION
TEST CYCLES Euro I and II / ECE R49 or 13 MODE CYCLE It is a steady-state diesel engine test cycle used for TA emission testing of HD highway engines up to Euro II standards. Effective October 2000, the R49 cycle was replaced by the ESC cycle. This cycle is operated through a sequence of 13 speed and load conditions. The final result is a weighted average of the 13 modes.
25% 100 6 8 5 8% 9 4 40 3 25% 1,7,13 0 2 60 8% 8% 80 8% 2% 10%
Mode # 1 2 3 4 5 6 7 8 9 10 11 12 13
Speed Idle
Load [%] 10 25 50 75 100 100 75 50 25 10 -
Weight Factor 0.25/3 0.08 0.08 0.08 0.08 0.25 0.25/3 0.10 0.02 0.02 0.02 0.02 0.25/3
Max Torque Speed
Idle
Load (BMEP), %
80
60
Rated Power Speed
10
2%
20
11 12 100
Idle
2% 2%
Engine Speed, %
18
EUROPEAN UNION
TEST CYCLES Euro III AND LATER - defined by Dir 88/77/EC as amended by Dir 2001/27/EC 3 cycles are accepted: Mode 1 2 3 4 5 6 7 8 9 10 11 12 13 Engine Speed Low idle A B B A A A B B C C C C Load [%] 0 100 50 75 50 75 25 100 25 100 25 75 50 Weight Factor [%] 15 8 10 10 5 5 5 9 10 8 5 5 5 Duration [min] 4 2 2 2 2 2 2 2 2 2 2 2 2
1) European Steadystate Cycle - ESC The test cycle consists of a number of speed and power modes which cover the typical operating range of diesel engines. It is so determined by 13 steady and 3 random modes. 8% 9% 8% Emission values are obtained with the 2 8 10 100 weighted mean of emissions on each of the 13 modes. 5% 5% 10% The 3 random points are random-tes12 4 75 Additional modes 6 determined by ted in a control area. 10% 5% certification 5% In this random-test, only NOx emissions personnel 3 13 50 5 are measured. They must not exceed 5% 10% 5% the interpolated value of the 4 nearest 25 11 7 9 modes plus 10%. Speed A = nlo + 25% (nhi-nlo) This NOx control check ensures the 15% A B C Speed B = nlo + 50% (nhi-nlo) effectiveness of the emission control 0 1 of the engine within the typical engine 50 75 100 Speed C = nlo + 75% (nhi-nlo) Idle Engine speed, % operation range.
Load, %
nhi = 70% of the declared maximum net power nlo = 50% of the declared maximum net power
19
EUROPEAN UNION
2) European Transient Cycle - ETC This cycle consists of a second-by-second sequence of transient modes. It is based on road-type-specific driving patterns of HD engines installed in trucks and buses. It is divided in 3 parts: 1/3 urban roads, 1/3 rural roads, 1/3 motorways.
100 80 60 40 20 0 0 200 400 600 800 1000 1200 1400 1600 1800 Time, s
Vehicle speed, km/h
Urban
3) European Load Response - ELR Only diesel smoke is measured. ELR cycle is defined by fixed speed sampling and a random sampling. The random sampling is represented by a random speed and by a random initial load. Smoke measurements during the sampling must not exceed 20% of the highest value of Cycle 1 Cycle 2 Cycle 3 Cycle 4 C close speeds or more than 5% B of limit value. The biggest one A Selected is selected.
Engine speed 0
Point
Rural
Motorway
Load, % 100
10s
20s
10 0
20s
Time, s
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US FEDERAL (EPA)
Californian and US Environmental Protection Agency (EPA) HD Standards become close to convergence from 2004. Vehicle Weight Definitions
Model Year 6.000
Federal
GVWR (Ibs) 8.500 6,000<HLDT8,500 6 ,000<MDV8,500 LDT6,000 14.000 8,500<LHDDE19,500 HDV>6,000 8,500<LHDDE19,500 14,000<LHDDE<19,500 19.500 HDV>8,500 19,500MHDDE33,000 19,500MHDDE33,000 HDDE-SI>14,000 19,500MHDDE33,000 HDDE-SI>14,000 33.000 HHDDE/Urban Bus>33,000 HHDDE/Urban Bus>33,000 HHDDE/Urban Bus>33,000 LDT8,500 LLDT6,000
1994 and
California
earlier 1995+ 1992+ 1)
8,500<LHDE-SI14,000
6 ,000<MDV14,000 6,000<MDV14,000
1)
LEVs, ULEVs, SULEVs, ZEVs only
Testing Emission testing is generally engine dynamometer based. Chassis certification is available in place of HD Federal Test Procedure (FTP) Transient cycle. 3 sets of tests are required: Transient FTP Test and from MY 2007 (1998 for Consent Decree Manufacturers), Supplemental Emission Test, Not to Exceed standards
22
US FEDERAL (EPA)
HD Highway Compression-Ignition Engines & Urban Buses - Exhaust Emission Standards
Year 1974-78 1979-84 1985-87 1988-89 1990 1991-93 1994-97 HC 1.5 1.3 1.3d 1.3d 1.3 1.3 1.3 NMH C - - - NMHC+ NOx (g/bhp-hr) 16 10 - - - 2.4 (or 2.5 with a limit of 0.5 on NMHC)o [ABTi,j] 2.4 (or 2.5 with a limit of 0.5 on NMHC) [ABT] NOx 10.7 10.7 6.0 5.0 [ABT] 5.0 [ABT] 4.0 [ABT] PM 0.6 0.6 0.25 [ABT] 0.10e 0.1 [ABT] 0.07f 0.05g 0.1 [ABT] 0.05g 0.1 0.05g CO 40 25 15.5 15.5 15.5 15.5 15.5 15.5 Idle CO Smokea (percent exhaust gas flow) (%) 20 / 15 / 50 20 / 15 / 50 0.5c 0.5c 0.5c 0.5c 0.5c 20 / 15 / 50 20 / 15 / 50 20 / 15 / 50 20 / 15 / 50 20 / 15 / 50 20 / 15 / 50 Useful Life (hrs/yrs/miles) LHDDE: - / 8 / 110,000 MHDDE: - / 8 / 185,000 HHDDE: - / 8 / 290,000 1990-97 and 1998+ for HC, CO, and PM: LHDDE: - / 8 / 110,000 MHDDE: - / 8 / 185,000 HHDDE: - / 8 / 290,000 1994+ urban buses for PM only: LHDDE: - / 10 / 110,000 MHDDE: - / 10 / 185,000 HHDDE: - / 10 / 290,000 Warranty Period (yrs/miles) -
5 / 100,000 q
Federal b
1998-2003
2004-2006h
15.5
0.5
20 / 15 / 50 For all pollutants: p LHDDE: - / 10 / 110,000 MHDDE: - / 10 / 185,000 HHDDE: 22,000 / 10 / 435,000 LHDDE: 5 / 50,000 All other HDDE: 5 / 100,000 q
2007+h,k,l,m,n
0.14o
0.2o
0.01
15.5
0.5
20 / 15 / 50
23
US FEDERAL (EPA)
Notes: The test procedures are the EPA Transient Test Procedure and the EPA Smoke Test Procedure a Percentages apply to smoke opacity at acceleration/lug/peak modes b Standards for 1990 apply only to diesel-fueled heavy-duty engines (HDE). Standards for 1991+ apply to both diesel- and methanol-fueled HDEs. Standards that apply to urban buses specifically are footnoted c This standard applies to the following fueled engines for the following model years: methanol - 1990+, natural gas and liquefied petroleum gas (LPG) 1994+ d For petroleum-fueled engines, the standard is for hydrocarbons (HC). For methanol-fueled engines, the standard is for total hydrocarbon equivalent (THCE) e Certification standard for urban buses for 1993 f Certification standard for urban buses from 1994-95 h Load Response Test certification data submittal requirements take effect for heavy-duty diesel engines beginning in model year 2004. The following requirements take effect with the 2007 model year: steady-state test requirement and Not-to-Exceed (NTE) test procedures for testing of in-use engines. On-board diagnostic requirements applicable to heavy-duty diesel vehicles and engines up to 14,000 pounds gross vehicle weight rating (GVWR) phase in from the 2005 through 2007 model years I The modified averaging, banking, and trading program for 1998 and later model year engines applies only to diesel cycle engines. Credits generated under the modified program may be used only in 2004 and later model years j For heavy-duty diesel engines, there are three options to the measurement procedures currently in place for alternative fueled engines: (1) use a THC measurement in place of an non-methane hydrocarbon (NMHC) measurement; (2) use a measurement procedure specified by the manufacturer with prior approval of the Administrator; or (3) subtract two percent from the measured THC value to obtain an NMHC value. The methodology must be specified at time of certification and will remain the same for the engine family throughout the engines useful life. For natural gas vehicles, EPA allows the option of measuring NMHC through direct quantification of individual species by gas chromatography Starting in 2006, refiners must begin producing highway diesel fuel that meets a maximum sulfur standard of 15 parts per million (ppm) Subject to a Supplemental Emission Test (1.0 x Federal Test Procedure [FTP] standard (or Family Emission Limit [FEL]) for nitrogen oxides [NOx], NMHC, and particulate matter [PM]) and a NTE test (1.5 x FTP standard [or FEL] for NOx, NMHC, and PM) EPA adopted the lab-testing and field-testing specifications in 40 CFR Part 1065 for heavy-duty highway engines, including both diesel and Otto-cycle engines. These procedures replace those previously published in 40 Code of Federal Regulations (CFR) Part 86, Subpart N. Any new testing for 2010 and later model years must be done using the 40 CFR Part 1065 procedures Two-phase in-use NTE testing program for heavy-duty diesel vehicles. The program begins with the 2007 model year for gaseous pollutants and 2008 for PM. The requirements apply to diesel engines certified for use in heavy-duty vehicles (including buses) with GVWRs greater than 8,500 pounds. However, the requirements do not apply to any heavy-duty diesel vehicle that was certified using a chassis dynamometer, including medium-duty passenger vehicles with GVWRs of between 8,500 and 10,000 pounds NOx and NMHC standards will be phased in together between 2007 and 2010. The phase-in will be on a percent-of-sales basis: 50 percent from 2007 to 2009 and 100 percent in 2010 Note that for an individual engine, if the useful life hours interval is reached before the engine reaches 10 years or 100,000 miles, the useful life shall become 10 years or 100,000 miles, whichever occurs first, as required under Clean Air Act section 202(d) Years or miles, whichever comes first but never less than the basic mechanical warranty for the engine family
k l m
o p q
24
US FEDERAL (EPA)
Smoke Test Limits Mode Opacity % Accceleration (A) 20 Lugging (B) 15 (g/bhp.h) GVW 8,500 lbs PM 0.25 0.25 Peak (C) 50 Phase-In options: For MY 2007-2009 combined NOx+NMHC is possible, as defined in EPA, MY 2004. All other requirements to comply w/ MY 2007 standards. Max authorised 2006 NOx+NMHC TA: 50% of direct production. ABT and FEL MY Before 2010 2010 and later Family Emissions Limits (g/bhp.h) NOx PM 2.00 0.50 0.02 0.02
Family Emissions Limits Before 2007 2007 and later
NOX + NMHC 4.5 or 4.5 w/a limit of 0.5 NMHC (ABT) 2.4 or 2.5 w/a limit of 0.5 NMHC (ABT)
Crankcase emissions added to tailpipe level prior to comparison to standard. Under Tier 2, PC, LDV and MDV up to 10,000 lbs used for personal transportation have to be type approved following LDV legislation. MY 2007 and later (g/bhp.h) 2007 50% 50% Phase-In MY 2008 2009 50% 50% 50% 50% 2010 100% 100%
Standard NOx NMHC (E) CO PM Formaldehyde 0.20 0.14 15.5 0.01 0.01 1)
Supplemental Test (see page 33) - Weighted average exhaust emissions: max 1.0 times applicable emission standards or FEL. - If NOx FEL < 1.5 g/bhp.h, gaseous exhaust emissions steady-state interpolated values (Maximum Allowable Emission Limits MAEL).
100% 100% 100%
1)
CARB 1996 -> 0.05
25
US FEDERAL (EPA)
Not To Exceed (NTE) Limits - Max NMHC or NOx 1.5 times applicable NMHC or NOx standards or FELs - If NOx FEL < 1.5 g/bhp.h, NMHC or NOx 1.25 times applicable NMHC or NOx standards or FELs - Max PM 1.5 times applicable PM emission standards or FELs - Max CO 1.25 times applicable CO emission standards or FELs NTE limits apply for altitude 5,500 feet, ambient conditions of: 0 F -> 100 F at sea level; 0 F -> 86 F at 5,500 feet Crankcase emissions No crankcase emissions discharged directly into the ambient atmosphere from 2007 MY, except for HD w/ turbochargers: emissions are added to exhaust emission Portable Emission Measurement Systems (PEMS) Nov 2009 In-use PEMS enforceable SPARK IGNITION HD Previous Emissions Limits From 1991-1997 14,000 lbs GVWR > 14,000 lbs GVWR MY 1998 and later 14,000 lbs GVWR > 14,000 lbs GVWR
1) 2)
(g/bhp.h) CO 14.4 37.1 14.4 37.1 NOx 5.0 5.0 4.0 4.0 CO at Idle 2) 0.5% 0.5% 0.5% 0.5%
HC 1) 1.1 1.9 1.1 1.9
Crankcase emissions are added to exhaust emissions MY 2005 and later (g/bhp.h)
Organic Material Hydrocarbon Equivalent (OMHCE) for methanol engines All gasoline engine w/ catalyst and methanol engines
Emissions Standards Option 1 Option 2 MY 2005 2003-2007 2008 2004-2007 2008 NMHC (E) + NOx 1.0 1.5 1.0 1.5 1.0 CO GVWR 14,000 lbs 14.4 GVWR > 14,000 lbs 37.1 MY 2008 and later (g/bhp.h) (all GVW) NMHC 0,14 CO 14,4 NOx 0,2 PM 0,01
26
US FEDERAL (EPA)
100% compliance in MY 2005 OBD: phase-in 2005-2007 (8,500-14,000 lbs GVWR) ORVR: phase-in 2005-2006 (8,500-10,000 lbs GVWR) Option 1: OBD: phase-in 2004-2007 (8,500-14,000 lbs GVWR) ORVR: phase-in 2004-2006 (8,500-10,000 lbs GVWR) Option 2: OBD: phase-in 2004-2007 (8,500-14,000 lbs GVWR) ORVR: phase-in 2004-2006 (8,500-10,000 lbs GVWR) No crankcase emissions permitted Idle CO - If no OBD certification: 0.50% of exhaust gas flow at idle Previous Full life Emissions Standards (at 120,000 miles) Emissions Limits (g/mile) GVW (lbs) NOx+NMHC NMOG NOx CO 8,500-10,000 0.28 0.9 7.3 10,000-14,000 0.33 1.0 8.1 MY 2008 and later Full Life Emissions Limits (11 years / 120,000 miles) Emissions Limits (g/mile) GVW (lbs) NMHC 1) NOx CO PM Formaldehyde 8,500-10,000 0,195 0,2 7,3 0,02 0,03 10,000-14,000 0,23 0,4 8,1 0,02 0,04
1)
Standard:
MY 2008 and later
(g/bhp.h) Phase-in by MY 2008 14.4 0.20 0.14 0.01 100% 50% 100% 2009
Emission Standards CO NOx NMHC (E) PM ABT and FEL MY < 2011 2011 No crankcase emissions permitted (g/bhp.h) NOx 0.8 0.50
NMHC 0.4 0.3
optional THC or NMOG
Rule making for fuel economy and greenhouse gas emissions from MD and HD trucks has started. The standard should be finalized in 2011 for Implementation in 2014.
EPA Notice on Urea SCR dated 09 Nov 2009 EPA authorises the use of urea-Selective Catalytic Reduction (SCR) on diesel engines/vehicles to meet NOx limits. The notice applies to HD diesel engines and vehicles for MY 2009-2011. Urea refill interwalls: locally driven vehicles (ex dump trucks, concrete mixers) min every 2nd refuelling other vehicles min. every 3rd refuelling
27
CALIFORNIA (CARB)
CARB Standards from 1985-2003 (g/bhp.h) Year 1985 1987 1991 1994 1996 1996
1)
Smoke: NOx PM Bus 5.1 6.0 5.0 5.0 4.0 0.5-2.5 2) Truck 0.60 0.60 0.25 0.10 0.10 0.10 Bus 0.60 0.60 0.10 0.07 0.05 0.05
Total HC or Optional OMHCE 1) 1.3 1.3 1.3 1.3 1.3 1.3 NMHC 1) 1.2 1.2 1.2 1.2
CO 15.5 15.5 15.5 15.5 15.5 15.5
Similar to US-EPA smoke test Acceleration (A): 20%; Lagging (B): 15%; Peak (C): 50% Opacity
Truck 5.1 6.0 5.0 5.0 5.0 5.0
Formaldehyde exhaust emissions (NTE) MY 1993-95: 0.10 g/bhp.h MY 1996 and subsequent: 0.05 gbhp.h Standards from 2004 and 2007 Similar to EPA standards (see pages 23-24)
2)
NMHC gasoline NG and LPG engines OMHCE: methanol engines Optional NOx standard between 0.5 and 2.5 by 0.5 g/bhp.h increments
CARB Standards for engines used in Oct02 and subsequent (g/bhp.h) NOx+NMHC Option 1 Option 2 2.4 N/A Optional NOx+NMHC 2.5 (NMHC 0.5 g/bhp.h) 0.3 to 1.8 in 0.3 CO 15.5 15.5 PM 0.10 0.03 to 0.01
28
CALIFORNIA (CARB)
Clean Fuel Buses Fleet operators have to choose between operating: - a diesel bus fleet Diesel path - an alternative-fuel bus fleet Alternative Fuel Path - Fleets in South Coast Air Quality Management District must follow altern. path 2007-2009: fleets > 30 must: a) buy new buses that are 0.2 g/bhph NOx -ORb) on 1 to 1 basis, retrofit old buses w/ level 3 PM DECS w/eff. >40% if avail or w/ eff. >25% -ORc) obtain E.O. approval for non-conforming bus purchase MY 2007 2008 2010 Diesel Path NOx+NMHC PM 0.2 0.01 15% of new purchase ZEBs for large fleet (> 200) Alternative Fuel Path NOx+NMHC 0.2 PM 0.01 Additional In-Use Engine Retrofit Requirements - Installation of certified (approved) NOx/PM reduction equipment - Places NO2 requirement constraints on devices in 2007 Max NO2 increase: 2007-2008: 30%; 2009+: 20% - Manufacturers may install uncertified equipment as certific. process progresses - Requires warranty coverage and in-use compliance testing Standards for Diesel or Dual-Fuel Urban Bus Engine MY 2004-2006 2007+ NOx 0.5 0.2 PM 0.01 0.01 NMHC 0.05 0.05 (g/bhp.h) CO 5.0 5.0 0.01 0.01
Formaldehyde
15% of new purchase ZEBs for large fleet (> 200) Zero Emissions Buses - ZEB
29
CALIFORNIA (CARB)
HD Idling Emissions Reduction Program - 2008+ GVWR > 14 k lbs must have automatic engine shutoff if a) after 5 min if park. brake on; 15 min if park. brake off b) cert. to 30 g/hr NOx over SET/FTR - Sleeper equipped trucks no longer exempted from idling reduction requirement - Delay of shutoff for < 30 min allowed for emission dev. performance (dash light requir.) - Override allowed by PTO (Power Take Off) operation As portion of idling reduction program, auxiliary power supplies are regulated - Primary engine certified 2007+: APU to be certified off-road (w/ Level 3 DPF) or routed ahead of primary engine DPF - Primary engine 2006 or earlier: APU (Auxiliary Power Unit) engine needs to be off-road certified (no DPF required) 5 min still applies w/in 100 ft of restricted areas. - Scan tool allowed to extend idling to 60 min for service - Fuel fired heaters: must comply w/ LEV requirements for fuel fired heaters LEV requirement for shutoff above 40F does NOT apply Foreign Trucks required to meet emission limits when entering the State from outside the US Proposed Modification to Urban Bus Engines and Vehicles Rules NOx standard for Diesel Hybrid-Electric Buses: 1.8 g/bhp.h MY 2004-2005 PM standard 0.01 g/bhp.h Test Procedure: SAE J2711 ZEB (Zero Emission Bus) Regulation: Modified Nov07 - Requires operators of fleets 200 buses on the diesel path to begin Advanced Demonstration Project with required ZEBs to be placed in revenue service by 01Jan09 - Delays purchase requirements to 2011 for operators on the diesel path and 2012 for operators on the alternative fuelled bus path - Extends the date to fulfill the full purchase requirements to 2026 for all fleets - Requires technical review in 2009 by Board - Credits available to fleet operators for early deployment of ZEBs CARB Decision 22Apr10 Diesel emissions from existing trucks and construction equipment will become less Stringent. Details will be published later in the year. Portable Emission Measurement Systems (PEMS) PEMS enforceable Nov09
30
CALIFORNIA (CARB)
Otto-Cycle Medium and Heavy-Duty vehicles MY
2004 2005-2007 2008, + 2004 2005-2007 2008, +
(g/bhp.h) HCHO
0.05 0.025 0.05 0.025 0.01 0.005 0.05 0.05 0.01
Emission Cat
ULEV SULEV ULEV SULEV ULEV SULEV -
NMHC+NOx NMHC NOx CO MD > 8,501 - 14,000 lbs GVW

2.4 or 2.5 w/ 0.5 NMHC 2.0 1.0 0.5 0.14 0.07
PM
0.01 0.005 0.01
In-use compliance: 90,000 miles Phase-in: (see page 25) ESC and NTE tests: from MY 2005 Identical to ESC and NTE HD diesel NTE: max 1,25 times FTP emission standards Operation within the NTE control zone ESC: missions equivalent to FTP emissions standards E Emission Useful Life Standards and Emissions Warranty CARB Useful Life (Yr/mi/hours) LHDDE MHDDE HHDDE All Class
1)
2.4 or 2.5 w/ 0.5 NMHC 1.0 -
HD > 14,000 lbs GVW
14.4 7.2 14.4 7.2 0.20 14.4 0.10 7.2 0.20 37.1 37.1 14.4
0.14
EPA 8/110k2) 10/185k 10/435k/22k 5/100k
Idle CO: if aftertreatment technology is used and not certified OBD max CO: 0,50% C.I. MD Optional Standards > 8,601 - 14,000 lbs GVW
2004 - 2006 2007, + ULEV Opt A ULEV Opt B ULEV SULEV 2.5 NMHC 0.5 2.4 - 0.14 0.07 - 0.2 0.1 14.4 14.4 15.5 7.7 0.050 0.050 0.050 0.025 0.10 0.10 0.01 0.005
10/110k 10/185k 10/435k/22k Emissions Warranty 1) 5/100k/3k
Longer of listed and mechanical warranty length 2) 10 yrs for PM and NOx
31
FTP TEST CYCLES

Heavy Duty Diesel Transient Cycle (HDDTC)
New York Non-Freeway 297 sec Normalized torque (%) 100 80 60 40 20 0 Negative torque represents over-run conditions Normalized engine speed (%) 100 80 60 40 20 0 0 200 400 Normalized engine speed (%) -20 Los Angeles Non-Freeway 300 sec Los Angeles Freeway 305 sec New York Freeway 297 sec Normalized torque (%) 100 80 60 40 20 0 -20
Heavy Duty Gasoline Transient Cycle (HDGTC)
100 80 60 40 20 0 0 200 400 600 800 1000 1200
Time (sec)
600
800
1000
1200
Time (sec)
Test cycle comprised of 4 phases representing different driving conditions. Phases 1 and 4 are the same. Test is a cold start followed by a 20 min soak and then a repeat of the test cycle.
32
FTP TEST CYCLES

Diesel Smoke
At least 85% rated speed
Percent rated speed
Start of cycle
100 95 85
Rated speed - 50 rpm Linear within 100 rpm Max. torque or 60% rated speed Linear 100 rpm whichever is higher 50 rpm
Supplemental Test Cycles 2004 & 2007 Steady-state Test discrete Mode Cycle up to MY 2009 As a result of the Consent Decree of 1998, most engine manufacturers are required to meet the applicable FTP transient emission standard during the SET schedule (among other requirements). Supplement Steady State test (SSS) is based on the EU ESC cycle (see page 19) It contains 13 fixed modes and 3 by random selected modes. The alternate procedure for steady state test may be used through MY 2009. The ramped modal test is mandatory in MY 2010 (see page 34).
Low idle Fully open Fully closed max 0
Throttle pos.
Fully closed before speed exceeds 90% of rated speed Torque preselected for accel. III Torque at max. HP Torque presel. for linear accel. II Torque curve during lugging to achieve linear speed decrease
Recorder chart speed (minimum) [in/min] Transition period Modes of smoke evaluation
Modedesignation
Low Accel. idle I II
Accel. Transition period Lugging mode Unloading to low idle III
300 - 330 <3 5
10
Time (sec)
50 - 60
35
60
Start of next sequence
Torque
33
FTP TEST CYCLES

Ramped Modal test involves a single and continuous emission measurement as 8a Steady-state the engine operates over the test modes in a defined sequence. 8b Transition It also includes short transition segments between modes. 9a Steady-state 9b Transition RMC Mode Time in Mode (sec) Engine Speed Torque (%) 10a Steady-state 1a Steady-state 170 Warm Idle 0 10b Transition 1b Transition 20 Linear Transition Linear Transition 11a Steady-state 2a Steady-state 170 A 100 11b Transition 2b Transition 20 A Linear Transition 12a Steady-state 3a Steady-state 102 A 25 12b Transition 3b Transition 20 A Linear Transition 13a Steady-state 4a Steady-state 100 A 75 13b Transition 4b Transition 20 A Linear Transition 14a Steady-state 5a Steady-state 103 A 50 5b Transition 6a Steady-state 6b Transition 7a Steady-state 7b Transition 20 194 20 219 20 Linear Transition B B B B Linear Transition 100 Linear Transition 25 Linear Transition 220 20 219 20 171 20 102 20 100 20 102 20 168 B B B Linear Transition C C C C C C C Linear Transition Warm Idle 75 Linear Transition 50 Linear Transition 100 Linear Transition 25 Linear Transition 75 Linear Transition 50 Linear Transition 0
Load Response Test Applicable to HD diesel, MY 2004-2007. This test is conducted on a dynamometer. The purpose is to measure the brake specific gaseous and particulate emissions from a HD diesel engine as it is suddenly loaded, with its fuelling lever, at a given engine operating speed. Results of this test are not compared to emission standards.
34
FTP TEST CYCLES

Not To Exceed Test (NTE) Evaporative Emission Limits As a result of the Consent Decree of 1998, most engine manufacturers are EPA required to maintain engine emissions below a limit of 1.25 x applicable FTP GVWR 3 Diurnal + standards during engine operation in a speed-load zone below the engines MY (Lbs) Hot soak 1) torque curve. Limit increases to 1.5 x FTP standard in MY 2007. 1998 14,000 3.0 No specific drive cycle. > 14,000 4.0 MY, + Applicable to steady-state AND transient maneuvers at varying ambient 2008 14,000 1.4 temperatures and up to 5,500 ft elevation. > 14,000 1.9 MY, + Emissions measured over intervals a minimum of 30 sec in length. 1)
2)
2 Diurnal + Hot soak g/test 3.5 4.5 1.75 2.30
Running Loss 0.05 0.05 0.05 0.05
Refuelling spitback 2) 1.0 1.0 -
Evaporative emissions limits for NG and LPG fuelled HDDC engines Methanol Gas fuelled engines only
CARB - From 2004 MY, > 8,500 lbs 3 Diurnal + Hot soak 1.00 Phase-in schedule: MY 2004: 40% Running Loss g/test 0.05 MY 2005: 80% 1.25 MY 2006, Y: 100% 2 Diurnal + Hot soak
35
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36
JAPAN
EMISSIONS STANDARDS Vehicle categories - Original weight category: vehicles (trucks, buses) > 2.5t GVW From 2001 standards: gasoline vehicles > 3.5t GVW. From 2005 long term standards: diesel vehicles > 3.5t GVW Initial Standards CO Diesel engines Japan 88/89 (pm) 6-Mode test Japan 94 (g/kWh) 13-Mode test Japan 97 4) (g/kWh) Gasoline engines (13-Mode test) Japan 98 (g/kWh) 13-Mode test
1) 2)
HC Others 2) Std 1) 670 3.8 9.2 68 2.9 1.8 3.8 2.29 Others 2) Std 1)
NOx Others 2) Std 1) 0.96 5.8 5.9 0.25 520 (DI) 350 (IDI) 6.8 (IDI) 7.,8 (DI) 4.5 4.5
PM Others 2) -
Std 1) 980 GVW > 2.5t 9.2 7.4 GVW > 2.5t 51
Smoke 3) 50% 40%
0.49 -
25% -
TA emission standard for type assigned vehicle and vehicle with TA equipment Emission standard for the vehicles other than defined above 3) Smoke measured under 3 full load conditions (at 40, 60 or 100% of rated speed) and under free load acceleration 4) 2.5t 3.5t: introduction in 1997; 3.5t 12t in 1998; > 12t in 1999
37
JAPAN
New Short Term Standards (13-Mode) Diesel Engines Implementation dates:
New vehicles Existing and Imported vehicles
Evaporative emissions: Running GVW > 12t

from Oct04 to Oct05 from Sep05 to Sep07
2,5t < GVW 12t

from Oct03 to Oct05 from Sep04 to Sep07
CO Std 1) Others 2) 3.46 2.22

1) 2)
HC
NOx
PM
Smoke
(g/kWh) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) 1.47 0.87 4.22 3.38 0.35 0.18 1)
Hot Soak Loss (HSL) Diurnal Breathing Loss (DBL) Emission standard
25 sec idle 4 x 11-Mode + 3x (24 sec idle + 10-15 Mode) 1 hr SHED at 27 4C 1 heat build in 24 hrs Cycle from 20C - 35C HSL + DBL: 2 g/test
25%
TA emission standard for type assigned vehicle and vehicle with TA equipment Emission standard for the vehicles other than defined above
New Long Term Emissions Standards Implementation dates: GVW > 3.5t Domestic new vehicles from Oct05 Existing and Import vehicles from Sep07 CO NMHC NOx PM Smoke (g/kWh) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) Diesel 2.95 Gasoline 21.3 2.22 16.0 0.23 0.31 0.17 0.23 2.7 0.9 2.0 0.7 0.036 0.027 25% -
Gasoline engines Implementation dates: New vehicles Existing and Import vehicles CO (g/kWh) Std 1) 26.0 Others 2) 16.0
GVW > 3.5t from Oct01 from Sep03 HC (g/kWh) Std 1) 0.99 Others 2) 0.58
NOx (g/kWh) Std 1) 2.03 Others 2) 1.40
Test cycle: New JE05 transient cycle (see page 40)
38
JAPAN
Post New Long Term Emission Standards Trucks and Buses GVW > 3.5t PM NOx g/KWh Std Others Std Others Diesel 0.010 0.013 0.7 0.9 Gasoline/LPG 0.010 0.013 0.7 0.9 NMHC Std Others 0.17 0.23 0.23 0.31 CO Std Others 2.22 2.95 16.0 21.3
PM for diesel vehicle > 12t: 0.5m-1 (Opacity meter) PM for gasoline vehicle apply only to DI veh equipped w/ NOx absorber cat Application date: New domestic vehicles Diesel: HD > 3,500 kg and 12,000 kg: 01Oct10 Gasoline: 01Oct09 Imported vehicles and existing domestic vehicles: 11 months later Test cycle: JE05 Diesel Sulphur content: 10 ppm 2015 Fuel Efficiency Standards for Diesel Truck and Bus GVW(t) 3.5-7.5 7.5-8 8-10 10-12 12-14 14-16 16-20 >20 Max load cap (t) <1.5 1.5-2 2-3 >3 Test mode: Heavy Vehicle Test Mode
2015 FE (km/l) 10.83 10.35 9.51 8.12 7.24 6.52 6.00 5.69 4.97 4.15 4.04
39
JAPAN
TEST CYCLES 6-Mode Cycle (until 2005) The engine is tested over 6 different speed and load conditions. The modes are run in sequence and the duration of each mode is 3 min. Measurements are expressed in ppm (volumetric concentration). Driving Cycle JE05 (also known as ED12) The JE05 cycle is effective from 2005 for both diesel and gasoline applications. It is based on Tokyo driving conditions. The test cycle is defined through vehicle speed vs. time points, thats requiring conversion to engine conditions. Average speed: 26,94 km/h Duration: 1829 s Max speed: 88 km/h
6 28.6% Vehicle Speed, km/h
90 80 70 60 50 40 30 20 10 0 0 500
Load, %
7.1% 100 75 50 5.9% 25 1 35.5% 40 3 5 2 4
10.7%
12.2%
60 80 Engine Speed, %
100
Time, s
1000
1500
2000
40
JAPAN
13-Mode cycle The 13-Mode cycle replaced the 6-Mode cycle. It includes a sequence of 13 steady-state modes. Measurements are expressed in g/kWh. The test represents low-speed driving conditions, specified by low average engine loads and low exhaust temperatures. Mode 1 2 3 4 5 6 7 8 9 10 11 12 13 Diesel 13-Mode cycle Speed Load % of nominal % Idle 40 40 Idle 60 60 80 80 60 60 60 80 60 20 40 20 40 40 60 60 80 95 80 5 Weighting factor 0.410/2 0.037 0.027 0.410/2 0.029 0.064 0.041 0.032 0.077 0.055 0.049 0.037 0.142
Load ratio %
100
95
4.9% 11 10 9 3 2 41.0% 1.4 2.7% 3.7% 6 5 13 5.5% 7.7% 6.4% 2.9% 14.2% 12 3.7%
80 60 40 20
5
8 7
3.2% Mode weighting factor 4.1% Mode number
Idling
40
60
80
100
Engine Speed ratio %
41
JAPAN
Gasoline 13-Mode cycle Mode 1 2 3 4 5 6 7 8 9 10 11 12 13
1)
Speed % of nominal Idle 40 40 Idle 60 60 80 80 60 60 60 40 40 1)
Load % 40 60 20 40 40 60 60 80 95 20 20 1)
Weighting factor 0.314/2 0.036 0.039 0.314/2 0.088 0.117 0.058 0.028 0.066 0.034 0.028 0.096 0.096
100 80 60 40 20
5 31.4% 1.4 3 2 12 13 3.9% 3.6% 9.6% 2.8% 11 10 9 6 5 3.4% 6.6% 11.7% 8.8% 2.8% Mode weighting factor 5.8% Mode number
Load ratio %
95
8 7
10 sec decel. to idle, weighting= 9.6%
Idling
40
60
80
100 Engine Speed %
Deceleration to idle
42
JAPAN
Diesel powered special vehicle 8 mode Mode 1 2 3 4 5 6 7 8 Operation conditions Engine speed (rpm) Rated speed Rated speed Rated speed Rated speed Intermediate speed Intermediate speed Intermediate speed Idle Engine load (%) 100 75 50 10 100 75 50 Min. operation time (min) 10 10 10 10 10 10 10 10 Weighting factor 0,15 0,15 0,15 0,10 0,10 0,10 0,10 0,15
Note: 1. Rated speed is defined as max. engine speed 2. Intermediate speed is defined as follows: - If max torque speed is between 60% and 75% of the rated speed, the max torque speed is defined as the intermediate speed. - f max torque speed is less than 60% of the rated speed, the 60% of the rated speed is defined as the intermediate speed. I - If max torque speed is greater than 75% of the rated speed, the 76% of the rated speed is defined as the intermediate speed.
43
SOUTH KOREA
Euro VI (HD/MD) in South Korea (released on 24Feb11) Test mode WHSC WHTC New Features CO 1,5 4 HC Nox [g/kWh] 0,13 0,16 EU 0,4 0,46 PM 0,01 0,01 NH3 ppm 10 10 Korea Nr of Nano Particle [#/kWh] 8x1011 6x1011
PR of CHINA
Applicable standards: GB 17691-2005 (equivalent to EU standards)
Stage China I China II China III TA Date FR Comments Reference Euro I 2004,09 2009,1 Beijing region: 2005.12 Beijing region: 2008.01 Euro II Euro III Euro IV Test ECE R-49 13 mode or Chinese 9 mode ECE R-49 13 mode or Chinese 9 mode ESC; ETC and ELR ESC; ETC and ELR ESC; ETC and ELR
2000,09 2003,09 2008,01 CI:2012.011)
Introduce Euro VI New vehicle 01Jan13 New vehicle 01Jan14 Added number of nano particle Produced vehicle 01Jan14 Produced vehicle 01Jan15 Added NH3 EURO-5 EURO-6 EURO-5 EURO-6 Nox 2.0 80% 0.4 0.02 50% (g/kwh) 0.01
China IV PI:2012.01
1)
may be delayed by 2 years
Durability: recommended test cycle: Japan 05 Gasoline: 80,000 km or 5 yrs, shortest test mileage: 50,000 km Diesel:
M2 M3 M3 [GVM 7.5 t] [GVM >7.5 t] 100.000 5 60.000 250.000 6 80.000 N2 Mileage [km] 80.000 Util. time [yr] 5 Min. test 50.000 mileage [km] 100.000 5 60.000 100.000 5 60.000
N3 N3 [GVM 16 t] [GVM > 16 t] 250.000 6 80.000
PM
44
OTHER AREAS OF THE WORLD

Country Requirements Argentina Vehicles with max mass > 3,856 kg ECE 49 Euro III: TA: 01Jan06 Manufacture and import: 01Jan07 Euro IV: TA: 01Jan09 Manufacture and import: 01Jan11 Australia Brazil ADR 80/02:Euro IV: From 01Jan07 for new model vehicles From 01Jan08 for all produced vehicles US04 or Japanese 05 considered as alternative ADR 80/03: Euro V: From 01Jan10 for new model vehicles 01Jan11 for all produced vehicles US 07 or Japanese 05 considered as alternative 10 ppm Sulphur diesel: from 01Jan09 Proconve P-5, equiv Euro III: from 01Jan06 Proconve P-6, equiv Euro IV: from 01Jan09 not implemented Proconve P-7, equiv Euro V: from 01Jan12 Max 10 ppm Sulphur diesel to be introduced by Jan13 Durability: 160,000 km or 5 years Smoke: from Jan 2000: ECE R24.03 Canada Canada Tier 2 requirements, similar to US Tier 2 No emission averaging, banking and trading option Average NOx standards: 07 MY: 0,20 gpm; 08 MY: 0,14 gpm; 09 MY: 0,07 gpm Fuel consumption and greenhouse gas limits planned to be introduced in 2014 aligned with US standards Diesel HD: from 01Oct06, Euro III or US98 HD Diesel Gasoline HD: from 01Sep98, CO:37.1; HC:1.9; NOx:5.0g/bhp*h Max 50 ppm Sulphur fuels since Jan 2010 Santiago: EU III/US98 w/ DPF and OBD: new bus: 2010 EU IV/US07 w/ DPF and OBD: new bus, truck: 2012 US94 or EU II From 01Oct07: Euro IV or US HDV 2005 or Japan HDV 2005 E-OBD (EC 2005/55) or OBD US of J-OBD Proposal: EU V from Jul10 Euro standards adopted BS IV: 04/2010: Delhi + selected cities; 2014: nationwide BS IV for engines for HD vehicles Introduction of Euro 6 fuels standards in Oct10
Chile
Ecuador Hong Kong Iceland India
45

India contd Type approval & Conformity of Production Limits (g/kWh) NOx PM THC NMHC CH41) CNG or LPG Engines ELR Test 0.55 1.1 3.5 Diesel Engines ESC Test 0.46 -3.5 0.02 ETC Test 0.55 1.1 3.5 0.03 ELR Test Smoke ,<0.5m-1 European standards applicable: EU V (01Oct08); EU VI (31Dec12) For vehicle produced in USA: 40CFR Part 86 HD Diesel engines: Euro II Diesel 2003 US 1998 or Euro III 2008 US 2004 or Euro IV Gasoline No emission standards adopted Requir. for veh. presented for inspection in NZ for the 1st time: - Gasoline: as of 2007 New model: ADR 80/01, US98 or Japan 00/02 Existing model: ADR 80/01, US98 or Japan 00/02 - Diesel: as of 2008 New model: ADR 80/02 and 30/01, EU IV, US04 or Japan 02/04 - Diesel: as of 2011 New model: ADR 80/03 and ADR 30/01, Euro V, US07, Japan 05 Peru Russia Euro III: form 2007. Max 50 ppm Sulphur diesel introduced Mar10 Ecological Class 2: (ECE 4.02 Stage 2) from 01Jan06 Ecological Class 3: (ECE 49.04-A) from 01Jan08 Ecological Class 4: (ECE 49.04-B1) from 01Jan10 Ecological Class 5: (ECE 49.04-B2 C) from 01Jan14
Israel Malaysia Mexico
South Africa ECE 49-02-B (EU II); Alternative: US98, Japan 98 or ADR 80/00 New TA: Jan09; all production: Jan10 Proposed EU III new TA: Jan10, all production: Jan12 Switzerland EU standards adopted Taiwan Thailand Turkey Vietnam US HDDTC from 01Jul93; from 2006: EU IV Max 10 ppm Sulphur diesel mandatory as of Jul11 Diesel HDV Euro III (TIS 2315-2550) From 2012: EU IV (TIS 2315-2551) From 2007: EU IV ECE 49-02 / Euro II (TCVN 6565-1999). Proposal Euro III in 2008, Euro IV in 2010, Euro V declared application time in 2010
New Zealand
46
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47
EUROPEAN ON-BOARD DIAGNOSTICS

EOBD from Euro IV OBD tests are made over the ESC test cycle where the length of each mode is reduced to 60 seconds.
Condition for malfunction Emissions increase above total threshold Row A (2005) Euro IV Row B (2008) Euro V Row C (EEV) NOx (g/kWh) 7.0 7.0 7.0 PM (g/kWh) 0.1 0.1 0.1 OBD permits rapid detection of failure of emission critical components and systems on vehicles.
OBD Stage II (Euro V): applicable for diesel and gas engines TA: from 01Oct08 FR: from 01Oct09 Monitoring area: Stage I monitoring area, except monitor for MFF only not enough + Interface between the engine electronic control unit (EECU) and any other powertrain or vehicle electrical or electronic system for electrical disconnection. Additional requirements for both Stage I and Stage II - Monitoring of the fuel-injection system electronic, fuel quantity and timing actuator for circuit continuity and total functional failure. - Any other emission related component (air flow, EGR, etc) if a malfunction causes increase above threshold. - Check of circuit continuity of any other emission related component connected to computer, unless monitored otherwise - In case of after treatment system using a consumable reagent, monitoring of lack of any required reagent General requirements - Standardisation of emission related fault codes, data transfer, diagnostic tools and connector according to ISO standards - Repair information to be provided, excluding information covered by intellectual rights or that constitutes specific know-how of manufacturers/suppliers
OBD Stage I (Euro IV) (Diesel engines only) TA: from 01Oct05 FR: from 01Oct06 Monitoring area - Reduction in the efficiency of the catalyst - Complete removal of a catalyst - Reduction in the efficiency of the DeNOx System - Reduction in the efficiency of the diesel particulate system - Reduction in the efficiency of the combined DeNOxparticulate filter system As an alternative, OBD systems may monitor for major failure of: - Catalyst (separated unit or part of a DeNOx system or of a diesel particulate filter) - DeNOx system - Particulate filter - Combined DeNOx particulate filter system
HD - Emissions Related Requirements
48
EUROPEAN ON-BOARD DIAGNOSTICS

Requirements for Correct Operation of NOx Control Measures Application date: TA from 09Nov06 FR from 01Oct07 1) In case of engine systems requiring a reagent, NH3 emissions over the applicable emissions test cycle, do not exceed 25 ppm (mean value). 2) Engine NOx control - Incorrect operation of the NOx control monitored => MIL (Malfunction Indicator Light) - NOx level > 1.5 g/kWh above the applicable NOx limit (See page 12) => MIL - NOx level exceed OBD (7.0 g/kWh) => torque limiter activation - Record of the fault for at least 400 days or 9,600 hours of engine operation - Alternative method possible if use of EGR only for NOx emission control 3) Reagent control - Warning when level of reagent < 10% of the tank or < level corresponding to the driving distance possible w/ the fuel reserve level - Reagent consumption to be monitored - Consumption deviated by > 50% => torque limiter activation - Reagent indicator on dashboard - Reagent tank empty => torque limiter activation - Wrong reagent quality/concentration => torque limiter activation - Interruption in reagent dosing activity => torque limiter activation 4) Torque limiter value of: - Max 60% of max torque for N3 > 16 tons, M1, M3/III and M3/B > 7.5 tons - Max 75% of max torque for N1, N2, N3 16 tons, 3.5 < M1 < 7.5 tons M2, M3/I, M3/II, M3/A, M3/B 7.5 tons Deactivation of the torque lim. not feasible by switch or maintenance tool 5) Operating conditions of the emission control monitoring system - Ambient temperature: -7C > 35C - Altitude below 1,600 m - Engine coolant temperatures > 70C 6) Emission control monitoring system monitored for - electrical failures - removal or deactivation of any sensor - if failure not remedied within 50 hrs engine operation => torque limiter Euro VI OBD (Reg EC N 595/2009 and (EU) N 582/2011) Emissions limits (on WHTC in mg/kWh): Phase in (01/01/2013): NOx=1500, PM=40 Final (01/01/2016): NOx=1200, PM=25 ASPEUR WWH-OBD plus additional requirements for: Low EGR flow EGR cooler underperformance Low Boost Pressure Malfunctioning injectors
49
US ON-BOARD DIAGNOSTICS
EPA HD OBD Identifies deteriorations and malfunctions to exceed the defined threshold values according to HDDTC or HDGTC procedures. Driver is notified upon detection (MIL). Standardization of emission related fault codes, data transfer, diagnostic tools and connector according to ISO standards. Monitoring area - Catalysts and particulate traps - Engine misfire - Oxygen sensors - Evaporative leak - Other emission control systems (EGR) - Other emission related engine components California OBD II compliance as an option.
1)
EPA OBD phase-in, GVWE > 14,000 lbs MY 2010 2011 2012 2013 OTTO & Diesel Cycle Phase-In
100% compliance 1)
Alternative fuel waivers available
50
US ON-BOARD DIAGNOSTICS
CARB HD OBD Requirements MY 2010,+ (HD > 14.000 lbs) Monitoring: NOx conversion efficiency for SCR NOx absorber and lean NOx catalysts Functional check of any other SCR system components PM monitoring systems when PM > Defined threshold values Fuel system and misfire DPF too frequent or infrequent regeneration Comprehensive component monitoring (input/output devices) Crankcase ventilation system Engine cooling system EGR Boost pressure control system Variable valve timing and/or control Exhaust gas sensor Evaporative system (gasoline only) Cold start emission reduction strategy (gasoline only) HC conversion efficiency for oxidation catalysts NMHC conversion catalysts (all, including ammonia slip catalysts) Secondary air delivery system From 2010-2019 MY, exemptions apply for alternate-fuelled vehicles MY 2013,+ (HD > 14,000 lbs) Including changes approved May 18th 2010 Monitoring: In-use Monitoring Frequency NMHC Catalyst: Proper feed gas to SCR catalyst (NO to NO2 conversion) Clean-up catalysts (for use downstream of SCR catalysts) Fuel system: single and multiple injector monitoring Cold start emission control strategy proper operation monitoring PM filter regeneration status & average distance / run time between regenerations Fuel system: check if proper trim codes are implemented in production or the repair procedures are correct The OBD connector shall be located in the foot well region of the driver side It shall be uncovered and allow vehicle operation while scan tool is connected MY 2014,+ Air / fuel ratio cylinder imbalance monitoring MY 2016,+ Thermostat fault monitoring
51
WWH ON-BOARD DIAGNOSTICS

ECE GTR5 (corrigendum 05Mar10) - generic OBD requirements (Module A) (out of booklet scope) - specific OBD emission related (Module B) - in-use performance monitoring (Module C) The OBD systems will have to - detect malfunctions - identify area of these malfunctions - indicate their occurrence by means - store this information in computer memory of a malfunction indicated (MI) - communicate this information off-board It applies to HD Diesel fuelled C.I. engine systems. OBD test cycle: WHTC (see page 6) Classification of malfunctions Class A: malfunction when OBD threshold limits (OTL) are assumed to be exceeded Class B1: malfunction can lead to emissions above the OTLs but for which the exact influence on emission cannot be estimated Class B2: malfunction that can influence the emissions but not to a level that exceeds the OTLs Class C: malfunction that can influence the emissions but to a level that would not exceed the regulated emission limits Monitoring area: Variable valve timing system Electric, electronic components monitoring - Engine Cooling system monitoring Lean NOx trap or NOx adsorber - Selective Catalytic Reduction System Diesel Oxidation Catalyst - Diesel particulate filter - Exhaust Gas Sensor Crankcase ventilation system - Fuel System - Air Handling and Turbocharger - Boost pressure control system - EGR - Engine misfire - Idle Speed ControlSystem Performance Requirement If WHTC GTR is used for certification purpose, the world harmonized OBD test cycle applies. Relevant regional OTLs have to be applicable accordingly. Harmonized OBD performance requirements will evolve with the harmonization of the test cycles, the emission limits and the process for calculating the OTLs Step 1 Test cycles (emissions/OBD) Emissions limits OTLs calculation process OTLs Non harmonized or harmonized Non harmonized Non harmonized Step 2 Harmonized Non harmonized Harmonized Step 3 Harmonized Harmonized Harmonized
Regionally defined Regionally calculated Harmonized
52
EUROPEAN CONFORMITY TESTING

Production Conformity Testing - The tests are carried out on newly manufactured engines. At the request of manufacturer, tests may be carried out on engines which have been run-in up to a max of 100 hours Tests to be conducted on ESC / ELR or on ETC as defined for T.A. Tests may be conducted with commercial fuel. At the manufacturers request, the reference fuel may be used
Does test statistic result agree with NO criteria for failing the series for at least one pollutant? Does test statistic result agree with the YES criteria for passing the series for at least one pollutant?
Test on three engines
Computation of test statistic result
A pass decision is reached for 1 or more pollutants
Is a pass decision reached for all pollutants
NO
Test on additional engine
YES
NO
YES
Series rejected
Series accepted
53
EUROPEAN CONFORMITY TESTING

In-Service Conformity Testing (ISC) - Applicable for new HD vehicles or new HD engine TA from 01Oct05, FR from 01Oct06 It will confirm the correct operation of the emission control devices during the normal life of the vehicle or engine.
Vehicle or engine manuf. develops own in-service conformity procedure Manuf. Provides additional information or test data. Manuf. compiles new ISC report
YES
TA decides that information is insufficient?
New vehicle or new engine TA and sold
Vehicle or engine manuf. compiles report of the in-house procedure
TA decides to audit manufacturers compliance data
YES
Manufacturer submits ISC report to TA for audit
NO
TA begins formal testing of suspect engine Confirmatory testing
Is engine type in conformity w/ TA requirements
NO
Plan of remedial measures proposed to manuf.
NO
TA accepts that ISC report confirms acceptability of the vehicle YES or engine
NO
Manuf. Files report for future reference TA reviews manufacturers ISC report
Process completed no further action required
YES
54
US CONFORMITY TESTING
In-Service Conformity Testing - Applicable to HD > 8500 lbs HC, CO and NOx emission from 2005 PM emissions from 2006 Based on families selected by EPA: - Up to 25% of engine families/year - Every 4 years period, max average number of engine families certified over that 4 years period The average emissions for each pollutant must remain at or below the NTE threshold Phase 1 testing
Process completed Process completed Process completed Follow up discussion w/ EPA
YES
Test on 1 additional engine
YES
Test on 4 additional engines
YES
If a total of 8 engines over the 10 tested comply w/ criteria
YES
6 or 7 over the 10 tested engines comply w/ criteria
Test on 5 engines
All 5 test results comply w/ criteria
NO
Test result comply w/ criteria
NO
NO
NO
EPA may require carmaker to initiate Phase 2
Phase 2 testing For any reason, carmakers can be requested to test 10 additional engines. EPA may select a certain subset of the engine family, force specific test conditions, define a period when testing and reporting have to be done.
55
US CONFORMITY TESTING
CARB Proposal for in-use conformity - All HD With GVW > 14,000 lbs (6,350 kg) fuelled by diesel or alternative diesel but not NG - Compliance with Best Available Control Technology (BACT) - Phase 1: phase-in: 2010-2013 + NOx emission: max 2007 NOx emission limit + all vehicles in the fleet to be equipped with verified diesel emissions control systems for PM - Phase 2: phase-in: 2017-2021 + Max NOx emission similar to 2010 emissions standards + PM: any vehicle equipped with highest level of PM control system
56
FUEL CONSUMPTION CO2 EMISSIONS

EUROPEAN UNION Unlike the EU regulation on CO2 emission reduction for Passenger Car (Regulation (EC) 443/2009) and the one for LD commercial vehicles (Regulation EU 510/2011) there is no regulation of CO2 reduction for HD vehicles available yet. Several studies were made. A two step approach is likely to happen. In a first step the actual fuel consumption / CO2 emissions of HD vehicles is determined probably in an analytical way. As a second step the European Commission will develop a strategy for CO2 HD vehicle emissions by 2013. US FEDERAL Proposed Future Regulations N2O and CH4 will remain at current existing levels for all classifications. Not required for reduction. Table 1 - Proposed MY 2017 Combination Tractor Standards
EPA Emissions Standards [g CO2/ton-mile] Day Cab Class 7 Day Cab Class 8 Sleeper Cab Class 8 103,0 78,0 64,0 103,0 78,0 69,0 116,0 86,0 71,0 NHTSA Fuel Consumption Standards [gal/1,000 ton-mile] Mid Roof High Roof 10,1 7,7 6,8 11,4 8,5 7,0 10,1 7,7 6,3
Heavy-duty combination tractors the semi trucks that typically pull trailers - are built to move freight. The agencies are not proposing standards for trailers, thus this regulatory category denotes the main power unit portion of a tractor-trailer combined vehicle. Freight transportation customers choose tractors primarily based on two major characteristics: the gross vehicle weight rating (GVWR, which establishes the maximum carrying capacity of the tractor and trailer) and cab type (sleeper cabs provide overnight accommodations for drivers). Operators also consider the tractor roof height when mating with trailers for the most efficient configuration. The agencies are proposing differentiated standards for nine subcategories of combination tractors based on three attributes: weight class, cab type and roof height. The standards would phase in to the 2017 levels shown in Table 1. These proposed standards would achieve from 7 to 20% reduction in emissions and fuel consumption from affected tractors over the 2010 baselines. Table 2 - Proposed MY 2017 Vocational Vehicle Standards EPA Full Useful Life NHTSA Fuel Emissions Standards Consumption Standards [gal/1,000 ton-mile] [g CO2/ton-mile]
Light Heavy Medium Heavy Heavy Heavy Class 3-6 Class 6-8 Class 9 344 204 107 33,8 20,0 6,0
Low Roof Mid Roof High Roof Low Roof
57
FUEL CONSUMPTION CO2 EMISSIONS

Vocational vehicles consist of a very wide variety of truck and bus types including delivery, refuse, utility, dump, cement, transit bus, shuttle bus, school bus, emergency vehicles, motor homes, tow trucks, and many more. Vocational vehicles undergo a complex build process, with an incomplete chassis often built with an engine and transmission purchased from other manufacturers, then sold to a body manufacturer. In these rules, the agencies are proposing to regulate chassis manufacturers for this segment. The agencies are proposing to divide this segment into three regulatory subcategories - Light Heavy (Class 2b through 5), Medium Heavy (Class 6, 7), and Heavy Heavy (Class 8), which is consistent with the engine classification. GHG (Green House Gas) emissions and fuel consumption of higher-capacity vehicles, and the importance of payload and towing capacity to the owners of these work trucks and vans.
EPA is proposing to establish standards for this segment in the form of a set of target standard curves, based on a work factor that combines a vehicles payload, towing capabilities, and whether or not it has 4-wheel drive. The standards would phase in with increasing stringency in each MY from 2014 to 2018. The EPA standards proposed for 2018 (including a separate standard to control air conditioning system leakage) represent an average per-vehicle reduction in GHG emissions of 17% for After engines, tires are the second largest contributor to energy losses of vocational diesel vehicles and 12% for gasoline vehicles, compared to a common baseline. vehicles. The proposed program for vocational vehicles for this phase of regulatory NHTSA is proposing to set corporate average standards for fuel consumption standards is limited to tire technologies and hybrid powertrains (along with the sepa- that are equivalent to EPAs proposal (though not including EPAs proposed air rate engine standards). The proposed standards depicted in Table 2 represent emis- conditioning leakage standard). The proposed NHTSA standards represent an sion reductions from 7 to 10%, from a 2010 baseline. average per-vehicle improvement in fuel consumption of 15 percent for diesel vehicles and 10 percent for gasoline vehicles, compared to a common baseline. Heavy-Duty Pickup Trucks and Vans To satisfy lead time requirements under EISA, NHTSA standards would be volunThe agencies are proposing to set corporate average standards for heavy-duty pickup tary in 2014 and 2015. Both agencies are proposing to provide manufacturers trucks and vans, similar to the approach taken for light-duty vehicles. Each manufacturers with two alternative phase-in approaches that get equivalent overall reductions. standard for a model year would depend on its sales mix, with higher capacity vehicles One alternative phases the final standards in at 15-20-40-60-100% in MY 2014(payload and towing) having numerically less stringent target levels, and with an added 2015-2016-2017-2018. The other phases the final standards in at 15-20-67-67adjustment for 4-wheel drive vehicles. This approach recognizes both the inherently higher 67-100% in MY 2014-2015-2016-2017-2018-2019.
58
EU REFERENCE TEST FUELS

Diesel (B7) Reference Fuel in Regulation (EC) 582/2011 Parameter Cetane nr Density at 15C Distillation T50 Distillation T95 Distillation Final Boiling Point FBP Flash point Cold Filter Plug-in Point CFPP Viscosity at 40C Polycyclic aromatic hydrocarbons Sulphur Copper Corrosion Conradson carbon residue (10% DR) Ash content Water content Neutralisation (strong acid) nr Oxidation stability 1) FAME 2)
1)
Unit kg/m3 C C C C C mm2/s % m/m mg/kg Rating % m/m % m/m % m/m mg KOH/g Hours % vol
Limits 52-56 833-837 245 345-350 360 55 -5 2.3-3.3 2.0-4.0 10 Class 1 0.2 0.01 0.02 0.10 20.0 6.0-7.0
Ethanol for Dedicated Compression Ignition Engines (ED95) 1) in Regulation (EC) 582/2011 Parameter Alcohol, mass Other alcohol than ethanol Density at 15C Flashpoint Acidity (as acetic acid) Appearance Dry residue at 100C Water content Aldehydes (acetaldehyde) Sulphur Esters (as ethylacetat)
1)
Unit
Limits
% m/m 92.4 % m/m 2.0 793-815 kg/m3 C 10 % m/m 0.0025 Bright and clear mg/kg 15 % m/m 6.5 % m/m 0.0050 mg/kg 10.0 % m/m 0.1
Additives, such as cetane improver as specified by the engine manufacturer, may be added to the ethanol fuel, as long as no negative side effects are known. If these conditions are satisfied, the maximum allowed amount is 10% m/m
2)
Even though oxidation stability is controlled, it is likely that shelf life will be limited. Advice shall be sought from the supplier as to storage conditions and life. Quality of FAME (Fatty Acid Methyl Ester) blendstock to meet specification of EN 14214
Fuels
59

Natural Gas (NG) / Biomethane in Regulation (EC) 582/2011 Reference Fuel GR
1)
Liquefied Petroleum Gas (LPG) in Regulation (EC) 582/2011 Units % mole ppm Basis 87 13 - - Limits 84 - 89 11-15 1 10 Parameter Composition: C3 content C4 content <C3<C4 Olefins Evaporation residue Water at 0C Parameter: Hydrogen Sulphide Copper strip corrosion Sulphur incl. odorant Motor octane nr 1)
1)
Characteristics Methane Ethane Balance 1) Sulphur
Units % v/v % v/v % v/v % v/v mg/kg Rating mg/kg -
Limits Fuel A 30 2
Limits Fuel B 85 2
Balance 2) 2 12 50 Free None Class 1 10 89 2 15 50 Free None Class 1 10 89
Inerts + C2 +
Balance shall be read as follows: 100 C3 - < C3 - > C4
Fuels
60

NRMM EU Diesel Reference Fuel (CEC RF-75-T-96) Parameter Cetane Number Density at 15C Distillation T95 Viscosity at 40C Sulphur content
1)
Unit kg/m3 C mm2/s % mass
Stage I/II Min Max 45.0 50.0 835 845 370 2.5 3.5 0.1 0.2
Test Method EN-ISO 5165 ISO 3675/ASTM D4052 EN-ISO 3405 EN-ISO 3104 ISO 8754, EN 24260 Min 52 833 345 2.5 -
Stage IIIA Max 54 837 350 3.5 300 mg/kg1)
Test Method EN-ISO 5165 EN-ISO 3656 EN-ISO 3405 EN-ISO 3104 ASTM D5453
Stage IIIB and IV Min Max 54,0 833 865 345 350 2.3 3.3 10 mg/kg
Test Method EN-ISO 5165 EN-ISO 3675 EN-ISO 3405 EN-ISO 3104 ASTM D5453 Test Method
The actual Sulphur content shall be reported
The fuel for 2-stroke engines is a blend of lubricant oil and petrol
NRMM EU Gasoline Reference Fuel (CEC RF-75-T-96) Stage I/II Parameter Unit Min Max RON 95 MON 85 748 762 Density at 15C kg/m3 RVP kPa 56.0 60.0 Sulphur ppm 100 Initial Boiling Point C 24 40 Distillation at 100C % vol 49.0 57.0 Distillation at 150C % vol 81.0 87.0 Final Boiling Point C 190 215
EN 25164 EN 25163 ISO 3675 EN 12 EN-ISO 14596 EN-ISO 3405 EN-ISO 3405 EN-ISO 3405 EN-ISO 3405
Fuels
61
US REFERENCE FUELS
Diesel
Year of Implementation Spec Name California Jun, 2006 13 CCR2281-2282 United States Dec, 2010 ASTM D 975-10c Apr, 2011 ASTM D 975-11
Property
Grade Additional Comment Source
CARB (1)(2)(3)(4) Smal Refiners CARB (1)(2)(3)(4)
ASTM
Cetane Number,min Cetane Index, min
40 (5)
40.
30.
40.
30.
ASTM D 613(6), ASTM D 4737 ASTM D 129 (6), ASTM D 1552, ASTM D 4294, ASTM D5453
Test Method
Sulfur, ppm, max Polyaromatics, wt%, max Total aromatics, vol%, max Viscosity @ 40C, cSt, min Viscosity @ 40C, cSt, max Distillation T10, C, min T10, C, max T50, C, min T50, C, max
15 4 20 2 4,1 204 254 243 293
35(7) 1,3 2,4
35(7) 1.9(9) 1,9 4,1
5,5 24
35(7) 1,3 2,4
35(7) 1.9(9) 1,9 4,1
5,5 24
ASTM D 445 ASTM D 445
Notes: 1. Requires API Gravity between 33 - 39 per ASTM D 287. 2. Established by CARB regulation (13 CCR 2281-2282; 6/4/97). 3. ASTM D 975 incorporated. 4. Requires Nitrogen content < than 90 ppm per ASTM D 4629. 5. While CARB does not require higher cetane levels than ASTM, it does require emissions testing to certify the fuel (13 CCR 2282). The fuels are tested against a reference fuel with a min cetane of 48 for large refiner, 47 for small refiners; therefore, actual cetane levels to gain certification will likely be similar to, or more than that of the CARB reference fuel. 6. Referee test method 7. Either the specification for min cetane index or that for max total aromatics must be met. 8. Other limits may apply to selected areas. 9. When a cloud point less than -12C is specified, it is permitted and normal blending practice to combine Grades No.1-D & No.2-D to meet the low temp requirements. In that case, the min flash point shall be 38C, the min viscosity at 40C shall be 1.77 cSt, the min 90% recovered temp shall be waived.
No.1-DS15
No.1-DS500
No.1-DS5000
No.2-DS15
No.2-DS500
No.2-DS5000
NO.4-D
No.1-DS15
No.1-DS500
No.1-DS5000
No.2-DS15
No.2-DS500
No.2-DS5000
NO.4-D
15(8)
20000
20000
5000
15(8)
5000
5000
5000
500
500
500
500
15
15
Fuels
62
US REFERENCE FUELS
Diesel contd.
Year of Implementation Spec Name California Jun, 2006 13 CCR2281-2282 United States Dec, 2010 ASTM D 975-10c Apr, 2011 ASTM D 975-11
Grade Additional Comment Source T90, C, min T90, C, max FBP, C, max Flashpoint, C, min Carbon Residue 10% wt%, max Water and Sediment, vol%, max Ash, wt%, max Lubricity, HFRR wear scar diam @ 60C, micron, max Copper corrosion, 3hrs @ 50C, merit (class), max Conductivity @ ambient temp. pS/m, min Dye Content, g/100 l, max FAME Content, vol%, max Other
Property
CARB (1)(2)(3)(4) Smal Refiners CARB (1)(2)(3)(4) 288 321 349 52
ASTM 282(9) 282 338 52(9) 52 0.32=5 0,01 55
288 38
288 38 0,15
282(9)
282 338 52 0,35 55
Test Method
52(9)
ASTM D 93
0,05
0,5 0,1
0,05 0,01 520
ASTM D 2709, 0,5 ASTM D 1796 0,1 ASTM D 482
520 No.3 25(10)(11) (12) (13) (12) 5(14)
No.3 25(10)(11) (12) (13) (12) 5(14)
(1)
(13)
(13)
10. The conductivity specification becomes effective 12Nov08. 11. The electrical conductivity of the diesel fuel is measured at the time and temperature of the fuel at delivery. The 25 pS/m min conductivity requirement applies at all instances of high velocity transfer (7 m/s) but sometimes lower velocities (see 8.2 of ASTM D975 for detailed requirements) into mobile transport (for example, tanker trucks, rail cars and barges). 12. If low sulfur No.1-D S500 or low sulfur No.2-D S500 are sold for tax exempt purposes then, at or beyond terminal storage tanks, they are required by 26 CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally equal to 3.9 lbs. per thousand barrels of the solid dye standard Solvent Red 26, or the tax must be collected. 13. Grades No.1-D S5000, No.2-D S5000 & No.4-D are required by 40 CFR Part 80 to contain a sufficient amount of the dye Solvent Red 164 so its presence is visually apparent. At or beyond terminal storage tanks, they are required by 26 CFR Part 48 to contain the dye Solvent Red 164 at a concentration spectrally equivalent to 3.9 lbs. per thousand barrels of the solid dye standard Solvent Red 26. 14. Biodiesel blendstock must meet ASTM D6751.
No.1-DS15
No.1-DS500
No.1-DS5000
No.2-DS15
No.2-DS500
No.2-DS5000
NO.4-D
No.1-DS15
No.1-DS500
No.1-DS5000
No.2-DS15
No.2-DS500
No.2-DS5000
NO.4-D
Fuels
63
US / JAPAN REFERENCE FUELS

Gasoline Parameter MON/RON (MON + RON ) / 2, min RVP (kPA) @ 7,8 C2) FBP (F) T10 (F) T50 (F) T90 (F) Lead (g/l) Max Sulphur (ppm) Max Benzene (% vol) Max Aromatics (% vol) Max Olefins (% vol) Max
1) 2)
Japanese Automotive Fuel Quality Regulations Unit 93 55.2-63.4 415 120-135 200-230 300-325 0,013 1,000 1) - 35 10 EPA / CARB specs 82/87 91 46.8-48.3 390 130-150 203-220 295-330 0 30-40 0.8-1 22-35 4-10 Type of Fuel Fuel Property Lead Sulphur Benzene MTBE Oxygen Sulphur Cetane Index Distilllation at 90% Limit Not detected Max. 0.001 (mass %) Max. 1 (vol %) Max. 7 (vol %) Max. 1.3 (mass %) Max. 0.001 (mass %) Min. 45 Max. 360 (deg C) JIS K2255-4,5
Gasoline
K2536-2,4,6 K2280 K2254
Diesel
CARB Phase 3 uses ethanol as an oxygenate
EPA: Sulphur reduced to 15 - 80 ppm. 100% in 2006 RVP for altitude testing: 7.6-8.0 psi or 52-55 kPa
Fuels
64
The benefits of diesel common rail. Ultra high pressure. Now available for small engines. AtThe innovative Delphithe class.Pump Common Rail the head of Diesel Unit
Theleverages advanced diesel common rail technology - a proven is new Delphi High Pressure Heavy Duty Diesel Common Rail System green technology - for small engine programs. The UPCR is among the most advanced fuel systems in the world. Its ultra high pressure well suited for diesel engines in automotive and off-highway (up applications. capability provides the potential to minimize the need to 3,000 bar) for expensive aftertreatment. The system is designed for 4- to 6-liter diesel Delphis compact UPCR System is designed for 1-, 2- and 3-cylinder engine programs and issmall engine vehicles foroff-road applications. engines. Its ideal for suitable for on- and emerging markets
suited for motorcycles and personal recreational vehicles. Delphi has earned a reputation for durable, high-tech electronic unit injector Delphi Diesel Unit Pump Common Rail System is aoffer avalue The and electronic unit pump systems. Now we also high range solution from a rail systems in diesel engine management systems. of diesel common world leader with class-leading pressure capabilities. Visit: delphi.com/eb-upcr Visit us at: www.delphi.com/shared/pdf/ppd/cv/pwrtrn/hphddcrs.pdf and entry-level vehicles in developed regions. The UPCR is also
System
65
EUROPEAN UNION
COMPRESSION IGNITION ENGINES - Euro Stage I and Stage II Dir 97/68/EC, amended by Dir 2002/88/EC ECE GTR 11 Engine emissions from agricultural and forestry and from non-road mobile machinery published 12Nov09 The GTR 11 is applicable to the determination of gaseous and particulate mass exhaust emissions from C.I. engines of 19 kW and 560 kW to be used in non-road mobile machinery and tractors. Test cycle: NRSC (see page 89) Cat Net Power P CO HC NOx PM TA NR (kW) (g/kWh) ISO 8178-C1 for C.I. engines operated under intermittent speed Stage I (engine out emissions) ISO 8178-D2 for C.I. engines operated under constant speed A 130-560 5.0 1.3 9.2 0.54 01Jul98 01Jan99 1) 2) B 75-130 5.0 1.3 9.2 0.70 01Jul98 01Jan99 C 37-75 6.5 1.3 9.2 0.85 01Jul98 1) 01Apr99 2) 4) Stage II 1) 01Jan01 for agricultural and forestry tractors E 130-560 3.5 1.0 6.0 0.2 01Jan01 01Jul02 2) 01Jul01 for agricultural and forestry tractors 3) F 75-130 5.0 1.0 6.0 0.3 01Jan02 01Jul03 1 year later for agricultural applications and forestry tractors 4) G 37-75 5.0 1.3 7.0 0.4 01Jan03 01Jan04 For constant speed engines, implementation date: 01Jan07 3) 3) D 18-37 5.5 1.5 8.0 008 01Jan01 01Jan02 Test cycles : - Variable speed engines: 8-mode test cycle (page 91) or ramped modal cycle - Constant speed engines: 5-mode test cycle (page 91) or ramped modal cycle Engines with periodic regenerating aftertreatment systems need to be tested 3 times on RMC, 2 times without regeneration and 1 time with the regeneration process occurring at least once.
NRMM - Emissions Standards
66
EUROPEAN UNION
Euro Stage III and Stage IV Dir 97/68/EC as amended by Dir 2004/26/EC and Dir 2006/105/EC and Dir 2010/26/EU (01Apr10) Test cycle (See pages 89-92) NRSC: variable speed engines: Stage III A (gaseous pollutants) NRSC: variable speed engines: Stage III B and Stage IV (gaseous & particulate emissions): ISO 8178-4: 2007 C1; constant speed engines: ISO 8178-4 D2 NRTC: variable speed engines: Stage III B and Stage IV (gaseous & particulate emissions) Category Stage III A 1) H I J K Stage III B L M N P Stage IV Q R
1)
Net Power (kW) 130 P < 560 75 P < 130 37 P < 75 19 P < 37 130 P < 560 75 P < 130 56 P < 75 37 P < 56 130 P < 560 56 P < 130
CO (g/kWh) 3.5 5.0 5.0 5.5 3.5 5.0 5.0 5.0 3.5 5.0
HC (g/kWh)
NOx (g/kWh)
PM (g/kWh) 0.2 0.3 0.4 0.6 0.025 0.025 0.025 0.025 0.025 0.025
TA 30Jun05 31Dec05 31Dec06 31Dec05 31Dec09 31Dec10 31Dec10 31Dec11 31Dec12 30Sep13
NR 31Dec05 31Dec06 31Dec07 31Dec06 31Dec10 31Dec11 31Dec11 31Dec12 31Dec13 30Sep14
NOx + HC: 4.0 NOx + HC: 4.0 NOx + HC: 4.7 NOx + HC: 7.5 0.19 0.19 0.19
2.0 3.3 3.3 NOx + HC: 4.7 0.4 0.4
0.19 0.19
Other than constant speed engines
67
EUROPEAN UNION
Implementation dates Category H I J K TA 31Dec09 31Dec09 31Dec10 31Dec09 NR 31Dec10 31Dec10 31Dec11 31Dec10 AGRICULTURAL AND FORESTRY TRACTORS Dir 74/150/EC, as amended by Dir 2000/25/EC and Dir 2005/13/EC and Dir 2006/96/EC Dir 97/68/EC, as amended by Dir 2002/88/EC and Dir 2004/26/EC Engine categories, test cycles and emissions limits: see page 67 Implementation dates Stage Cat. Stage I C B Stage II D G F E Stage III A H, I & K J Stage III B L M & N P Stage IV Q R Engine Power EP (kw) 130 P < 560 75 P < 130 18 P < 37 37 P < 75 75 P < 130 130 P < 560 75 P < 560 19 P < 37 37 P < 75 130 P < 560 56 P < 130 37 < 56 P 130 P < 560 56 P < 130 TA 01Jul98 01Jan01 01Jan01 01Jan03 01Jan02 01Jan01 31Dec05 31Dec06 31Dec09 31Dec10 31Dec11 31Dec12 31Dec13 NR 01Jul01 01Jul01 01Jan02 01Jan04 01Jul03 01Jul02 H: 31Dec05 I, K: 31Dec06 31Dec07 31Dec10 31Dec11 31Dec12 31Dec13 30Sep14
Deterioration Factors (DF) and Emission Durability Period (EDP) - Additive DFs are applied for each pollutant for C.I. engines not using any aftertreatment device. - Multiplicative DFs are applied for each pollutant for C.I. engines using an aftertreatment device. DFs are determined by manufacturers in accordance with a specific test procedure which must be representative of use and have duration of at least 1/4 EDP. EDP for C.I. engines Stages III A, III B, and IV Category 37 kW (constant speed engines) 37 kW (not constant speed engines) > 37 kW
EDP (hrs) 3,000 5,000 8,000
68
EUROPEAN UNION
NB: For engines of categories H to R, the NR dates can be postponed for 2 years for engines with production dates prior to the said date. Opacity for Exhaust Gases Dir 77/537/EEC as amended by Dir 97/54/EC Application: tractors equipped with wheels or endless tracks, having at least 2 axles and with 6 km/h < max design speed 40 km/h 2 tests are required: 1) Test at steady speed 6 measurements shall be made at engine speeds spaced out uniformly between that corresponding to max power and the higher of the following two engine speeds: 55% of the engine speed corresponding to the maximum power and 1,000 rpm The engine shall be running under 80% of the maximum load. The light absorption coefficient of the exhaust gases shall be measured with an opacimeter. For each measuring point, the smoke measured should not exceed the limit values (SL) specified in the directive, which are a function of the air flow rate. The value selected will be measured (SM) nearest the relevant limit value. 2) Test under free acceleration With warm engine from the idle to maximum speed giving an average (XM) of 4 consecutive non-dispersed values. The free acceleration smoke limit is the lower of the two values calculated below XL1= (SL/SM) * XM and XL2 = XM + 0,5
Amendment Dir 2010/22/EU to Dir 2005/25/EC Engine marking Stage I Stage II Stage III A Stage III B Stage IV A B C 1) D 1) E 1)
1)
new
Amendment proposal to Dir 2000/25/EC and Dir 2005/13/EC - Stage III B and IV implementation should be delayed by 5 years for tractors of categories T2, C2 and T4.1 Justification for delay to be reviewed by 31Jan12 T2 wheeled tractor w/ min track width < 1,150 mm, unladen mass > 600 kg and ground clearance 600 mm C2 track laying tractor equivalent to T2 T4.1 high clearance tractor (vineyard tractor) - Scope extension to all categories of tractors, trailers and towed machinery
69
Medium duty. Advanced design. Robust performance.

Delphis Multec Medium Duty Diesel Common Rail System offers impressive simplification of fuel and control systems. And, up to simplification of fuel systems. 2,000 bar system pressure capability. Its solenoid injector technology is designed to deliver precise fuel quantities over the life of the engine for cost effective, robust emissions and acoustics performance. The Delphi Multec Medium Duty Common Rail System is ideally suited for one- to six-cylinder medium duty truck and off-highway programs. off-highway Visit: delphi.com/eb-md Visit: www.delphi.com/shared/pdf/ppd/cv/pwrtrn/md_dcr.pdf
70
EUROPEAN UNION
SPARK IGNITION ENGINES Dir 2002/88/EC amending Dir 97/68/EC by extending its scope to small S.I. engines ( 19kW). Classification Main Class S: small engines with a net power 19 kW SH SN Engines for handheld machinery Engines for non handheld machinery Category Displacement (cc) Category Displacement (cc) SH: 1 < 20 SN: 1 < 66 SH: 2 20 D < 50 SN: 2 66 D < 100 SH: 3 50 SN: 3 100 D < 225 SN: 4 225 Test cycles (see pages 89-91) ISO 8178-4 to be applied ISO 8178-4 to be applied Cycle D engines with constant speed and intermittent load Cycle G1 non-handheld intermediate speed machinery Cycle G2 non-handheld rated speed machinery Cycle G3 handheld machinery Emissions Limits Engine Class SH: 1 SH: 2 SH: 3 SN: 1 SN: 2 SN: 3 SN: 4 CO 805 805 603 519 519 519 519 Stage I HC NOx (g/kWh) 295 5.36 241 5.36 161 5.36 HC + NOx = 50 HC + NOx = 40 HC + NOx = 16.1 HC + NOx = 13.4 TA 11Aug04 11Aug04 11Aug04 11Aug04 11Aug04 11Aug04 11Aug04 Stage II CO HC+NOx (g/kWh) 805 805 603 610 610 610 610 50 50 72 50 40 16.1 12.1 TA 01Aug07 01Aug07 01Aug08 01Aug04 01Aug04 01Aug07 01Aug06
Max limit NOx (Stage II) for all engines: 10g/kWh Stages III and IV: see page 67 (C.I. engines Stage III/IV)
71
EUROPEAN UNION
Emission Durability Period and Deterioration Factor DFs - Manufacturers can get an assigned DF or calculate a DF, for each regulated pollutant for all stage 2 engine families. These DFs will be used for TA and COP testing. EDP - (in hours) category shall be the category which most closely approaches the expected useful lives of the equipment into which the engines will be installed. Engine Class SH: 1 SH: 2 SH: 3 SN: 1 SN: 2 SN: 3 SN: 4 1 50 50 50 50 125 125 250 2 125 125 125 125 250 250 500 3 300 300 300 300 500 500 1,000 NRMM Dir 97/68/EC: Amendments implemented in Dir 2010/26/EU published 01Apr10 - Top handle machine tree service chainsaw and hand-held hedge trimmer using engine classes SH:2 and SH:3 are exempted in Stage II until 31Jul13 - Test cycles: - Stage I and II, III A NRSC only (engines 19-560 kw constant and variable speed operation) - Stage III B, IV NRSC and NRTC (engines 19-560 kW variable speed operation) - NRTC cold cycle adapted and test sequence defined (see page 92) - Adapted emissions calculation method for NRTC type approval tests - The emission limits as outlined on page 67 for Stages III B and IV are applicable for TA - The correct operation of NOx control systems is to be ensured. If a reagent is used - the level, quality and dosing are monitored - the ammonia emissions cannot exceed a mean of 25 ppm during - the applicable emissions cycle - The density at 15C of the reference fuel is amended to 833-865 kg/m3
72
US FEDERAL (EPA)
OFF-ROAD C.I. ENGINES 40 CFR part 89, covering mobile non road diesel engines, used in construction, agricultural and industrial applications. US Non-Road regulations are in the imperial system of units, all standards expressed in g/bhp.h (metric equivalent are shown in brackets). EPA 96 Tier 1 Initial schedule Applied to engines between 175 bhp (130 kW) and 750 bhp (560 kW). Other engine categories have been added later. Test cycle: ISO 8178 Engine Power hp
hp 750
Tier
kW
P 560 75 P < 130 37 P < 75
MY
2000 1996 1997 1998
NOx
6.9 (9.2) 6.9 (9.2) 6.9 (9.2) 6.9 (9.2)
HC
1.0 (1.3) 1.0 (1.3) - -
CO
8.5 8.5 - -
PM
0.40 0.40 -
g/bhp.h (g/kWh)
175 hp < 750 130 P < 560 100 hp < 175 50 hp < 100
Smoke: 40 CFR part 86 specifies opacity test measurements w/ limit values A (acceleration): 20% opacity; B (lugging mode): 15%; C (Peak): 50% EPA 98 - Final rule - Tier 1 - Tier 2 - Tier 3 Broadly similar to EU standards
1 2 < 11 4 1 2 11-25 4 1 2 25-50 Interim 4 Final 4 1 2 50-75 Interim 4 Final 4 1 2 75-100 3 Interim 4 1 2 100-175 3 Interim 4
Engine Power hp kW
< 8 8-19
MY
2000 2005 2008-14 2000 2005 2008-14 1999 2004 2008-12 2013-14 1998 2004 2008-12 2013-14 1998 2004 2008 2012-14 1997 2003 2007 2012-14
NMHC+NOx
7.8 (10.5) 5.6 (7.5) 5.6 (7.5) 7.1 (9.5) 5.6 (7.5) 5.6 (7.5) 7.1 (9.5) 5.6 (7.5) 5.6 (7.5) 3.5 (4.7) 5.6 (7.5) 3.5 (4.7) 3.5 (4.7) 5.6 (7.5) 3.5 (4.7) 2.64 (3.54) 4.9 (6.6) 3.0 (4.0) 2.64 (3.54)
19-37
37-56
56-75
75-130
- 6.9 (9.2) 2.5 (3.35) 6.9 (9.2) 2.5 (3.35)
NOx CO g/bhp.h (g/kWh)

6.0 (8.0) 6.0 (8.0) 6.0 (8.0) 4.9 (6.6) 6.0 (8.0) 6.0 (8.0) 4.1 (5.5) 4.1 (5.5) 4.1 (5.5) 4.1 (5.5) 6.9 (9.2) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0) 3.7 (5.0)
PM
0.75 (1.0) 0.6 (0.8) 0.3 (0.4) 1) 0.6 (0.8) 0.6 (0.8) 0.3 (0.4) 0.6 (0.8) 0.45 (0.6) 0.22 (0.3) 0.22 (0.3) 0.3 (0.4) 0.22 (0.3) 2) 0.02 (0.03) 2) 0.3 (0.4) 0.3 (0.4) 0.015 (0.02) 3) 0.22 (0.3) 0.22 (0.3) 0.015 (0.02) 3)
73
US FEDERAL (EPA)
Tier
1 2 3 Interim 4 Final 4 1 2 3 Interim 4 Final 4 1 2 3 Interim 4 Final 4 1 2 Interim 4 1 2 Interim 4 Final 4 1 2 Interim 4 Final 4
Engine Power hp kW
175300 130225
MY
1996 2003 2006 2011-13 2014 1996 2001 2006 2011-13 2014 1996 2002 2006 2011-13 2014 2000 2006 2011-14 2000 2006 2011-14 2015+ 2000 2006 2011-14 2015+
NMHC+NOx
HC = (1.3) 4.9 (6.6) 3.0 (4.0) 3.0 (4.0) NMHC = (.19) HC = (1.3) 4.75 (6.4) 3.0 (4.0) 3.0 (4.0) NMHC = (.19) HC = (1.3) 4.8 (6.4) 3.0 (4.0) 1.64 (2.20) NMHC = (.19) 7.9 (10.6) 4.8 (6.4) 2.9 (3.9) HC = (1.3) 4.8 (6.4) NMHC = (.4) NMHC = (.19) HC = (1.3) 4.8 (6.4) NMHC = (.40) NMHC = (.19)
NOx CO g/bhp.h (g/kWh)

6.9 (9.2) 1.5 (2.0) 0.3 (0.4) 6.9 (9.2) 0.3 (0.4) 6.9 (9.2) 1.5 (2.0) 0.3 (0.4) 6.9 (9.2) 2.6 (3.5) 6.9 (9.2) 2.6 (3.5) 2.6 (3.5) 6.9 (9.2) 2.6 (3.5) 2.6 (3.5) 8.5 (11.4) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 8.5 (11.4) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 8.5 (11.4) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 8.5 (11.4) 2.6 (3.5) 2.6 (3.5) 8.5 (11.4) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5) 8.5 (11.4) 2.6 (3.5) 2.6 (3.5) 2.6 (3.5)
PM
0.40 (0.54) 0.15 (0.20) 0.015 (0.02) 4) 0.015 (0.02) 3) 0.15 (0.20) 0.40 (0.54) 0.15 (0.20) 0.15 (0.02) 4) 0.015 (0.02) 3) 0.015 (0.20) 0.40 (0.54) 0.15 (0.20) 0.15 (0.20) 4) 0.015 (0.02) 3) 0.015 (0.02) 0.40 (0.54) 0.15 (0.20 0.07 (0.09) 0.40 (0.54) 0.15 (0.20) 0.075 (0.1) 0.03 (0.04) 0.40 (0.54) 0.15 (0.20) 0.075 (0.1) 0.03 (0.04)
300600
225450
The PM std for hand-start, air-cooled, direct-injection engines below 11 hp may be delayed and be set at 0.45 g/bhp-hr Engine families in this power category may alternately meet Tier 3 PM stds (0.30 g/bhp-hr) from 2008-2011 in exchange for introducing final PM stds in 2012 3) The implementation schedule shown is the 3 year alternate NOx approach. Other schedules are available 4) Certain manufacturers have agreed to comply with these stds by 2005 5) 6) Mobile machines only Generators only
1) 2)
600750
450560
EPA 98 did not establish Tier 3 PM emissions Tier 2 PM limits carry over Also included: averaging, banking and trading (ABT) of emission credits and NTE Family Emissions limits (FEL) for emission averaging. Amended requirements in Sep. 07 to allow Tier 3 phase-in relief in exchange for equivalent loss of Tier 4 flexibility Federal smoke test (40 CFR part 86, sub part I) Harmonized smoke test: ISO 8178-9 A (Acceleration) = 20% opacity B (Lugging Mode) = 15% opacity C (Peak) = 50% opacity Engine useful life The emissions standards must be met over the entire useful life of the engine. DFs are applicable to all engines.
> 750 7501200 6) >1200 6)
> 560 560900 > 900
74
US FEDERAL (EPA)
Power Rating < 25 hp (< 19 kW) 25 - 50 hp (19-37 kW) > 50 hp (> 37 kW) Rated engine speed all Constant speed engine 3,000 rpm all others all Useful life Hrs Years 3,000 3,000 5,000 8,000 5 5 7 10 Recall Testing period Hrs Years 1,500 1,500 3,000 3,000 2 2 5 5
Land-based non-road diesel engines (40 CFR part 89.112) and land-based non-road S.I. engines > 25 hp (40 CFR part 1048.140) Tier 4 (40 CFR Part 1039) Application after all the transition and phase-in provisions expire, after MY 2014. Some of these standards also apply for 2014 and earlier MY. Interim Tier 4 Max Engine Power (kW) PM 0.40 1) 0.03 0.02 0.02 0.03 0.04 NOx 0.40 0.40 0.67 3.50 NMHC NOx+NMHC (g/kWh) 0.19 0.19 0.19 0.19 7.5 4.7 CO 6.6 2) 5.0 3) 5.0 3.5 3.5 3.5
Blue Sky Series Manufacturers can voluntary use more stringent emission standards to earn a designation Blue Sky Series engines. This is applicable to Tier 1-3 certifications, MY 2004. Blue Sky program eliminated in Tier 4 regulations Engine Power hp kW < 11 < 8 11 - 25 8 - 19 25 - 50 19 - 37 50 - 100 37 - 75 100 - 175 75 - 130 175 - 750 130 - 560 750 560 NMHC + NOx PM g/bhp-h (g/kWh) 3.4 (4.6) 0.36 (0.48) 3.3 (4.5) 0.36 (0.48) 3.3 (4.5) 0.27 (0.36) 3.5 (4.7) 0.18 (0.24) 3.0 (4.0) 0.13 (0.18) 3.0 (4.0) 0.09 (0.12) 2.8 (3.8) 0.09 (0.12)
< 19 19 - 56 56 - 130 130 - 560 > 560 (generator sets) > 560 (all except generator sets)
1)
2)
Optional PM standard EP< 8kW: hand-startable, air cooled and DI engines: 0.60g/kWh in 2010, before Tier 2 limits are required EP < 8kW: CO: 8.0 g/kWh 3) EP < 37kW: CO: 5.5 g/kWh
Useful Life: No change from Tier 3
75
US FEDERAL (EPA)
Transition and phase-in provisions 1) EP < 19kW Max Engine Power
1)
3) 37 EP < 56 PM NOx+NMHC g/kWh 7.5 7.5 CO 8.0 6.6 Option 1) #1 #2 All

1)
MY 2008-2014 2008-2014
MY 2008-2012 2012 2013-2014
PM 0.30 0.03 0.03
EP < 8kW 8 EP < 19
0.40 1) 0.40
NOx+NMHC g/kWh 4.7 4.7 4.7
CO 5.0 5.0 5.0
All engines 37 kW and < 56 kW, < MY 2013, must meet option #1.
For hand-startable, air cooled and DI engines: possible delay (0.60 g/kWh). For MY 2009 and earlier: Tier 2 standards applicable. PM 0.30 0.03 NOx+NMHC g/kWh 7.5 4.7 CO 5.5 5.5
Under option #2, all engines 37 kW and < 56 kW, MY 2012, must meet Tier 4 4) 56 EP< 130 MY 1) 2012 2013 2014
1)
2) 19 EP < 37 MY 2008-2012 2013-2014
Phase-in option Phase in (#1) Phase in (#2) All engines
PM 0.02 0.02 0.02

2)
NOx 2.30 3.40 0.40
NMHC NOx+NMHC g/kWh 0.19 0.19 4.0 2) 0.19 -
CO 5.0 5.0 5.0
PM/CO: full compliance from 2012
NOx + NMHC for 56 EP < 75 limit is 4.7 g/kWh
NOx/HC: - option 1 (if banked Tier 2 credits used): 50% engines must comply in 2012-2013 - option 2 (if no Tier 2 credits claimed): 25% engines must comply in 2012-2014 Full compliance from 31Dec14
76
US FEDERAL (EPA)
5) 130 EP < 560 MY
1)
Phase-in option Phase in Phase out All engines
PM 0.02 0.02 0.02
2011-2013 2014
1)
NOx NMHC NOx+NMHC g/kWh 2.0 0.19 4.0 0.40 0.19 -
CO 3.5 3.5 3.5
PM/CO: full compliance from 2011; NOx/HC: 50% engines must comply in 2011-2013
6) EP > 560 MY Phase-in option NOx NMHC g/kWh 0.10 3.50 0.40 0.10 0.67 0.40 0.10 3.50 0.40 PM CO 3.5 3.5 3.5
Tier 4 test cycles (see pages 89-92) Steady-state test cycle: ISO 8178 Transient test Tier 4 standards have to be met on both NRSC and NRTC cycles NRTC required from 2011 for engines 130-560kW 2012 for engines 56-130kW 2013 for engines < 56kW Cold start emissions are weighted at 5% and hot start emissions at 95% for the final result. NTE Standards Measured without any specific test schedule. Effective in 2011 for engines > 130 kW 2012 for engines 56-130 kW 2013 for engines < 56 kW NTE limits are set at 1.25 times the regular standard for each pollutant. Exceptions: if NOx < 2.5 g/kWh or PM < 0.07 g/kWh, NTE multiplier is 1.5 NTE standards apply on certification of engines and useful life of the engine. NTE purpose is to prevent the use of defeat devices.
560 < kW 900 All 2011 kW > 900 Generators sets -2014 kW > 900 All except generator sets
Smoke test: no change from Tier 3 No smoke test required for engines certified to PM 0.07g/kWh No closed crankcase ventilation required if the open crankcase emissions are added to exhaust emissions. Tier 4 includes provisions as ABT and FEL as well.
77
US FEDERAL (EPA)
OFF-ROAD S.I. ENGINES S.I. engines 19kW (CFR 40, Parts 90 and 91) Engine classes Class Category I Non-handheld I-A Non-handheld I-B Non-handheld II Non-handheld III Handheld IV Handheld V Handheld Phase 1 standards (MY 1997) Class I II III IV V NH NH H H H Eng. Displ (CC) < 225 225 < 20 20, < 50 50 Engine Displacement 100 to < 225 cc < 66 cc 66 to < 100 cc 225 cc < 20 cc 20 to < 50 cc 50 cc HC+NOx 16.1 13.4 - - - HC CO g/kWh 519 - 519 295 805 241 805 161 603 NOx 5.36 5.36 5.36 Phase II Standards Eng Class HC+NOx I 16.1 I-A 50 I-B 40
1)
NMHC+NOx (NG engine) 14.8 N/A 37 2001 18.0 16.7 610 2002 238 805 196 805 2002 16.6 15.3 610 2003 175 805 148 805 2004 113 805 99 805 143 603 2003 15.0 14.0 610
CO 610 610 610
Effective Date 01Aug07 1) MY 2001 MY 2001 2004 13.6 12.7 610 2006 50 805 50 805 96 603 2005, + 12.1 11.3 610 2007 50 805 50 805 72 603
also incl. any Class I eng family produced 01Aug03 before introd. into commerce
Eng Cl II Eng Class III IV V
Emissions HC+NOx NMHC+NOx CO Emission (g/kWh) HC + NOx CO HC + NOx CO HC + NOx CO
2005 50 805 50 805 119 603
78
US FEDERAL (EPA)
Test procedure: SAE J1088 cycles A, B and C Cycle A: non handheld engines to operate at an intermediate speed Similar to ISO 8178-G1 Cycle B: non handheld engines to operate at rated speed Similar to ISO 8178-G2 Cycle C: Handheld engines Similar to ISO 8178-G3 except weighting Mode 1: 85% and Mode 2: 15% Useful Life categories for phase 2 engines Emissions must be met throughout the engine useful life. Engine manufacturers have to select the most representative category of in-use operating periods in hours for the majority of engines in the engine family Class NH-IA NH-IB / NH-I NH-II H-III / H-IV / H-V Category C 50 125 250 50 Category B 125 250 500 125 Category A 300 500 1,000 300 ABT Program: Phase II handheld engines and Class I-A and I-B non handheld engines have to fulfil a certification, averaging, banking & trading program. Non-hand Held engines < 1.0 liter and > 25 Hp: useful life 1,000 hrs
79
US FEDERAL (EPA)
LARGE S.I. ENGINES (harmonized w/ CARB thru MY 2009)
40 CFR Part 1048
Includes non road equipment such as forklift, sweeper, pump and generator. Standards Tier 1 Tier 2
1)
MY 2004 -2006 2007
Testing Type
Emission 1) Alternate em. Stand. For Standards serve duty engines HC+NOx CO HC+NOx CO 4.0 50.0 4.0 130 Duty cycle 2) Field testing 5.4 50.0 5.4 130 2.7 4.4 2.7 130 Duty cycle 2) Field testing 3.8 6.5 3.8 200
Alternative according to the following formula: (HC+NOx) x (CO)0,784 8,57 Field testing limits use: (HC+NOx) x (CO)0.791 16.78 2) Tier 1: steady state cycle. Tier 2: steady state + transient cycles Useful life period: 7 years or 5,000 operating hours, severe duty 7 yr / 1500 hrs Blue Sky series emissions standards MY 2003, when meeting 2004 requirements MY 2003-2006, when meeting 2007 requirements In addition: HC+NOx 0.08 g/kWh and CO 4.4 g/kWh (steady-state and transient tests) HC+NOx 1.1 g/kWh and CO 6.6 g/kWh (field test)
Test procedure MY 2004-2006: ISO 8178-4 C2, D2 MY 2007: additional requirements: a/ warm up segment b/ transient segment c/ steady state segment Other requirements st Warranty: minimum 1 half of engines useful life or 3 years. Diagnostic system: from MY 2007 Monitoring area: air-fuel ratio maintained at 1 if control system depends on = 1 emission control system malfunction Evaporative emissions: from MY 2007 - 0.2g/gallon of fuel tank capacity for engines > 1L (3 days loss, 72-96 F temperature cycling) - Design based certification possible Manufacturers required to perform In-Use testing: - test min of 4 engines in 25% of engine families - small engine families (< 500 eng) require min of 2 engines tested - if manufacturers total production < 2,000 min testing is 2 engines
80
US FEDERAL (EPA)
RECREATIONAL VEHICLES ENGINES Off-highway Motorcycles MY 2006 2007 Emission standards (g/km) Phase-in 2.0 2.0 25.0 25.0 50% 100% Max allowable Family Emission limits (g/km) 20.0 20.0 50 50 Evaporative emissions standards From MY 2008, max permeation emissions for fuel tank: 1.5 g/m2/day max permeation emissions for fuel lines: 15 g/m2/day Snowmobiles: (Emissions standards in g/kWh) Phase 1: HC: 100; CO: 275: Phase in 50% MY 2006; 100% MY 2007-2009 Phase 2: HC: 75; CO: 275: Phase in 100% MY 2010-2011 Phase 3: HC: 150; CO: 400: Phase in 100% MY 2012, Max allowable family emission: HC: 150; HC+NOx: 165; CO:400 Phase in 100%, MY 2012, Useful life: min 8,000 km, 400 hrs of engine operation or 5 years Test cycles - Highway motorcycle test cycle: similar to FTP75 For MY 2006-2008: alternative J1088 California off - highway Snowmobiles: SAE 982017 All Terrain Vehicles (ATVs) - Same transient chassis based FTP test used for Class I motorcycles - Optional steady-state, engine-based, test (J1088) available thru MY 2013 - FTP must be used for certification of >50% of manufacturers vol. in MY 2014 - FTP must be used for certification of 100% of manufacturers vol. in MY 2015
Useful life: 70 cc:10,000km or 5 years; < 70 cc: 5,000 km or 5 years All Terrain Vehicles (ATVs) and Off Road Utility Vehicles MY 2006 2007, + Emission standards (g/km) HC+NOx 1.5 1.5 CO 35.0 35.0 Phase-in 50% 100% Max allowable Family Emission limits (g/km) HC+NOx 20.0 20.0 CO -
Useful life: 100 cc: 1,000 hrs of engine operation or 5 years < 100 cc: 500 hrs of engine operation or 5 years
81
CALIFORNIA (CARB)
C.I. ENGINES New vehicles CCR, Title 13, Division 3, Chapter 9, Article 4 Similar to US-EPA regulations Regulation applies to all diesel cycle engines in the given power categories used for agricultural, forestry, constructional and industrial applications. In-Use provisions Core regulations adopted, some secondary modifications pending Applies to mobile equipment >25 hp Sets fleet average NOx and PM standards LARGE FLEETS (>5,000 hp total hp) required beginning in CY2010 to: - Meet declining PM standards each year or apply highest level verified diesel emission control system to 20% of its horsepower. - Meet declining NOx standards each year or repower/replace a certain portion of their fleet with new equipment MEDIUM FLEETS (2,501-5,000 total hp) must meet the same requirements beginning in CY2013. SMALL FLEETS must meet the PM requirements beginning in CY2015. Special provisions exist for newer equip., low-use veh., small bus. credit prog. Surplus Off-road Opt-in for NOx (SOON) program for air districts to require additional NOx reductions for certain large fleets CARB decision 11Feb10: off-road fleet regulation of 01Mar10 is suspended SMALL oFF-RoAD SI EnGInES 19kW (SoRE) CARB standards are based on: Engine displacement (no handheld/non-handheld categories) for tailpipe Emission. Category limit 65cc Vertical and horizontal crankshaft engine classifications Test procedures SAE J1088: cycle A: engine > 65 cc configured for intermediate speed cycle B: engine > 65 cc configured for rated speed cycle C: engine > 65 cc Similar to ISO 8178 G1, G2, G3 No SORE may be equipped w/ a defeat device
82
CALIFORNIA (CARB)
MY Engine Class HC+NOx CO PM (g/kWh) g/bhph Durability period (hours)
Low-emitting Blue Sky Series engine requirements Voluntary Emission Standards (g/kWh)
2005, + 2007, + 2008, +
MY
Engine Displacement
< 50 cc 50, 80 cc > 80, < 225 cc > 225 cc
HC+NOx
25 36 5.0 4.0
CO
2000 65 cc 72 (54) 536 (400) 2.0 (1.5) 1) 50/125/300 - > 65 cc to < 225 cc 16.1 (12.0) 467 (350) - 2001 225 cc 13.4 (10.0) 467 (350) - 50/125/300 65 cc 72 (54) 536 (400) 2.0 (1.5) 1) 2002 > 65 cc to < 225 cc h 16.1 (12.0) 549 (410) - 125/250/500 > 65 cc to < 225 cc v 16.1 (12.0) 467 (350) - 2004 225 cc 12.0 (9.0) 549 (410) - 125/250/500 50/125/300 2005- < 50 cc 50 (37) 536 (400) 2.0 (1.5) 1) 50/125/300 2013+ 50 to 80 cc 72 (54) 536 (400) 2.0 (1.5) 1) > 80 to < 225 cc h 16.1 (12.0) 549 (410) - 125/250/500 2005 > 80 to < 225 cc v 16.1 (12.0) 467 (350) - 225 cc 12.1 (9.0) 549 (410) - 125/250/500 > 80 to < 225 cc 16.1 (12.0) 549 (410) - 125/250/500 2006 225 cc 12.1 (9.0) 549 (410) - 125/250/500 > 80 to < 225 cc 10.0 (7.5) 549 (410) - 125/250/500 2007 225 cc 12.1 (9.0) 549 (410) - 125/250/500 2008- > 80 to < 225 cc 10.0 (7.5) 549 (410) - 125/250/500 2013+ 225 cc 8.0 (6.0) 549 (410) - 125/250/500/1000 1) HC+NOx, CO and PM standards applicable to all diesel; PM standards not applicable so SI eng but to all 2 stroke engine.
536 536 549 549
PM
2.0 2.0 -
Evaporative Emission requirements

Eng. Displacement MY Fuel Hose 1 day diurnal g HC/day ROg/m2/day - 15 15 15 15 15 15 Fuel Tank ROg/m2/day 2.0 - 2.5 1.5 2.5 1.5 Carbon canister TP902 TP902 TP902 TP902 TP902 TP902
80 cc, handheld 2007-2013+ > 80 to < 225 cc 2006 - Walk behind 2007-2008 1.3 Mowers 2009-2013+ 1.0 2006 > 80 to < 225 cc 2007-2011 1.20+0.056 tank vol (I) Others 2012-2013+ 0.95+0.056 tank vol (I) 2006-2007 225 cc 2008-2012 1.20+0.056 tank vol (l) 2013+ 1.20+0.056 tank vol (l)
Small production vol. exempted from diurnal and fuel tank permeation standards; low fuel hoses and carbon canister required from MY 2010
83
CALIFORNIA (CARB)
LARGE OFF-ROAD S.I. ENGINES ABT credits may be generated. No crankcase emissions from MY 2004. Applied to S.I. engines 19kW (25hp), except construction and farm equipment engines < 175 hp, off-road motorcycle, all terrain vehicles, snowmobiles. Evaporative Emission Requirements Test procedure: - HC emis. < 0.2 g/gal ISO 8178-4 C2 all the engines except: - Non-metallic fuel lines must be made from Cat. 1 materials as defd in SAE J2260 - Generator or constant speed applications: ISO 8178-4 D2 Liquid fuel in tank must not boil when machinery is operated in 30C ambient - Engines w/ characteristics similar to SORE (< 25 hp): G1 Large SI Engine Fleet Average Emission Level Standard: HC+NOx (g/kW-hr) Engine MY HC+NOx CO Durability Fleet Type 01Jan09 01Jan11 01Jan13 Displacement Period g/kWh Large Forklift 3.2 (2.4) 2.3 (1.7) 1.5 (1.1) 1.0 L Steady-state 2002-2010 + 12.0 54.9 1,000 hrs or 2 years Medium Forklift 3.5 (2.6) 2.7 (2.0) 1.9 (1.4) 4.0 49.6 > 1.0 L 2001-2003 1) Non-Forklift 4.0 (3.0) 3.6 (2.7) 3.4 (2.5) Steady-state 2004-2006 4.0 49.6 3,500 hrs or 5 years 2.7 4.4 5,000 hrs or 7 years - Provisions exist for some rental equip., agricultural equip., limited use equip. etc. testing 2007-2009 2) 2010+ 0.8 20.6 5,000 hrs or 7 years - Warranty period: shorter of 3 yr or 2,500 hr OR 3yrs if no usage meter - Fleet operator administered in-use compliance program 2.7 4.4 5,000 hrs or 7 years > 1.0 L 2007-2009 2) Transient testing 2010+ 0.8 20.6 5,000 hrs or 7 years 1) 2001: min 25% sales; 2002 min 50% sales; 2003: min 75% sales 3.8 6.5 5,000 hrs or 7 years 2) MY 2007-2009: alternative certification possible.: (HC+NOx) x CO0.784 8.57 > 1.0 L Field testing 2007-2010+ 3)
3)
From 2007, alternate emission std: (HC+NOx) x CO0.791 16.78
84
CALIFORNIA (CARB)
OFF-HIGHWAY RECREATIONAL EQUIPMENT Motorcycles and ATVs (g/km) Engine category > 90 cc < 90 cc Implementation date 1997 1999 CO 15.0 15.0 HC 1) 1.2 1.2 Off-road Sport Vehicles and Off-road Utility Vehicles (g/km) Engine Category ORSV / ORUV Sand Car Certification Method Chassis Chassis Co (g/km) 15.0 15.0 HC 1) (g/km) 1.2 1.2
optional Engine Certification Based Standards (g/km) Engine Category ATVs < 225 cc ATVs 225 cc ORSV / ORUV SAND CARS Implementation date 1997 1997 2007 2007 HC + NOx 1) 16.1 13.4 12 13.4 CO 400 400 400 400
Test procedure: Off-road motorcycles and AZTVs and Sand cars Engines > 170 cc: FTP 75 Engines 170 cc: modified FTP 75 Useful life is 5 years or 10,000 km for all apllications
Evaporative Requirements Engine Category Tank Hose Design based certification available HC (g/m2/day) 1.5 15.0 Temperature 28C 23C
1)
corporate average standards
85
JAPAN
DIESEL POWERED SPECIAL VEHICLES (off-highway) New Emissions Standards Rated power Mean 19-37 kW 37-56 kW 56-75 kW 75-130 kW 130-560 kW 6.00 4.00 4.00 4.00 4.00 3.30 3.60 3.30 3.60 2.00 NOX Max 7.98 5.30 5.32 5.32 5.32 4.40 4.79 4.40 4.79 2.70 NMHC Mean 1.00 0.70 0.70 0.70 0.70 0.19 0.40 0.19 0.40 0.19 (g/kWh) Max Mean 1.33 0.90 0.93 0.90 0.93 0.25 0.53 0.25 0.53 0.25 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 3.50 3.50 CO Max 6.50 6.50 6.50 6.50 6.50 6.50 6.50 6.50 4.55 4.60 Mean 0.40 0.03 0.30 0.025 0.25 0.02 0.20 0.02 0.17 0.02 PM Max 0.53 0.04 0.40 0.033 0.33 0.03 0.27 0.03 0.23 0.03 Smoke % 40 25 35 25 30 25 25 25 25 25 Implementation dates New vehicles Existing vehicles 07OCT01 01OCT13 01SEP15 08OCT01 01OCT13 01NOV14 08OCT01 01OCT12 01APR14 07OCT01 01OCT12 01NOV13 06OCT01 01OCT11 01APR13
Test mode for NOx, NMHC, CO and PM measurement is diesel powered special vehicle 8 mode and NRTC (see page 92) Test mode for smoke measurement is diesel powered special vehicle 8 mode and no road acceleration smoke mode NMHC is measured from Oct11 instead of HC
86
JAPAN
Special Vehicles for Small Volume Production Rated power 19-37 kW 37-56 kW 56-75 kW Equivalent standard Tier2, Stage IIIA Tier4 Tier3, Stage IIIA Tier4, Stage IIIB Tier3, Stage IIIA Interim Tier4, Stage IIIB Implementation dates New vehicles Existing vehicles 07OCT01 01OCT13 08OCT01 01OCT13 08OCT01 01OCT12 01APR14 01NOV14 01SEP15
1. Tier2 and Tier3 represent the standard defined in the Code of Federal Regulations Title 40 Chapter1 Part89. Tier4 and Interim Tier4 represent the standard defined in the Code of Federal Regulations Title 40 Chapter1 Part 1039. Exceptions are as follows: - Phase-out standard for 56 kW to 560 kW defined in the Part1039 1039.102. - The family emission limit for the engine family standard with negative emission credits value for ABT program when the averaging, banking, and trading program defined in the Part1039. 2. Stage III A, Stage III B represent 97/68/EC
87

Canada Alignment on US EPA Tier 2 and Tier 3. Canada expected to adopt Tier 4, but political process running slowly. Will need temporary legislation to bridge the gap. Dir 77/537/EEC and Dir 97/68/EC - ECE R24 Agricultural and Forestry tractors: Bharat TREM III: HC + NOx: 9.5; CO: 5.5; PM: 0.8g/kWh Bharat Stage III A (TREM) equiv. EU Stage III A engines < 37 kW: from Apr 10; engines 37 kW: from Apr11 Construction machinery: Bharat Stage II (CEV) equiv. to EU Stage I Bharat Stage III (CEV) equiv. US Tier 2/3 from Apr 11 Dir 77/537/EC and Dir 97/68/EC - ECE R24 Stds equiv. to EU Stage I/II reg. Smallest engines are covered by US Tier 1/2stds - Stage I: Oct07; Stage II: Oct09 GOST R41 96-99 equiv. to EU Stage I Dir 77/537/EC and Dir 97/68/EC ECE R24 South Korea Engines for construction and industrial equipment: Korean Tier 3 equivalent to US Tier 3 - TA: 01Jan08 Korean Tier 4 equivalent to US Tier 4 - TA: 01Jan15 (proposed)
Croatia India Norway PR of China Russia
Singapore Off-road diesel engines must comply from Aug00: either Japan or US Tier I or EU Stage I standards Test Cycle ISO 8178-4 C1
Switzerland New engines for off-road veh. and machinery to meet current EU std Stationary Diesel and gas engines: PM 50 mg / Nm3 Diesel equipment used in underground: DPF mandatory Exception: equipment < 50 kW operated < 2 hrs/shift are exempt General construction (BUWAL): diesel engines operated within large construction sites must be fitted w/ DPF Smoke capacity limits for vehicles w/out DPF: - naturally aspired engines: 2.5 m-1 - turbocharged engines: 3.0 m-1 for vehicles w/ DPF: 0.24 m-1 Gasoline construction engines (idle): CO: 35,000 cm3/m3; HC: 500 cm3/m3 Diesel construction machines / equipment 18 kW: PN: 1012 /kWh EU NRMM requirements for eng. 37 kW: 01Jan09 18 to 37 kW: 01Jan10 Existing machines 37 kW built 2000-2008: compliance by 01May10 built bef. 2000: compliance by 01May15 Turkey Harmonisation w/ EU regulation but w/ different application dates
88
TEST CYCLES
NRSC TEST (Non Road Steady-state Cycle) With warm engine, raw exhaust emissions are measured during a prescribed sequence of operating conditions. The test cycle consists of a number of speed and load modes. Intermediate speed is the maximum torque speed if it occurs between 60% and 75% of rated speed or 60% of rated speed if this is higher or 75% if this is lower.
C.I. engines ISO 8178-C1 intermittent Torque (%) Torque (%) 100 75 50 25 10 8 15% 40 60 80 Intermediate speed 5 10% 1 15% 100 75 50 25 10
C.I. engines ISO 8178-D2 constant speed Torque (%) 1 5% 25% 2 30% 3 30% 4 5 10% 40 Low idle speed 60 80 Intermediate speed 100 75 50 25 10
ISO 8178-C2 S.I. engines > 20kw 2 3 4 5 7 15% 2% 5% 32% 30% 1 6% 100 Speed. Rated speed
6 10% 7 10%
2 15% 3 15%
4 10% 100 Speed. Rated speed
Low idle speed
100 Speed. Rated speed
Low idle speed
6 10% 40 60 80 Intermediate speed
89
TEST CYCLES
ISO 8178-G1 Non handheld intermediate speed applications Torque (%) Torque (%) 100 75 50 25 10 6 Low idle speed 5% 40 1 2 3 4 5 9% 20% 29% 30% 7% 100 Speed. Rated speed 100 75 50 25 10 6 5% 40 60 80 Intermediate speed ISO 8178-G2 Non handheld rated speed applications Torque (%) 1 9% 2 3 4 20% 29% 30% 100 75 50 25 10 2 Low idle speed 10% 40 60 80 Intermediate speed 100 Speed. Rated speed ISO 8178-G3 Handheld rated speed applications 1 90%
60 80 Intermediate speed
Low idle speed
7% 5 100 Speed. Rated speed
For stage 1, 0,85 and 0,15 respectively
Intermediate speed is the maximum torque speed if it occurs between 60% and 75% of rated speed or 60% of the rated speed if this is higher or 75% of the rated speed if this is lower
90
TEST CYCLES
STEADY-STATE RAMPED MODAL TESTING
RMC Mode 1a Steady-state 1b Transition 2a Steady-state 2b Transition 3a Steady-state 3b Transition 4a Steady-state 4b Transition 5a Steady-state 5b Transition 6a Steady-state 6b Transition 7a Steady-state 7b Transition 8a Steady-state 8b Transition 9 Steady-state RMC Mode 1a Steady-state 1b Transition 2a Steady-state 2b Transition 3a Steady-state 3b Transition 4a Steady-state 4b Transition 5a Steady-state Time in Mode [sec] 126 20 159 20 160 20 162 20 246 20 164 20 248 20 247 20 128 Time in Mode [sec] 53 20 101 20 277 20 339 20 350 Engine Speed a) c) Warm idle Linear transition Intermediate Intermediate Intermediate Intermediate Intermediate Linear transition Rated Rated Rated Rated Rated Rated Rated Linear transition Warm idle Engine Speed Torque b) c) [%] 0 Linear transition 100 Linear transition 50 Linear transition 75 Linear transition 100 Linear transition 10 Linear transition 75 Linear transition 50 Linear transition 0 Torque a) b) [%]
Speed terms as per footnote of the steady-state discrete mode test. The percent torque is relative to the max torque at the commanded engine speed. c) Advance from one mode to the next within a 20sec transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a linear progression for engine speed if there is a change in speed setting.
a) b)
For variable-speed engines, the following 9-Mode Duty Cycle Applies
Engine governed Engine governed Engine governed Engine governed Engine governed Engine governed Engine governed Engine governed Engine governed
100 Linear transition 10 Linear transition 75 Linear transition 25 Linear transition 50
For constant-speed engines, the following 5-Mode Duty Cycle Applies

a) b)
The percent torque is relative to max test torque. Advance from one mode to the next within a 20sec transition phase. During the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode.
91
TEST CYCLES
NRTC TEST (Non Road Transient Cycle) The NRTC is run twice (cold start/hot start) with the weighted PM being an The NRTC test has been developed by the US EPA in cooperation with the EU - average of the hot (90%) and cold (10%) cycles for EU Stage III authorities. It will be used for both US EPA Tier 4 and EU Stage III and IV regulations. - average of the hot (95%) and cold (5%) cycles for US Tier 4 Emissions Test Run - Following chart outlines the test sequence. Engine preparation, Pre-test measurements and Calibration NRTC Generation engine map (max torque curve) Generate reference test cycle Run one or more practise cycle as necessary to check engine/test cell/emissions systems Natural or forced cool down Ready all systems for sampling (analyser calibration included) and data collection Cold start cycle exhaust emission phase Hot soak Hot start cycle exhaust emission phase One or more Practice Cycles may run as necessary to check engine, test cell and emissions systems before the measurement cycle.
0 200 400 600 Time, s 800 1000 1200 Normalized Speed, % 100 80 60 40 20 0 100 80 60 40 20 0 Normalized Torque, %
92
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GLOSSARY
ABT CI COP De-Nox DF EEV Evap FC FE FEL FR FTP GTR GVW GVWR LDT LDV LEV LPG MY Average Banking & Trading Compression Ignition Engine Conformity Of Production NOx aftertreatment system Deterioration Factor Enhanced Environmentally Friendly Vehicle Evaporative Emissions Fuel Consumption (EU) Fuel Economy (US) Family Emission Limits First Registration, entry into service Federal Test Procedure Global Technical Regulation (UN-ECE) Gross Vehicle Weight Gross Vehicle Weight Rating Light Duty Truck Light Duty Vehicle = passenger car Low Emission Vehicle (LEV1, LEV2) Liquified Petroleum Gas Model Year MTBE NG NHV NLEV NMHC NMOG OBD OMHCE ORVR OTL PI PM PMP PN SCR SHED SULEV TA TLEV VT SHED Methyl Tertiary Butyl Ether Natural Gas Net Heating Value of Fuel National Low Emissions Vehicle Non-methane Hydrocarbons Non-methane Organic Gases On-board Diagnostic Organic Material Hydrocarbon Equivalent On-board Refueling Vapour Recovery OBD Threshold Limit Positive Ignition Engine Particulate Matter Particulate Measurement Program Particulate Number Selective Catalytic Reduction Sealed House for Evaporation Determination Super Ultra Low Emission Vehicle Type Approval Transitional Low Emission Vehicle Variable Temperature SHED ULEV WWH-OBD ZEV Ultra Low Emission Vehicle (ULEV1, ULEV2) Worldwide Harmonized On-board Diagnostics Zero Emissions Vehicle
TEST CYCLES ELR European Load Response Test ESC European Steady-state Cycle ETC European Transient Cycle HDDTC Heavy Duty Diesel Transient Cycle HDGTC Heavy Duty Gasoline Transient Cycle SET Steady-state Emissions Test WHDC World Harmonized Driving Cycle WHSC Worldwide Heavy Duty Steady-state Cycle WHTC Worldwide Heavy Duty Transient Cycle ADMINISTRATIONS & ASSOCIATIONS ACEA European Car Manufacturer Association ECE Economic Commission for Europe EPA US Environmental Protection Agency EU European Union MVEG Motor Vehicle Emissions Group (Advisory Committee)
94
Many thanks to the people around the world Ultra high pressure. who helped put this book together! AtThe information of the class. booklet is general in the head contained in this
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this information. Please consult the full text of all applicable Delphi has earned a reputation for durable, high-tech electronic unit government laws, rules and regulations prior to taking any injector and electronic unit pump systems. Now we also offer a range action in respect of the matters described in this booklet. of diesel common rail systems with class-leading pressure capabilities. Visit us at: www.delphi.com/shared/pdf/ppd/cv/pwrtrn/hphddcrs.pdf
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Theoff-highway High Pressure Heavy Duty Diesel Common RailWe offer new Delphi vehicle manufacturers around the world. System is among the most advanced fuel systems in the technologies and enabling advanced Engine Management System world. Its ultra high pressure (up support services that are helping them potential to minimize the need to 3,000 bar) capability provides the meet the market demands for for increased performance, efficiency, reliability and for 4- to 6-liter diesel expensive aftertreatment. The system is designed reduced emissions. engine programs and is suitable for on- and off-road applications. For more information about Delphis powertrain products for commercial and off-highway vehicles, go to: delphi.com/eb-cv Delphi has earned a reputation for durable, high-tech electronic unit injector and electronic unitportfoliosystems. Now we also offerlightrange Delphi also has a wide pump of powertrain products for a duty of diesel common rail information, go to: delphi.com/eb-auto vehicles. For further systems with class-leading pressure capabilities. Visit us at: www.delphi.com/shared/pdf/ppd/cv/pwrtrn/hphddcrs.pdf
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Delphi World Headquarters and Customer Center 5725 Delphi Drive Troy, Michigan 48098-2815 USA Tel: (1) 248.813.2000 Fax: (1) 248.813.2673 Delphi European Regional Headquarters and Customer Technical Center Avenue de Luxembourg L - 4940 Bascharage G.-D. Luxembourg Tel: (352) 50.18.1 Fax: (352) 50.18.22.88
Delphi Asia Pacific Regional Headquarters #118, De Lin Road Wai Gao Qiao Free Trade Zone, Pudong Shanghai, 200131 China Tel: (86) 21.2896.8866 Fax: (86) 21.5046.3937 Delphi South American Regional Headquarters Av. Gois, 1860 So Caetano do Sul So Paulo 09550-050 Brazil Tel: (55) 11.4234.9500 Fax: (55) 11.4234.9628
Delphi is pleased to offer free of charge to our customers our Worldwide Emissions Standards Booklets. An electronic version of this booklet is also available on our website: delphi.com/emissions-hd For additional Worldwide Emissions Regulation Information, please call our emissions expert on (352) 5018-4370 or email: emissions.standards@delphi.com
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Worldwide Emissions Standards

Heavy Duty and Off-Road Vehicles

2011 2012 2011 / / 2012

The energy to drive change.

Stage II COP limits apply from 01Oct96

HD - Exhaust Emissions Standards

Hartridge smoke units [HSU]

Bosch number [BN]

HD - Exhaust Emissions Standards

M_norm_WHTC, final n_norm_WHTC, final

HD - Exhaust Emissions Standards

Normalized Speed [%] 0 55 55 55 35 25 45 45 55 75 35 35 0

Normalized Torque [%] 0 100 25 70 100 25 70 25 50 100 50 25 0

100 Engine Speed, %

HD - Exhaust Emissions Standards

Test cycle validation - Data collection and evaluation Emissions calculation

HD - Exhaust Emissions Standards

Transportation of Passengers Min. 4 wheels

Transportation of Goods Min. 4 wheels

Euro II - TA FR 2) 01 Oct. 95 01 Oct. 96 4.0 1.1 7.0 0.15 1)

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

WHSC, WHTC see pages 6-7

THC 1) 1.3 1.3

NMHC 1.4 1.4

CH4 1.4 1.4

NOx 1) 1.1 1.1

NH3 1.0 1.0

PM Mass 1.05 1.05

PM 2) Number 1.0 1.0

HD - Exhaust Emissions Standards

THC 1) 1.3 1.3

NMHC 1.4 1.4

CH4 1.4 1.4

NOx 1.1 1.1

NH3 1.0 1.0

PM Mass 1.05 1.05

PM 2) Number 1.0 1.0

Applies in case of a CI engine

Applies in case of a PI engine

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

Load [%] 10 25 50 75 100 100 75 50 25 10 -

Max Torque Speed

Rated Power Speed

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

Vehicle speed, km/h

HD - Exhaust Emissions Standards

earlier 1995+ 1992+ 1)

LEVs, ULEVs, SULEVs, ZEVs only

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

HD - Exhaust Emissions Standards

Family Emissions Limits Before 2007 2007 and later

100% 100% 100%

CARB 1996 -> 0.05

HD - Exhaust Emissions Standards

HC 1) 1.1 1.9 1.1 1.9

HD - Exhaust Emissions Standards