[Federal Register Volume 61, Number 205 (Tuesday, October 22, 1996)]
[Rules and Regulations]
[Pages 54852-54906]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 96-24485]



[[Page 54851]]


_______________________________________________________________________

Part II





Environmental Protection Agency





_______________________________________________________________________



40 CFR Part 86



_______________________________________________________________________



Motor Vehicle Emissions Federal Test Procedure Revisions; Final 
Regulations

  Federal Register / Vol. 61, No. 205 / Tuesday, October 22, 1996 / 
Rules and Regulations  

[[Page 54852]]



ENVIRONMENTAL PROTECTION AGENCY

40 CFR Part 86

[FRL-5558-3]
RIN 2060-AE27


Final Regulations for Revisions to the Federal Test Procedure for 
Emissions From Motor Vehicles

AGENCY: Environmental Protection Agency (EPA).

ACTION: Final rulemaking (FRM).

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SUMMARY: This rulemaking revises the tailpipe emission portions of the 
Federal Test Procedure (FTP) for light-duty vehicles (LDVs) and light-
duty trucks (LDTs). The primary new element of the rulemaking is a 
Supplemental Federal Test Procedure (SFTP) designed to address 
shortcomings with the current FTP in the representation of aggressive 
(high speed and/or high acceleration) driving behavior, rapid speed 
fluctuations, driving behavior following startup, and use of air 
conditioning. An element of the rulemaking that also affects the 
preexisting ``conventional'' FTP is a new set of requirements designed 
to more accurately reflect real road forces on the test dynamometer. 
The Agency is also finalizing new emissions standards for the new 
control areas with a specified phase-in period for these standards. 
These regulations are expected to reduce emissions from LDVs and LDTs 
by two percent for non-methane hydrocarbons (NMHC), 11 percent for 
carbon monoxide (CO), and nine percent for oxides of nitrogen 
(NOX).

EFFECTIVE DATE: This rule becomes effective on December 23, 1996, 
except for Secs. 86.000-7,86.000-8, 86.000-9, 86.001-9, 86.004-9, 
86.000-21, 86.001-21, 86.000-23, 86.001-23, 86.000-24, 86.001-24, 
86.000-25, 86.001-25, 86.000-26, 86.001-26, 86.000-28, 86.001-28, 
86.004-28, 86.108-00, 86.129-00, 86.159-00, 86.160-00, 86.161-00, 
86.162-00, 86.162-03, and 86.163-03 which contain information 
collection requirements that have not been approved by the Office of 
Management and Budget (OMB). EPA will publish a document in the Federal 
Register announcing the effective date of those sections. The 
incorporation by reference of certain publications listed in the 
regulations is approved by the Director of the Federal Register as of 
December 23, 1996.

ADDRESSES: Materials relevant to this final rulemaking have been placed 
in Docket No. A-92-64. The docket is located at the Air Docket Section, 
U.S. Environmental Protection Agency, 401 M Street, SW, Room M-1500, 
Waterside Mall, Washington, DC 20460 (phone 202/260-7548; Fax 202/260-
4400), and may be inspected weekdays between 8:00 a.m. and 5:30 p.m. A 
reasonable fee may be charged by EPA for copying docket materials.

FOR FURTHER INFORMATION CONTACT: John German, Vehicle Programs and 
Compliance Division, U.S. Environmental Protection Agency, National 
Vehicle and Fuel Emissions Laboratory, 2565 Plymouth Road, Ann Arbor, 
Michigan, 48105. Telephone (313) 668-4214.

SUPPLEMENTARY INFORMATION:

Regulated Entities

    Entities potentially regulated by this action are those which 
manufacture and sell motor vehicles in the United States. Regulated 
categories and entities include:

------------------------------------------------------------------------
              Category                  Examples of regulated entities  
------------------------------------------------------------------------
Industry............................  New motor vehicle manufacturers.  
------------------------------------------------------------------------

    This table is not intended to be exhaustive, but rather provides a 
guide for readers regarding entities likely to be regulated by this 
action. This table lists the types of entities that EPA is now aware 
could potentially be regulated by this action. Other types of entities 
not listed in the table could also be regulated. To determine whether 
your product is regulated by this action, you should carefully examine 
the applicability criteria in Sec. 86.094-1 of title 40 of the Code of 
Federal Regulations. If you have questions regarding the applicability 
of this action to a particular product, consult the person listed in 
the preceding FOR FURTHER INFORMATION CONTACT section.

Electronic Availability

    The Preamble, Regulations, Response to Comments, and Regulatory 
Impact Analysis (RIA) are available electronically from the EPA 
Internet site and via dial-up modem on the Technology Transfer Network 
(TTN), which is an electronic bulletin board system (BBS) operated by 
EPA's Office of Air Quality Planning and Standards. Both services are 
free of charge, except for your existing cost of Internet connectivity 
or the cost of the phone call to TTN. Users are able to access and 
download files on their first call using a personal computer per the 
following information. The official Federal Register version is made 
available on the day of publication on the primary Internet sites 
listed below. The EPA Office of Mobile Sources also publishes these 
notices on the secondary Internet sites listed below and on TTN.
Internet:
World Wide Web:
    http://www.epa.gov/docs/fedrgstr/EPA-AIR/
 or http://www.epa.gov/OMSWWW/
Gopher:
    gopher.epa.gov Follow menus: Rules: EnviroSubset:Air
    or gopher.epa.gov Follow menus: Offices:Air:OMS
FTP:
    ftp.epa.gov Directory: pub/gopher/fedrgstr/EPA-AIR/
    or ftp.epa.gov Directory: pub/gopher/OMS/
TTN BBS:
919-541-5742 (1,200-14,400 bps, no parity, eight data bits, one stop 
bit) Off-line: Mondays from 8:00-12:00 Noon ET
Voice helpline: 919-541-5384

    A user who has not called TTN previously will first be required to 
answer some basic informational questions for registration purposes. 
After completing the registration process, proceed through the 
following menu choices from the Top Menu to access information on this 
rulemaking.

 GATEWAY TO TTN TECHNICAL AREAS (Bulletin Boards)
 OMS--Mobile Sources Information
 Rulemaking & Reporting
<1 Light Duty
<1> File area #1 FTP Review

    At this point, the system will list all available files in the 
chosen category in reverse chronological order with brief descriptions. 
To download a file, select a transfer protocol that is supported by the 
terminal software on your own computer, then set your own software to 
receive the file using that same protocol.
    If unfamiliar with handling compressed (i.e. ZIP'ed) files, go to 
the TTN top menu, System Utilities (Command: 1) for information and the 
necessary program to download in order to unZIP the files of interest 
after downloading to your computer. After getting the files you want 
onto your computer, you can quit the TTN BBS with the oodbye 
command.
    Please note that due to differences between the software used to 
develop the document and the software into which the document may be 
downloaded, changes in format, page length, etc. may occur.

Table of Contents

I. Introduction
II. Description of the Action
III. Statutory Authority
IV. Public Participation

[[Page 54853]]

    A. Legal Requirements
    B. SFTP--General
    C. Aggressive Driving Cycle (USO6) Requirements
    D. Intermediate Soak
    E. Air Conditioning
    F. Final Standards and Leadtime
    G. Technical and Enforcement Issues
    H. Regulatory Impact Statement
    I. Cost and Benefit Estimates
V. Economic, Environmental, and Cost-Benefit Impacts
    A. Environmental Impact
    B. Economic Impact
    C. Cost-Effectiveness
VI. Administrative Requirements
    A. Administrative Designation
    B. Unfunded Mandates Act
    C. Paperwork Reduction Act
    D. Regulatory Flexibility Act
    E. Submission to Congress and the General Accounting Office
VII. Judicial Review

I. Introduction

    Automobiles are among the largest producers of hydrocarbons (HC), 
carbon monoxide (CO), and oxides of nitrogen (NOX), all of which 
have documented adverse impacts on public health. This final rule 
revises the test procedures used to measure emissions of CO, NOX, 
HC, and particulate matter (PM) from MY2000 and later light-duty 
vehicles (LDVs) and light-duty trucks (LDTs). It does this by adding 
supplemental testing segments to cover driving conditions not 
represented in the current procedure, referred to as the ``Federal Test 
Procedure'' or ``FTP.''
    These supplemental procedures were prompted by section 206(h) of 
the Clean Air Act (CAA, or ``The Act''), as amended in 1990, which 
reads,

    ``Within 18 months after the enactment of the Clean Air Act 
Amendments of 1990, the Administrator shall review and revise as 
necessary the regulations under subsection (a) and (b) of this 
section regarding the testing of motor vehicles and motor vehicle 
engines to insure that vehicles are tested under circumstances which 
reflect the actual current driving conditions under which motor 
vehicles are used, including conditions related to fuel, 
temperature, acceleration, and altitude.''

    EPA's FTP Review project team found that existing information was 
clearly inadequate for evaluating the need for revisions to the FTP. 
Consequently, a number of new data gathering and analytical efforts 
were undertaken. EPA resources were greatly supplemented by cooperative 
investments from other sources, including the American Automobile 
Manufacturers Association (AAMA), the Association of International 
Automobile Manufacturers (AIAM), and the California Air Resources Board 
(CARB). These studies provided EPA with unprecedented data on which to 
base its comparative review of the FTP.
    The Agency published a Notice of Proposed Rulemaking (NPRM) on this 
topic on February 7, 1995.1 The preamble to that proposed rule 
contains substantial information relevant to the matters discussed 
throughout this Notice. The reader is referred to that document for 
additional background information and discussion of various issues.
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    \1\ 60 FR 7404
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    In the NPRM, the Agency proposed several additions and revisions to 
the tailpipe emission portions of the FTP. The primary new element was 
a Supplemental Federal Test Procedure (SFTP) designed to address 
shortcomings with the current FTP. The SFTP consisted of three 
elements: (1) A new test cycle, US06, designed to address 
representation of aggressive (high speed and/or high acceleration) 
driving behavior and rapid speed fluctuations, (2) testing of emissions 
during actual air conditioning operation, and (3) testing of emissions 
after intermediate-duration periods where the engine is turned off. 
Another new cycle, SC01, was developed to represent start driving 
behavior and rapid speed fluctuations and was proposed to be run after 
a 60 minute soak with full air conditioning simulation.
    A composite method was proposed to weigh results from each of the 
new control areas with bag 1 of the FTP. With this composite approach, 
non-methane hydrocarbons (NMHC) and CO SFTP standards were set at the 
FTP standard level, while NOX SFTP standards were set 15 percent 
above the FTP standard level. The SFTP standards were proposed to be 
phased in at 40 percent of a manufacturers fleet for MY1998, 80 percent 
for MY1999, and 100 percent for MY2000, with a provision that small 
volume manufacturers did not have to comply until MY2000. A new set of 
requirements designed to more accurately reflect real road forces on 
the test dynamometer was also proposed.
    A public hearing was held on April 19 and 20, 1995, in Ann Arbor, 
Michigan, at which the Agency took comment on the NPRM. The comment 
period initially remained open until May 22, 1995, but was extended to 
July 19, 1995 when it became apparent that additional time was needed 
to gather and analyze data. Additional comments, data, and analyses 
were received after the close of the comment period, which the Agency 
has considered in this final rule because the information helped the 
Agency develop appropriate test procedures, cost estimates, and 
leadtime.
    As a result of the comments and significant new data submitted, the 
Agency reanalyzed the proposed emission standards when developing the 
Final Rule. The proposed US06 standards in the NPRM were largely based 
upon available test data on vehicles designed to meet Tier 0 emission 
standards. Subsequently, the vehicle manufacturers conducted testing on 
32 Tier 1 vehicles over the FTP and US06 cycles and submitted this data 
to EPA (this data set is commonly referred to as the ``US06 phase II'' 
test program). Manufacturers provided the EPA and the docket with this 
new data in their comments. The US06 design targets in the Final Rule 
are based in part on this new data set, as it is much more 
representative of vehicles meeting the ``Tier 1'' emissions standards 
than the data available for the NPRM. Similarly, the air conditioning 
requirements proposed in the NPRM were based upon vehicles tested with 
low mileage catalysts, which are less appropriate for directly setting 
useful life emission standards. The vehicle manufacturers conducted 
three additional air conditioning test programs subsequent to the NPRM. 
The first, commonly referred to as ``ACR2'' (for phase 2 of testing at 
General Motor's AC-Rochester environmental chamber), was erroneously 
conducted with inappropriate humidity levels. The manufacturers 
retested six vehicles from ACR2 in another test program, referred to as 
``ACR3,'' which also included testing on two air conditioning 
simulations. Finally, four vehicles from ACR3 were retested at 
Chrysler's environmental chamber, both for correlation purposes and to 
evaluate a third air conditioning simulation. This data is referred to 
as ``ACC3.''
    These regulations extend emission control comparable to that for 
the FTP across in-use driving behavior and conditions that 
significantly impact in-use emissions. Additional control is not 
required because the main focus of this rule is to update and correct 
the test procedure and to control previously unregulated areas to the 
level of stringency of the existing requirements. Proper incorporation 
of the full range of in-use driving conditions and behavior will allow 
EPA to assess feasible increases in stringency when evaluating future 
standards.
    The next two sections of this preamble provide a description of 
this final rule action and the consideration of public comment. The 
final sections of the preamble describe the economic and environmental 
impact, and cost

[[Page 54854]]

effectiveness, of the rule and address certain administrative 
requirements.

II. Description of the Action

    Today's action deals primarily with four areas of driving behavior 
that are not adequately represented in the current test procedure: 
aggressive driving behavior (such as high acceleration rates and high 
speeds); rapid speed fluctuations (microtransient driving behavior); 
start driving behavior; and actual air conditioner (A/C) operation. The 
Agency is finalizing new requirements for these areas. These 
requirements shall be included in a supplemental federal test procedure 
(SFTP) that will be required in addition to the existing FTP 
requirements. Adjustments are included to accommodate certain vehicle 
types, transmission types, and performance categories where the 
additions are not representative of in-use driving.
    These additions to the tailpipe emission portions of the FTP apply 
to all LDVs and LDTs certifying with gasoline and LDVs and LDT1s 
certifying with diesel motor fuel \2\. These additions do not apply to 
vehicles certifying with alternative fuels, although they do apply to 
flexible fuel vehicles and dual fuel vehicles. The changes apply to 
testing conducted during certification, Selective Enforcement Audits 
(SEA), and in-use enforcement (recall). The standards apply for full 
useful life under section 202 of the Clean Air Act. The warranty 
provisions under section 207 of the Clean Air Act also apply to this 
rulemaking. However, EPA is not requiring that the standards 
promulgated today be met at high altitude.
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    \2\ Light-duty trucks are divided into two classes based on 
weight, each of which is further subdivided into two classes, also 
based on weight. Light light-duty trucks (LLDT) are those with a 
gross vehicle weight rating (GVWR) up to 6000 lbs. A light-duty 
truck 1 (LDT1) falls in this GVWR range and has a loaded vehicle 
weight (LVW) of no more than 3750 lbs; a light-duty truck (LDT2) 
falls in the same GVWR range but has an LVW greater than 3750 lbs. 
Heavy light-duty trucks (HLDT) are those with a GVWR greater than 
6000 lbs but not greater than 8500 lbs, which are broken into light-
duty trucks 3 (LDT3), those with an adjusted loaded vehicle weight 
(ALVW) up to 5750 lbs, and light-duty trucks 4 (LDT4), which are 
those with a ALVW greater than 5750 lbs. See 40 CFR 86.094-2 for 
definitions of LDT categories and vehicle weight terms.
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    The requirements of this rule are phased-in, applying to 40 percent 
of each manufacturer's separate production (or at the manufacturer's 
option, combined production) of LDVs and light LDTs (LDT1s and LDT2s) 
for MY2000, 80 percent in MY2001, and 100 percent in MY2002. The 
requirements apply to 40 percent of each manufacturer's production of 
heavy LDTs (LDT3s and LDT4s) in MY2002, 80 percent in MY2003, and 100 
percent in MY2004. Small volume manufacturers would not have to comply 
until MY2002 for LDVs and light LDTs, and MY2004 for heavy LDTs. All of 
the rule's requirements would apply during this phase-in period. The 
Agency recognizes that this phase-in schedule could create an 
additional burden for auto manufacturers if the National Low Emission 
Vehicle (National LEV) Program goes into effect as proposed with a 
MY2001 implementation nationwide (60 FR 53734, October 10, 1995). The 
Agency intends to address this issue by proposing language in an 
upcoming National LEV rulemaking that, contingent upon a National LEV 
program that is ``in effect,'' would harmonize the above phase-in 
schedule with the MY2001 nationwide implementation of National LEV. EPA 
expects such action would also harmonize with CARB's planned SFTP 
requirements for LEVs.
    The new SFTP addresses various conditions under which vehicles are 
actually driven and used that are not in the FTP. The SFTP includes two 
new single-bag emission test driving cycles: (1) the US06, to represent 
aggressive and microtransient driving, and (2) the SC03, to represent 
driving immediately following vehicle startup and microtransient 
driving.
    The US06 is run with the vehicle in the hot stabilized condition; 
that is, with the vehicle fully warmed up such that the engine and 
catalytic converter have reached typical operating temperatures. The 
SC03 follows a 10-minute soak and is run with vehicle air conditioning 
(A/C) in operation or with proper simulation of air conditioning 
operation. The cycles of the SFTP can be run as a sequence to save on 
preconditioning and setup time; however, separate runs of the cycles 
are permissible with the appropriate soak or preconditioning steps 
appended.
    High-volume exhaust flow for heavier vehicles run on the US06 will 
dictate the use on some vehicles of a larger capacity constant volume 
sampler (CVS) than is needed for current FTP testing. The A/C 
simulation is not required for this test cycle. Appropriate shift 
schedules for manual transmission vehicles are to be determined by the 
manufacturer and submitted to EPA for approval.
    Hot stabilized condition is achieved by including several 
preconditioning options as part of the formal procedure immediately 
prior to the US06 Cycle. If the vehicle has undergone a soak of 2 hours 
or less, the preconditioning may be a 505 Cycle, the 866 Cycle, the 
highway cycle, a US06, or the SC03.\3\ Following longer soaks, the 
final preconditioning cycle is an LA4.\4\ For manufacturers who have 
concerns about fuel effects on adaptive memory systems, the rule allows 
manufacturers and, upon manufacturer request, requires EPA to run the 
vehicle over the US06 Cycle on the certification test fuel before 
entering the formal test procedure.
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    \3\ 505 refers to the driving cycle that consists of the first 
505 seconds (seconds 1 to 505) of the EPA Urban Dynamometer Driving 
Schedule, 866 refers to last 866 seconds (seconds 505 to 1372) of 
the EPA Urban Dynamometer Driving Schedule. SCO3 refers to the 
driving cycle run during air conditioning operation test 
requirement.
    \4\ LA4 is the name commonly given to the Urban Dynamometer 
Driving Schedule.
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    The rule includes adjustments to the US06 test cycle for low-
performance LDVs and LDTs. These adjustments reflect the actual 
operation of low performance vehicles in use and are designed to 
minimize problems with high engine and catalyst temperatures. The 
adjustments are applied dynamically by the dynamometer for any vehicle 
after it has been at wide open throttle for 8 seconds (only the lowest 
performance vehicles constituting a small portion of the fleet remain 
at WOT for 8 seconds over any part of the US06 cycle). Load adjustments 
will be made only during the five most aggressive portions of the US06 
Cycle. In addition, for US06 Cycle testing of Heavy Light-Duty Trucks 
(HLDTs), the truck is to be ballasted to curb weight plus 300 lbs with 
the dynamometer inertia weight determined from this same basis, while 
FTP testing remains at Adjusted Loaded Vehicle Weight.
    The required elements for the SC03 include the preconditioning, 
soak period, test cycle, and air conditioning requirements. Prior to 
the 10-minute soak period, the vehicle is to be preconditioned to allow 
engine and catalyst temperatures to stabilize at typical warmed-up 
operating temperatures. The Agency believes that running the vehicle 
over EPA's Urban Dynamometer Driving Schedule (LA4) is adequate to 
achieve engine and catalyst stabilization regardless of the time period 
for which the vehicle was not operational prior to preconditioning. 
However, in the event the vehicle was shut off for less than two hours 
prior to preconditioning, any of a 505, 866, or SC03 cycle is adequate 
for preconditioning the vehicle.
    Immediately following the preconditioning cycle, the vehicle's

[[Page 54855]]

engine is turned off for a 10-minute soak period with cooling fans 
directed at the vehicle. The vehicle may be removed from the 
dynamometer, provided the vehicle is not subjected to unrepresentative 
cooling of the engine or catalyst. Following the soak period, the 
vehicle will be run over the SC03 cycle using a full environmental 
chamber, with vehicle A/C on, for proper representation of start 
driving, microtransient driving, and air conditioning operation.
    Procedures in a standard test cell that simulate actual air 
conditioning effects will be allowed as a option to using full 
environmental chambers. The Agency is allowing these conditions as a 
cost-effective surrogate for testing in a fully controlled 
environmental chamber set to simulate ozone-exceedance conditions of 
ambient temperature, humidity, solar load, and pavement temperature. 
For MY2000 through MY2002, either the AC1 simulation or the AC2 
simulation may be used, as discussed in section IV.E.2.5 Starting 
with MY2003, only simulations that can demonstrate correlation with the 
use of a full environmental chamber will be allowed. The use of a fully 
controlled environmental chamber is permitted at any time.
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    \5\ During the development of these simulations, the AC1 and AC2 
methods were informally referred to as the Nissan-II and Toyota 
simulations, respectively. The Agency has chosen to apply formal 
names to these procedures for regulatory purposes.
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     Manufacturers who choose to use an air conditioning simulation 
beginning with MY2003 must submit a description of the simulation 
procedure, data supporting the correlation between the simulation and 
the full environmental chamber, and any vehicle specific parameters to 
EPA in advance. In general, EPA will conditionally approve any 
procedure, provided that the procedure can be run by EPA for SEA and 
in-use enforcement testing and available data, including past 
correlation testing, does not indicate a correlation problem. EPA may 
require the manufacturer to demonstrate emission correlation between 
the simulation and the full environmental chamber on up to five 
vehicles per model year (one for small volume manufacturers). The 
vehicles will be selected by EPA and two additional vehicles may be 
selected by EPA to demonstrate emission correlation for every vehicle 
that fails the correlation criteria.
    If a vehicle is selected for correlation demonstration, the 
demonstration is accepted if any of the following steps are met:

    1: The NOX emissions from the first simulation test are at 
least 85 percent of the NOX emissions from the first test in a 
full environmental chamber and the fuel consumed is at least 95 
percent of the fuel consumed in the full environmental chamber. 
These allowances are due to the inherent test to test emission 
variability, which is particularly large for NOX emissions (see 
section IV.E.2 and the Response to Comments for further discussion).
    2: Either the simulation test or the full environmental chamber 
test is rerun, at the manufacturers option, and, using the 
replacement test, the NOX emissions from the simulation are at 
least 85 percent of the NOX emissions from the full 
environmental chamber and the fuel consumed is at least 95 percent 
of the fuel consumed in the full environmental chamber.
    3: Either the simulation test or the full environmental chamber 
test, whichever was not rerun in step 2 above, is rerun and the 
average of the two simulation tests are at least 85 percent of the 
average of the two full environmental tests for NOX and at 
least 95 percent of the fuel consumed in the full environmental 
chamber.

    If a spot check is failed, the Adminstrator will allow up to 60 
days for the manufacturer to supply additional data. If that data prove 
to the satisfaction of the Administrator that the simulation produces 
results that correlate sufficiently with the environmental test 
chamber, the Administrator may allow the continued use of the 
simulation.
    If a correlation is not passed, no further air conditioning testing 
will be accepted with the simulation until the manufacturer submits an 
engineering evaluation of the cause of the improper simulation and the 
extent of the vehicles affected. This evaluation is subject to review 
and approval by EPA. For vehicles determined to be represented by an 
improper simulation, the manufacturer will be given an opportunity to 
demonstrate that the simulation can be corrected. While there are no 
direct penalties for failing a correlation demonstration, all future 
emission testing on the affected vehicles, including SEA and in-use 
enforcement, will be conducted using the corrected simulation or a full 
environmental chamber.
    The results from each manufacturers correlation demonstrations will 
also be tracked over time. The manufacturer is expected to target the 
simulation to at least 100 percent of the emissions from the full 
environmental chamber. If, over time, the emissions from the 
simulations are found to be statistically lower than the full 
environmental chamber, further use of simulations by that manufacturer 
will not be allowed until the causes of the offset are identified and 
corrected.
    With the exception of changes prompted by use of new dynamometers 
and a change in the wording of driving instructions on following the 
speed trace, there are no changes in the final rule to the driving 
cycle of the preexisting conventional FTP. Similarly, EPA is retaining 
unchanged the method of calculating compliance with the existing FTP.
    EPA is finalizing a ``composite'' compliance calculation for 
NMHC+NOX that weighs results from the conventional FTP with 
results from the SFTP. In the composite SFTP calculation, emissions 
from the FTP are weighted at 35 percent, emissions from the SC03 at 37 
percent, and US06 emissions at 28 percent. If an engine family or 
vehicle configuration is not available with air conditioning, the air 
conditioning test is not run and emissions from the FTP are weighted at 
72 percent and US06 emissions at 28 percent (note that the air 
conditioning test is required for any vehicle available with air 
conditioning, even if the installation rate is projected to be less 
than 33 percent). For gasoline vehicles, the standards for the SFTP 
composite NMHC+NOX emissions are the same as the combined NMHC and 
NOX standards applicable under the conventional FTP.
    Unlike NMHC+NOX, a composite CO standard was not set based 
upon the weighted average of the individual CO standards over the 
various cycles. Due to the additional allowance in the US06 CO standard 
for commanded enrichment, discussed below, the final rule sets separate 
CO standards for the US06 and SC03 testing cycles. A composite CO 
standard is allowed, at the manufacturers' option, which is set at the 
level of the CO standard applicable under the conventional FTP.
    Standards for light-duty diesel vehicles and light-duty diesel 
trucks in the LDT1 category are different than those for gasoline-
powered vehicles in those categories. The supplemental FTP for diesel 
LDVs and LDT1s does not include the SC03 cycle, because sufficient test 
data was not available at this time to create an appropriate air 
conditioning standard for these diesel vehicles. In addition, the 
NMHC+NOX standard is higher for diesel LDVs and LDT1s because of 
the inherently higher NOX emissions associated with diesel 
engines. This is similar to EPA's treatment of conventional FTP Tier I 
standards for diesel LDVs and LDT1s, which are less stringent for 
NOX emissions. Diesel LDVs and LDT1s will have to comply with the 
same US06

[[Page 54856]]

standards (or optional composite standards) for CO as gasoline-fueled 
LDVs and LDT1s. The composite SFTP NMHC+NOX and CO standards will 
be weighted at 72 percent for the conventional FTP cycle and 28 percent 
for the US06 cycle. At this time, due to the absence of relevant test 
data on which to base a decision, no supplemental standards are being 
promulgated for light-duty diesel truck classes LDT2, LDT3 and LDT4, 
and no supplemental standards or test procedures are being promulgated 
for diesel particulate emissions.

                                                    Table 1.--Composite NMHC+NOX Emissions Standards                                                    
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                                                                                                                     Intermediate                       
                                                                                                                      useful life      Full useful life 
                              Type                                     GVWR             LVW            ALVW            standards           standards    
                                                                                                                   NMHC+NOX  (g/mi)    NMHC+NOX  (g/mi) 
--------------------------------------------------------------------------------------------------------------------------------------------------------
LDV.............................................................             All             All             All                0.65                0.91
LDV-diesel......................................................             All             All             All                1.48                2.07
LDT1............................................................          0-6000          0-3750             All                0.65                0.91
LDT1-diesel.....................................................          0-6000          0-3750             All                1.48                2.07
LDT2............................................................          0-6000       3751-5750             All                1.02                1.37
LDT3............................................................           >6000             All       3751-5750                1.02                1.44
LDT4............................................................           >6000             All           >5750                1.49                2.09
--------------------------------------------------------------------------------------------------------------------------------------------------------


                                                             Table 2.--CO Emission Standards                                                            
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                  Intermediate useful life standards  Full useful life standards  (g/mi)
                                                                                                 (g/mi)              -----------------------------------
                    Type                         GVWR         LVW        ALVW    ------------------------------------                                   
                                                                                                           Composite      A/C        US06      Composite
                                                                                      A/C        US06      (option)                            (option) 
--------------------------------------------------------------------------------------------------------------------------------------------------------
LDV.........................................         All         All         All         3.0         9.0         3.4         3.7        11.1         4.2
LDV-dies....................................         All         All         All          NA         9.0         3.4          NA        11.1         4.2
LDT1........................................      0-6000      0-3750         All         3.0         9.0         3.4         3.7        11.1         4.2
LDT1-dies...................................      0-6000      0-3750         All          NA         9.0         3.4          NA        11.1         4.2
LDT2........................................      0-6000   3751-5750         All         3.9        11.6         4.4         4.9        14.6         5.5
LDT3........................................       >6000         All   3751-5750         3.9        11.6         4.4         5.6        16.9         6.4
LDT4........................................       >6000         All       >5750         4.4        13.2         5.0         6.4        19.3         7.3
--------------------------------------------------------------------------------------------------------------------------------------------------------

    The CO standards for the US06 cycle have been set at levels that 
allow limited amounts of commanded enrichment, i.e., the air/fuel ratio 
is deliberately set richer than necessary for complete combustion of 
the fuel. Commanded enrichment is needed to reduce the peak engine and 
catalyst temperatures experienced under very high engine loads, which 
are generated during certain short periods of high acceleration on the 
US06 cycle. If the standards for the US06 cycle did not allow for any 
commanded enrichment, there could be a danger of excessive heat that 
can cause severe damage to the engine or catalyst. However, commanded 
enrichment also causes a sharp increase in the amount of CO emitted 
during the enrichment period. The CO increase is directly proportional 
to the amount of additional fuel. To ensure that excessive amounts of 
enrichments and, hence, excessive CO emissions, do not occur during 
commanded enrichment, this Final Rule includes a minimum air/fuel ratio 
requirement. The air to fuel ratio shall not be richer at any time than 
the leanest air to fuel mixture required to obtain maximum torque at a 
given speed and load, termed the lean best torque, plus a tolerance of 
6 percent of the lean best torque fuel consumption. Manufacturers may 
request additional enrichment, based upon the need to protect the 
engine or emissions control hardware.
    As indicated above, 35 percent of the new composite SFTP standards 
for NMHC+NOX are comprised of the standards from the conventional 
FTP. Currently, those conventional FTP standards are the Tier 1 
standards promulgated under CAA sections 202 (g) and (h). However, for 
vehicles certified under any future National Low Emission Vehicle 
(National LEV) Program, the appropriate levels for the conventional FTP 
portion of the composite SFTP emissions standards will be the ``on 
cycle'' National LEV standards appropriate for such vehicles. As the 
composite approach is not mandated for CO, this adjustment would have 
no impact on the stand-alone CO standards for US06 and air 
conditioning, although a similar adjustment would apply if a 
manufacturer opted to use the composite CO standard. The formula for 
the new SFTP composite for NMHC+NOX would be:

    New SFTP standard = Old SFTP standard--[0.35 * (Tier 1 FTP 
standard--New FTP standard)], where all standard references are 
based upon NMHC+NOX and the result is rounded to the nearest 
two decimal places.

    The new US06 cycle requires significantly higher power absorption 
capacity, due to the higher power requirements of this aggressive 
driving cycle. Dynamometer improvements are needed to properly conduct 
this test. The dynamometer improvements also allow better 
representation of actual road load forces on all test cycles. Thus, 
each test cycle, including the conventional FTP, is to be run on a 
system providing accurate replication of real road load forces at the 
interface between drive tires and the dynamometer over the full speed 
range. While EPA intends to use a 48-inch single-roll dynamometer with 
electronic control of power absorption to meet these requirements for 
both the new SFTP and current FTP testing, any system will be allowed 
that yields equivalent or superior test results. The appropriate 
dynamometer load to match actual road load shall be determined for each 
vehicle. The EPA shall conduct confirmatory testing using a 48-inch 
single-roll dynamometer and manufacturers' test results must correlate 
with the EPA test results.
    Dynamometers simulate vehicle weight with inertia forces. 
Currently,

[[Page 54857]]

this simulation of vehicle weight is capped at 5500 pounds equivalent 
test weight (ETW) due to dynamometer limitations. The existing 5500 ETW 
cap is removed concurrently with phase-in of the new dynamometer 
requirements.
    The current 10 percent increase in dynamometer load to simulate the 
average nationwide, year-around air conditioning effects during FTP 
testing is deleted, as this effect cannot be accurately duplicated on 
the improved dynamometer simulation and it did a poor job of estimating 
actual average air conditioning loads. The emissions impacts of air 
conditioning are being addressed in this Final Rule. Adjustments to the 
dynamometer load for fuel economy purposes will be addressed as part of 
subsequent rulemaking on test procedure adjustments.
    The improved road load simulation and the removal of the 5500 ETW 
cap for all test cycles are implemented concurrently with the SFTP 
requirements. Thus, any engine family that is included in the SFTP 
phase-in must also comply with the improved road load simulation and 
the removal of the 5500 ETW cap, although use of the pre-existing 
dynamometer requirements is allowed for Part 600 fuel economy testing 
for phase-in years 2000 and 2001. In addition, the improved road load 
simulation and the removal of the 5500 ETW cap apply to engine families 
not covered by the SFTP standard (alternative fuel vehicles and diesel 
LDT2s, LDT3s, and LDT4s), effective MY2002 for LDVs and LLDTs and 
MY2004 for HLDTs. Manufacturers may elect to use improved road load 
simulations on engine families prior to their inclusion in the SFTP 
phase-in, at their option.
    Regulatory language regarding throttle and pedal movement while the 
vehicle is driven on the dynamometer is also revised. The current 
requirement to drive with ``minimum'' accelerator pedal movement is 
replaced with a requirement to drive the vehicle with appropriate 
accelerator pedal movement necessary to achieve the speed versus time 
relationship prescribed by the driving schedule. Both smoothing of 
speed variations and excessive accelerator pedal perturbations are to 
be avoided.
    Note that this rule does not address heavy-duty engines or test 
requirements with respect to fuel and ambient temperature conditions. 
These aspects of the FTP were explicitly excluded from consideration in 
this rule, as discussed in the proposed rule and its support documents. 
The Agency did not receive any comments on these issues.

III. Statutory Authority

    The promulgation of these regulations is authorized by sections 
202, 206, 208, and 301 of the Clean Air Act (CAA or the Act) as amended 
by the Clean Air Act Amendments of 1990 (42 U.S.C. 7521, 7525, 7542, 
and 7601). Section 206(h) of the Act requires EPA to ``review and 
revise as necessary * * * the testing of motor vehicles and motor 
vehicle engines to insure that vehicles are tested under circumstances 
which reflect the actual current driving conditions under which motor 
vehicles are used, including conditions relating to fuel, temperature, 
acceleration, and altitude.'' Congress mandated that EPA exercise its 
authority under section 206(a) of the Act, giving broad authority to 
determine appropriate test procedures, consistent with the broad 
direction of section 206(h), to determine appropriate changes to 
reflect real world conditions.
    Although the text of the statute and the legislative history do not 
provide explicit criteria or intent for this review, EPA believes the 
primary concern of Congress is having test procedures for motor 
vehicles and motor vehicle engines reflect in-use conditions in order 
to obtain better in-use emission control. This flows from the basic 
purpose of test procedures--to measure compliance with the emission 
standards--and from standards designed to obtain in-use emission 
reductions. Therefore, EPA made this the primary concern and objective.

IV. Public Participation

    A number of interested parties commented on EPA's February 7, 1995 
NPRM. The comments include written submittals to the rulemaking docket 
and those presented at the April 19 and 20, 1995 public hearing held in 
Ann Arbor, Michigan. The Agency has fully considered these comments in 
developing today's final rule.
    The following section presents a brief synopsis of the comments 
received on the NPRM and the EPA responses to those comments. A 
separate and more detailed Response to Comments has been prepared and 
is available in the public docket and electronically (as described in 
SUPPLEMENTARY INFORMATION) for review. The interested reader is 
referred to that document for a more complete discussion of the 
comments and EPA's response, including some of the comments which, 
though evaluated in the Response to Comments, are not presented here. 
Issues that are discussed only in the Response to Comments include:

--Adjustments for LDTs over 6000 lbs GVWR and for low performance 
vehicles
--General Criteria for setting US06 standards
--Determination of LDT2/LDT3/LDT4 and full-useful life standards
--Two-second timer requirement on high performance vehicles
--Equivalent test weight for electric dynamometers
--Road-load determination
--Dynamometer coefficient adjustments for ambient temperature
--Equivalent test weight cap
--Defeat device policy
--US06 shift schedules for manual transmission vehicles

A. Legal Requirements

1. Impact on Stringency of Tier 1 Emission Standard and Consistency 
with Section 202(b)(1)(C)
    Summary of Proposal. In the Proposal, EPA noted that the proposed 
regulations were authorized by sections 202, 206, 208, and 301 of the 
Act, including section 206(h), which requires EPA to:

    ``* * * review and revise as necessary the regulations under 
subsection (a) and (b) of this section regarding the testing of 
motor vehicles and motor vehicle engines to insure that vehicles are 
tested under circumstances which reflect the actual current driving 
conditions under which motor vehicles are used, including conditions 
relating to fuel, temperature, acceleration, and altitude.''

    The Support Document to the Proposal noted that section 206(h) is 
silent on the impact that test procedure changes should have on 
emission standards, and does not limit or restrict EPA's authority to 
establish emission standards. The Support Document also noted that the 
proposed emission standards for the supplemental portion of the FTP do 
not violate section 202(b)(1)(C)'s prohibition on modification of the 
numerical emission standards specified in 202 (g) and (h) (i.e. the 
Tier 1 exhaust standards) prior to MY2004, as the standards proposed 
were new standards that were in addition to, not alternative to, the 
existing Tier 1 standards.
    Finally, the Support Document noted that section 202(b)(1)(C) 
restricts EPA's ability to relax the Tier 1 numerical emission 
standards in order to account for changes in test procedure. EPA has 
dual requirements to revise the test procedures used to measure 
compliance with Tier 1 and to not revise the Tier 1 numerical standards 
prior to MY2004.
    Summary of Comments. AAMA/AIAM argued that the EPA's proposal would 
effectively increase the stringency of the existing emission standards 
and that the 1990 amendments to the CAA do not give the EPA such 
authority. It is their

[[Page 54858]]

contention that the authority granted under section 202(a) of the act 
is expressly limited by 202 (b) and (g). They also reasoned that the 
Agency may propose an SFTP and supplemental standards that may require 
recalibration or adjustments, but cannot require such standards or 
procedures which require the installation of additional equipment or 
substantial alterations to existing vehicles.
    AAMA/AIAM claimed that the authority granted in section 206(h) must 
be consistent with other provisions in the Act, i.e., EPA may not 
increase the stringency of the Tier I standards. AAMA/AIAM averred that 
section 206(h) did not provide the Agency with any new authority to 
revise the emission standards either directly or indirectly through 
revisions to the FTP. They also presented a related argument that 
section 206(h) does not provide the agency additional discretion to 
revise the Tier I standards. While not specifying how the Agency should 
revise the test procedures, the AAMA/AIAM suggested that Congress 
expected the Agency to exercise its 206(a) authority, as directed in 
206(h) within the limits of 202(a) and 202(b)(1)(C).
    Two other commenters, Volvo and Manufacturers of Emission Controls 
Association (MECA), also stated that the revised test procedures should 
not effectively increase the stringency of the current Tier 1 standards 
or future standards.
    By contrast, both National Resources Defense Council (NRDC) and 
Northeast States for Co-ordinated Air Use Management (NESCAUM) quoted 
section 206(h) and interpreted the section as indicating that Congress 
was concerned with a large gap between the real world emissions and 
emissions measured during the existing test procedure. NRDC and NESCAUM 
believe that Congress wanted the EPA to revise the test procedure to be 
representative of actual driving conditions. The comments note that 
Congress explicitly prohibit EPA from revising the Tier 1 standards 
prior to 2004.
    The comments stated, in the context of EPA's supplemental 
standards, that Congress did not indicate that the EPA was to develop 
any new emission standards. Both commenters went on to cite section 
202(b)(1)(c) as evidence that Congress ``unequivocally prohibited EPA 
from modifying those numerical standards.''
    Both NRDC and NESCAUM expressed their dismay that the EPA was 
proposing supplemental procedures while leaving essentially unchanged 
the current FTP. Both commenters also believed that the emission 
standards associated with the supplemental tests were more lenient than 
existing standards for the FTP, and thus, the EPA's proposal was 
inconsistent with Congressional intent.
    Response to Comments. EPA reaffirms that its actions under section 
206(h) and 202(a) to strengthen the test procedure and adopt related 
standards are not prohibited by section 202(b)(1)(C). EPA disagrees 
with the comments of AAMA/AIAM regarding their claims that section 
202(b)(1)(C) limits EPA actions under section 206(h). On the contrary, 
the requirements of section 206(h) and 202(b)(1)(C) are separate 
requirements that create two different duties for EPA. EPA's actions 
under section 206(h), strengthening the test procedure, are not 
prohibited by section 202(b)(1)(C).
    The provisions of section 206(h) and sections 202(g) and (b)(1)(C) 
are designed to address two different concerns of Congress. The 
legislative history shows that Congress' intent in adding section 
206(h) was for EPA to increase the scope of the test to make it more 
representative, as well as to increase the overall in-use emissions 
control resulting from the test.
    Congress added section 202(b)(1)(C) to keep the new Tier 1 
``numerical emission standards'' stable. However, Congress specifically 
restricted the language of section 202(b)(1)(C) to refer only to 
``numerical emission standards.'' Thus, it is clear on the face of the 
statute that the language of section 202(b)(1)(C) does not apply to 
revisions of the test procedure. Congress could have included language 
that prevented EPA from revising its regulations in any way to make the 
Tier 1 standards more stringent. Congress also could have limited the 
scope of section 206(h) by stating that any actions revising the test 
procedure would have to be accompanied by a revision of the numerical 
emission standards to account for changes in the stringency of the 
standards resulting from such test revisions.
    Congress made absolutely clear that EPA was to revise its test 
procedure to make it more representative and EPA was not to revise the 
numerical Tier 1 exhaust standards prior to MY2004. It is AAMA/AIAM who 
wish to avoid the clear intent of Congress by requesting that EPA 
either not revise its test procedures as Congress required or that EPA 
revise the Tier 1 standards prior to MY2004, which Congress clearly 
forbid.
    Regarding AAMA/AIAM's claim that section 206(h) is limited to test 
revisions that require only ``minimal'' changes to vehicles (``minimal 
changes'' could include recalibration of existing emission control 
equipment, but could not require installation of additional equipment 
or substantial alteration of existing vehicles), absolutely nothing in 
section 206 or 202 indicates any such limitation on EPA's authority 
under section 206.
    Finally, EPA has not failed to recognize that there is an 
interconnection between numerical emission standards and the procedures 
that test for compliance with such standards. EPA is merely noting that 
the prohibitions in section 202(b)(1)(C) are directed specifically 
towards the former, not the latter, and that section 206(h)'s mandate 
specifically requires that EPA revise the latter to ensure that the 
test for compliance with such standards, including the Tier 1 
standards, are consistent with the actual conditions under which the 
vehicles are used.
    Regarding the comments of NRDC and NESCAUM, EPA agrees that 
Congress specifically intended that the Tier 1 standards not be revised 
prior to 2004. Moreover, EPA agrees that Congress was worried about the 
gap between emissions as measured by the FTP and real world emissions 
and that Congress intended EPA to revise the test procedure to 
eliminate that gap. However, EPA does not agree that Congress intended 
to prevent EPA from promulgating supplemental standards in order to 
effectuate the requirements of section 206(h). Congress provided no 
prohibition on EPA promulgating supplemental standards under section 
202(a). In fact, EPA has clear authority to promulgate such standards 
and was given broad authority by Congress to revise appropriate 
regulations under section 206(h). Moreover, section 202(b)(1)(C) merely 
prevents EPA from changing the specific standards of sections 202 (g) 
and (h). It does not prevent EPA from promulgating supplementary 
standards relevant to procedures that were not in existence and 
emissions that were not regulated prior to the promulgation of these 
regulations. The standards promulgated today are in addition to, not 
instead of, Tier 1 standards. In the long term EPA believes it makes 
sense to consolidate all the test requirements into a revised FTP 
because replacing the FTP would simplify the test procedure. 
Nevertheless, to avoid jeopardizing work on more stringent emission 
standards and to avoid delaying implementation of this rule, EPA 
believes it is better to incorporate consolidation of the FTP with 
future consideration of tighter federal standards.

[[Page 54859]]

2. High altitude
    Summary of Proposal. The Agency did not propose to supplement by 
further regulation the altitude testing flexibility in current law. EPA 
stated that it believed any emission controls required for aggressive 
driving would also be effective during high altitude driving. However, 
the EPA reaffirmed its authority to perform vehicle testing at any 
altitude.
    Summary of Comments. AAMA/AIAM, Ford and Suzuki comments were 
against high altitude testing on the SFTP. They noted that EPA did not 
consider the issue of high altitude compliance in the NPRM and that EPA 
had no basis or technical support for requiring an SFTP standard at all 
altitudes. They also commented that significant redesign to all 
vehicles would be necessary to comply at high altitude. AAMA/AIAM also 
argued that the clause in section 206(h) only requires EPA to review 
and revise the test procedures ``as necessary'' and does not require 
that the new requirements apply at all altitudes. Finally, AAMA/AIAM 
commented that the Agency had not complied with section 202(a) (1) and 
(2), given the absence of data for high altitude.
    Response to Comments. The Agency acknowledges comments that EPA did 
not have any data on the SFTP requirements at high altitude. The EPA 
reviewed the data submitted by AAMA/AIAM and member companies on 
vehicles tested at high altitude. The data clearly show the dramatic 
impact high altitude has on wide-open throttle (WOT) time during the 
aggressive driving cycle. As discussed in the context of the CO 
standard, EPA has concluded that control of WOT emissions should be 
limited to 2 to 4 seconds due to the durability impact of elevated 
engine and catalyst temperatures. Testing at high altitude would go 
well beyond the level of WOT control which EPA feels is appropriate. In 
addition, the lower performance levels at high altitude may affect 
driving behavior. As the Agency does not have any data on driving 
behavior at high-altitude, it is not known whether or not the US06 
cycle is representative of high-altitude driving.
    For all elements of the SFTP, the emission control attained by 
compliance at low altitude would also be achieved at high altitudes. 
Given that low-altitude emission control will also be effective at high 
altitude and the lack of data on driving behavior and emissions at high 
altitude, the EPA will not extend the SFTP requirements to high 
altitude testing at this time.
3. Motor Vehicle Information and Cost Savings Act
    Summary of Proposal. The EPA did not explicitly discuss fuel 
economy impacts in the NPRM.
    Summary of Comments. AAMA/AIAM commented that the EPA did not 
address the issue of fuel economy decreases in the proposal. The 
comments requested that EPA issue fuel economy test procedure 
adjustments as soon as possible and to work with NHTSA to assure 
similar adjustments for light-duty trucks. AAMA/AIAM argued that the 
Motor Vehicle and Information Cost Savings Act required the EPA to give 
adjustments for measuring fuel economy whenever it modified the test 
procedures for measuring fuel economy.
    AAMA/AIAM also commented on the timing of the test procedure 
adjustments. Citing the Preamble to the CAFE adjustment rule published 
as 50 Fed. Reg. 27183 (1985), they stated that the EPA must make test 
procedure adjustments at the same time that it promulgates the final 
regulations on the FTP changes. AAMA/AIAM concluded that, to comply 
with its legal obligations, the EPA should do the following: delay 
finalizing proposed rule until fuel economy test procedure adjustments 
are developed, issue a notice of proposed rulemaking on the final test 
procedures with sufficient information so the EPA and industry can 
carry out a comprehensive test program, and issue final changes to the 
test procedures at the same time as the fuel economy test procedure 
adjustments.
    Response to Comments. EPA agrees that, to the extent changes in the 
portion of FTP also used to measure fuel economy have an effect on the 
fuel economy test that is run in conjunction with the FTP, then EPA 
must issue adjustment factors to ensure comparability with the fuel 
economy test procedures used in 1975. EPA will promulgate any 
adjustments to the fuel economy calculations through notice and comment 
rulemaking. EPA will address the substantive issues raised by AAMA in 
that rulemaking.
    Regarding the timing of promulgation of the FTP revisions and the 
rulemaking for CAFE calculation adjustments, EPA disagrees with AAMA/
AIAM's suggestion that EPA should delay promulgating final regulations 
revising the FTP until it makes a final determination regarding CAFE 
calculations. EPA was required by Congress to promulgate its FTP 
revisions by March 15, 1992. These regulations are well overdue. EPA is 
under court order to promulgate these regulations by August 15, 1996. 
Therefore, EPA cannot fail to promulgate these regulations by that 
date.
    Nor does EPA believe that either the Motor Vehicle and Information 
Cost Savings Act or EPA's rules require that EPA delay its FTP 
revisions until the rulemaking regarding CAFE calculations is complete. 
The preamble language in the 1985 rulemaking cited by AAMA/AIAM 
expresses EPA's intentions, the actual rules do not require the result 
sought by AAMA/AIAM. In any case, this preamble language cannot control 
the timing of rulemaking that is mandated by more recent statutory 
obligations. Moreover, given the changes that have occurred as a result 
of comment on the proposal to revise the FTP, the calculations and 
procedures necessary to begin a rulemaking to determine CAFE 
adjustments resulting from today's rule could not easily have been 
initiated until its final regulations were relatively certain. EPA 
does, however, recognize the manufacturers' need for sufficient 
leadtime once the Agency makes a final determination of CAFE 
calculation adjustments, if any. Thus, for only Part 600 fuel economy 
testing for phase-in years 2000 and 2001, the manufacturers may use the 
pre-existing dynamometer requirements for their entire fleet.
    EPA notes that these final regulations delay implementation of the 
FTP revisions until MY2000. EPA also notes that the July 1, 1985 
rulemaking cited by AAMA/AIAM instituted retroactive changes to the 
CAFE calculations for all manufacturers.

B. SFTP--General

 1. Margin for Variability (Headroom)
    Summary of Proposal. To account for various sources of vehicle and 
test variability, vehicles are designed to meet emissions targets below 
the standard. The NPRM proposed a composite standard that would 
preserve the FTP cold start/hot stabilized driving mix, such that the 
current FTP compliance headroom would be implicitly preserved. The 
proposal stated that if data were submitted to help establish 
appropriate in-use margins, EPA would reevaluate this compliance 
structure.
    Summary of Comments. No comments were received that disagreed with 
the NPRM proposal to use the same headroom factor for off-cycle 
standards as has been used historically for the

[[Page 54860]]

FTP.6 AAMA/AIAM presented substantial amounts of in-use data on 
FTP emissions that support an historical headroom factor of two. The 
data also indicate that hot, stabilized emissions from bags two and 
three of the FTP are more variable than bag one.
---------------------------------------------------------------------------

    \6\ ``Compliance Margin/Headroom, Compliance Standards vs. In-
Use Emissions,'' Attachment V to a letter from Gerald A. Esper, 
AAMA, and Gregory J. Dana, AIAM, to U.S. EPA, January 30, 1995. 
Available in the public docket for review.
---------------------------------------------------------------------------

    Mercedes-Benz commented that if the EPA were to promulgate SFTP 
standards for diesel vehicles, that they be diesel-only NMHC+NOx 
standards with sufficient headroom. They did not elaborate as to what 
they considered sufficient headroom.
    Response to Comments. Headroom is necessary to account for 
variability in emissions due to normal production tolerances, variation 
between prototype and production parts, test-to-test variability, and 
variability in lab correlation. Not only does historical data indicate 
that manufacturers currently use a headroom factor of two for the FTP, 
but the new cycles being promulgated are hot, stabilized tests and, 
thus, may share the higher variability of the bag two and bag three 
emissions from the FTP. Based upon these factors, EPA concurs with 
AAMA/AIAM's assessment that a headroom factor of two is appropriate for 
the SFTP.
    In examining the most recent diesel LDV certification data, it 
became apparent that the historical headroom factor of two for gasoline 
vehicles did not apply to diesel LDV for NOx. For the diesel 
LDV's, the Tier 1 NOx standard is 1.0 g/mi. Certification emission 
data indicates that diesel LDV's NOx emissions average 0.82 g/mi 
This results in a headroom factor of 1.22. Therefore, a headroom factor 
of 1.22 will be used for setting SFTP standards for diesel LDVs and 
LDT1s.
2. NMHC+NOx Standards
    Summary of Proposal. The NPRM proposed separate NOx and NMHC 
standards for the supplemental test requirements. The NPRM stated that 
the Agency was also considering the alternative of establishing a 
single standard for NMHC+NOx, instead of separate standards, and 
invited comment on the cost and emission impacts of this alternative.
    Summary of Comments. CARB supported setting a combined 
NMHC+NOx standard for high speed/acceleration compliance on US06, 
stating that they had committed to proposing the setting of an 
NMHC+NOx standard for US06 in response to an October 1994 proposal 
by the automotive industry. However, CARB does not believe it would be 
appropriate to employ an NMHC+NOx standard for air conditioning 
standards. CARB recommended setting separate standards for NMHC, CO, 
and NOx emissions for A/C-on operation, because the range of 
engine loads encountered with the A/C on is similar to the standard FTP 
and the evidence suggests that little or no increment to current NMHC 
or CO standards is necessary for A/C-on operation.
    AAMA/AIAM recommended the use of NMHC+NOx standards for all of 
the supplemental test requirements. All of AAMA/AIAM's standard 
analyses were presented in terms of NMHC+NOx. AAMA/AIAM also 
stated as a general rule that there are tradeoffs in catalyst 
efficiency between NMHC/CO and NOx.
    NRDC stated that a combined NMHC+NOX standard would be in 
direct contradiction of the Congressionally established standards, 
which set separate limits for specific pollutants, and for the same 
reasons that EPA can't relax the standards, it can't combine them.
    Response to Comments. EPA's analyses of the second-by-second 
emission data from the US06 testing program clearly indicate that 
catalyst conversion efficiency is very sensitive to air/fuel ratio. 
Air/fuel shifts less than 1 percent lean of stoichiometry can cause 
dramatic reductions in NOX conversion efficiency. While NMHC 
conversion efficiency is not as sensitive to short air/fuel shifts as 
NOX conversion efficiency, consistent operation about 1 percent 
rich of stoichiometry can cause dramatic reductions in NMHC conversion 
efficiency. Thus, there is only a very narrow range of air/fuel ratio 
in which the catalyst will convert both NMHC and NOX at the levels 
required to meet the individual design targets in this rule for NMHC 
and NOX.
    Unfortunately, the oxygen sensors which are used as the basis for 
air/fuel control are not 100 percent accurate and normal variation 
occurs in production. Thus, some production vehicles will run slightly 
richer than designed and some slightly leaner due to the normal 
variation. This is not a major problem for compliance with the current 
FTP emission standards, as about 70 percent of the NMHC emissions over 
the entire cycle are generated during the cold start, as well as about 
30 percent of the NOX emissions, and cold start emissions are 
largely unaffected by minor changes in air/fuel ratio. However, the 
variation in air/fuel ratio is a much larger problem for both the US06 
and air conditioning requirements in this rule, as they are conducted 
in hot, stabilized conditions.
    An NMHC+NOX standard minimizes the risk of failing the 
supplemental requirements in this rulemaking simply due to production 
variation in oxygen sensor output. In addition, the NMHC+NOX 
standard should have no negative impact on overall in-use ozone 
precursor emissions, as any substantial increase in either NMHC or 
NOX must be offset by a decrease in the other to avoid failing the 
standards. As there should be no negative emission impact and it allows 
the manufacturers increased flexibility in meeting the standards, the 
Agency is adopting NMHC+NOX standards in the Final Rule.
    Adoption of NMHC+NOX standards is consistent with AAMA/AIAM's 
comments about the tradeoffs between NMHC/CO and NOX and their 
recommendations to use NMHC+NOX standards. It is also consistent 
with CARB's position on US06 standards. It is not consistent with 
CARB's position on air conditioning standards. While EPA understands 
CARB's reasons for not using NMHC+NOX standards for air 
conditioning, EPA believes they are less important than giving 
flexibility to account for production variation in air/fuel ratio. In 
addition, CARB's position would make any composite of US06 and air 
conditioning standards impossible, which is inconsistent with EPA's 
position on composite standards (see below).
    Regarding the comments of NRDC against a combined NMHC+NOX 
standard, NRDC's comments were based upon the same legal basis as their 
argument that EPA can't relax the standards by setting emission levels 
different from the Tier 1 standards. As discussed in section I.A., EPA 
does not agree that Congress intended to prevent EPA from promulgating 
supplemental standards in order to effectuate the requirements of 
section 206(h). Section 202(b)(1)(C) merely prevents EPA from changing 
the specific standards of sections 202 (g) and (h). It does not prevent 
EPA from promulgating supplementary standards relevant to procedures 
that were not in existence and emissions that were not regulated prior 
to the promulgation of these regulations. As the standards promulgated 
today are in addition to, not instead of, Tier 1 standards, there is no 
prohibition against a combined NMHC+NOX standard.

[[Page 54861]]

C. Aggressive Driving Cycle (US06) Requirements

1. Use of US06 Cycle for Aggressive Driving Standard
    Summary of Proposal. The EPA proposed the US06 driving cycle and 
corresponding emission standards for the control of emissions resulting 
from aggressive driving. The US06 driving cycle was originally 
developed with extensive coordination with CARB and the vehicle 
manufacturers. The US06 driving cycle is ten minutes in duration and 
has a maximum speed of 80.3 mph.
    Summary of Comments. NESCAUM and MECA indicated general support for 
the US06 cycle to account for the aggressive driving behavior of 
today's drivers. NESCAUM did, however, express concern that the data 
EPA used may not be representative of regional-scale driving, which 
they felt was more heavily influenced by high speed driving and hard, 
high-speed acceleration.
    AAMA/AIAM and Specialty Equipment Manufacturers Association (SEMA) 
raised a number of concerns about the US06 cycle. AAMA/AIAM stated that 
the US06 is a very poor compliance cycle for significant NOX 
reductions, because EPA designed a cycle concentrating on controlling 
enrichment. AAMA/AIAM also stated that the EPA incorrectly claimed US06 
represents driving done by all vehicles, claiming that it represents 
only the single vehicle that generated the cycle, that most vehicle 
classes aren't represented, and that the cycle is clearly not 
representative for those vehicles that cannot follow it.
    SEMA also commented that the US06 cycle contains non-representative 
conditions. Specifically, SEMA noted concern that maximum speed on US06 
was 15 mph over the legal speed limit, which only represents infrequent 
and illegal activity. They also felt that EPA incorrectly implied that 
the fraction of vehicle time spent outside the envelope of the LA4 
speed and accelerations (13 percent) was only the higher speed and 
accelerations. SEMA also had comments regarding their power statistics 
that are addressed in the Response to Comments document.
    Response to Comments. EPA is finalizing the US06 driving cycle as 
proposed. The agency believes that, as a control cycle, the US06 
adequately represents the range of in-use operation and provides for 
the necessary emission control of such operation.
    In developing the US06, the EPA sought to create a cycle that was 
comprised of segments of in-use driving and would control emissions 
under driving conditions not represented by the FTP. The US06 cycle is 
made up of portions of EPA's inventory cycle (REP05) and the California 
Air Resources cycle ARB02, and is representative of driving behavior 
outside of the traditional FTP for most vehicles. EPA agrees that the 
US06 cycle, unadjusted, is not appropriate for all vehicles classes; 
EPA therefore proposed and is finalizing cycle adjustments for certain 
cases, as summarized in the Summary of Proposal, above, and discussed 
in the Response to Comments.
    The Agency disagrees with AAMA/AIAM's comment that a cycle segment 
can only represent the vehicle that generated the segment in use. The 
underlying cycle generation methodology used by the EPA selected 
representative segments of actual in-use driving data from a very large 
database to match the distribution of in-use speeds and accelerations. 
Thus, the segments were selected as the best representation of the 
entire data set.
    The EPA also disagrees with AAMA/AIAM's comment that the US06 is a 
poor NOx control cycle. The US06 cycle was not designed for 
control of enrichment but, rather, to control emissions during high 
load and high speed operation. It should also be noted that the 
relationship between US06 and REP05 emissions, with and without 
enrichment, is more stable for NOx than for either NMHC or CO. 
This indicates that US06 does a good job of correlating with the 
NOx emission levels on REP05, the high speed/acceleration emission 
inventory cycle.
    EPA disagrees with SEMA's characterization that EPA included 
outliers in the in-use driving behavior database. First, the raw 
driving behavior data went through a quality control process to remove 
any suspect data before inclusion into the final database. Second, the 
Baltimore/Spokane database contains nearly 7 million seconds of driving 
behavior data, and thus one-tenth of one percent represents nearly 7000 
seconds of real in-use driving behavior. As with any dataset, the data 
will be distributed across a range of values. It is not appropriate to 
assume that data in the tails of the distribution should be treated as 
outliers, especially when working with a dataset as large as the in-use 
driving behavior dataset.
    The Agency believes that it is appropriate to include speeds above 
65 mph, since EPA believes it was Congress' intent for EPA to 
characterize actual current driving conditions, without constraining 
the characterization to behavior within the legal speed limits.
2. US06 CO Standards and Durability Impact Considerations
    Summary of Proposal. The implicit US06 CO standard proposed by EPA 
in the NPRM for Tier I LDV and LDT1 vehicles was 3.4 g/mi. Due to the 
extremely high CO emissions emitted during commanded enrichment, the 
3.4 g/mi CO standard proposed in the NPRM would have completely 
eliminated commanded enrichment over the US06 cycle. Comments were 
specifically requested on the need to allow some commanded enrichment 
events during the US06 cycle to avoid elevated catalyst temperature 
levels from in-use operation that would lead to catalyst deterioration.
    Summary of Comments. AAMA/AIAM had a number of comments on the 
potential impacts of the proposed rules on catalyst durability. They 
commented that, first, EPA's proposed standards seek to eliminate all 
enrichment without regard for impact on durability. Second, EPA glossed 
over the impact of completely eliminating commanded enrichment on 
increasing catalyst temperature, since in-use catalyst temperatures can 
easily exceed those experienced over the US06 cycle if in-use WOT 
events are preceded by higher loads or the WOT events occur at higher 
speeds. Third, catalyst deterioration is not on-off; a long period of 
time at 850  deg.C can produce the same deterioration as a short period 
of time at 900  deg.C. Fourth, the catalyst temperature data used in 
the analyses were from Tier 0 vehicles without close-coupled catalysts. 
Fifth, if it is true, as EPA stated, that extended WOT in-use driving 
situations will be infrequent and not of much consequence on catalyst 
temperature, then the same can be said about the need to control 
emissions during these situations. CO emissions from WOT events over 2 
seconds have an extremely small impact on fleet-average CO emissions 
and air quality. Finally, all vehicles should be allowed to use 
enrichment after two seconds of WOT. A two second limit will keep 
NOx increases down and the increase in catalyst temperature to 
manageable limits for Tier I vehicles.
    A number of comments from individual manufacturers and from SEMA 
echoed AAMA/AIAM's catalyst durability concerns. Honda stated that the 
maximum catalyst temperature they could tolerate was 900  deg.C and 
that the CO standard would need to be less stringent to protect 
catalysts from overheating on US06. SEMA stated that EPA's imposition 
of a timer and/or

[[Page 54862]]

elimination of commanded enrichment will further aggravate the tendency 
for vehicles, particularly high performance vehicles, to experience 
excess catalyst and engine/component temperatures. Both GM and Suzuki 
stated that extended stoichiometric control results in excess 
temperature in warm-up catalysts.
    Ford stated that, if longer WOT times are dictated, then the CO 
standard should be raised commensurately to allow commanded enrichment 
to cool the catalysts.
    MECA did not support concerns about catalyst durability, stating 
that catalyst formations exist which are capable of withstanding 
temperatures in excess of 900  deg.C.
    CARB, in an April 10, 1996 memo 7, stated that they were 
revising their position on the control of commanded enrichment and now 
supported allowing limited amounts of commanded enrichment. CARB 
recommended establishing a US06 CO standard, without a WOT enrichment 
delay criterion, based on both stoichiometric non-WOT operation and 
four seconds of WOT enrichment delay on lower performance vehicles.
---------------------------------------------------------------------------

    \7\ Memorandum from Robert H. Cross, Assistant Chief, Mobile 
Source Division, CARB, to Margo Oge, Director, Office of Mobile 
Sources, EPA, ``Reference No. TF-96-008'', April 10, 1996. Available 
from EPA Air Docket A-92-64.
---------------------------------------------------------------------------

    Response to Comments. EPA shares the concerns expressed by most 
commenters about impacts of stoichiometric control during WOT on 
catalyst deterioration. EPA and CARB spent considerable time evaluating 
three approaches to limit the duration of WOT stoichiometric control to 
periods that would not be likely to cause catalyst deterioration (i.e. 
2-4 seconds, based upon EPA analyses and manufacturer comments):

    1. Dynamically adjust the load during the test whenever a 
vehicle had stayed at WOT for two seconds, so that the vehicle can 
continue to follow the trace without having to stay at WOT.
    2. Raise the CO standard and extend the two-second timer 
criteria for high-performance vehicles in the NPRM to all vehicles.
    3. Raise the CO standard to a level that would allow enrichment 
on most vehicles after, at most, two seconds of WOT operation and no 
more than four seconds of operation on any vehicle.

    Despite the small loss of CO control on higher performance 
vehicles, EPA has concluded that Option 3, raising the CO standard 
without a two-second design criteria, is the most appropriate choice. 
Option 3 avoids the potential NOX increase associated with the 
frequent load reductions that would occur during testing for Option 1, 
as well as the complexity of having a secondary timer criteria and some 
increased potential for catalyst degradation for Option 2. The approach 
in Option 3 is also consistent with that recommended by CARB. In 
addition, the CO loss associated with WOT operation on high performance 
vehicles is small, as about two-thirds of enrichment CO is generated at 
part-throttle in use, plus most WOT operation occurs on lower 
performance vehicles.
    In setting the level of the CO standard for the US06 cycle, EPA's 
primary criteria was to select a CO standard that most vehicles could 
meet while eliminating enrichment for no more than two seconds at WOT. 
However, setting the CO standard at a high enough level to allow low 
performance vehicles to meet it while eliminating commanded enrichment 
for only two seconds would allow higher performance vehicles to use 
enrichment at part throttle. To prevent this and to reflect the much 
higher proportion of time low performance vehicles spend at WOT in use, 
a secondary criteria was added to allow the CO standard to be set at a 
level that would require low performance vehicles to use stoichiometric 
control at WOT for up to four seconds.
    Based upon these criteria, total CO emissions over the US06 cycle 
were calculated from a combination of the production and stoichiometric 
calibration data. The data showed that a CO design target of 4.5 g/mi 
meets the primary criteria that most vehicles meet the standard with no 
more than two seconds of stoichiometric control at WOT and, with the 
allowance of dynamic load adjustments for the lowest performance 
vehicles, would allow all vehicles to meet the standard with no more 
than four seconds of stoichiometric control at WOT.
    Using the ``times two'' headroom previously determined to be 
appropriate for off-cycle standards, the result is a 50,000 mile US06 
CO standard of 9.0 g/mi for LDV and LDT1 vehicles. While this almost 
triples the CO standard proposed in the NPRM, the impact on in-use CO 
emissions is proportionally far less. This is because the US06 cycle 
only represents 28 percent of all in-use operation and, even within 
this window, overstates the amount of extended WOT operation compared 
to in-use operation. (This overstatement is intentional in order to 
insure control over the range of high load acceleration events which 
are associated with the extended WOT operation.) 8 Most enrichment 
CO emissions are generated during part-throttle and most in-use WOT 
throttle operation does not last more than two seconds in duration. 
Thus, even at 9.0 g/mi, about 80 percent of CO from commanded 
enrichment will be controlled.
---------------------------------------------------------------------------

    \8\ A discussion on the development of the US06 can be found in 
the ``Final Technical Report on Aggressive Driving Behavior for the 
Revised Federal Test Procedure Notice of Proposed Rulemaking,'' 
available in the public docket.
---------------------------------------------------------------------------

    EPA believes that US06 is the preferable method for establishing 
control of emissions from non-LA4 driving behavior. The US06 covers the 
range of non-LA4 driving, while targeting severe, high emission events. 
Because the driving modes generating the highest emissions differed 
widely across vehicles, it is very important to include a variety of 
high load events representing actual aggressive driving behavior. In 
addition, the US06 cycle achieves the objectives of both EPA and CARB, 
thus eliminating issues or costs associated with the respective 
agencies having two different control. An important CARB objective is 
to make sure outer bounds of in-use aggressive driving is represented 
and controlled; this is achieved with the inclusion of the ARB02 high-
speed microtrip. A second, ARB02 high-speed microtrip was rejected due 
to an extended, high-speed acceleration which might result in excessive 
catalyst temperatures in vehicles which are controlling commanded 
enrichment. Thus, the US06 provides for control of short-duration 
commanded enrichment events associated with aggressive driving. As 
discussed in the feasibility section which follows, the duration of 
commanded enrichment control needs to be limited due to catalyst 
temperature concerns. EPA's analysis of catalyst temperature data from 
the manufacturer's test program concluded that the ARB02 high-speed 
microtrip used in US06 provides for a reasonable duration of control.
    The amount of CO control inherent in the CO standard is illustrated 
by the average CO emissions generated on US06 by the Tier 1 vehicles in 
the US06 phase II test program. LDV and LDT1 vehicles averaged 17.6 g/
mi with production calibrations. Compared to this baseline level, 
raising the CO design target from the implicit level of 1.7 g/mi in the 
NPRM to the Final Rule level of 4.5 g/mi reduces the CO benefit on the 
US06 cycle from 15.9 g/mi to 13.1 g/mi, a reduction of only 18 percent. 
The in-use emission impact will be less yet, as the US06 cycle 
overstates the amount of WOT operation. While it may

[[Page 54863]]

seem as if raising the standard from 3.4 to 9.0 g/mi should have a 
major impact on the stringency of the standard, given the severity of 
the US06 cycle and the extremely high baseline emission levels, 
analyses support that a standard of 9.0 g/mi will still achieve the 
large majority of the potential CO emission benefits.
    The CO standard needs to be at this level because of the extreme 
sensitivity of CO emissions to commanded enrichment. Each second of 
commanded enrichment generates 2-4 grams of CO, enough to add about 
0.3-0.5 g/mi to the overall weighted US06 test results. Thus, raising 
the standard from 3.4 to 9.0 g/mi, which raises the design target level 
from 1.7 to 4.5 g/mi, is an allowance of only about 6-10 seconds of 
enrichment on a cycle which over represents extended WOT operation.
    The CO standards on US06 have been deliberately set at this level 
to allow limited amounts of commanded enrichment, which is needed to 
ensure excessive engine and catalyst temperatures do not occur. As CO 
emissions are directly proportional to the amount of extra fuel, this 
Final Rule includes a minimum air/fuel ratio requirement to ensure that 
excessive amounts of enrichment and, hence, CO emissions, do not occur 
during commanded enrichment. The air/fuel ratio shall not be richer 
than the lean best torque, plus a tolerance of six percent of the lean 
best torque fuel consumption. The six percent tolerance is included to 
allow for normal variance in production torque characteristics, as well 
as the impact of engine deposits on knock in use.
    The CO standards for truck classes and for full-useful life 
standards are calculated based upon the ratio of the FTP CO standards. 
The full list of the CO standards was presented in the ``Description of 
the Action'' section.
3. Performance Impacts of US06 CO Standards
    Summary of Comments. In their comments AAMA/AIAM stated that they 
felt EPA's proposed standards sought to eliminate all enrichment 
without regard for impact on performance and in doing so EPA glossed 
over the impact of completely eliminating commanded enrichment on 
reducing engine power. AAMA/AIAM argued that EPA must either factor the 
lost value of performance to consumers or factor in engine or drive 
train modifications into it's analysis of emissions and fuel economy. 
AAMA/AIAM also stated that EPA did not use proper statistical 
techniques to distinguish variability from consistent trends in the WOT 
time analysis used to claim minimal effects on performance, and AAMA/
AIAM alternatively proposed that a two second limit on WOT control 
would keep the loss of power to manageable limits for Tier I vehicles.
    Both GM and Suzuki stated that extended stoichiometric control at 
WOT would result in elimination of small displacement engines.
    SEMA expressed their belief that stoichiometric control at WOT 
would create a safety concern for low-powered vehicles, as they could 
be underpowered and thus less safe when merging onto highways or 
climbing hills. SEMA also stated that the use of timers on high 
performance vehicles will cause an in-use safety problem when 
enrichment is invoked and extra power is suddenly introduced.
    Response to Comments. EPA believes the revisions to the CO 
standards render the comments on performance impact moot, for all 
practical purposes. With the 9.0 g/mi CO standard, higher performance 
vehicles will be able to use enrichment immediately at WOT, most 
vehicles will need to delay enrichment for no more than two seconds, 
and no vehicle should need to delay enrichment for more than four 
seconds. As the manufacturers stated in their comments that a two 
second limit on WOT control will keep the loss of power to manageable 
limits for Tier 1 vehicles and proposed a method for such control that 
would inherently require a three to four second timer, there should not 
be a significant performance impact even on the lower performance 
vehicles that would need a short period of WOT enrichment control.
    EPA disagrees with SEMA's statements about potential safety 
concerns on low-powered vehicles and the use of timers on high-
performance vehicles. Even if enrichment were eliminated for extended 
periods of time, the performance reduction would be very small (3-5 
percent) compared to the range of performance levels that already exist 
in the vehicle fleet (which differ by a factor of 2-3). Similar logic 
applies to the use of timers on high performance vehicles. The 
introduction of enrichment after a period of stoichiometric operation 
causes an increase in the power output of the engine of no more than 
five percent. This impact is quite small compared to the engine output 
increase as the engine increases in RPM from second to second and to 
the sudden increase in power delivered by a turbocharger, which can be 
in the range of a 50 percent power boost.
4. US06 NMHC+NOX Standard
    Summary of Proposal. The NPRM proposed to hold US06 NOX 
emissions to overall FTP emission levels and NMHC emissions to FTP bag 
2 emission levels. For Tier I LDV and LDT1 vehicles, the FTP NOX 
standard is 0.4 g/mi. While no standards exist for FTP bag 2 emissions, 
the average FTP bag 2 emissions for Tier I LDV and LDT1 vehicles would 
correspond to an NMHC standard of roughly 0.05 g/mi. Thus, the NPRM 
implicitly proposed an US06 NMHC+NOX standard of about 0.45 g/mi 
for LDV and LDT1 vehicles.
    Summary of Comments. AAMA/AIAM submitted a proposal to set US06 
standards by averaging all the Tier I LDV and LDT1 US06 stoichiometric 
test results, multiplied by a factor of two to provide necessary 
headroom. Based upon this methodology, they proposed US06 standards of 
1.1 g/mi NMHC+NOX. AAMA/AIAM also stated that this emission level, 
with appropriate load adjustments, should be feasible with only 
recalibration for most vehicles.
    AAMA/AIAM also submitted a number of comments questioning the data 
analysis done by EPA to develop proposed NOX standards, and stated 
that recalibration alone would be insufficient to meet EPA's proposed 
standards and larger catalysts would be required.
    Ford also commented that EPA's proposed standards could not be met 
with only calibration changes and stated that catalyst systems would 
have to be redesigned, including catalyst volume, precious metal 
loading, and catalyst placement. Ford also expressed concern that 
increasing EGR flow to reduce NOX over the US06 cycle could have 
negative impacts on driveability, HC emissions, and fuel economy.
    Response to Comments. Comments and new data provided by AAMA/AIAM 
convinced EPA to revise the US06 standards based on new data for Tier 1 
vehicles.
    EPA expended considerable effort examining the impact of a wide 
variety of factors on US06 NMHC+NOX emissions, including vehicle 
and engine size, vehicle weight, performance, catalyst loadings and 
size, exhaust flow, and eight different air/fuel parameters. The only 
factor identified with a consistent, significant impact on US06 
emissions was the bias of the air/fuel ratio (i.e., whether the vehicle 
exhibited significant lean or rich bias during US06 operation). Of the 
29 LDV, LDT1, and LDT2 Tier 1 vehicles tested over the US06 cycle, 14 
were identified as having no significant air/fuel bias. Ten

[[Page 54864]]

vehicles were identified with a lean-bias to their air/fuel calibration 
or with a shift in the air/fuel calibration from the production to 
stoichiometric calibration; these vehicles generated NOX emissions 
two to four times higher than the unbiased vehicles. The remaining five 
vehicles with a rich bias all had significant increases in NMHC and CO 
emissions, with erratic NOX impacts (i.e. some had relatively low 
NOX emissions, but two had high NOX emissions).
    The 14 vehicles with unbiased air/fuel calibrations covered a wide 
range of manufacturers, size, weight, performance, and catalyst 
loadings and size. Substantial work on identifying additional factors 
causing differences in emissions and catalyst conversion efficiency 
between these 14 vehicles again failed to reveal any other significant 
influences. Given the lack of additional factors identified and the 
reasonable representation of the whole fleet by the vehicles having 
unbiased air/fuel calibrations, EPA established Tier 1 US06 
NMHC+NOX design targets based on the simple average of the 
vehicles identified as having unbiased air/fuel calibrations. The 
intermediate useful life NMHC+NOX design target was calculated to 
be 0.29 g/mi for LDVs and LDT1s.
    The Agency believes that the great majority of vehicles can meet 
the design target level simply with better attention to proper air/fuel 
calibration. This conclusion is supported by the following factors:

    1. Each vehicle identified as having a lean-bias or an erratic 
stoichiometric calibration had NMHC+NOX levels over twice the 
design target. The Agency believes that better air/fuel calibration 
will reduce the emissions from all of the vehicles with lean-bias 
and erratic calibrations to the level of the vehicles with good 
calibrations.
    2. The conclusion from the preceding paragraph is supported by 
the emissions from the LDT1 and LDT2 trucks. All five of the LDT1s 
tested had unbiased air/fuel control; four of the five meet the 
design level even with the unoptimized stoichiometric calibrations 
used for the test program. For the LDT2s, four of the six vehicles 
tested had unbiased air/fuel control; all four of these vehicles 
plus one vehicle with a rich air/fuel bias meet or come very close 
to meeting the design target with the unoptimized stoichiometric 
calibration used for the test program. While the stoichiometric 
emissions were higher on the sixth vehicle, with the production 
calibration this vehicle produced NMHC+NOX emissions right at 
the design target level. Thus, it appears likely that all six of the 
LDT2s can meet the design target level with little, if any, 
modification. As these trucks constitute an extremely broad range of 
weight, performance, and engine size, the Agency believes that LDVs 
would be able to duplicate the emission performance of the trucks, 
given similar air/fuel calibration strategies.
    3. The US06 NOX design target is about 75 percent above the 
current NOX emission level from hot, stabilized driving over 
the FTP driving cycles. As engine-out NOX emissions are also 
about 75 percent higher on the US06 compared to the FTP, the US06 
design target can be met by maintaining the same NOX conversion 
efficiency on US06 as the vehicle achieves during hot, stabilized 
FTP operation. Analyses conducted by EPA indicate that equivalent 
NOX conversion efficiency is a reasonable assumption.

    While NMHC+NOX standards were not promulgated for US06 
separately, a US06 standard level of 0.58 g/mi for LDVs and LDT1s (the 
0.29 g/mi design target multiplied by the headroom factor of two) was 
used in the calculation of the NMHC+NOX composite standards 
presented in the ``Description of the Action'' section, above. Further 
description of how the composite standards were calculated can be found 
in the ``Composite Standard'' section, below.

D. Intermediate Soak

    Summary of Proposal. The Agency proposed to control tailpipe 
emissions following soaks of intermediate duration (between 10 minutes 
and 3 hours) by requiring that emissions on the SC01 cycle following a 
60 minute soak not be greater than emissions over Bag 3 of the FTP. The 
NPRM also stated that the decision to finalize the intermediate soak 
requirement would be contingent on the cost effectiveness of the 
requirement for vehicles complying with LEV and lower standards. The 
Agency surmised that increased thermal insulation around the catalytic 
substrate(s) would be used to meet this requirement.
    Summary of Comments. All comments received from auto manufacturers 
and manufacturer organizations, including AAMA/AIAM, GM, Honda, and 
Land Rover, objected to the intermediate soak requirement on the basis 
of the cost not justifying the benefits. These arguments were centered 
on four major points: (1) The emissions benefit would be significantly 
reduced as more advanced cold start technologies are implemented to 
comply with lower emission standards, (2) the cost of implementing 
EPA's primary control strategy, catalyst insulation, would be 
prohibitive from an exhaust system packaging standpoint, (3) the use of 
catalyst insulation would increase the thermal severity of the catalyst 
environment, bringing greater risk of catalyst deterioration over the 
life of the vehicle, and (4) the test facility implications of adding 
an intermediate soak procedure would be significant.
    Comments that supported the inclusion of the intermediate soak 
requirement were submitted by the NESCAUM, the National Renewable 
Energy Laboratory (NREL), and the MECA. NESCAUM and MECA supported the 
intermediate soak requirement in the context of making the test 
procedure representative of in-use driving per the intent of the Clean 
Air Act Amendments of 1990. NREL recommended that the intermediate soak 
period be extended to at least 2 hours to provide an improved 
representation of in-use soak periods, with waivers available for 
catalyst technology that is demonstrated to remain at high temperature 
during such soaks. Comments supplied by NREL and MECA also provided 
information on technology under development that would mitigate 
intermediate soak emissions.
    Response to Comments. Controlling intermediate soak emissions would 
require hardware changes to keep the catalyst warm longer or to heat it 
up faster. Possible techniques include catalyst insulation and catalyst 
preheaters, but any technique will likely result in significant 
redesign and retooling investments. For example, the most inexpensive 
technique, as discussed in the NPRM, is likely to be catalyst 
insulation. Even this option would require redesign of the catalyst 
can, possibly including new can material, and development of a thicker, 
insulated, catalyst mounting material. The overall size of the catalyst 
would increase due to the insulating material, possibly to the point at 
which it would not fit into current space, which would require redesign 
of the vehicle floorpan. Finally, the catalyst insulation would 
increase internal catalyst temperatures, potentially leading to higher 
catalyst deterioration.
    In the analysis conducted by EPA in support of the NPRM, all of the 
redesign problems were considered manageable and cost effective for 
Tier 1 vehicles, provided that the high up-front redesign and tooling 
costs could be amortized over at least five years of production. This 
differs from US06 and air conditioning control, which can be 
predominantly accomplished without hardware changes and high retooling 
costs. Because of the hardware investment to meet intermediate soak 
requirements and the high potential for intermediate soak requirements 
to be in effect on Tier 1 vehicles for only a couple of years before 
being replaced by National LEV or Tier 2 requirements, it would likely 
be a waste of

[[Page 54865]]

manufacturers' resources to establish intermediate soak requirements 
only for Tier 1 vehicles. Thus, one of EPA's criteria in promulgating 
intermediate soak requirements was whether or not they would continue 
to be cost effective for LEV-like vehicles.
    Unfortunately, the feasibility of intermediate soak requirements on 
Tier 2 or NLEVs is much less certain. While catalyst temperature data 
indicate that the increased catalyst temperature caused by catalyst 
insulation is not likely to be a problem for Tier 1 vehicles, Tier 2 or 
NLEVs are likely to move catalysts closer to the engine, increasing the 
temperature concerns with catalyst insulation. EPA does not have 
sufficient information on the impact of catalyst insulation on the 
durability of Tier 2 or NLEVs catalysts, including their higher 
baseline temperatures and improved catalyst formulations, to quantify 
the extent of this concern.
    Moving the catalysts closer to the engine will also reduce catalyst 
light-off time, potentially reducing intermediate soak emissions even 
without intermediate soak standards. Using new emission data provided 
by AAMA/AIAM and CARB in their comments on vehicles certified to 
emission standards lower than Tier 1, EPA assessed the potential 
emission benefits of the intermediate soak requirement on Tier 2 or 
NLEVs. This data indicated that the benefit on LEV vehicles would be 
about 60 percent of that on Tier 1 vehicles, or about 0.04 g/mi 
NMHC+NOX. Under the Agency's ``best-case'' cost scenario, this 
would result in a cost per ton of NMHC+NOX reduced of 
approximately $3100. Taking into account some uncertainties about the 
need to revise floorpans on some vehicles, possible reduced benefit of 
insulation, and possibly requiring insulation on multiple catalysts, 
the upper bound estimate is approximately $13,000 per ton NMHC+NOX 
reduced. These estimates include an estimate of the NOX increase 
resulting from A/C operation over soaks based on data from a LEV 
prototype vehicle.
    Although the analysis of the LEV soak data indicates that there 
would continue to be some emissions benefits from controlling soak 
emissions, these data also indicate that intermediate soak emissions 
are being reduced as a result of the technology to be used for 
complying with Tier 2 or LEV standards, which target cold start 
emission reductions. The Agency believes that adding a 1 to 2 hour soak 
would add little value to the FTP for the purpose of controlling 
emissions. As a result of the reduced benefit on LEV-like vehicles and 
uncertainties regarding cost and feasibility of control discussed 
above, the Agency has decided not to finalize the intermediate soak 
requirement at this time.
    However, because this action is based on emission levels from a 
small sample of prototype vehicles as well as current technological 
restrictions, the Agency is not ruling out the possibility of 
promulgating this requirement at a later time. Intermediate soak 
emissions will continue to contribute somewhat to the in-use inventory 
even as LEV and ULEV technologies penetrate the in-use fleet. The 
Agency will monitor the performance of production LEV and ULEV vehicles 
over intermediate soaks to verify the conclusions from the prototype 
analysis. At the same time, the Agency will encourage the development 
of technologies that will allow for the control of intermediate soak 
emissions in a manner that is cost effective and not detrimental to the 
emission control system.

E. Air Conditioning

1. Test Cycle
    Summary of the Proposal. The proposed SFTP included an air 
conditioning simulation to be performed during the hot stabilized 866 
cycle and the start control cycle (SC01). The standards implicitly 
assumed that emissions over the SC01 cycle could be held to the same 
level as emissions over the 505 cycle used for Bag 3 of the FTP.
    Comments were specifically solicited on the possibility of 
substituting the 505 component of the LA4 (The LA4 consists of a 505 
cycle followed by an 866 cycle) for SC01 and on whether full air 
conditioning simulation should be added to the US06 cycle. The Agency 
also stated that it believes it may be appropriate to return to the 
issue of cold start testing with air conditioning operation with 
respect to future technologies and future test procedures and emission 
standards; comments were also solicited on this issue.
    Summary of Comments. NESCAUM, MECA, and CARB all supported the need 
to account for air conditioning load over the cycles proposed. NESCAUM 
and CARB also supported testing with actual air conditioning load over 
cold start conditions (bag 1 of the FTP). MECA and CARB stated that air 
conditioning load should also be accounted for during aggressive diving 
(US06).
    AAMA/AIAM stated that EPA has not demonstrated the feasibility of 
its proposed standards for operation over the SC01 cycle. They were 
especially critical of EPA's conclusion that the difference in 
emissions between SC01 and the 505 were due to microtransient emission 
response, which could be controlled with sequential multi-point fuel 
injection and better calibrations. AAMA/AIAM stated that the data did 
not justify using SC01 and recommended that the air conditioning test 
procedure consist of the hot LA4 without a soak. AAMA/AIAM also stated 
that cold start emissions related to air conditioning operation are 
already addressed through the FTP and can only be improved by 
increasing the overall stringency of the current Tier 1 standards.
    Suzuki stated that the SC01 cycle is too aggressive in general and 
too severe for small engines. They recommended that EPA consider a 
unique schedule or cycle adjustment for small engines, due to the 
disproportional load that air conditioning places on small engines.
    Response to the Comments. As discussed in the NPRM, EPA recognized 
that the proposed SC01 cycle needed revisions to better reflect the in-
use speed/acceleration distribution; the revised cycle is known as 
SC03. The final A/C test requirement will consist of a 10 minute soak 
and the SC03 cycle. Except for the revisions to SC01, EPA did not find 
the arguments presented by the commenters sufficient to make additional 
modifications.
    EPA is concerned about emissions from microtransient driving 
behavior. Many vehicles' emissions are sensitive to driving behavior, 
and data indicate that small speed variations actually occur about 50 
percent more frequently than on the LA-4 driving cycle. On the other 
hand, there is some merit to AAMA/AIAM's arguments that factors other 
than microtransients likely impact the difference in emissions seen on 
the SC01 versus the 505 driving cycles. Thus, the standards have been 
adjusted for the difference in emissions between the new cycle and the 
505.
    As indicated in the NPRM, an error was made in the generation of 
the SC01 cycle. Proper matching of the in-use driving distribution 
yielded a revised cycle, called SC03. Overall, the positive kinetic 
energy (PKE) from accelerations on the SC03 cycle is about halfway 
between the PKE of the 505 and the SC01 cycles. EPA calculated the 
likely difference in emissions between the 505 and SC03 to be 48 
percent of the difference in emissions observed between SC01 and the 
505.
    The adjustments made in SC03 address Suzuki's comment that the SC01 
was too aggressive in general, although EPA disagrees that SC01 is too 
severe for small engines. While it is true that air conditioning places 
a

[[Page 54866]]

disproportional load on small engines, this is merely a reflection of 
what actually occurs in use. In addition, the total mass flow through a 
small engine is still lower than occurs with larger engines and 
vehicles; thus, small engines should be able to comply with the 
standards.
    The 866 cycle was dropped in the final rule because inclusion of 
the 866 cycle would greatly over-represent low speed, low acceleration 
driving. Emission reductions achieved on the 866 with air conditioning 
operation may not result in equivalent in-use emission reductions. As 
the SC03 cycle was specifically developed to match the speed and 
acceleration distribution of in-use driving, less the high speed and 
acceleration driving represented by US06, the SC03 offers far more 
assurance that emission reduction on the cycle will proportionally 
reduce in-use emissions.
    While EPA agrees in principal with comments from MECA and CARB that 
air conditioning load should be included in aggressive driving (US06), 
EPA believes that, in practical terms, adding air conditioning load to 
the US06 cycle would be largely meaningless. The US06 cycle already 
pushes virtually all vehicles into WOT; inclusion of air conditioning 
load would simply expand the amount of time spent at WOT and increase 
the overall engine-out NOX emissions proportionally to the extra 
load. This increase would wind up being incorporated into higher 
emission levels, without any real impact on the control of emissions 
during air conditioning operation.
    EPA also agrees in principal with comments from NESCAUM and CARB 
that air conditioning operation during cold starts should be accounted 
for. Unfortunately, as AAMA/AIAM points out in their comments, the 
primary way to control the addition to emissions during cold starts 
would be to shorten catalyst light-off time. The Agency believes that 
requiring control of air conditioning-related emissions on a cold start 
test is inappropriate at this time because of the lead time and cost 
necessary to implement new catalyst technology. The Agency intends to 
revisit this issue as part of the Tier 2 standards, when the air 
conditioning impact can be assessed as part of the standard setting 
process.
2. Air Conditioning Simulation
    Summary of the Proposal. As an alternative to using a full 
environmental chamber for air conditioning testing, the Agency proposed 
a simulation procedure that could be conducted in a standard test cell. 
The proposed simulation included a 95 deg.F  5 deg.F test 
cell ambient temperature, front-end supplemental fan cooling, driver's 
window down, and vehicle climate controls settings of maximum A/C, 
interior air recirculation, high interior fan, and coldest temperature. 
Testing in a full environmental chamber was proposed to also be 
permitted, at the manufacturer's option.
    Comments were also requested on two other simulations, bench 
testing and a dynamometer simulation approach proposed by the vehicle 
manufacturers, dubbed ``Nissan-II.''
    Summary of the Comments. NESCAUM stated that EPA should rely on the 
actual operation of the air conditioner with an environmental 
simulation. They also expressly requested that EPA not lower the 
maximum ambient temperature. Horiba also opposed using the dynamometer 
to simulate the air conditioning load, stating that it would affect the 
driveability of the vehicle on the dynamometer differently from highway 
driving. Horiba suggested that the air conditioning be turned on for 
the test, with the windows open and an auxiliary heat source if 
necessary.
    CARB advocated the use of full environmental chambers for air 
conditioning testing, stating that its incremental cost would be less 
than $3 per test and requesting that EPA also do a cost-effectiveness 
analysis of using full environmental chambers. CARB was willing to 
consider options for a ``short-cut procedure if sufficient correlation 
with environmental chamber data can be demonstrated.''
    AAMA/AIAM stated that correlation of the proposed simulation with 
the full environmental chamber results was poor and that EPA's analysis 
of the correlation was misleading. AAMA/AIAM also noted cost concerns 
with performing the simulation, since facilities must be capable of 
handling the increased cell temperature, humidity, and air flow.
    Honda stated that a full environmental chamber would not be cost 
effective, considering the cost of the technology needed to comply with 
the air conditioning requirement. They strongly recommended that EPA 
not only address air conditioning simulation technology, but also 
consider facility cost and feasibility so that all manufacturers could 
conduct SFTP tests without an additional heavy burden.
    Response to the Comments. As neither CARB nor vehicle manufacturers 
supported the air conditioning simulation as proposed, much work has 
been done since the NPRM developing other air conditioning simulations. 
None of the simulations, at this relatively early stage of development, 
have yet demonstrated sufficient correlation to be used as a permanent 
substitute for full environmental chambers. However, there is a strong 
probability that further development could yield an effective air 
conditioning simulation.
    Meanwhile, EPA has spent considerable effort evaluating the cost of 
using full environmental chambers, as well as the incremental savings 
associated with an air conditioning simulation. While EPA estimates 
that using full environmental chambers for all air conditioning testing 
would cost a little more than estimated by CARB, $3.05 per vehicle, the 
cost is still low enough to support CARB's conclusion that using full 
environmental chambers is cost-effective. However, a workable 
simulation would allow a significant cost reduction to manufacturers 
and consumers, which would be worthwhile so long as it did not 
significantly impact the air quality benefits.
    The long range solution reached by EPA is to mandate the use of 
full environmental chambers, with an option for using a simulation if 
correlation can be demonstrated. To encourage proper development and 
use of simulations, ``acceptance criteria'' have been developed. Before 
a simulation procedure may be used by a manufacturer, the manufacturers 
must agree to perform spot check verifications to demonstrate that the 
simulation procedure satisfactorily correlates with the full 
environmental chamber for each engine/vehicle combination covered. This 
consists of verifying the correlation for up to five vehicles per 
manufacturer (one for small volume manufacturers) of EPA's choice at 
the time of certification. Five vehicles per manufacturer are specified 
to allow EPA flexibility in targeting new A/C simulations and 
manufacturers with poor track records; in other cases EPA will likely 
specify only two vehicles per manufacturer. Due to the large 
variability in emissions from test to test and lab to lab and EPA's 
desire to avoid improperly failing good simulations, the simulation 
tailpipe NOX emissions must be at least 85 percent of the full 
environmental chamber NOX emissions. The fuel consumption, (a good 
surrogate for overall load on the engine) in the simulation must be at 
least 95 percent of the fuel consumption in the full environmental 
chamber. Retests and reapplication of these thresholds are also 
allowed, as described in the ``Description of the Action.'' If an 
engine/vehicle fails, the manufacturer must remedy the air conditioning 
load imposed during the simulation or use

[[Page 54867]]

full environmental chambers for future testing. Data must also be 
supplied establishing how many other engine/vehicle combinations are 
similar to the failing configuration. Any future data generated on 
these engine/vehicle combinations, including in-use enforcement 
testing, must use the corrected procedure. If any vehicle fails to meet 
the tailpipe emission standards due to a corrected air conditioning 
load, all applicable vehicles are subject to an emissions recall; 
however, there would be no recall liability associated with the air 
conditioning load correction itself. For every engine/vehicle 
combination which fails this demonstration, EPA may require the 
manufacturer to verify the correlation between the simulation and the 
full environmental chamber for an additional two vehicles of EPA's 
choice.
    The results from each manufacturers correlation demonstrations will 
also be tracked over time. The manufacturer is expected to target the 
simulation to at least 100 percent of the emissions from the full 
environmental chamber. If, over time, the emissions from the 
simulations are found to be statistically lower than the full 
environmental chamber, further use of simulations by that manufacturer 
will not be allowed until the causes of the offset are identified and 
corrected.
    While these acceptance and verification procedures should encourage 
development of accurate air conditioning simulations in the long run, 
applying them immediately would create a leadtime problem. No 
simulations have been developed yet that can meet the criteria and 
building full environmental chambers is time consuming and expensive. 
To avoid significant delays in implementing the air conditioning 
requirements and to allow additional time to develop simulations, EPA 
is allowing the use of the AC1 or the AC2 simulations used in the ACR3 
and ACC3 testing programs without verification during the three-year 
phase-in period.\9\ Starting with MY2003, any simulation procedure will 
be subject to the quality audit verification test program discussed 
above. Testing in a full environmental chamber will be acceptable at 
any time.
---------------------------------------------------------------------------

    \9\ During the development of these simulations, the AC1 and AC2 
methods were referred to as the Nissan-II and Toyota simulations, 
respectively. See Sec. 86.162-00 of today's final regulations for 
details of these simulations.
---------------------------------------------------------------------------

    The long term requirement for any simulation to correlate with 
actual air conditioning operation in a full environmental chamber 
should satisfy the concerns expressed by NESCAUM and CARB. The 
requirement to correlate with a full environmental chamber also 
addresses Horiba's opposition to using the dynamometer due to 
inappropriate driveability impacts, as a procedure could not pass the 
correlation criteria if this effect were to occur.
3. Air Conditioning Standards
    Summary of the Proposal. The NPRM proposed that vehicles maintain 
existing NMHC and CO emission levels with the air conditioning turned 
on. The NPRM concluded that 25 percent of the NOX increase with 
the air conditioning engaged was likely to be unavoidable without 
increasing the stringency of the current NOX standard, but 
proposed controlling the other 75 percent. In the proposed composite 
standard, the allowable 25 percent NOX emission increase was 
calculated to be equivalent to an adjustment factor of 1.15 applied to 
the FTP NOX standard. The NPRM specifically requested comments on 
the feasibility of the proposed levels of control and the technology 
implications of controlling emissions to this level.
    Summary of the Comments. NRDC opposed the 15 percent ``relaxing'' 
of NOX standards, stating that any revised standard requires a 
reduction in emissions.
    CARB was generally supportive, but commented that there was no data 
on vehicles that were optimized for emissions with A/C on.
    AAMA/AIAM commented that the proposed standards were not based on 
available test data or ``sound engineering analysis.'' Specifically, 
they stated that EPA performed no technical feasibility analysis for an 
A/C NOX standard. They argued that their analyses indicated that 
74 percent of the NOX increase was due to an increase in engine-
out emissions that was an inherent function of the additional load 
placed on the engine by the air conditioner. AAMA/AIAM did acknowledge 
that it may be possible to inexpensively eliminate much or most of the 
loss in NOX conversion efficiency which occurred with the air 
conditioner on, which their analyses indicate was 26 percent of the 
total NOX increase.
    AAMA/AIAM also claimed that EPA did not adequately explain the CO 
increase with A/C on and that, in assessing NOX conversion 
efficiencies, EPA ignored NMHC and CO levels. They also argued that 
EPA's approach of turning the air conditioning compressor off for brief 
periods of time at high load points actually produces very little 
emission improvement, as EPA did not add back in any additional 
compressor operation during other parts of the cycle and ignored the 
impacts of this additional cycling on compressor durability or 
efficiency. They claimed that EPA did not assess the feasibility of 
reducing engine-out NOX emissions.
    Response to the Comments. There is some validity to AAMA/AIAM's 
criticisms that EPA did not adequately explain the CO increases with 
the air conditioning on, ignored NMHC and CO levels when assessing 
NOX emissions, did not add back in additional compressor operation 
to compensate for turning off the compressor at high load points, and 
did not adequately assess the feasibility of reducing engine-out 
NOX emissions. In addition, subsequent to the publication of the 
NPRM, EPA learned that the vehicles used in the NPRM to set standards 
were tested with low mileage catalysts. Consequently, EPA and the 
manufacturers agreed to conduct a new test program.
    Unfortunately, examination of the available data indicates that 
directly setting tailpipe air conditioning standards has some 
significant problems:

    1. The ACR1 data was tested with low-mileage catalysts,
    2. Only four LDVs were tested in the ACR3/ACC3 test programs, 
three of which were Fords,
    3. One of the four LDVs was identified in the US06 analysis as 
having a lean air/fuel bias and generating high NOX emissions 
under higher loads,
    4. Another of the four LDVs had extremely high variability in 
tailpipe emissions from test to test, indicating an erratic emission 
control system.

    Fortunately, it is reasonable to assume that catalyst conversion 
efficiency should not be significantly impacted by air conditioning 
operation. AAMA/AIAM comments that air conditioning emission increases 
due to loss in catalyst conversion efficiency can be relatively easily 
controlled support this assumption. This equivalency in conversion 
efficiency means that air conditioning design targets can be set by 
calculating the engine-out ratio of emissions with the air conditioning 
on to air conditioning off and applying this ratio to baseline tailpipe 
emissions with the air conditioning off.
    Baseline hot, stabilized tailpipe emissions exist from 22 LDVs and 
LDT1s in the US06 test program. As these vehicles were chosen as a 
representative cross-section of the new vehicle fleet, they provide 
excellent baseline tailpipe emissions. The second step in the process 
is to assess what portion of the observed engine-out emission increase 
is unavoidable and what portion could be reduced with appropriate 
emission control. As this analysis can be done on engine-out emissions, 
EPA was able to assess the

[[Page 54868]]

performance of 12 cars and trucks in the ACR1 and ACR3/ACC3 test 
programs, a much larger and much more representative data set than the 
four cars (two of which have suspect emission controls) available to 
set tailpipe emission standards directly.
    Air conditioning operation increases the overall, average load on 
the engine by about 25 percent. However, this increase in load has a 
disproportionate impact on NOX formation, as very little NOX 
is formed at low engine loads and the amount of EGR that can be 
tolerated decreases as engine speeds and loads increase beyond a 
relatively low level. As discussed more fully in the RTC, EPA has 
concluded that the load imposed by current air conditioning systems 
results in an unavoidable 50 percent increase in engine-out NOX 
emissions. This NOX increase is inherent to the additional load 
placed upon the engine and how this increased load impacts the peak 
combustion temperature in the engine. The conclusion of an inherent 50 
percent engine-out NOX increase is supported by the average 
NOX increase on the Ford vehicles of 53 percent, as the Ford 
vehicles had closed-loop electronic EGR systems and the EGR flow rates 
were more carefully calibrated throughout the entire speed/load range 
than the other vehicles (engine-out NOX on non-Ford vehicles in 
the test programs increased by an average of 67 percent with the air 
conditioning on). The only way to further reduce the emission increase 
is to reduce overall emissions, such as with improved catalyst 
formulations, or by reducing the load placed on the engine by the air 
conditioning system.
    In the case of NMHC, EPA's analyses indicate that the best 
conclusion is still that reached in the NPRM, that HC emissions should 
not be affected by air conditioning operation.
    In the NPRM, EPA attributed the increase in CO emissions with the 
air conditioning on to increased periods of brief commanded enrichment 
and proposed that CO emissions not increase with the air conditioner 
on. This assumption was challenged by the manufacturers in their 
comments, stating that CO emissions should be proportional to the 
overall load. While EPA continues to believe that the additional load 
imposed by the air conditioner triggers brief periods of commanded 
enrichment that will not occur once vehicles have been recalibrated to 
comply with the high speed and acceleration requirements, EPA also 
acknowledges that the mass flow through the engine is likely to have 
some impact on engine-out CO emissions. As engine-out CO emissions in 
both the ACR1 and ACR3 programs increased only moderately, the average 
increase in engine-out CO emissions from the ACR1 and ACR3 test 
programs (i.e. 22 percent) has been incorporated into the air 
conditioning CO standards.

    Table 3.-- LDV/LDT1 Design Targets for Air Conditioning Over SC03   
------------------------------------------------------------------------
                                              NMHC       CO        NOX  
------------------------------------------------------------------------
SC03 baseline (A/C off)...................      0.05      1.22     0.188
Allowable increase (in percentages).......      0        22       50    
A/C on design target......................      0.05      1.5      0.282
------------------------------------------------------------------------

    Similar to US06 standards, air conditioning standards are set by 
applying a multiplicative headroom factor of two to the LDV/LDT1 design 
target and by ratioing the FTP standards for other truck classes and 
for full useful life to the FTP 50,000 mile standards for LDV/LDT1. A 
table incorporating these calculations was presented in the 
``Description of the Action'' section.

F. Final Standards and Leadtime

1. Composite Standards
    Summary of Proposal. EPA proposed, in the NPRM, to retain 
compliance with the existing FTP and to add to this a ``composite'' 
compliance calculation to bring together elements of the conventional 
FTP with results from the SFTP. Cold start emissions from bag 1 of the 
FTP were included in the composite to allow manufacturers to maintain 
existing tradeoffs between cold start and hot, stabilized emission 
control and to implicitly maintain the existing ``headroom'' used by 
manufacturers to comply with FTP emission standards. The proposed SFTP 
standards were the result of appropriately weighing and summing the 
results from bag 1 of the FTP and the new US06, air conditioning, and 
intermediate soak requirements. For total hydrocarbon (THC), non-
methane hydrocarbons (NMHC), organic material hydrocarbon equivalents 
(OMHCE), organic material non-methane hydrocarbon equivalents 
(OMNMHCE), and CO, the proposed standards worked out to be the same as 
the standards applicable under the conventional FTP. For NOX, a 
multiplicative adjustment factor of 1.15 was applied to the 
conventional FTP standard to account for the emission response of 
vehicles to the new A/C test conditions.
    Comments were also specifically requested on three other basic 
approaches; (1) stand-alone standards for each control area, (2) 
combine the non-FTP areas of control into a single standard, and (3) 
replace the current FTP with an entirely new FTP that reflects, as 
accurately as possible, actual driving behavior. The NPRM stated that 
if data were submitted that could help establish appropriate in-use 
compliance margins when establishing emission standards, EPA would 
reevaluate the most appropriate compliance structure and, if 
appropriate, may select one of these alternatives in the final rule.
    Summary of Comments. AAMA/AIAM supported the concept of a composite 
standard encompassing all modes of in-use driving, providing that they 
were based on cost-effective, stand-alone standards for each component 
of the composite. They also expressed their belief that the NPRM 
composite proposal did not satisfy this criteria, for three reasons: 
(1) EPA apparently attempted to carry over the current numerical Tier 1 
standards to its new composite SFTP standards, (2) EPA desired to 
develop an approach to setting the composite standards which could be 
automatically carried over to future FTP standards, and (3) EPA desired 
to avoid the need to develop headroom estimates for certain SFTP 
components. AAMA/AIAM also stated that an appropriate headroom factor 
has been developed by industry, making the third point moot.
    AAMA/AIAM also presented their own recommendation for a composite 
standard. They agreed with EPA's proposal that cold-start emissions and 
warmed-up emissions with the A/C system on should be included. They 
also agreed that cold-start driving with the A/C system should not be 
included in the SFTP, as it would not have any impact on cold-start 
calibrations. However, they recommended that warmed-up emissions with 
the A/C system off also be included to produce a composite standard 
that reflects as closely as possible overall average in-use emissions 
and that the US06 test results be converted to their REP05 equivalent 
before applying the 28 percent weighting factor. In summary, AAMA/AIAM 
recommended that the air conditioning results be weighed at 33 percent, 
FTP emissions at 39 percent, and US06 emissions be converted to REP05 
equivalent emission levels and weighed at 28 percent.
    NESCAUM did not object to the concept of composite standards, but 
they did object to the use of bag weights and standard adjustments to 
reflect the proposed level of achievable emission

[[Page 54869]]

control in the NPRM. Instead, NESCAUM urged EPA to adopt an overall 
scheme that best represents real-world driving, and to use any 
resultant weightings for all pollutants. NRDC also supported the same 
overall scheme as NESCAUM and specifically opposed the 15 percent 
``relaxing'' of the NOX standards in the NPRM. NRDC stated that 
any revision to the standard requires a reduction in emissions.
    CARB commented that the composite standards, overall, were fair and 
reasonable. However, they did ask for flexibility to allow CARB to go 
to stand alone standards if it is of equal or greater stringency.
    Response to Comments. The EPA adopted a modified version of AAMA/
AIAM's recommended composite methodology in the Final Rule for 
NMHC+NOX emissions. The composite NMHC+NOX standard is simply 
the weighted average of the FTP, air conditioning, and US06 standards, 
weighted at 35 percent, 37 percent, and 28 percent, respectively. For 
CO, a composite standard is optional with the composite CO standard is 
set equal to the FTP CO standard.
    The specific composite scheme proposed by EPA in the NPRM was 
selected, in part, because it allowed for the existing headroom in the 
FTP standards to be implicitly continued for the SFTP requirements. As 
discussed in a previous section, data submitted by AAMA/AIAM has 
allowed EPA to quantify the FTP headroom. This removes the primary 
barrier from consideration of other composite schemes, as discussed in 
the NPRM.
    EPA did not agree with the manufacturers recommendation to convert 
US06 emissions to REP05 equivalent emission levels before weighing them 
in the composite calculation. Incorporating US06 emissions directly 
into the level of the standard is mathematically identical, simpler, 
and skips a step that could introduce inaccuracies. The other revision 
EPA made to the manufacturers proposal was to incorporate revised 
analyses of the portion of time air conditioner compressor operation 
occurred during typical ozone exceedance days. This was calculated to 
be 52 percent of total vehicle operation during typical ozone 
exceedance days, which have an average ambient temperature maximum of 
92 deg.F and an average relative humidity of 43 percent. As US06 
constitutes 28 percent of overall miles traveled, this means that the 
air conditioning results should be weighed at 37 percent of the total 
(or 52 percent of the 72 percent of miles traveled left after 
subtracting US06). The weight for the FTP emission results is the 
remainder, or 35 percent.
    FTP emissions are included in the NMHC+NOX composite 
calculation to allow flexibility to obtain emission reductions at the 
lowest possible cost. Adding the FTP and setting a single standard to 
be met as a weighted average of all the emission requirements allows 
manufacturers to simultaneously optimize hardware and calibration 
across the entire set of emission requirements. This allows 
manufacturers to find tradeoffs that lower the cost of compliance 
without impacting the overall emission benefits.
    The composite NMHC+NOX standard is simply the weighted average 
of the FTP, air conditioning, and US06 standards, weighted at 35 
percent, 37 percent, and 28 percent, respectively. For LDV/LDT1 
vehicles with an FTP NMHC+NOX standard of 0.65 g/mi, air 
conditioning of 0.67 g/mi, and US06 of 0.58 g/mi, the weighted average 
is 0.64 g/mi. Given the similarity to the FTP NMHC+NOX standard of 
0.65 g/mi for LDV/LDT1, EPA has chosen to set the composite level at 
the FTP NMHC+NOX level. This level implicitly requires that, 
compared with hot stabilized FTP emissions, the emission impacts of the 
SFTP test cycles and air conditioning operation may not exceed the 
incremental emissions from the cold start. For diesel LDVs and LDT1s 
there are no air conditioning requirements, thus the composite 
NMHC+NOX standard is the average of the FTP and US06 standards, 
weighted at 72 percent and 28 percent. For diesel LDVs and LDT1s with a 
FTP NMHC+NOX standard of 1.25 g/mi and US06 of 2.1 g/mi, the 
weighted average is 1.48 g/mi.
    Directly compositing the different emission standards was not 
deemed to be appropriate for CO emissions, for two reasons. First, 
unlike the NMHC+NOX standards for air conditioning and US06 which 
were carefully chosen to reflect the maximum feasible emission benefits 
with existing technology, some additional allowance was made in the CO 
standards to minimize problems with catalyst temperatures. In addition, 
due to the dominance of commanded enrichment on the US06 CO emission 
levels, both the headroom factor of two and the method of determining 
full useful life and LDT2/LDT3/LDT4 CO emission standards may prove to 
be overstated. Thus, it may be possible for a manufacturer to stack up 
these allowances in one area in order to increase CO emissions in 
another area, without any offsetting in-use CO reductions in a 
different area. Second, as CO emissions are heavily influenced by 
commanded enrichment and the CO standards were set with some allowance 
to avoid temperature problems, the individual CO standards for A/C and 
US06 operation should be easily met by all vehicles simply by 
eliminating commanded enrichment. Thus, there are no significant cost 
tradeoffs that can be made to reduce CO emissions in one area and raise 
them in another.
    One way to mitigate the potential for inappropriate introduction of 
enrichment with a composite CO standard is to make the composite CO 
standard more stringent. While EPA does not feel it is appropriate to 
require the use of a more stringent composite CO standard, the Final 
Rule does allow it as an option. Consistent with the NMHC+NOX 
standard, the composite CO standard is set equal to the FTP CO 
standard. Such a level ensures that any enrichment allowed during air 
conditioning operation or US06 by the composite standard would be 
offset by real in-use CO emission reductions in other driving 
conditions.
    As the SFTP composite standards are set equal to the FTP standard 
levels, LDT2, LDT3, LDT4, and full useful life standards are also equal 
to the FTP standards. For the individual US06 and air conditioning CO 
standards, LDT2, LDT3, LDT4, and full useful life standards are set as 
the ratio of the FTP standards to the FTP half-life standards for LDV/
LDT1. All the resultant emission standards were presented in the 
``Description of the Action'' section.
    An exception must be made for engines or vehicle configurations 
that are not available with air conditioning. For such vehicles, no 
weight should be assigned to air conditioning emissions. To maintain 
consistency with tradeoffs between US06 emissions and other operating 
modes, the US06 weight for vehicles without air conditioning should 
remain at 28 percent. This implicitly requires that the FTP weight for 
vehicles not available with air conditioning be reset at 72 percent.
    Both NESCAUM and NRDC urged EPA to adopt an overall scheme that 
best represents real-world driving and to use any resultant weightings 
for all pollutants. This is essentially the same as their legal 
arguments that EPA should revise the existing FTP and apply the new 
procedures to the Tier 1 standards. NESCAUM's and NRDC's comments in 
this area were discussed and responded to in a previous section and are 
not duplicated here. In addition, while NESCAUM did not object to the 
concept of composite standards, they did object to the use of bag 
weights and standard adjustments to reflect the proposed level of 
achievable emission control in the NPRM. The composite method adopted

[[Page 54870]]

for the Final Rule is closer to NESCAUM's suggested methodology than 
the composite scheme in the NPRM.
2. Proportional Standards
    Summary of Proposal. The NPRM proposed that changes in the 
achievable levels of control over the SFTP tests would track changes in 
the underlying FTP standards and, thus, adoption of the central 
proposal would have the effect of automatically reducing the composite 
standards in step with any mandatory future declines in the FTP 
standards.
    Summary of Comments. AAMA/AIAM stated there is no technical or 
legal basis for EPA's proposal that future SFTP and FTP standards (e.g. 
Tier 2) be linked.
    AAMA/AIAM also stated that, while temperatures with two-seconds of 
WOT stoichiometric control on US06 are manageable for Tier 1 vehicles, 
the two-second timer may need to be reevaluated for reduced standards 
(i.e. Tier 2 or LEV).
    CARB stated that the standards proposed by EPA were reasonable, 
although for LEV-like vehicles the proposal to hold NMHC to FTP bag 2 
levels may be too stringent and the proposal to hold NOX to 
composite FTP levels may be too lenient.
    Response to Comments. Based upon the technical analyses conducted 
to set standards for the final rule, there is substantial evidence that 
SFTP NOX emissions should be roughly proportional to FTP NOX 
emissions. However, the case for NMHC is not as strong. Roughly 70 
percent of NMHC emissions occur during the cold start; thus, hot, 
stabilized NMHC emissions have relatively little impact on overall FTP 
NMHC emissions. On the other hand, hot, stabilized NMHC emissions are 
relatively small compared to hot, stabilized NOX emissions. Thus, 
proportional standards may be viable for an NMHC+NOX standard.
    Proportional standards do not work well for CO. CO emissions on the 
US06 cycle are dominated by brief periods of commanded enrichment, 
which the standard allows for engine and catalyst cooling. The need for 
these periods of commanded enrichment will not change just because the 
FTP CO standard changes, nor will the impact of commanded enrichment on 
the amount of CO generated. Thus, a change in FTP CO emissions will 
only have a minor impact on SFTP CO emissions.
    Despite the strong correlation between FTP and SFTP NOX 
emissions, the Agency has decided to drop the proportional standard 
provision from the Final Rule for the following reasons:

    1. The finding of strong correlation between FTP and SFTP 
NOX emissions is based upon the use of current technology. It 
is quite possible that technologies may be developed in the future 
in response to the SFTP requirements that could have a different 
impact on SFTP NOX emissions than on FTP NOX emissions 
(for example, a more efficient air conditioning system).
    2. SFTP CO standards would have to be addressed separately.
    3. CARB is currently making their own assessment of appropriate 
standards for LEVs and their standards will likely be used for the 
National LEV program, if it is put into place. The standards that 
will be finalized by CARB are currently uncertain and the level 
chosen by CARB may have an impact on future development of SFTP 
technology and calibration strategies.
    4. Certain technical issues, such as impacts of emission 
variability, may need to be revisited as the standards become more 
stringent.

    Based on these considerations, the Agency believes that the issue 
of SFTP standards in the context of future lower FTP standards should 
be revisited as part of setting Tier 2 emissions standards.
3. Leadtime and Phase-In
    Summary of Proposal. The NPRM proposed that the US06 and air 
conditioning requirements apply to 40 percent of each manufacturer's 
combined production of LDVs and LDTs for MY1998, 80 percent in MY1999, 
and 100 percent in MY2000. Small volume manufacturers would not have to 
comply until MY2000. The intermediate (i.e. 60 minute) soak requirement 
would be required for all vehicles starting with MY2001, including 
small volume.
    Comments were specifically requested (1) on the impact of this 
phase-in schedule when considered with other programs and (2) providing 
suggestions for other schedules which will coordinate programs more 
effectively.
    The improved road load simulation (including the electric 
dynamometer), removal of the 5500 ETW test weight cap, and the new 
criteria for allowable speed variation for FTP compliance determination 
were proposed to be implemented 100 percent in MY1998.
    Summary of Comments. AAMA/AIAM proposed a six-year phase-in period 
to comply with the SFTP requirements. LDV/LDT1/LDT2 classes were 
proposed to start with MY2000. (AAMA/AIAM subsequently sent EPA a 
letter revising the recommended start date to MY2001 in response to the 
delay in the court deadline for the final rule). AAMA/AIAM stated an 
additional two year delay for the LDT3/LDT4 classes is needed because: 
(1) Little data has been gathered on the heavier LDTs over US06 or with 
A/C operation and, given their high weight, design as working trucks, 
and testing at half payload, they may not behave as expected over the 
new cycles; (2) these vehicles have significantly longer product life 
cycles than lighter vehicles and, thus, there are fewer opportunities 
to re-engineer these vehicles; and (3) this type of delay has been 
applied in the past.
    AAMA/AIAM also stated that EPA's proposed phase-in schedule did not 
consider the need to build new facilities and to increase testing 
capacity. AAMA/AIAM emphasized that the speed of the phase-in 
significantly affects the total amount of engineering and testing 
resources needed at any one time, as requiring a vehicle to be 
redesigned to meet the standards before it was due for redesign for 
other purposes imposes significant additional costs. Consequently, 
AAMA/AIAM believes that a more aggressive schedule than the one they 
proposed would impose unnecessary costs, including the waste of 
valuable human resources, for little or no environmental gain.
    Rolls-Royce commented that the removal of the 5500 ETW cap would 
pose unique hardships for their company. In order to accommodate 
leadtime for dynamometer replacement and to conduct new testing over 
the US06, Rolls-Royce requested that EPA change the ETW cap removal 
implementation for small volume manufacturers to coincide with the 
small volume phase-in for the other SFTP revisions.
    Other comments are summarized in the Response to Comments 
(available in public docket for review).
    Response to Comments. Revisions in the standards and test 
procedures, based on comments and data provided in response to the 
NPRM, have resulted in revisions to the proposed leadtime and phase-in. 
For LDVs and LDTs under 6000 lbs GVWR, EPA will require that 40 percent 
of each manufacturers fleet comply with the SFTP requirements for 
MY2000, 80 percent for MY2001, and 100 percent for MY2002. The phase-in 
for LDTs over 6000 lbs GVWR (LDT3 and LDT4) in the final rule follows 
the same phase-in rate, but is delayed for two years. As proposed in 
the NPRM, small volume manufacturers do not have to comply with the 
requirements until the last year of the phase-in, or MY2002 (MY2004 for 
small volume manufacturers of HLDTs).
    In recognition of the comments from Rolls Royce on the leadtime for 
removal of the ETW cap, the final rule clarifies that MY2002 
implementation for small

[[Page 54871]]

volume manufacturers applies to all the new requirements, including 
electric dynamometers and removal of the ETW cap.
    It should be noted that all vehicles under 6000 lbs GVWR are 
subject to the same phase-in schedule. Thus, LDVs and LDTs under 6000 
lbs GVWR can be combined into a single group for determining compliance 
with the yearly phase in requirements. It should also be noted that, 
consistent with earlier phase-in efforts, the phase-in must be verified 
with actual production figures.
    For a more specific analysis of the comments and rationale for the 
revisions from the proposed phase-in, please see the Response to 
Comments. (available in the Public Docket for review; see ADDRESSES).
4. Diesel and Alternative Fueled Vehicles
    Summary of Proposal. The NPRM stated that because very little 
emission data currently exists on the emission impacts of fuels other 
than gasoline over the SFTP, EPA considered exempting alternative and/
or diesel fuel vehicles from the SFTP requirements. However, the Agency 
decided that such vehicles would be able to comply with SFTP 
requirements and requested any information and data related to applying 
the NPRM requirements to alternative and diesel fuel vehicles.
    Summary of Comments. AAMA/AIAM stated that the driving surveys used 
by EPA were based solely on gasoline vehicles and did not include any 
alternative or diesel fuel vehicles. Therefore, AAMA/AIAM argued that 
the Agency could not conclude whether alternative and diesel fuel 
vehicles were operated in the same manner as gasoline vehicles, and 
thus, whether the SFTP is appropriate for these types of vehicles.
    AAMA/AIAM also stated that EPA did not assess the environmental 
impact of alternative and diesel fuel vehicles off-cycle emissions. 
They also pointed out that EPA had no US06 or air conditioning emission 
data for alternative-fueled vehicles and had not provided an 
engineering assessment of how alternative fuel vehicles could meet the 
proposed standards. AAMA/AIAM concluded that alternative and diesel 
fuel vehicles should be exempt from the SFTP, and not doing so could 
potentially eliminate both vehicle types from the U.S. market.
    In their comments, Mercedes-Benz stated that based on data they 
provided to EPA, diesel fuel vehicles could not meet the gasoline-
generated SFTP standards. They argued that diesel fuel vehicles should 
either be exempt from the SFTP or that the EPA should develop an 
appropriate diesel-only NMHC+NOx standard with sufficient 
headroom.
    Response to Comments. a. General. EPA acknowledges that neither 
alternative or diesel fuel vehicles were included in the driving 
surveys. The primary goal of the driving survey was to gather data on 
in-use driving characteristics on a large, representative sample of 
vehicles and drivers. To meet these objectives, EPA's contractor 
recruited vehicles from centralized Inspection and Maintenance (I&M) 
stations. Both alternative and diesel fueled vehicles were excluded in 
the I&M programs, and thus, were not eligible for the survey. However, 
the EPA feels that under the conditions that the surveys were conducted 
(i.e., no altitude or extreme temperature variations), there is no 
reason to believe that alternative or diesel fuel vehicles would be 
operated in a manner different from gasoline vehicles. EPA has received 
no information to indicate that alternative or diesel fueled vehicles 
are driven in a manner that would suggest different cycles. Therefore, 
EPA believes that the SFTP driving cycles are appropriate for these 
types of vehicles.
    EPA believes that SFTP requirements should apply to alternative- 
and diesel-fueled vehicles. The Agency interprets section 206(h) of the 
Act to require the inclusion of all types of light-duty vehicles in the 
SFTP, regardless of fuel type. In addition, the EPA has always required 
diesel fuel vehicles to comply with the same or similar requirements as 
gasoline vehicles and does not generally believe that diesel or 
alternative fueled vehicles should be exempted from rules that apply to 
gasoline-powered vehicles and trucks. However, EPA agrees with comments 
from AAMA/AIAM that without any off-cycle emission data for alternative 
fuel vehicles, it is impossible to determine feasibility of these 
vehicles meeting the proposed SFTP standards. In addition, the 
promulgation of standards for alternative fuel vehicles could 
potentially hinder the expansion of alternative fuel vehicles in the 
U.S. market. EPA believes that alternative fuel vehicles are, on 
average, inherently cleaner than most gasoline and diesel vehicles and 
encourages the continued development of alternative fuel vehicles. 
Therefore, alternative fuel vehicles will be exempt from the initial 
SFTP requirements. EPA plans to evaluate and test these vehicles as 
part of its Tier 2 study, and if EPA finds standards to be appropriate, 
EPA will promulgate such standards at that time.
    In regards to diesel fueled vehicles, EPA's data are limited to 
LDVs. These data limitations are due to the very small number of diesel 
vehicles in production; vehicles are difficult to procure and testing 
facilities are not equipped to readily test these very low volume 
vehicles. The EPA does not have any data on light-duty diesel trucks, 
and therefore, the EPA will exempt light-duty diesel truck classes 
LDT2, LDT3, and LDT4 from the initial SFTP requirements. As discussed 
below, diesel LDT1s will be required to meet the same requirements as 
diesel LDVs. The EPA believes such treatment is appropriate as it is 
consistent with Tier 1 standards and there are no technological reasons 
to consider LDT1s separately. Further, the absence of data for LDT1s is 
because no manufacturer is currently producing a diesel LDT1. The EPA 
plans to evaluate and test light-duty diesel trucks in the exempted 
classes as part of its Tier 2 study, and if EPA finds diesel standards 
to be appropriate, EPA will promulgate such standards at that time.
    b. Standards for Diesel LDVs and LDT1s. In their comments, Mercedes 
supplied EPA with US06 and air-conditioning emission data for two 
diesel passenger cars. After publishing the NPRM, a 1.9L diesel 
Volkswagen Passat was tested at EPA to collect US06 emission data. 
Although EPA has some limited SFTP emission data for diesel fuel light-
duty vehicles, there are some concerns over the Agency's ability to 
promulgate standards based on this data. EPA has US06 cycle emission 
data for all three models, but only has air-conditioning data for the 
two Mercedes models, and that data is over the LA4 cycle (i.e., bags 1 
and 2 of the FTP) rather than the SC03 cycle. EPA feels that there is 
no way to relate the LA4 data to the SC03 cycle for these emissions 
without being arbitrary. In addition, without any data for the 
Volkswagen (which constitutes a third of the available models, and the 
only low-cost diesel-equipped vehicle) there is no way for the Agency 
to know whether all of the available diesel fuel LDV's could meet any 
standards for air conditioning. Therefore, diesel fuel light-duty 
vehicles will be exempt from the SFTP air-conditioning requirements. As 
stated above, EPA will evaluate and test these vehicles as part of its 
Tier 2 study, and if it's determined necessary, appropriate standards 
will be promulgated.
    The US06 emission data for the diesel LDV's indicate that NMHC and 
CO levels are well below gasoline vehicle levels. The EPA believes that 
diesel LDV's should have no trouble meeting the SFTP CO standards for 
gasoline vehicles. Diesel NOX levels, however,

[[Page 54872]]

are 3-4 times higher than the gasoline vehicle levels. Diesel engines 
produce higher levels of NOX emissions than gasoline engines 
because diesels have much higher combustion temperatures. Diesel 
engines typically have more difficulty in controlling NOX 
emissions than gasoline engines because they have fewer control 
strategies available and the ones that are available have not been as 
effective as those available for gasoline engines. The primary NOX 
control strategies for gasoline engines are reduced spark timing, EGR, 
and three-way catalysts. Three-way catalysts, which are capable of 
reducing NOX emissions, are not yet available for diesels. Since 
diesels use compression rather than spark to ignite the air-fuel 
mixture, there is no spark timing to reduce. That leaves reducing the 
fuel injection timing and EGR as the main diesel NOX control 
strategies. Of these two control strategies, EGR is the most effective.
    In their comments, Mercedes stated that their electronically 
controlled EGR system operates under a broad range of engine load 
conditions, including areas outside of the FTP, and that their EGR 
calibrations are optimized for all operation, including high speed and 
load operation. This is a result of the fact that the German government 
requires vehicles sold in Germany to meet emission requirements over 
high speed and load conditions. However, even optimized, their use of 
EGR is limited during high speed and load operation because of 
increased particulate matter (PM) formation. Thus, there is a sensitive 
PM/NOX tradeoff under high speed and load operation. EPA has no 
additional technical information to refute Mercedes claims that they 
have optimized the amount of EGR that can be used during high speed and 
load conditions. Based on the extremely low emission results of 
Mercedes and Volkswagen gasoline-powered vehicles over the US06 cycle, 
and the fact that German manufacturers have had incentive and time to 
develop high speed and load operation emission control strategies, EPA 
sees no reason to doubt that Mercedes vehicles have been optimized for 
the lowest NOX levels possible over the US06 cycle at this time. 
Therefore, the EPA believes it is not currently feasible for LDV 
diesels to meet the SFTP NMHC+NOX standard for gasoline vehicles. 
Thus, there will be a separate and unique NMHC+NOX standard for 
diesel LDV's.
    Based on the Mercedes' comments, EPA feels that it is only 
technically feasible for diesel-fueled LDV's to meet a NMHC+NOX 
standard that is designed to be a capping standard. That is, EPA feels 
that at this time, diesel LDV's are unable to reduce NOX emissions 
resulting from high speed and load operation because of technological 
limitations. Therefore, the standard will be set such that it caps the 
amount of NOX emissions diesel LDV's will be allowed to emit over 
high speed and load operation.
    The methodology chosen by the Agency for developing the US06 
NMHC+NOX standard for gasoline vehicles is to add the average NMHC 
level with the average NOX level for well-calibrated vehicles and 
multiply the result by a certification headroom factor. However, 
because the diesel standard is intended to be a capping standard, the 
EPA must insure that all three LDV models can meet the standard. The 
Volkswagen Passat had an average US06 NOX emission level of 1.70 
g/mi, which exceeds the average of all three vehicles of 1.42 g/mi. 
Therefore, EPA believes that it is appropriate to use the Volkswagen 
NOX emissions of 1.70 g/mi NMHC emissions for diesel vehicles are 
inherently very low, and thus, are not a limiting factor in complying 
with emission standards. The average NMHC emission level of 0.007 g/mi 
will be added to the NOX emission level of 1.70 with the sum 
multiplied by the diesel headroom factor of 1.22 to yield a US06 
standard level of 2.1 g/mi. While NMHC+NOX standards were not 
promulgated for US06 separately, this US06 standard level of 2.1 g/mi 
for diesel LDVs/LDT1s is used in the calculation of NMHC+NOX 
composite standard. The diesel LDV/LDT1 composite NMHC+NOX 
standard is equal to a US06 standard level of 2.1 g/mi weighted at 28 
percent added with the conventional FTP diesel standard of 1.25 g/mi 
(NOX=1.0, NMHC=0.25) weighted at 72 percent, yielding a numerical 
value of 1.48 g/mi. (see section IV.F.1. Composite Standards).

G. Technical and Enforcement Issues

1. Improved Dynamometers for FTP Compliance Testing
    Summary of Proposal. The NPRM stated that each of the test cycles 
is to be run on a system providing accurate replication of real road 
load forces at the interface between drive tires and the dynamometer 
over the full speed range. Furthermore, the new US06 cycle requires 
significantly higher power absorption capacity, due to the higher power 
requirements of this aggressive driving cycle. The NPRM proposed the 
use of a large-diameter single roll dynamometer with electronic control 
of power absorption to meet these requirements for both the new SFTP 
and current FTP testing, but any system would be allowed that yields 
equivalent or superior test results. This new requirement was proposed 
to take effect for MY1998.
    Summary of Comments. AAMA/AIAM supported the changeover to single-
roll electric dynamometers for certification and compliance testing 
purposes. However, they presented a number of arguments in support of 
their contention that the proposed implementation date of 1998 for all 
FTP and SFTP testing is infeasible. Their primary concern was that 
vehicle modifications would be required to maintain compliance with the 
current Tier 1 emission and U.S. fuel economy standards. This concern 
was based upon the average results of the ``EPA/Industry Dynamometer 
Comparison Study--Nine Vehicle Fleet'' and AAMA/AIAM's contention that 
EPA performed no testing or engineering analyses to demonstrate that 
compliance with the applicable standards is feasible. AAMA/AIAM also 
emphasized the difficulty in installing enough new electric 
dynamometers to support testing of the entire fleet in MY1998.
    Response to Comments. Improved dynamometers are an essential part 
of US06 testing. Thus, the electric dynamometers must be phased in no 
later than the US06 phase-in. EPA proposed a faster implementation of 
the improved dynamometers for FTP testing purposes primarily because it 
would mitigate the problem of having to maintain two different sets of 
dynamometers simultaneously. While EPA does not agree with comments 
that it is not feasible to implement the dynamometers early, EPA does 
agree that this would increase the difficulty in installing enough new 
dynamometers to support testing of the entire fleet and ensure that 
modifications to the vehicle are not needed in the first model year. 
Thus, phase-in of the improved dynamometers has been changed in the 
final rule to coincide with the US06 phase in, beginning in MY2000.
2. Microtransient Driving Control
    Summary of Proposal. The EPA proposed to remove language specifying 
``minimum throttle movement'' when conducting emission tests and 
replace it with ``appropriate throttle movement.'' The NPRM also 
proposed a specification of allowable speed variation, DPWRSUM (for 
``delta power sum,'' or the sum of the positive power changes), which 
also would apply to both SFTP and FTP testing. EPA specifically asked 
for comments on the proper method for

[[Page 54873]]

setting the lower DPWRSUM threshold for a valid test.
    Summary of Comments. AAMA/AIAM provided an analysis of test data 
which concluded that the DPWRSUM measure was technically flawed. 
Further, it was AAMA/AIAM's contention that DPWRSUM criteria may impact 
fuel economy and the ability to comply with Tier 1 emission standards, 
and thus, that EPA must make fuel economy and emission adjustments. 
AAMA/AIAM also stated EPA had failed to establish an environmental need 
for DPWRSUM or perform a cost effectiveness analysis. AAMA/AIAM 
concluded by recommending that EPA drop the DPWRSUM criteria.
    In a May 2, 1996 meeting requested by AAMA/AIAM, additional data 
was presented by Chrysler (available in the public docket for review. 
See ADDRESSES). Chrysler concluded from the data that DPWRSUM does not 
identify tests with inappropriate throttle movement. AAMA/AIAM also 
submitted a suggested revision to the EPA's proposed regulatory 
language change regarding minimal throttle movement.
    CARB stated it was inappropriate to use the DPWRSUM value 
associated with the nominal driving trace as the upper threshold value. 
CARB recommended the upper DPWRSUM threshold be significantly greater 
than nominal driving trace value and that the nominal trace value 
should be at the mid-point of the allowable range. CARB supported the 
proposed regulatory language change regarding minimal throttle 
movement.
    Response to Comments. The EPA will not finalize the DPWRSUM 
criteria for several reasons. First, EPA has not been able to establish 
appropriate threshold values. More importantly, based on EPA's review 
of test data provided by Chrysler, DPWRSUM does not appear to 
adequately identify large differences in throttle variation. However, 
EPA believes it is desirable to have a quantifiable speed- or throttle-
based measure to ensure that vehicles are driven in an appropriate 
manner, thus, it is EPA's intent to revisit this issue as part of the 
Tier 2 Study mandated by 202(I) of The Act.
    Both CARB and AAMA/AIAM's comments on the proposed language change 
regarding throttle and pedal movement recognize the need to change 
``minimum'' to ``appropriate.'' EPA recognizes the manufacturers' 
concern that excessive throttle variation should be avoided and the 
Agency will, in part, incorporate AAMA/AIAM's suggested language into 
the final regulatory language. However, the EPA believes it is equally 
important that appropriate throttle movement should exclude behavior 
which smooths the minor speed variations found in the driving cycles. 
Thus, the revised regulatory language specifies that the vehicle shall 
be driven with appropriate accelerator pedal movement necessary to 
achieve the speed versus time relationship prescribed by the driving 
schedule and that both smoothing of speed variations and excessive 
accelerator pedal perturbations are to be avoided.
3. Selective Enforcement Audit (SEA) Requirements
    Summary of Proposal. Section III of the February 7, 1995 NPRM 
stated that the proposed SFTP would apply to testing conducted during 
certification, Selective Enforcement Audits (SEA), and in-use 
enforcement (recall).
    Summary of Comments. American Honda Motor Company, Inc. (Honda) 
commented that the NPRM ``did not clearly indicate whether the SEA test 
must be carried out according to the Supplemental FTP (SFTP).'' In 
addition, Honda commented that such a requirement would cause 
``significant hardship and expense'' and requested that EPA allow an 
[unspecified] alternative procedure.
    Response to Comments. The compliance provisions in the NPRM were 
proposed as the best means of ensuring that vehicles are adequately 
designed and sufficiently durable to meet the applicable standards not 
only in prototype certification but in actual use.
    In response to Honda's comments concerning the costs associated 
with the laboratory facilities required to conduct the SFTP, EPA 
assumes that manufacturers will have such laboratory capabilities in 
place (either in-house or through contract) to conduct design and 
certification testing. As EPA does not require that the testing of 
vehicles selected for SEA be at the location at which the vehicles were 
produced, selected vehicles could be shipped to any adequate in-house 
or contract laboratory. With these facts in mind, EPA believes that the 
incremental cost of conducting the infrequent SEA tests which EPA might 
require is not significant.
4. A/C Horsepower Adjustment for FTP Testing
    Summary of Proposal. The current FTP adds load as a percentage (10 
percent) of the base dynamometer power absorption curve to simulate air 
conditioning load. As the current 10 percent load increase will be 
difficult, if not impossible, to duplicate on a large, single roll 
dynamometer and it is not representative of real A/C loads, the NPRM 
proposed to drop the 10 percent air conditioning load factor for the 
existing FTP.
    Summary of Comments. AAMA/AIAM recommended elimination of the 
current A/C dynamometer power absorption unit (PAU) increase of 10 
percent for City and Highway emissions testing, based upon the lack of 
a defined methodology for A/C adjustment on single-roll dynamometers 
during the FTP and actual testing with the A/C unit operational as part 
of the SFTP. AAMA/AIAM expressed the necessity to include the impact of 
elimination of the 10 percent load adjustment in the overall 
determination of test procedure adjustments. AAMA/AIAM also stated 
that, if EPA were to retain the current load adjustment for A/C with 
the electric dynamometer over the current FTP, that the adjustment 
would need to be lower than 10 percent to reflect the higher DPA values 
on the electric dynamometer caused by lower tire rolling losses.
    Response to Comments. EPA agrees with all of AAMA/AIAM's comments. 
While it would be desirable to implement a proper representation of 
average annual air conditioning load for use in FTP and fuel economy 
testing, development of such a factor was not presented in the NPRM. 
EPA intends to address the issue of proper A/C factors for FTP and fuel 
economy testing as part of a subsequent rulemaking addressing test 
procedure adjustments issues. Until then, the 10 percent dynamometer 
increase for air conditioning simulation is deleted, as proposed in the 
NPRM. Corporate Average Fuel Economy (CAFE) adjustments for the 
temporary deletion of the 10 percent dynamometer load adjustment will 
also be considered in the subsequent rulemaking on test procedure 
adjustments.

H. Regulatory Impact Analysis

    Summary of Proposal. In the NPRM the EPA summarized it's Regulatory 
Impact Analysis (RIA) which considered the environmental and economic 
impact, consumer impact, and the cost effectiveness of the proposed 
requirements. The Agency's analysis demonstrated the efficacy of the 
proposed requirements as part of the Federal program to reduce ozone 
through the reduction of ozone precursors from motor vehicles.
    Summary of Comments. The EPA received extensive comments as part of 
the joint AAMA/AIAM submission. The comments presented separate 
analyses on each of the three proposed control areas and commented on 
all aspects of

[[Page 54874]]

the RIA. New vehicle emissions data were presented in calculating AAMA/
AIAM's estimate of the potential emission benefits. AAMA/AIAM also 
provided detailed facility and testing costs, as well as vehicle 
hardware costs to comply with the proposed requirements.
    In their comments AAMA/AIAM raised questions regarding the need for 
additional control of CO and NOX given the projections for 
compliance with National Ambient Air Quality Standards (NAAQS) for CO 
and the granting of NOX waivers by many non-attainment areas. 
AAMA/AIAM also argued that the EPA's cost effectiveness analysis was 
flawed by the inclusion of benefits received in the northeast States 
comprising the Ozone Transport Region (OTR), NAAQS attainment areas, 
and NOX waiver areas.
    In their cost effectiveness analysis, AAMA/AIAM concluded that none 
of the requirements, as proposed, were acceptable on the basis of 
dollars per ton of pollutant reduced. However, AAMA/AIAM also concluded 
that if the Agency were to incorporate AAMA/AIAM's standards and 
procedure revisions for the aggressive driving control (US06) then they 
believed that such a requirement would be cost effective, although in 
this case AAMA/AIAM did not have to provide actual cost effective 
estimates.
    Response to Comments. EPA incorporated much of the new vehicle 
emission data into revised benefit estimates. The EPA also incorporated 
AAMA/AIAM's data on testing and facilities costs, although the Agency 
does not believe that all of AAMA/AIAM's assumptions were appropriate 
(see the RIA for a full discussion of the EPA's methodology).
    The Agency believes that today's revisions to the FTP are necessary 
for non-attainment areas to meet and maintain the NAAQS. The Agency 
rejects AAMA/AIAM's argument that attainment areas and non-attainment 
areas with NOX waivers should be excluded from the benefits 
calculations. Effective NOX control must consider the issue of 
NOX transport from upwind areas outside of the non-attainment 
areas as well as motor vehicle migration patterns on both a micro 
(commuting) and macro level (interstate travel and change in vehicle 
ownership), and thus, the EPA believes the inclusion of attainment 
areas is appropriate for a federal mobile source program. EPA also 
believes that the petition for a NOX waiver is itself insufficient 
evidence that a non-attainment area should be excluded from the 
benefits calculation. The second phase of the two-phase NOX waiver 
process requires the consideration of the NOX waiver's impact on a 
regional scale, unlike phase I which gave preliminary waivers based 
only on the local area impact. Again, EPA believes today's rule is a 
necessary part of NOX control strategy which recognizes the 
regional dimension of the NOX problem.
    Today's final rule will be a requirement for all vehicles sold in 
the United States excluding California, and as such, the EPA will 
include the OTR in the benefits calculation. EPA disagrees with AAMA/
AIAM's assumption that the OTR should be excluded. The existence of 
National LEV does not change EPA's authority over the OTR. Today's rule 
is applicable to all vehicles in the OTR.
    The final rule contains significant revisions in terms of the 
standards and stringency ordinally proposed. In light of these 
revisions and the additional data brought forward by AAMA/AIAM, the 
Agency has revised its cost effectiveness estimates. EPA believes the 
aggressive driving control and air conditioning requirements will 
provide emission reductions in a cost effective manner. As previously 
discussed, the Agency will not finalize the proposed intermediate soak 
requirement. This decision is based on the uncertainties regarding the 
costs and feasibility of controlling intermediate soak emissions, as 
well as the reduced benefits from controlling these emissions at lower 
emission standards such as those levels found in California's LEV 
standards.

I. Cost and Benefit Estimates

    Summary of Proposal. In its RIA, EPA evaluated the economic and 
environmental impacts of the revisions to the FTP. The economic impacts 
(costs) imposed on the equipment manufacturers included hardware for 
improved emission control and associated development and redesign 
costs, improved engine control calibrations, increased costs associated 
with the certification process including durability data vehicle 
testing and reporting, and facility costs.
    The environmental impact (benefits) of the SFTP was evaluated by 
estimating the emission reductions associated with the proposed federal 
test procedure revisions by determining the expected lifetime emission 
reductions per vehicle sold after implementation of the proposed 
regulations nationally.
    Summary of Comments. AAMA/AIAM commented that the EPA 
underestimated the cost for the individual requirements and 
overestimated the benefits of the testing changes and new standards. 
AAMA/AIAM felt that the EPA failed to consider the technological impact 
of the new requirements, and their comments went on to cite three 
examples where they felt the EPA did not properly account for all 
costs: the cost of vehicle redesign for complying with the intermediate 
soak requirement, engine and exhaust system changes need for complying 
with the air conditioning requirement, and the impact of the 48 inch 
dynamometer requirement.
    It was AAMA/AIAM's contention that, in calculating emission 
benefits, the EPA included areas of the country which are already in 
compliance with NAAQS or areas where NOX waivers are being 
granted. EPA also used worst case conditions in calculating the 
benefits from the air conditioning requirement, both of which led to an 
overestimation of emission benefits.
    Based on AAMA/AIAM's cost and benefits calculations, elements of 
EPA's proposal were far in excess of the range of the cost 
effectiveness of recent rules. The comments suggest the appropriate 
range was $1600 to $5000 per ton for VOC and NOX control. The 
comments claim that EPA has violated its cost-effectiveness policies as 
a result.
    Response to Comments. In the revised RIA, the EPA is responding to 
many of the cost and benefit comments made by the manufacturers. In 
many cases the Agency has accepted AAMA/AIAM numbers for facilities and 
testing (for a more detailed explanation of the revised cost-
effectiveness, see the RIA section of the Response to Comments). Based 
on comments and EPA re-analysis, the intermediate soak component of the 
SFTP has been removed from and several other requirements are revised 
in the final rule. For reasons discussed in detail in the RTC, the EPA 
has not agreed with and incorporated all of the comments of AAMA/AIAM. 
For example, the EPA continues to consider the SFTP as a national rule 
with all areas including NOX waiver, OTR, and attainment areas 
used in the analysis.
    Based on the revised RIA, the EPA continues to believe that the 
SFTP and its components (A/C and Aggressive Driving) to be cost-
effective and consistent with EPA policy, with a cost-effectiveness 
conservatively estimated at $1,000-$2,000 per ton. This cost-
effectiveness is well within the range cited by AAMA/AIAM in its 
comments as being cost effective. Furthermore, the EPA believes that 
the range is broader than the $1,600-$5,000 range cited by AAMA/AIAM as 
being potentially cost effective and should extend to $6,100, which was 
the cost-effectiveness of the Tier 1 rule.

[[Page 54875]]

V. Environmental and Economic Impacts

    EPA has done extensive testing and modeling to evaluate the 
expected reductions in NMHC, CO, and NOX emissions associated with 
this rule. EPA has also quantified the costs and calculated the cost-
effectiveness involved in achieving the estimated benefits. These 
analyses, described in the final RIA, are summarized below.
    The EPA has received many comments on the SFTP related to costs, 
benefits and cost effectiveness. The EPA has studied these comments and 
incorporated many of them into the cost and benefit calculations. For a 
more detailed discussion of the comments and the EPA's response to 
those comments please see the Response to Comments document for the 
SFTP rulemaking.

A. Environmental Impact

    Several test programs were conducted to evaluate actual in-use 
driving patterns and various test cycles were developed in an effort to 
determine the emissions of typical vehicles under such driving 
conditions. Baseline emissions for this analysis are taken from the 
extensive test programs conducted by the Agency and the original 
equipment manufacturers in support of the FTP Review Project. The 
weighted averages of the emission results of these test vehicles over 
the various test procedures developed constitute the baseline emissions 
used in this analysis.
    The emission reductions used in this analysis were calculated by 
subtracting the achievable level of control for each control area from 
the baseline test vehicle emissions. These test vehicle reductions were 
then weight averaged in an attempt to simulate the reductions 
associated with the actual in-use vehicle fleet mix. It should be noted 
that these test results were derived for a properly operating vehicle 
with a 50,000 mile catalyst and do not include any allowance for the 
higher emission levels that typically occur in use due to additional 
deterioration beyond 50,000 miles and malfunctions. Thus, the emission 
benefits calculated here are likely to be significantly understated.
    The baseline NMHC, CO, and NOX emission levels projected by 
EPA's MOBILE5 model with the added off-cycle emissions for the light-
duty fleet are 0.99 g/mi for NMHC, 13.29 g/mi for CO, and 1.34 g/mi for 
NOX. The corresponding projected reductions for vehicles designed 
to meet the new SFTP are 0.024 g/mi for NMHC, 1.472 g/mi for CO, and 
0.125 g/mi for NOX (in 2020 with virtually full fleet turnover).
    In terms of NMHC, CO and NOX reductions, EPA estimates that 
implementation of the SFTP will result in emission reductions from 
light-duty vehicles and light-duty trucks of 236 tons per summer day 
for NMHC, 14,739 tons per summer day for CO, and 1,249 tons per summer 
day for NOX, in calendar year 2020. This represents reductions of 
2.4 percent in NMHC, 11.1 percent in CO, and 9.3 percent in NOX in 
annual motor vehicle emission inventory.

B. Economic Impact

    The EPA has revised its cost assumptions and calculations from the 
original NPRM RIA based on manufacturer comments and further Agency 
analysis. These changes are described in detail in the Final RIA and 
the Response to Comments for this rule and are summarized below.
    The proposed additions to emission test procedures will impose 
several costs on the original equipment manufacturers. These costs 
include added hardware and associated tooling costs for improved 
emission control, development and redesign costs, improved engine 
control calibrations, increased facilities costs, and increased costs 
associated with the certification process, including durability data 
vehicle testing and reporting. These costs are analyzed under a stand 
alone approach to test procedures and emission standards. No attempt 
has been made to quantify cost reductions associated with the 
flexibilities allowed by the composite standard adopted in this final 
rule. Thus, the cost estimates are almost certainly overstated. The 
EPA's analysis assumes that each federally certified engine family has 
roughly a 5 year lifetime, and that there is a 10 year lifetime for 
facility upgrades and an annual sales figure of 15 million vehicles 
outside the State of California. Spreadsheet calculations of all costs 
associated with the proposed test procedure changes can be found in 
Appendix D of the RIA for this rule.
    EPA incorporated many of the manufacturers comments, including the 
number of tests performed for the SFTP at 162,000 and facility 
upgrading and construction costs. The manufacturers also submitted 
comments showing hardware and redesign costs totaling $143 per vehicle. 
These comments lacked any discussion or breakdown on the source of the 
costs. As these estimates included substantial costs associated with 
increased engine and catalyst temperatures, which the CO standard 
change in the Final Rule alleviates, and there was little or no detail 
to justify the estimates, the EPA did not incorporate these estimates 
into its analysis. The hardware costs were calculated using information 
gathered from an outside contractor and analysis done within the 
Agency.
    Because of the simulation alternative for the A/C cycle, EPA has 
used two scenarios for analyzing costs of the SFTP. The simulation 
scenario assumes that the manufacturers will perform the A/C test cycle 
together with the FTP and USO6 cycles in an exhaust emission cell with 
some correlation testing done in a full environmental cell. The full 
environmental cell scenario (FEC) assumes that the manufacturers will 
perform all of their A/C testing in a full environmental cell and FTP/
USO6 testing in an exhaust emission cell.
    The recalibration, redesign, DDV testing, and mechanical integrity 
testing costs for the SFTP are $2.75 per vehicle for the simulation 
scenario and $4.07 per vehicle for the FEC scenario. The increased 
certification costs are $0.31 per vehicle for the simulation scenario 
and $0.78 per vehicle for the FEC scenario. The increased costs related 
to facilities are $4.01 per vehicle for the simulation scenario and 
$5.26 per vehicle for the FEC scenario. The hardware and associated 
tooling costs are $6.18 per vehicle for both the simulation and FEC 
scenarios.
    Adding the above estimated costs results in an estimated annual 
cost of $13.26 per vehicle for the simulation and $16.30 for the FEC. 
The total annual cost (based on 15 million vehicles) is $198.9 million 
for the simulation and $244.5 million for the FEC. The per vehicle cost 
difference between the two scenarios is $3.04.
    It should be noted that these costs do not include any savings from 
the flexibilities allowed by the composite NMHC+NOX standard, as 
discussed above. In addition, potential fuel economy benefits to the 
consumer from control of commanded enrichment have also not been 
incorporated. The NPRM estimated the lifetime fuel economy savings to 
be $16.56. No fuel consumption benefit was claimed in the NPRM because 
the Agency assumed this benefit would be roughly negated by the value 
consumers would place on the small performance loss associated with 
elimination of commanded enrichment. However, in the Final Rule, the 
performance loss has been largely eliminated by raising the CO standard 
(see discussion in RTC on US06 CO standard setting) to allow commanded 
enrichment most of the time at WOT. Although the Final Rule would still 
control part-throttle commanded enrichment, this has no impact on the 
performance of the vehicle. As the Final

[[Page 54876]]

Rule is estimated to still control about 80 percent of the CO benefit 
from commanded enrichment, it would be reasonable to conclude that the 
consumer would save about $13.45 ($16.56 times 80 percent) in fuel over 
the vehicle lifetime. As this cost reduction is no longer offset by a 
loss in vehicle performance, the Agency is being extremely conservative 
by not incorporating the potential fuel cost savings into the overall 
cost estimates.

C. Cost Effectiveness

    Comparing benefits and costs yields an estimated overall cost-
effectiveness of this action. The cost effectiveness estimate 
represents the expected cost per ton of pollutant reduced. For the air 
conditioning simulation scenario those costs designated ``Common 
Costs'' in this analysis, which refers to costs for engine control 
recalibration, exhaust emission test facilities, and certification, are 
allocated equally to each control area and each pollutant emission. For 
both the Simulation and FEC scenarios those costs associated with the 
US06 cycle have been allocated equally to the three pollutant 
emissions. Since the requirements associated with A/C are targeted for 
NOX control, all costs associated with A/C have been allocated to 
NOX, for both the Simulation and FEC scenarios. The following is a 
table that summarizes the cost per ton for each pollutant by test area 
for both the simulation and FEC scenarios:

        Table 4.--Cost Effectiveness Estimates National Analysis        
                                 [$/ton]                                
------------------------------------------------------------------------
                 Control area                    NMHC      CO      NOX  
------------------------------------------------------------------------
USO6:                                                                   
  Simulation.................................      457      7.3      150
  FEC........................................      522      8.3      172
A/C:                                                                    
  Simulation.................................       NA       NA     2050
  FEC........................................       NA       NA     2574
                                              --------------------------
Total:                                                                  
  Simulation.................................      457      7.3      959
  FEC........................................      522      8.3     1194
------------------------------------------------------------------------

    As stated above, the emission benefits in these cost effectiveness 
calculations are likely to be understated because they do not consider 
the impact of in-use vehicles with malfunctions and higher 
deterioration on the off-cycle emission inventory. In addition, the 
costs are likely to be greatly overstated, as they do not include any 
savings from the flexibilities allowed by the composite NMHC+NOX 
standard or from fuel consumption reductions, as discussed above. 
Considering both the potential understatement of the emission benefits 
and the overstatement of the costs, the cost-effectiveness estimates 
are extremely conservative.

VI. Administrative Requirements

A. Administrative Designation

    Under Executive Order 12866 (58 FR 51735), the Agency must 
determine whether the regulatory action is ``significant'' and 
therefore subject to OMB review and the requirements of the Executive 
Order. The Order defines a ``significant regulatory action'' as one 
that is likely to result in a rule that may:

    (1) Have an annual effect on the economy of $100 million or more 
or adversely affect in a material way the economy, a sector of the 
economy, productivity, competition, jobs, the environment, public 
health or safety, or State, local, or tribal governments or 
communities;
    (2) Create a serious inconsistency or otherwise interfere with 
an action taken or planned by another agency;
    (3) Materially alter the budgetary impact of entitlements, 
grants, user fees, or loan programs or the rights and obligations of 
recipients thereof; or
    (4) Raise novel legal or policy issues arising out of legal 
mandates, the President's priorities, or the principles set forth in 
the Executive Order.

    Pursuant to the terms of Executive Order 12866, it has been 
determined that this rule is a ``significant regulatory action'' 
because of annual impacts on the economy that are likely to exceed $100 
million. As such, this action was submitted to OMB for review. Changes 
made in response to OMB suggestions or recommendations will be 
documented in the public record.

B. Unfunded Mandates Reform Act

    Section 202 of the Unfunded Mandates Reform Act (UMRA) of 1995 
(signed into law on March 22, 1995) requires that the Agency prepare a 
budgetary impact statement before promulgating a rule that includes a 
Federal mandate that may result in expenditure by State, local, and 
tribal governments, in the aggregate, or by the private sector, of $100 
million or more in any one year. The budgetary impact statement must 
include: (i) Identification of the Federal law under which the rule is 
promulgated; (ii) a qualitative and quantitative assessment of 
anticipated costs and benefits of the Federal mandate and an analysis 
of the extent to which such costs to State, local, and tribal 
governments may be paid with Federal financial assistance; (iii) if 
feasible, estimates of the future compliance costs and any 
disproportionate budgetary effects of the mandate; (iv) if feasible, 
estimates of the effect on the national economy; and (v) a description 
of the Agency's prior consultation with elected representatives of 
State, local and tribal governments and a summary and evaluation of the 
comments and concerns presented. Section 203 provides that if any small 
governments may be significantly or uniquely impacted by the rule, the 
Agency must establish a plan for obtaining input from and informing, 
educating, and advising any such potentially affected small 
governments.
    Under section 205 of the UMRA, the Agency must identify and 
consider a reasonable number of regulatory alternatives before 
promulgating a rule for which a budgetary impact statement must be 
prepared. The Agency must select from those alternatives the least 
costly, most cost-effective, or least burdensome alternative, for 
State, local, and tribal governments and the private sector, that 
achieves the objectives of the rule, unless the Agency explains why 
this alternative is not selected or unless the selection of this 
alternative is inconsistent with law.
    Because this direct final rule is estimated to result in the 
expenditure by State, local, and tribal governments in aggregate, or 
the private sector of over $100 million per year, EPA has prepared a 
RIA in compliance with the UMRA. EPA summarizes that supplement as 
follows.
    The Revised FTP final rule is promulgated under sections 202, 206, 
208 and 301 of the Clean Air Act and its Amendments (CAA and CAAA 
respectively). Specifically, section 206(h) of the CAAA states that: 
``Within 18 months after the enactment of the Clean Air Act Amendments 
of 1990, the Administrator shall review and revise as necessary the 
regulations under subsection (a) and (b) of this section regarding the 
testing of motor vehicles and motor vehicle engines to insure that 
vehicles are tested under circumstances which reflect the actual 
current driving conditions under which motor vehicles are used, 
including conditions related to fuel, temperature, acceleration, and 
altitude.''
    Through an Agency review the EPA has found that revisions to the 
Federal Test Procedures in the form of Supplemental Federal Test 
Procedures are necessary under 206(h) stated above.
    The analysis in the RIA developed for this rulemaking evaluated 
qualitatively and quantitatively the benefits and costs of the SFTP, as 
required by the UMRA.
    Total expenditures resulting from the direct final rule are 
estimated at: $200-$245 million per year starting in the vehicle 
MY2000. The Revised FTP is a national rule that supplements the

[[Page 54877]]

existing FTP. The SFTP will have a cost impact on the manufacturers and 
will not require expenditures of State, local and tribal governments.
    There are important benefits from reductions of NMHC, CO, and 
NOX emissions which have significant adverse impacts on human 
health and welfare and on the environment. The SFTP is expected to 
reduce emissions from LDVs and LDTs by two percent for NMHC, eleven 
percent for CO, and ten percent for NOX.
    The SFTP is a national rule that does not have any disproportionate 
budgetary effects on any particular region of the nation, any State, 
local, or tribal government, or urban or rural or other type of 
community.
    Prior to issuing this rule, the EPA provided numerous 
opportunities, e.g., through public hearings and the public comment 
period, for consultation with interested parties, including State, 
local and tribal governments. The EPA evaluated the comments and 
concerns expressed, and the final rule reflects those comments and 
concerns.
    The Agency considered several regulatory options in the development 
of the rule. The option selected in the final rule is the most cost-
effective alternative currently available for achieving the objectives 
of sections 202, 206, 208, and 301.

C. Paperwork Reduction Act

    The information collection requirements in this final rule have 
been submitted for approval to the Office of Management and Budget 
(OMB) under the Paperwork Reduction Act, 44 U.S.C. 3501 et seq. An 
Information Collection Request document has been prepared by EPA (ICR 
No. 2060-0104) and a copy may be obtained from Sandy Farmer, 
Information Policy Branch, EPA, 401 M St., SW (Mail Code 2136), 
Washington, DC 20460 or by calling (202) 260-2740.
    The information collection burden associated with this rule 
(testing, record keeping and reporting requirements) is estimated to 
average 566 hours annually for a typical manufacturer. However, the 
hours spent annually on information collection activities by a given 
manufacturer depends upon manufacturer-specific variables, such as the 
number of engine families, production changes, emissions defects, and 
so forth. The burden estimate includes such things as reviewing 
instructions, searching existing data sources, setting up and 
maintaining equipment, performing emission testing, gathering and 
maintaining data, performing analyses, and reviewing and submitting 
information.
    An Agency may not conduct or sponsor, and a person is not required 
to respond to a collection of information unless it displays a 
currently valid OMB control number. The OMB control numbers for EPA's 
regulations are listed in 40 CFR part 9 and 48 CFR chapter 15.
    Send comments on the Agency's need for this information, the 
accuracy of the provided burden estimates, and any suggested methods 
for minimizing respondent burden, including through the use of 
automated collection techniques. Send comments on the ICR to the 
Director, OPPE Regulatory Information Division; U.S. Environmental 
Protection Agency (2136); 401 M St., SW., Washington, DC 20460; and to 
the Office of Information and Regulatory Affairs, Office of Management 
and Budget, 725 17th St., NW, Washington, DC 20503, marked ``Attention: 
Desk Officer for EPA.'' Include the ICR number in any correspondence.

D. Regulatory Flexibility Analysis

    The EPA has determined that it is not necessary to prepare a 
regulatory flexibility analysis in connection with this final rule. 
This rule will not have a significant economic impact on a substantial 
number of small businesses. This final rulemaking relates to 
requirements applicable only to manufacturers of motor vehicles, a 
group which does not contain a substantial number of small entities. 
See 60 FR 52734, 52769; 1996 World Motor Vehicle Data, AAMA, pp. 282-
285.

E. Submission to Congress and the General Accounting Office

    Under 5 U.S.C. 801(a)(1)(A) as added by the Small Business 
Regulatory Enforcement Fairness Act of 1996, EPA submitted a report 
containing this rule and other required information to the U.S. Senate, 
the U.S. House of Representatives and the Comptroller General of the 
General Accounting Office prior to publication of the rule in today's 
Federal Register. This rule is a ``major rule'' as defined by 5 U.S.C. 
804(2).

VII. Judicial Review

    Under section 307(b) of the Act, EPA hereby finds that these 
regulations are of national applicability. Accordingly, judicial review 
of this action is available only by filing of a petition for review in 
the United States Court of Appeals for the District of Columbia Circuit 
within 60 days of publication. Under section 307(b)(2) of the Act, the 
requirements which are the subject of this document may not be 
challenged later in judicial proceedings brought by EPA to enforce 
these requirements.

List of Subjects in 40 CFR Part 86

    Environmental Protection, Administrative practice and procedure, 
Confidential business information, Incorporation by references, 
Labeling, Motor vehicle pollution, Reporting and recordkeeping 
requirements.

    Dated: August 15, 1996.
Carol M. Browner,
Administrator.

    For the reasons set out in the preamble, title 40 chapter I part 86 
of the Code of Federal Regulations is amended as follows:

PART 86--CONTROL OF AIR POLLUTION FROM NEW AND IN-USE MOTOR 
VEHICLES AND NEW AND IN-USE MOTOR VEHICLE ENGINES: CERTIFICATION 
AND TEST PROCEDURES

    1. The authority citation for part 86 continues to read as follows:

    Authority: Secs. 202, 203, 205, 206, 207, 208, 215, 216, 217, 
and 301(a), Clean Air Act, as amended (42 U.S.C. 7521, 7522, 7523, 
7524, 7525, 7541, 7542, 7549, 7550, 7552, and 7601(a)).

    2. Section 86.1 is amended by revising the entries for ASTM E29-67 
and ASTM E29-90 in the table in paragraph (b)(1), to read as follows:


Sec. 86.1  Reference materials.

* * * * *
    (b) * * *
    (1) * * *

------------------------------------------------------------------------
         Document number and name             40 CFR part 86  reference 
------------------------------------------------------------------------
ASTM E29-67 (Reapproved 1980), Standard     86.1105-87                  
 Recommended Practice for Indicating Which                              
 Places of Figures Are To Be Considered                                 
 Significant in Specified Limiting Values..                             
ASTM E29-90, Standard Practice for Using    86.000-26; 86.000-28; 86.001-
 Significant Digits in Test Data to          28; 86.609-84; 86.609-96;  
 Determine Conformance with                  86.1009-84; 86.1009-96;    
 Specifications..                            86.1442                    
* * * * *                                   * * * * *                   
------------------------------------------------------------------------

* * * * *

Subpart A--[Amended]

    3. A new Sec. 86.000-2 is added to subpart A to read as follows:

[[Page 54878]]

Sec. 86.000-2  Definitions.

    The definitions of Sec. 86.098-2 continue to apply to 1998 and 
later model year vehicles. The definitions listed in this section apply 
beginning with the 2000 model year.
    AC1 means a test procedure as described in Sec. 86.162-00 which 
simulates testing with air conditioning operating in an environmental 
test cell by adding the air conditioning compressor load to the normal 
dynamometer forces.
    AC2 means a test procedure as described in Sec. 86.162-00 which 
simulates testing with air conditioning operating in an environmental 
test cell by adding a heat load to the passenger compartment.
    Alternative fuels means any fuel other than gasoline and diesel 
fuels, such as methanol, ethanol, and gaseous fuels.
    866 Cycle means the test cycle that consists of the last 866 
seconds (seconds 505 to 1372) of the EPA Urban Dynamometer Driving 
Schedule, described in Sec. 86.115-00 and listed in appendix I, 
paragraph (a), of this part.
    Environmental test cell means a test cell capable of wind-speed, 
solar thermal load, ambient temperature, and humidity control or 
simulation which meets the requirements of Sec. 86.161-00 for running 
emission tests with the air conditioning operating.
    Federal Test Procedure, or FTP means the test procedure as 
described in Sec. 86.130-00 (a) through (d) and (f) which is designed 
to measure urban driving tail pipe exhaust emissions and evaporative 
emissions over the Urban Dynamometer Driving Schedule as described in 
appendix I to this part.
    505 Cycle means the test cycle that consists of the first 505 
seconds (seconds 1 to 505) of the EPA Urban Dynamometer Driving 
Schedule, described in Sec. 86.115-00 and listed in appendix I, 
paragraph (a), of this part.
    SC03 means the test cycle, described in Sec. 86.160-00 and listed 
in appendix I, paragraph (h), of this part, which is designed to 
represent driving immediately following startup.
    Supplemental FTP, or SFTP means the additional test procedures 
designed to measure emissions during aggressive and microtransient 
driving, as described in Sec. 86.159-00 over the US06 cycle, and also 
the test procedure designed to measure urban driving emissions while 
the vehicle's air conditioning system is operating, as described in 
Sec. 86.160-00 over the SC03 cycle.
    US06 means the test cycle, described in Sec. 86.159-00 and listed 
in appendix I, paragraph (g), of this part, which is designed to 
evaluate emissions during aggressive and microtransient driving.
    4. A new Sec. 86.000-3 is added to subpart A to read as follows:


Sec. 86.000-3  Abbreviations.

    The abbreviations in Sec. 86.098-3 continue to apply to 1998 and 
later model year vehicles. The abbreviations in this section apply 
beginning with the 2000 model year:

A/C--Air conditioning
FTP--Federal Test Procedure
SFTP--Supplemental Federal Test Procedure
WOT--Wide Open Throttle

    5. A new Sec. 86.000-7 is added to subpart A to read as follows:


Sec. 86.000-7  Maintenance of records; submittal of information; right 
of entry.

    Section 86.000-7 includes text that specifies requirements that 
differ from Sec. 86.091-7, Sec. 86.094-7 or Sec. 86.096-7. Where a 
paragraph in Sec. 86.091-7, Sec. 86.094-7 or Sec. 86.096-7 is identical 
and applicable to Sec. 86.000-7, this may be indicated by specifying 
the corresponding paragraph and the statement ``[Reserved]. For 
guidance see Sec. 86.091-7.'' or ``[Reserved]. For guidance see 
Sec. 86.094-7.'' or ``[Reserved]. For guidance see Sec. 86.096-7.''
    (a) introductory text through (a)(2) [Reserved]. For guidance see 
Sec. 86.091-7.
    (a)(3) [Reserved]. For guidance see Sec. 86.094-7.
    (b) through (c)(2) [Reserved]. For guidance see Sec. 86.091-7.
    (c)(3) [Reserved]. For guidance see Sec. 86.094-7.
    (c)(4) through (d)(1)(v) [Reserved]. For guidance see Sec. 86.091-
7.
    (d)(1)(vi) through (d)(2)(iv) [Reserved]. For guidance see 
Sec. 86.094-7.
    (d)(3) through (g) [Reserved]. For guidance see Sec. 86.091-7.
    (h)(1) The manufacturer (or contractor for the manufacturer, if 
applicable) of any model year 2000 through 2002 light-duty vehicle or 
light light-duty truck or model year 2002 through 2004 heavy light-duty 
truck that is certified shall establish, maintain, and retain the 
following adequately organized and indexed records for each such 
vehicle:
    (i) EPA engine family;
    (ii) Vehicle identification number;
    (iii) Model year and production date;
    (iv) Shipment date;
    (v) Purchaser; and
    (vi) Purchase contract.
    (h)(2) through (h)(5) [Reserved]. For guidance see Sec. 86.094-7.
    (h)(6) Voiding a certificate. (i) EPA may void ab initio a 
certificate for a vehicle certified to Tier 1 certification standards 
or to the respective evaporative and/or refueling test procedure and 
accompanying evaporative and/or refueling standards as set forth or 
otherwise referenced in Secs. 86.000-8, 86.000-9, or 86.098-10 for 
which the manufacturer fails to retain the records required in this 
section or to provide such information to the Administrator upon 
request.
    (h)(6)(ii) through (h)(7)(vi) [Reserved]. For guidance see 
Sec. 86.096-7.
    (h)(7)(vii) EPA evaporative/refueling family.
    6. A new Sec. 86.000-8 is added to subpart A to read as follows:


Sec. 86.000-8  Emission standards for 2000 and later model year light-
duty vehicles.

    Section 86.000-8 includes text that specifies requirements that 
differ from Sec. 86.096-8 or Sec. 86.099-8. Where a paragraph in 
Sec. 86.096-8 or Sec. 86.099-8 is identical and applicable to 
Sec. 86.000-8, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.096-
8.'' or ``[Reserved]. For guidance see Sec. 86.099-8.''
    (a)(1) introductory text through (a)(1)(ii)(B) [Reserved]. For 
guidance see Sec. 86.096-8.
    (a)(1)(iii) through (b)(4) [Reserved]. For guidance see 
Sec. 86.099-8.
    (b)(5) [Reserved]. For guidance see Sec. 86.096-8.
    (b)(6) [Reserved]. For guidance see Sec. 86.099-8.
    (c) [Reserved]. For guidance see Sec. 86.096-8.
    (d) [Reserved]. For guidance see Sec. 86.099-8.
    (e) SFTP Standards. (1) Exhaust emissions from 2000 and later model 
year light-duty vehicles shall meet the additional SFTP standards of 
Table A00-2 (defined by useful life, fuel type, and test type) 
according to the implementation schedule in Table A00-1. The standards 
set forth in Table A00-2 refer to exhaust emissions emitted over the 
Supplemental Federal Test Procedure (SFTP) as set forth in subpart B of 
this part and collected and calculated in accordance with those 
procedures. Compliance with these standards are an additional 
requirement to the required compliance with Tier 1 standards as defined 
in Secs. 86.096-8 (a)(1) introductory text through (a)(1)(ii)(B) and 
86.099-8 (a)(1)(iii) through (a)(3):

    Table A00-1.--Implementation Schedule for Light-Duty Vehicles for   
                            (NMHC+NOX) and CO                           
------------------------------------------------------------------------
                         Model year                           Percentage
------------------------------------------------------------------------
2000.......................................................           40
2001.......................................................           80
2002.......................................................          100
------------------------------------------------------------------------


[[Page 54879]]


            Table A00-2.--Useful Life Standards (G/MI) for Light-Duty Vehicles for (NMHC+NOX) and CO            
----------------------------------------------------------------------------------------------------------------
                                                                                             CO                 
                                                                NMHC+NOX  --------------------------------------
           Useful life                     Fuel type           composite                              Composite 
                                                                             A/C test    US06 test      option  
----------------------------------------------------------------------------------------------------------------
Intermediate.....................  Gasoline.................         0.65          3.0          9.0          3.4
                                   Diesel...................         1.48           NA          9.0          3.4
Full.............................  Gasoline.................         0.91          3.7         11.1          4.2
                                   Diesel...................         2.07           NA         11.1          4.2
----------------------------------------------------------------------------------------------------------------

    (i) A minimum of the percentage shown in Table A00-1 of a 
manufacturer's sales of the applicable model year's light-duty vehicles 
shall not exceed the applicable SFTP standards in Table A00-2 when 
tested under the procedures in subpart B of this part indicated for 
2000 and later model year light-duty vehicles.
    (ii) Optionally, a minimum of the percentage shown in Table A00-1 
of a manufacturer's combined sales of the applicable model year's 
light-duty vehicles and light light-duty trucks shall not exceed the 
applicable SFTP standards. Under this option, the light-duty vehicles 
shall not exceed the applicable SFTP standards in Table A00-2, and the 
light light-duty trucks shall not exceed the applicable SFTP standards 
in Table A00-4 of Sec. 86.000-9.
    (iii) Sales percentages for the purposes of determining compliance 
with this paragraph (e)(1) shall be based on total actual U.S. sales of 
light-duty vehicles of the applicable model year by a manufacturer to a 
dealer, distributor, fleet operator, broker, or any other entity which 
comprises the point of first sale. If the option of paragraph 
(e)(1)(ii) of this section is taken, such sales percentages shall be 
based on the total actual combined U.S. sales of light-duty vehicles 
and light light-duty trucks of the applicable model year by a 
manufacturer to a dealer, distributor, fleet operator, broker, or any 
other entity which comprises the point of first sale.
    (iv) The manufacturer may petition the Administrator to allow 
actual volume produced for U.S. sale to be used in lieu of actual U.S. 
sales for purposes of determining compliance with the implementation 
schedule sales percentages of Table A00-1. Such petition shall be 
submitted within 30 days of the end of the model year to the Vehicle 
Programs and Compliance Division. For the petition to be granted, the 
manufacturer must establish to the satisfaction of the Administrator 
that actual production volume is functionally equivalent to actual 
sales volume.
    (2) These SFTP standards do not apply to vehicles certified on 
alternative fuels, but the standards do apply to the gasoline and 
diesel fuel operation of flexible fuel vehicles and dual fuel vehicles.
    (3) These SFTP standards do not apply to vehicles tested at high 
altitude.
    (4) The air to fuel ratio shall not be richer at any time than the 
leanest air to fuel mixture required to obtain maximum torque (lean 
best torque), plus a tolerance of six (6) percent. The Administrator 
may approve a manufacturer's request for additional enrichment if it 
can be shown that additional enrichment is needed to protect the engine 
or emissions control hardware.
    (5) The requirement to use a single roll dynamometer (or a 
dynamometer which produces equivalent results), discussed in 
Secs. 86.108-00, 86.118-00, and 86.129-00, applies to all SFTP and FTP 
test elements as set forth in subpart B of this part for families which 
are designated as SFTP compliant under the implementation schedule in 
Table A00-1.
    (6) Small volume manufacturers, as defined in Sec. 86.094-14(b)(1) 
and (2), are exempt from the requirements of this paragraph (e) until 
model year 2002, when 100 percent compliance with the standards of this 
paragraph (e) is required. This exemption does not apply to small 
volume engine families as defined in Sec. 86.094-14(b)(5).
    (7) The manufacturer must state at the time of Application for 
Certification, based on projected U.S. sales or projected production 
for U.S. sale, which families will be used to attain the required 
implementation schedule sales percentages for certification purposes.
    (8) A manufacturer cannot use one set of engine families to meet 
its intermediate useful life standards and another to meet its full 
useful life standards. The same families which are used to meet the 
intermediate useful life standards will be required without deviation 
to meet the corresponding full useful life standards.
    (9) Compliance with composite standards shall be demonstrated using 
the calculations set forth in Sec. 86.164-00.
    (f) [Reserved]
    (g) through (k) [Reserved]. For guidance see Sec. 86.096-8.
    7. A new Sec. 86.000-9 is added to subpart A to read as follows:


Sec. 86.000-9  Emission standards for 2000 and later model year light-
duty trucks.

    Section 86.000-9 includes text that specifies requirements that 
differ from Sec. 86.097-9 or Sec. 86.099-9. Where a paragraph in 
Sec. 86.097-9 or Sec. 86.099-9 is identical and applicable to 
Sec. 86.000-9, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.097-
9.'' or ``[Reserved]. For guidance see Sec. 86.099-9.''
    (a)(1) introductory text through (a)(1)(iii) [Reserved]. For 
guidance see Sec. 86.097-9.
    (a)(1)(iv) through (b)(4) [Reserved]. For guidance see Sec. 86.099-
9.
    (b)(5) [Reserved]
    (c) [Reserved]. For guidance see Sec. 86.097-9.
    (d) [Reserved]
    (e) SFTP Standards. (1) Light light-duty trucks. (i) Exhaust 
emissions from 2000 and later model year light light-duty trucks shall 
meet the additional SFTP standards of Table A00-4 (defined by useful 
life, fuel type, truck type, loaded vehicle weight (LVW), and test 
type) according to the implementation schedule in Table A00-3. The 
standards set forth in Table A00-4 refer to exhaust emissions emitted 
over the Supplemental Federal Test Procedure (SFTP) as set forth in 
subpart B of this part and collected and calculated in accordance with 
those procedures. Compliance with these standards are an additional 
requirement to the required compliance with Tier 1 standards as defined 
in Secs. 86.097-9(a)(1) introductory text through (a)(1)(iii) and 
86.099-9(a)(1)(iv) through (a)(3):

  Table A00-3.--Implementation Schedule for Light Light-Duty Trucks for 
                            (NMHC+NOX) and CO                           
------------------------------------------------------------------------
                         Model year                           Percentage
------------------------------------------------------------------------
2000.......................................................           40
2001.......................................................           80

[[Page 54880]]

                                                                        
2002.......................................................          100
------------------------------------------------------------------------


                              Table A00-4.--Useful Life Standards (G/MI) for Light Light-Duty Trucks for (NMHC+NOX) and CO                              
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                                     CO                 
                                                                                                        NMHC+NOX  --------------------------------------
             Useful life                      Fuel type                Truck type         LVW (lbs)    Composite                              Composite 
                                                                                                                     A/C test    US06 test      option  
--------------------------------------------------------------------------------------------------------------------------------------------------------
Intermediate.........................  Gasoline...............  LDT1...................       0-3750         0.65          3.0          9.0          3.4
                                                                LDT2...................    3751-5750         1.02          3.9         11.6          4.4
                                       Diesel.................  LDT1...................       0-3750         1.48           NA          9.0          3.4
                                                                LDT2...................    3751-5750           NA           NA           NA           NA
Full.................................  Gasoline...............  LDT1...................       0-3750         0.91          3.7         11.1          4.2
                                                                LDT2...................    3751-5750         1.37          4.9         14.6          5.5
                                       Diesel.................  LDT1...................       0-3750         2.07           NA         11.1          4.2
                                                                LDT2...................    3751-5750           NA           NA           NA           NA
--------------------------------------------------------------------------------------------------------------------------------------------------------

    (A) A minimum of the percentage shown in Table A00-3 of a 
manufacturer's sales of the applicable model year's light light-duty 
trucks shall not exceed the applicable SFTP standards in Table A00-4 
when tested under the procedures in subpart B of this part indicated 
for 2000 and later model year light light-duty trucks.
    (B) Optionally, a minimum of the percentage shown in Table A00-3 of 
a manufacturer's combined sales of the applicable model year's light-
duty vehicles and light light-duty trucks shall not exceed the 
applicable SFTP standards. Under this option, the light-duty vehicles 
shall not exceed the applicable SFTP standards in Table A00-2 of 
Sec. 86.000-8, and the light light-duty trucks shall not exceed the 
applicable SFTP standards in Table A00-4.
    (C) Sales percentages for the purposes of determining compliance 
with paragraph (e)(1)(i)(A) of this section shall be based on total 
actual U.S. sales of light light-duty trucks of the applicable model 
year by a manufacturer to a dealer, distributor, fleet operator, 
broker, or any other entity which comprises the point of first sale. If 
the option of Sec. 86.097-9(a)(1)(i)(B) is taken, such sales 
percentages shall be based on the total actual combined U.S. sales of 
light-duty vehicles and light light-duty trucks of the applicable model 
year by a manufacturer to a dealer, distributor, fleet operator, 
broker, or any other entity which comprises the point of first sale.
    (D) The manufacturer may petition the Administrator to allow actual 
volume produced for U.S. sale to be used in lieu of actual U.S. sales 
for purposes of determining compliance with the implementation schedule 
sales percentages of Table A000-3. Such petition shall be submitted 
within 30 days of the end of the model year to the Vehicle Programs and 
Compliance Division. For the petition to be granted, the manufacturer 
must establish to the satisfaction of the Administrator that actual 
production volume is functionally equivalent to actual sales volume.
    (ii) These SFTP standards do not apply to light light-duty trucks 
certified on alternative fuels, but the standards do apply to the 
gasoline and diesel fuel operation of flexible fuel vehicles and dual 
fuel vehicles.
    (iii) These SFTP standards do not apply to light light-duty trucks 
tested at high altitude.
    (iv) The air to fuel ratio shall not be richer at any time than the 
leanest air to fuel mixture required to obtain maximum torque (lean 
best torque), plus a tolerance of six (6) percent. The Administrator 
may approve a manufacturer's request for additional enrichment if it 
can be shown that additional enrichment is needed to protect the engine 
or emissions control hardware.
    (v) The requirement to use a single roll dynamometer (or a 
dynamometer which produces equivalent results), discussed in 
Secs. 86.108-00, 86.118-00, and 86.129-00, applies to all SFTP and FTP 
test elements as set forth in subpart B of this part for engine 
families which are designated as SFTP compliant under the 
implementation schedule in Table A00-3.
    (vi) Small volume manufacturers, as defined in Sec. 86.094-14(b) 
(1) and (2), are exempt from the requirements of this paragraph (e) 
until model year 2002, when 100 percent compliance with the standards 
of this paragraph (e) is required. This exemption does not apply to 
small volume engine families as defined in Sec. 86.094-14(b)(5).
    (vii) The manufacturer must state at the time of Application for 
Certification, based on projected U.S. sales or projected production 
for U.S. sale, which engine families will be used to attain the 
required implementation schedule sales percentages for certification 
purposes.
    (viii) A manufacturer cannot use one set of engine families to meet 
its intermediate useful life standards and another to meet its full 
useful life standards. The same engine families which are used to meet 
the intermediate useful life standards will be required without 
deviation to meet the corresponding full useful life standards.
    (ix) Compliance with composite standards shall be demonstrated 
using the calculations set forth in Sec. 86.164-00.
    (2) Heavy light-duty trucks. (i) Exhaust emissions from 2002 and 
later model year heavy light-duty trucks shall meet the SFTP standards 
of Table A00-6 (defined by useful life, fuel type, truck type, adjusted 
loaded vehicle weight (ALVW), and test type) according to the 
implementation schedule in Table A00-5. The standards set forth in 
Table A00-6 refer to exhaust emissions emitted over the Supplemental 
Federal Test Procedure (SFTP) as set forth in subpart B of this part 
and collected and calculated in accordance with those

[[Page 54881]]

procedures. Compliance with these standards are an additional 
requirement to the required compliance with Tier 1 standards as defined 
in Secs. 86.097-9(a)(1) introductory text through (a)(1)(iii) and 
86.099-9(a)(1)(iv) through (a)(3):

  Table A00-5.--Implementation Schedule for Heavy Light-Duty Trucks for 
                            (NMHC+NOX) and CO                           
------------------------------------------------------------------------
                        Model year                           Percentage 
------------------------------------------------------------------------
2002......................................................           40 
2003......................................................           80 
2004......................................................          100 
------------------------------------------------------------------------


                              Table A00-6.--Useful Life Standards (G/MI) for Heavy Light-Duty Trucks for (NMHC+NOX) and CO                              
--------------------------------------------------------------------------------------------------------------------------------------------------------
                                                                                                                                     CO                 
                                                                                                        NMHC+NOX  --------------------------------------
             Useful life                      Fuel type                Truck type         ALVW (lbs)   composite                              Composite 
                                                                                                                     A/C test    US06 test      option  
--------------------------------------------------------------------------------------------------------------------------------------------------------
Intermediate.........................  Gasoline...............  LDT3...................    3751-5750         1.02          3.9         11.6          4.4
                                                                LDT4...................        >5750         1.49          4.4         13.2          5.0
                                       Diesel.................  LDT3...................    3751-5750           NA           NA           NA           NA
                                                                LDT4...................        >5750           NA           NA           NA           NA
Full.................................  Gasoline...............  LDT3...................    3751-5750         1.44          5.6         16.9          6.4
                                                                LDT4...................        >5750         2.09          6.4         19.3          7.3
                                       Diesel.................  LDT3...................    3751-5750           NA           NA           NA           NA
                                                                LDT4...................        >5750           NA           NA           NA           NA
--------------------------------------------------------------------------------------------------------------------------------------------------------

    (A) A minimum of the percentage shown in Table A00-5 of a 
manufacturer's sales of the applicable model year's heavy light-duty 
trucks shall not exceed the applicable SFTP standards in Table A00-6 
when tested under the procedures in subpart B of this part indicated 
for 2002 and later model year heavy light-duty trucks.
    (B) Sales percentages for the purposes of determining compliance 
with paragraph (e)(1)(ii)(A) of this section shall be based on total 
actual U.S. sales of heavy light-duty trucks of the applicable model 
year by a manufacturer to a dealer, distributor, fleet operator, 
broker, or any other entity which comprises the point of first sale.
    (C) The manufacturer may petition the Administrator to allow actual 
volume produced for U.S. sale to be used in lieu of actual U.S. sales 
for purposes of determining compliance with the implementation schedule 
sales percentages of Table A00-5. Such petition shall be submitted 
within 30 days of the end of the model year to the Vehicle Programs and 
Compliance Division. For the petition to be granted, the manufacturer 
must establish to the satisfaction of the Administrator that actual 
production volume is functionally equivalent to actual sales volume.
    (ii) These SFTP standards do not apply to heavy light-duty trucks 
certified on alternative fuels, but the standards do apply to the 
gasoline fuel operation of flexible fuel vehicles and dual fuel 
vehicles.
    (iii) These SFTP standards do not apply to heavy light-duty trucks 
tested at high altitude.
    (iv) The air to fuel ratio shall not be richer at any time than the 
leanest air to fuel mixture required to obtain maximum torque (lean 
best torque), plus a tolerance of six (6) percent. The Administrator 
may approve a manufacturer's request for additional enrichment if it 
can be shown that additional enrichment is needed to protect the engine 
of emissions control hardware.
    (v) The requirement to use a single roll dynamometer (or a 
dynamometer which produces equivalent results), discussed in 
Secs. 86.108-00, 86.118-00, and 86.129-00, applies to all SFTP and FTP 
test elements for families which are designated as SFTP compliant under 
the implementation schedule in Table A00-5.
    (vi) Small volume manufacturers, as defined in Sec. 86.094-14(b) 
(1) and (2), are exempt from the requirements of paragraph (e) of this 
section until model year 2004, when 100 percent compliance with the 
standards of this paragraph (e) is required. This exemption does not 
apply to small volume engine families as defined in Sec. 86.094-
14(b)(5).
    (vii) The manufacturer must state at the time of Application for 
Certification, based on projected U.S. sales or projected production 
for U.S. sale, which families will be used to attain the required 
implementation schedule sales percentages for certification purposes.
    (viii) A manufacturer cannot use one set of engine families to meet 
its intermediate useful life standards and another to meet its full 
useful life standards. The same families which are used to meet the 
intermediate useful life standards will be required without deviation 
to meet the corresponding full useful life standard.
    (ix) The NOX averaging program is not applicable for 
determining compliance with the standards of Table A00-6.
    (x) Compliance with composite standards shall be demonstrated using 
the calculations set forth in Sec. 86.164-00.
    (f) [Reserved]
    (g) through (k) [Reserved]. For guidance see Sec. 86.097-9.
    8. A new Sec. 86.000-16 is added to subpart A to read as follows:


Sec. 86.000-16  Prohibition of defeat devices.

    Section 86.000-16 includes text that specifies requirements that 
differ from Sec. 86.094-16. Where a paragraph in Sec. 86.094-16 is 
identical and applicable to Sec. 86.000-16, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.094-16.''
    (a) through (d) introductory text [Reserved]. For guidance see 
Sec. 86.094-16.
    (d)(1) The manufacturer must show to the satisfaction of the 
Administrator that the vehicle design does not incorporate strategies 
that unnecessarily reduce emission control effectiveness exhibited 
during the Federal or Supplemental Federal emissions test procedures 
(FTP or SFTP) when the vehicle is operated under conditions which may 
reasonably be expected to be encountered in normal operation and use.
    (d)(2) through (d)(2)(ii) [Reserved]. For guidance see Sec. 86.094-
16.
    9. A new Sec. 86.000-21 is added to subpart A to read as follows:

[[Page 54882]]

Sec. 86.000-21  Application for certification.

    Section 86.000-21 includes text that specifies requirements that 
differ from Sec. 86.094-21, Sec. 86.096-21 or Sec. 86.098-21. Where a 
paragraph in Sec. 86.094-21, Sec. 86.096-21 or Sec. 86.098-21 is 
identical and applicable to Sec. 86.000-21, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.094-21.'' or ``[Reserved]. For guidance see 
Sec. 86.096-21.'' or ``[Reserved]. For guidance see Sec. 86.098-21.''
    (a) through (b)(1)(i)(B) [Reserved]. For guidance see Sec. 86.094-
21.
    (b)(1)(i)(C) The manufacturer must submit a Statement of Compliance 
in the application for certification which attests to the fact that 
they have assured themselves that the engine family is designed to 
comply with the intermediate temperature cold testing criteria of 
subpart C of this part, and does not unnecessarily reduce emission 
control effectiveness of vehicles operating at high altitude or other 
conditions not experienced within the US06 (aggressive driving) and 
SC03 (air conditioning) test cycles.
    (b)(1)(i)(C)(1) through (b)(1)(ii)(C) [Reserved]. For guidance see 
Sec. 86.094-21.
    (b)(2) Projected U.S. sales data sufficient to enable the 
Administrator to select a test fleet representative of the vehicles (or 
engines) for which certification is requested, and data sufficient to 
determine projected compliance with the standards implementation 
schedules of Secs. 86.000-8 and 86.000-9. Volume projected to be 
produced for U.S. sale may be used in lieu of projected U.S. sales.
    (b)(3) A description of the test equipment and fuel proposed to be 
used.
    (b)(4)(i) [Reserved]. For guidance see Sec. 86.098-21.
    (b)(4)(ii) through (b)(5)(iv) [Reserved]. For guidance see 
Sec. 86.094-21.
    (b)(5)(v) [Reserved]. For guidance see Sec. 86.098-21.
    (b)(6) through (b)(8) [Reserved]. For guidance see Sec. 86.094-21.
    (b)(9) through (b)(10)(iii) [Reserved]. For guidance see 
Sec. 86.098-21.
    (c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
    (k) and (l) [Reserved]. For guidance see Sec. 86.096-21.
    10. A new Sec. 86.000-23 is added to subpart A to read as follows:


Sec. 86.000-23  Required data.

    Section 86.000-23 includes text that specifies requirements that 
differ from Sec. 86.095-23 or Sec. 86.098-23. Where a paragraph in 
Sec. 86.095-23 or Sec. 86.098-23 is identical and applicable to 
Sec. 86.000-23, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.095-
23.'' or ``[Reserved]. For guidance see Sec. 86.098-23.''
    (a) through (b)(1)(ii) [Reserved]. For guidance see Sec. 86.095-23.
    (b)(2) [Reserved]. For guidance see Sec. 86.098-23.
    (b)(3) through (b)(4)(ii) [Reserved]. For guidance see Sec. 86.095-
23.
    (b)(4)(iii) [Reserved]. For guidance see Sec. 86.098-23.
    (c) through (e)(1) [Reserved]. For guidance see Sec. 86.095-23.
    (e)(2) through (e)(3) [Reserved]. For guidance see Sec. 86.098-23.
    (f) through (k) [Reserved]. For guidance see Sec. 86.095-23.
    (l) Additionally, manufacturers certifying vehicles shall submit 
for each model year 2000 through 2002 light-duty vehicle and light 
light-duty truck engine family and each model year 2002 through 2004 
heavy light-duty truck engine family the information listed in 
paragraphs (l) (1) and (2) of this section.
    (1) Application for certification. In the application for 
certification, the manufacturer shall submit the projected sales volume 
of engine families certifying to the respective standards. Volume 
projected to be produced for U.S. sale may be used in lieu of projected 
U.S. sales.
    (2) End-of-year reports for each engine family.
    (i) These end-of-year reports shall be submitted within 90 days of 
the end of the model year to: Director, Vehicle Programs and Compliance 
Division, U.S. Environmental Protection Agency, 401 M Street, SW, 
Washington, DC, 20460.
    (ii) These reports shall indicate the model year, engine family, 
and the actual U.S. sales volume. The manufacturer may petition the 
Administrator to allow volume produced for U.S. sale to be used in lieu 
of U.S. sales. Such petition shall be submitted within 30 days of the 
end of the model year to the Manufacturers Operations Division. For the 
petition to be granted, the manufacturer must establish to the 
satisfaction of the Administrator that production volume is 
functionally equivalent to sales volume.
    (iii) The U.S. sales volume for end-of-year reports shall be based 
on the location of the point of sale to a dealer, distributor, fleet 
operator, broker, or any other entity which comprises the point of 
first sale.
    (iv) Failure by a manufacturer to submit the end-of-year report 
within the specified time may result in certificate(s) for the engine 
family(ies) certified to Tier 1 certification standards being voided ab 
initio plus any applicable civil penalties for failure to submit the 
required information to the Agency.
    (v) These reports shall include the information required under 
Sec. 86.000-7(h)(1). The information shall be organized in such a way 
as to allow the Administrator to determine compliance with the SFTP 
standards implementation schedules of Secs. 86.000-8 and 86.000-9.
    (m) [Reserved]. For guidance see Sec. 86.098-23.
    11. A new Sec. 86.000-24 is added to subpart A to read as follows:


Sec. 86.000-24   Test vehicles and engines.

    Section 86.000-24 includes text that specifies requirements that 
differ from Sec. 86.096-24 or Sec. 86.098-24. Where a paragraph in 
Sec. 86.096-24 or Sec. 86.098-24 is identical and applicable to 
Sec. 86.000-24, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.096-
24.'' or ``[Reserved]. For guidance see Sec. 86.098-24.''
    (a) introductory text through (a)(4) [Reserved]. For guidance see 
Sec. 86.096-24.
    (a)(5) through (a)(7) [Reserved]. For guidance see Sec. 86.098-24.
    (a)(8) through (b)(1) introductory text [Reserved]. For guidance 
see Sec. 86.096-24.
    (b)(1)(i) Vehicles are chosen to be operated and tested for 
emission data based upon engine family groupings. Within each engine 
family, one test vehicle is selected. If air conditioning is projected 
to be available on any vehicles within the engine family, the 
Administrator will limit selections to engine codes which have air 
conditioning available and will require that any vehicle selected under 
this section has air conditioning installed and operational. The 
Administrator selects as the test vehicle the vehicle with the heaviest 
equivalent test weight (including options) within the family which 
meets the air conditioning eligibility requirement discussed earlier in 
this section. If more than one vehicle meets this criterion, then 
within that vehicle grouping, the Administrator selects, in the order 
listed, the highest road-load power, largest displacement, the 
transmission with the highest numerical final gear ratio (including 
overdrive), the highest numerical axle ratio offered in that engine 
family, and the maximum fuel flow calibration.
    (ii) The Administrator selects one additional test vehicle from 
within each engine family. The additional vehicle

[[Page 54883]]

selected is the vehicle expected to exhibit the highest emissions of 
those vehicles remaining in the engine family. The selected vehicle 
will include an air conditioning engine code unless the Administrator 
chooses a worst vehicle configuration that is not available with air 
conditioning. If all vehicles within the engine family are similar, the 
Administrator may waive the requirements of this paragraph.
    (b)(1)(iii) through (b)(1)(vi) [Reserved]. For guidance see 
Sec. 86.096-24.
    (b)(1)(vii)(A) through (b)(1)(viii)(A) [Reserved]. For guidance see 
Sec. 86.098-24.
    (b)(1)(viii)(B) through (e)(2) [Reserved]. For guidance see 
Sec. 86.096-24.
    (f) [Reserved]. For guidance see Sec. 86.098-24.
    (g)(1) through (g)(2) [Reserved]. For guidance see Sec. 86.096-24.
    (g)(3) Except for air conditioning, where it is expected that 33 
percent or less of a carline, within an engine-system combination, will 
be equipped with an item (whether that item is standard equipment or an 
option) that can reasonably be expected to influence emissions, that 
item may not be installed on any emission data vehicle or durability 
data vehicle of that carline within that engine-system combination, 
unless that item is standard equipment on that vehicle or specifically 
required by the Administrator.
    (4) Air conditioning must be installed and operational on any 
emission data vehicle of any vehicle configuration that is projected to 
be available with air conditioning regardless of the rate of 
installation of air conditioning within the carline. Section 86.096-
24(g) (1) and (2) and paragraph (g)(3) of this section will be used to 
determine whether the weight of the air conditioner will be included in 
equivalent test weight calculations for emission testing.
    (h) [Reserved]. For guidance see Sec. 86.096-24.
    12. A new Sec. 86.000-25 is added to subpart A to read as follows:


Sec. 86.000-25   Maintenance.

    Section 86.000-25 includes text that specifies requirements that 
differ from Sec. 86.094-25 or Sec. 86.098-25. Where a paragraph in 
Sec. 86.094-25 or Sec. 86.098-25 is identical and applicable to 
Sec. 86.000-25, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.094-
25.'' or ``[Reserved]. For guidance see Sec. 86.098-25.''
    (a)(1) Applicability. This section applies to light-duty vehicles, 
light-duty trucks, and heavy-duty engines.
    (a)(2) Maintenance performed on vehicles, engines, subsystems, or 
components used to determine exhaust, evaporative or refueling emission 
deterioration factors is classified as either emission-related or non-
emission-related and each of these can be classified as either 
scheduled or unscheduled. Further, some emission-related maintenance is 
also classified as critical emission-related maintenance.
    (b) introductory text through (b)(3)(vi)(D) [Reserved]. For 
guidance see Sec. 86.094-25.
    (b)(3)(vi)(E) through (b)(3)(vi)(J) [Reserved]. For guidance see 
Sec. 86.098-25.
    (b)(3)(vii) through (b)(6)(i)(E) [Reserved]. For guidance see 
Sec. 86.094-25.
    (b)(6)(i)(F) [Reserved]. For guidance see Sec. 86.098-25.
    (b)(6)(i)(G) through (H) [Reserved]. For guidance see Sec. 86.094-
25.
    (i) When air conditioning SFTP exhaust emission tests are required, 
the manufacturer must document that the vehicle's air conditioning 
system is operating properly and that system parameters are within 
operating design specifications prior to test. Required air 
conditioning system maintenance is performed as unscheduled maintenance 
and does not require the Administrator's approval.
    13. A new Sec. 86.000-26 is added to subpart A to read as follows:


Sec. 86.000-26  Mileage and service accumulation; emission 
measurements.

    Section 86.000-26 includes text that specifies requirements that 
differ from Sec. 86.094-26, Sec. 86.095-26, Sec. 86.096-26 or 
Sec. 86.098-26. Where a paragraph in Sec. 86.094-26, Sec. 86.095-26, 
Sec. 86.096-26 or Sec. 86.098-26 is identical and applicable to 
Sec. 86.000-26, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.094-
26.'' or ``[Reserved]. For guidance see Sec. 86.095-26.'' or 
``[Reserved]. For guidance see Sec. 86.096-26.'' or ``[Reserved]. For 
guidance see Sec. 86.098-26.''
    (a)(1) [Reserved]. For guidance see Sec. 86.094-26.
    (a)(2) The standard method of whole-vehicle service accumulation 
for durability data vehicles and for emission data vehicles shall be 
mileage accumulation using the Durability Driving Schedule as specified 
in appendix IV to this part. A modified procedure may also be used if 
approved in advance by the Administrator. Except with the advance 
approval of the Administrator, all vehicles will accumulate mileage at 
a measured curb weight which is within 100 pounds of the estimated curb 
weight. If the loaded vehicle weight is within 100 pounds of being 
included in the next higher inertia weight class as specified in 
Sec. 86.129, the manufacturer may elect to conduct the respective 
emission tests at higher loaded vehicle weight.
     (3) Emission data vehicles. Unless otherwise provided for in 
Sec. 86.000-23(a), emission-data vehicles shall be operated and tested 
as described in paragraph (a)(3)(i)(A) of this section; Sec. 86.094-
26(a)(3)(i)(B) and (D), Sec. 86.098-26(a)(3)(i)(C) and (a)(3)(ii)(C), 
and Sec. 86.094-26(a)(3)(ii) (A), (B) and (D).
    (i) Otto-cycle. (A) The manufacturer shall determine, for each 
engine family, the mileage at which the engine-system combination is 
stabilized for emission-data testing. The manufacturer shall maintain, 
and provide to the Administrator if requested, a record of the 
rationale used in making this determination. The manufacturer may elect 
to accumulate 4,000 miles on each test vehicle within an engine family 
without making a determination. The manufacturer must accumulate a 
minimum of 2,000 miles (3,219 kilometers) on each test vehicle within 
an engine family. All test vehicle mileage must be accurately 
determined, recorded, and reported to the Administrator. Any vehicle 
used to represent emission-data vehicle selections under Sec. 86.000-
24(b)(1) shall be equipped with an engine and emission control system 
that has accumulated the mileage the manufacturer chose to accumulate 
on the test vehicle. Fuel economy data generated from certification 
vehicles selected in accordance with Sec. 86.000-24(b)(1) with engine-
system combinations that have accumulated more than 10,000 kilometers 
(6,200 miles) shall be factored in accordance with 40 CFR 600.006-
87(c). Complete exhaust (FTP and SFTP tests), evaporative and refueling 
(if required) emission tests shall be conducted for each emission-data 
vehicle selection under Sec. 86.000-24(b)(1). The Administrator may 
determine under Sec. 86.000-24(f) that no testing is required.
    (a)(3)(i)(B) [Reserved]. For guidance see Sec. 86.094-26.
    (a)(3)(i)(C) [Reserved]. For guidance see Sec. 86.098-26.
    (a)(3)(i)(D) through (a)(3)(ii)(B)[Reserved]. For guidance see 
Sec. 86.094-26.
    (a)(3)(ii)(C) [Reserved]. For guidance see Sec. 86.098-26.
    (a)(3)(ii)(D) through (a)(4)(i)(B)(4)[Reserved]. For guidance see 
Sec. 86.094-26.

[[Page 54884]]

    (a)(4)(i)(C) Complete exhaust emission tests shall be made at 
nominal test point mileage intervals that the manufacturer determines. 
Unless the Administrator approves a manufacturer's request to develop 
specific deterioration factors for aggressive driving (US06) and air 
conditioning (SC03) test cycle results, tail pipe exhaust emission 
deterioration factors are determined from only FTP test cycle data. At 
a minimum, two complete exhaust emission tests shall be made. The first 
test shall be made at a distance not greater than 6,250 miles. The last 
shall be made at the mileage accumulation endpoint determined in 
Sec. 86.094-26 (a)(4)(i) (A) or (B), whichever is applicable.
    (a)(4)(i)(D) through (a)(6)(ii) [Reserved]. For guidance see 
Sec. 86.094-26.
    (a)(6)(iii) The results of all emission tests shall be rounded to 
the number of places to the right of the decimal point indicated by 
expressing the applicable emission standard of this subpart to one 
additional significant figure, in accordance with the Rounding-Off 
Method specified in ASTM E29-90, Standard Practice for Using 
Significant Digits in Test Data to Determine Conformance with 
Specifications (incorporated by reference; see Sec. 86.1).
    (a)(7) through (a)(9)(i) [Reserved]. For guidance see Sec. 86.094-
26.
    (a)(9)(ii) The test procedures in Secs. 86.106 through 86.149 and 
Sec. 86.158 will be followed by the Administrator. The Administrator 
may test the vehicles at each test point. Maintenance may be performed 
by the manufacturer under such conditions as the Administrator may 
prescribe.
    (a)(9)(iii) through (b)(2) introductory text [Reserved]. For 
guidance see Sec. 86.094-26.
    (b)(2)(i) This paragraph (b)(2)(i) applies to service accumulation 
conducted under the Standard Self-Approval Durability Program of 
Sec. 86.094-13(f). The manufacturer determines the form and extent of 
this service accumulation, consistent with good engineering practice, 
and describes it in the application for certification. Service 
accumulation under the Standard Self-Approval Durability Program is 
conducted on vehicles, engines, subsystems, or components selected by 
the manufacturer under Sec. 86.000-24(c)(2)(i).
    (ii) This paragraph (b)(2)(ii) applies to service accumulation 
conducted under the Alternative Service Accumulation Durability Program 
of Sec. 86.094-13(e). The service accumulation method is developed by 
the manufacturer to be consistent with good engineering practice and to 
accurately predict the deterioration of the vehicle's emissions in 
actual use over its full useful life. The method is subject to advance 
approval by the Administrator and to verification by an in-use 
verification program conducted by the manufacturer under Sec. 86.094-
13(e)(5).
    (b)(2)(iii) through (b)(4)(i)(C) [Reserved]. For guidance see 
Sec. 86.094-26.
    (b)(4)(i)(D) through (b)(4)(ii)(D) [Reserved]. For guidance see 
Sec. 86.095-26.
    (b)(4)(iii) [Reserved].
    (b)(4)(iv) through (c)(3) [Reserved]. For guidance see Sec. 86.094-
26.
    (c)(4) [Reserved]. For guidance see Sec. 86.096-26.
    (d) introductory text through (d)(2)(i) [Reserved]. For guidance 
see Sec. 86.094-26.
    (d)(2)(ii) The results of all emission tests shall be recorded and 
reported to the Administrator. These test results shall be rounded, in 
accordance with the Rounding-Off Method specified in ASTM E29-90, 
Standard Practice for Using Significant Digits in Test Data to 
Determine Conformance with Specifications (incorporated by reference; 
see Sec. 86.1), to the number of decimal places contained in the 
applicable emission standard expressed to one additional significant 
figure.
    (d)(3) through (d)(6) [Reserved]. For guidance see Sec. 86.094-26.
    14. A new Sec. 86.000-28 is added to subpart A to read as follows:


Sec. 86.000-28   Compliance with emission standards.

    Section 86.000-28 includes text that specifies requirements that 
differ from Sec. 86.094-28 or Sec. 86.098-28. Where a paragraph in 
Sec. 86.094-28 or Sec. 86.098-28 is identical and applicable to 
Sec. 86.000-28, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.094-
28.'' or ``[Reserved]. For guidance see Sec. 86.098-28.''
    (a)(1) This paragraph (a) applies to light duty vehicles.
    (2) Each exhaust, evaporative and refueling emission standard (and 
family particulate emission limits, as appropriate) of Sec. 86.000-8 
applies to the emissions of vehicles for the appropriate useful life as 
defined in Secs. 86.000-2 and 86.000-8.
    (a)(3) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(4) Introductory text [Reserved]. For guidance see Sec. 86.098-
28.
    (a)(4)(i) Separate emission deterioration factors for each 
regulated exhaust constituent shall be determined from the FTP exhaust 
emission results of the durability-data vehicle(s) for each engine-
system combination. Unless the Administrator approves a manufacturer's 
request to develop specific deterioration factors for US06 and air 
conditioning (SC03) test results, applicable FTP deterioration factors 
will also be used to estimate intermediate and full useful life 
emissions for all SFTP regulated emission levels. Separate evaporative 
and/or refueling emission deterioration factors shall be determined for 
each evaporative/refueling emission family-emission control system 
combination from the testing conducted by the manufacturer (gasoline-
fueled and methanol-fueled vehicles only). Separate refueling emission 
deterioration factors shall be determined for each evaporative/
refueling emission family-emission control system combination from the 
testing conducted by the manufacturer (petroleum-fueled diesel cycle 
vehicles not certified under the provisions of Sec. 86.098-28(g) only).
    (a)(4)(i)(A) through (a)(4)(i)(B)(2)(i) [Reserved]. For guidance 
see Sec. 86.094-28.
    (a)(4)(i)(B)(2)(ii) These interpolated values shall be carried out 
to a minimum of four places to the right of the decimal point before 
dividing one by the other to determine the deterioration factor. The 
results shall be rounded to three places to the right of the decimal 
point in accordance with the Rounding-Off Method specified in ASTM E29-
90, Standard Practice for Using Significant Digits in Test Data to 
Determine Conformance with Specifications (incorporated by reference; 
see Sec. 86.1).
    (a)(4)(i)(B)(2)(iii) through (a)(4)(i)(B)(2)(iv) [Reserved]. For 
guidance see Sec. 86.094-28.
    (a)(4)(i)(C) through (a)(4)(i)(D)(2) [Reserved]. For guidance see 
Sec. 86.098-28.
    (a)(4)(ii)(A)(1) The official exhaust emission test results for 
each applicable exhaust emission standard for each emission data 
vehicle at the selected test point shall be multiplied by the 
appropriate deterioration factor: Provided, that if a deterioration 
factor as computed in paragraph (a)(4)(i)(B)(2)(ii) of this section is 
less than one, that deterioration factor shall be one for the purposes 
of this paragraph. For the SFTP composite standard of (NMHC+NOX), 
the measured results of NMHC and NOX must each be multiplied by 
their corresponding deterioration factors before the composite 
(NMHC+NOX) standard is calculated.
    (2) The calculation specified in paragraph (a)(4)(ii)(A)(1) of this 
section may be modified with advance approval

[[Page 54885]]

of the Administrator for engine-system combinations which are certified 
under the Alternative Service Accumulation Durability Program specified 
in Sec. 86.094-13(e).
    (a)(4)(ii)(B) through (a)(4)(ii)(C) [Reserved]. For guidance see 
Sec. 86.098-28.
    (a)(4)(iii) The emissions to compare with the standard (or the 
family particulate emission limit, as appropriate) shall be the 
adjusted emissions of Sec. 86.098-28 (a)(4)(ii)(B) and (C) and 
paragraph (a)(4)(ii)(A) of this section 211a for each emission-data 
vehicle. For the SFTP composite (NMHC+NOX) results, the individual 
deterioration factors must be applied to the applicable NMHC and 
NOX test results prior to calculating the adjusted composite 
(NMHC+NOX) level that is compared with the standard. The 
additional composite calculations that are required by the SFTP are 
discussed in Sec. 86.164-00 (Supplemental federal test procedure 
calculations). Before any emission value is compared with the standard 
(or the family particulate emission limit, as appropriate), it shall be 
rounded to two significant figures in accordance with the Rounding-Off 
Method specified in ASTM E29-90, Standard Practice for Using 
Significant Digits in Test Data to Determine Conformance with 
Specifications (incorporated by reference; see Sec. 86.1). The rounded 
emission values may not exceed the standard (or the family particulate 
emission limit, as appropriate).
    (a)(4)(iv) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(4)(v) [Reserved]. For guidance see Sec. 86.098-28.
    (a)(5) through (a)(6) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(7) introductory text [Reserved]. For guidance see Sec. 86.098-
28.
    (a)(7)(i) Separate deterioration factors shall be determined from 
the exhaust emission results of the durability data vehicles for each 
emission standard applicable under Sec. 86.000-8, for each engine 
family group. Unless the Administrator approves a manufacturer's 
request to develop specific deterioration factors for US06 and air 
conditioning (SC03) test results, applicable deterioration factors 
determined from FTP exhaust emission results will also be used to 
estimate intermediate and full useful life emissions for all SFTP 
regulated emission levels. The evaporative and/or refueling emission 
deterioration factors for each evaporative/refueling family will be 
determined and applied in accordance with Sec. 86.098-28(a)(4) 
introductory text, (a)(4)(i)(C) and (D), (a)(4)(ii)(B) and (C), and 
(a)(4)(v) and Sec. 86.094-28(a)(4)(i)(A) through (a)(4)(i)(B)(2)(i), 
(a)(4)(i)(B)(2)(iii) and (iv), and (a)(4)(iv) and paragraphs (a)(4) (i) 
introductory, (a)(4)(i)(B)(2)(ii), (a)(4)(ii)(A), and (a)(4)(iii) of 
this section.
    (a)(7)(ii) through (b)(4)(i) [Reserved]. For guidance see 
Sec. 86.094-28.
    (b)(4)(ii) Separate exhaust emission deterioration factors for each 
regulated exhaust constituent, determined from tests of vehicles, 
engines, subsystems, or components conducted by the manufacturer, shall 
be supplied for each standard and for each engine-system combination. 
Unless the Administrator approves a manufacturer's request to develop 
specific deterioration factors for US06 and air conditioning (SC03) 
test results, applicable deterioration factors determined from FTP 
exhaust emission results will also be used to estimate intermediate and 
full useful life emissions for all SFTP regulated emission levels.
    (iii) The official exhaust emission results for each applicable 
exhaust emission standard for each emission data vehicle at the 
selected test point shall be adjusted by multiplication by the 
appropriate deterioration factor. However, if the deterioration factor 
supplied by the manufacturer is less than one, it shall be one for the 
purposes of this paragraph (b)(4)(iii).
    (iv) The emissions to compare with the standard(s) (or the family 
particulate emission limit, as appropriate) shall be the adjusted 
emissions of paragraph (b)(4)(iii) of this section for each emission-
data vehicle. For the SFTP composite (NMHC+NOX) results, the 
individual deterioration factors must be applied to the applicable NMHC 
and NOX test results prior to calculating the adjusted composite 
(NMHC+NOX) level that is compared with the standard. The 
additional composite calculations that are required by the SFTP are 
discussed in Sec. 86.164-00 (Supplemental federal test procedure 
calculations). Before any emission value is compared with the standard, 
it shall be rounded to two significant figures in accordance with the 
Rounding-Off Method specified in ASTM E29-90, Standard Practice for 
Using Significant Digits in Test Data to Determine Conformance with 
Specifications (incorporated by reference; see Sec. 86.1).
    (5)(i) Paragraphs (b)(5)(i) (A) and (B) of this section apply only 
to manufacturers electing to participate in the particulate averaging 
program.
    (A) If a manufacturer chooses to change the level of any family 
particulate emission limit(s), compliance with the new limit(s) must be 
based upon existing certification data.
    (B) The production-weighted average of the family particulate 
emission limits of all applicable engine families, rounded to two 
significant figures in accordance with the Rounding-Off Method 
specified in ASTM E29-90, Standard Practice for Using Significant 
Digits in Test Data to Determine Conformance with Specifications 
(incorporated by reference; see Sec. 86.1), must comply with the 
particulate standards in Sec. 86.099-9 (a)(1)(iv) or (d)(1)(iv), or the 
composite particulate standard as defined in Sec. 86.094-2, as 
appropriate, at the end of the product year.
    (ii) Paragraphs (b)(5)(ii) (A) and (B) of this section apply only 
to manufacturers electing to participate in the NOX averaging 
program.
    (A) If a manufacturer chooses to change the level of any family 
NOX emission limit(s), compliance with the new limit(s) must be 
based upon existing certification data.
    (B) The production-weighted average of the family FTP NOX 
emission limits of all applicable engine families, rounded to two 
significant figures in accordance with the Rounding-Off Method 
specified in ASTM E29-90, Standard Practice for Using Significant 
Digits in Test Data to Determine Conformance with Specifications 
(incorporated by reference; see Sec. 86.1), must comply with the 
NOX standards of Sec. 86.099-9(a)(1)(iii) (A) or (B), or the 
composite NOX standard as defined in Sec. 86.094-2, at the end of 
the product year.
    (b)(6) [Reserved]
    (b)(7)(i) through (b)(7)(iii) [Reserved]. For guidance see 
Sec. 86.094-28.
    (b)(7)(iv) The emission value for each evaporative emission data 
vehicle to compare with the standards shall be the adjusted emission 
value of Sec. 86.094-28 (b)(7)(iii) rounded to two significant figures 
in accordance with the Rounding-Off Method specified in ASTM E29-90, 
Standard Practice for Using Significant Digits in Test Data to 
Determine Conformance with Specifications (incorporated by reference; 
see Sec. 86.1).
    (b)(8) through (c)(4)(iii)(B)(3) [Reserved]. For guidance see 
Sec. 86.094-28.
    (c)(4)(iv) The emission values for each emission data engine to 
compare with the standards (or family emission limits, as appropriate) 
shall be the adjusted emission values of Sec. 86.094-28 (c)(4)(iii), 
rounded to the same number of significant figures as contained in the 
applicable standard in accordance with the Rounding-Off Method 
specified in

[[Page 54886]]

ASTM E29-90, Standard Practice for Using Significant Digits in Test 
Data to Determine Conformance with Specifications (incorporated by 
reference; see Sec. 86.1).
    (c)(5) through (d)(4) [Reserved]. For guidance see Sec. 86.094-28.
    (d)(5) The emission level to compare with the standard shall be the 
adjusted emission level of Sec. 86.094-28 (d)(4). Before any emission 
value is compared with the standard it shall be rounded to two 
significant figures, in accordance with the Rounding-Off Method 
specified in ASTM E29-90, Standard Practice for Using Significant 
Digits in Test Data to Determine Conformance with Specifications 
(incorporated by reference; see Sec. 86.1). The rounded emission values 
may not exceed the standard.
    (6) Every test vehicle of an evaporative emission family must 
comply with the evaporative emission standard, as determined in 
paragraph (d)(5) of this section, before any vehicle in that family may 
be certified.
    (e) through (h) [Reserved]. For guidance see Sec. 86.098-28.
    15. Section 86.001-2 is amended by revising the introductory text 
to read as follows:


Sec. 86.001-2  Definitions.

    The definitions of Sec. 86.000-2 continue to apply to 2000 and 
later model year vehicles. The definitions listed in this section apply 
beginning with the 2001 model year.
* * * * *
    16. Section 86.001-9 is revised to read as follows:


Sec. 86.001-9  Emission standards for 2001 and later model year light-
duty trucks

    Section 86.001-9 includes text that specifies requirements that 
differ from Sec. 86.097-9, Sec. 86.099-9 or Sec. 86.000-9. Where a 
paragraph in Sec. 86.097-9, Sec. 86.099-9 or Sec. 86.000-9 is identical 
and applicable to Sec. 86.001-9, this may be indicated by specifying 
the corresponding paragraph and the statement ``[Reserved]. For 
guidance see Sec. 86.097-9.'' or ``[Reserved]. For guidance see 
Sec. 86.099-9.'' or ``[Reserved]. For guidance see Sec. 86.000-9.''
    (a)(1) introductory text through (a)(1)(iii) [Reserved]. For 
guidance see Sec. 86.097-9.
    (a)(1)(iv) through (b)(4) [Reserved]. For guidance see Sec. 86.099-
9.
    (b)(5) [Reserved]
    (b)(6) Vehicles certified to the refueling standards set forth in 
paragraph (d) of this section are not required to demonstrate 
compliance with the fuel dispensing spitback standards contained in 
Sec. 86.096-9 (b)(1)(iii) and (b)(2)(iii): Provided, that they meet the 
requirements of Sec. 86.001-28(f).
    (c) [Reserved]. For guidance see Sec. 86.097-9.
    (d) Refueling emissions from 2001 and later model year gasoline-
fueled and methanol-fueled Otto-cycle and petroleum-fueled and 
methanol-fueled diesel-cycle light duty trucks of 6,000 pounds or less 
GVWR shall not exceed the following standards. The standards apply 
equally to certification and in-use vehicles.
    (1) Standards--(i) Hydrocarbons (for gasoline-fueled Otto-cycle and 
petroleum-fueled diesel-cycle vehicles). 0.20 gram per gallon (0.053 
gram per liter) of fuel dispensed.
    (ii) Total Hydrocarbon Equivalent (for methanol-fueled vehicles). 
0.20 gram per gallon (0.053 gram per liter) of fuel dispensed.
    (iii) Hydrocarbons (for liquefied petroleum gas-fueled vehicles). 
0.15 gram per gallon (0.04 gram per liter) of fuel dispensed.
    (iv) Refueling receptacle (for natural gas-fueled vehicles). 
Refueling receptacles on natural gas-fueled vehicles shall comply with 
the receptacle provisions of the ANSI/AGA NGV1-1994 standard (as 
incorporated by reference in Sec. 86.1).
    (2)(i) The standards set forth in paragraphs (d)(1)(i) and (ii) of 
this section refer to a sample of refueling emissions collected under 
the conditions as set forth in subpart B of this part and measured in 
accordance with those procedures.
    (ii) For vehicles powered by petroleum-fueled diesel-cycle engines, 
the provisions set forth in paragraph (d)(1)(i) of this section may be 
waived: Provided, that the manufacturer complies with the provisions of 
Sec. 86.001-28(f).
    (3) A minimum of the percentage shown in Table A01-09 of a 
manufacturer's sales of the applicable model year's gasoline- and 
methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled 
diesel-cycle light-duty trucks of 6,000 pounds or less GVWR shall be 
tested under the procedures in subpart B of this part indicated for 
2001 and later model years, and shall not exceed the standards 
described in paragraph (d)(1) of this section. Vehicles certified in 
accordance with paragraph (d)(2)(ii) of this section, as determined by 
the provisions of Sec. 86.001-28(g), shall not be counted in the 
calculation of the percentage of compliance:

  Table A01-09.--Implementation Schedule for Light-Duty Truck Refueling 
                            Emission Testing                            
------------------------------------------------------------------------
                                                                Sales   
                         Model year                           percentage
------------------------------------------------------------------------
2001.......................................................           40
2002.......................................................           80
2003 and subsequent........................................          100
------------------------------------------------------------------------

    (e) [Reserved]. For guidance see Sec. 86.000-9.
    (f) [Reserved]
    (g) through (k) [Reserved]. For guidance see Sec. 86.097-9.
    17. Section 86.001-21 is revised to read as follows:


Sec. 86.001-21  Application for certification.

    Section 86.001-21 includes text that specifies requirements that 
differ from Sec. 86.094-21 or Sec. 86.096-21. Where a paragraph in 
Sec. 86.094-21 or Sec. 86.096-21 is identical and applicable to 
Sec. 86.001-21, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.094-
21.'' or ``[Reserved]. For guidance see Sec. 86.096-21.''
    (a) through (b)(1)(i)(B) [Reserved]. For guidance see Sec. 86.094-
21.
    (b)(1)(i)(C) The manufacturer must submit a Statement of Compliance 
in the application for certification which attests to the fact that 
they have assured themselves that the engine family is designed to 
comply with the intermediate temperature cold testing criteria of 
subpart C of this part, and does not unnecessarily reduce emission 
control effectiveness of vehicles operating at high altitude or other 
conditions not experienced within the US06 (aggressive driving) and 
SC03 (air conditioning) test cycles.
    (b)(1)(i)(C)(1) through (b)(1)(ii)(C) [Reserved]. For guidance see 
Sec. 86.094-21.
    (b)(2) Projected U.S. sales data sufficient to enable the 
Administrator to select a test fleet representative of the vehicles (or 
engines) for which certification is requested, and data sufficient to 
determine projected compliance with the standards implementation 
schedules of Sec. 86.000-8 and 86.000-9. Volume projected to be 
produced for U.S. sale may be used in lieu of projected U.S. sales.
    (b)(3) A description of the test equipment and fuel proposed to be 
used.
    (b)(4)(i) For light-duty vehicles and light-duty trucks, a 
description of the test procedures to be used to establish the 
evaporative emission and/or refueling emission deterioration factors, 
as appropriate, required to be

[[Page 54887]]

determined and supplied in Sec. 86.001-23(b)(2).
    (b)(4)(ii) through (b)(5)(iv) [Reserved]. For guidance see 
Sec. 86.094-21.
    (b)(5)(v) For light-duty vehicles and applicable light-duty trucks 
with non-integrated refueling emission control systems, the number of 
continuous UDDS cycles, determined from the fuel economy on the UDDS 
applicable to the test vehicle of that evaporative/refueling emission 
family-emission control system combination, required to use a volume of 
fuel equal to 85% of fuel tank volume.
    (b)(6) through (b)(8) [Reserved]. For guidance see Sec. 86.094-21.
    (b)(9) For each light-duty vehicle, light-duty truck, evaporative/
refueling emission family or heavy-duty vehicle evaporative emission 
family, a description of any unique procedures required to perform 
evaporative and/or refueling emission tests, as applicable, (including 
canister working capacity, canister bed volume, and fuel temperature 
profile for the running loss test) for all vehicles in that evaporative 
and/or evaporative/refueling emission family, and a description of the 
method used to develop those unique procedures.
    (10) For each light-duty vehicle or applicable light-duty truck 
evaporative/refueling emission family, or each heavy-duty vehicle 
evaporative emission family:
    (i) Canister working capacity, according to the procedures 
specified in Sec. 86.132-96(h)(1)(iv);
    (ii) Canister bed volume; and
    (iii) Fuel temperature profile for the running loss test, according 
to the procedures specified in Sec. 86.129-94(d).
    (c) through (j) [Reserved]. For guidance see Sec. 86.094-21.
    (k) and (l) [Reserved]. For guidance see Sec. 86.096-21.
    18. Section 86.001-23 is revised to read as follows:


Sec. 86.001-23  Required data.

    Section 86.001-23 includes text that specifies requirements that 
differ from Sec. 86.095-23, Sec. 86.098-23 or Sec. 86.000-23. Where a 
paragraph in Sec. 86.095-23, Sec. 86.098-23 or Sec. 86.000-23 is 
identical and applicable to Sec. 86.001-23, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.095-23.'' or ``[Reserved]. For guidance see 
Sec. 86.098-23.'' or ``[Reserved]. For guidance see Sec. 86.000-23.''
    (a) through (b)(1)(ii) [Reserved]. For guidance see Sec. 86.095-23.
    (b)(2) For light-duty vehicles and light-duty trucks, the 
manufacturer shall submit evaporative emission and/or refueling 
emission deterioration factors for each evaporative/refueling emission 
family-emission control system combination and all test data that are 
derived from testing described under Sec. 86.001-21(b)(4)(i) designed 
and conducted in accordance with good engineering practice to assure 
that the vehicles covered by a certificate issued under Sec. 86.001-30 
will meet the evaporative and/or refueling emission standards in 
Sec. 86.099-8 or Sec. 86.001-9, as appropriate, for the useful life of 
the vehicle.
    (b)(3) through (b)(4)(ii) [Reserved]. For guidance see Sec. 86.095-
23.
    (b)(4)(iii) [Reserved]. For guidance see Sec. 86.098-23.
    (c) through (e)(1) [Reserved]. For guidance see Sec. 86.095-23.
    (e)(2) For evaporative and refueling emission durability, or light-
duty truck or heavy-duty engine exhaust emission durability, a 
statement of compliance with paragraph (b)(2) of this section or 
Sec. 86.095-23(b)(1)(ii), (b)(3) or (b)(4)(i) and (ii) or Sec. 86.098-
23(b)(4)(iii), as applicable.
    (3) For certification of vehicles with non-integrated refueling 
systems, a statement that the drivedown used to purge the refueling 
canister was the same as described in the manufacturer's application 
for certification. Furthermore, a description of the procedures used to 
determine the number of equivalent UDDS miles required to purge the 
refueling canisters, as determined by the provisions of Sec. 86.001-
21(b)(5)(v) and subpart B of this part. Furthermore, a written 
statement to the Administrator that all data, analyses, test 
procedures, evaluations and other documents, on which the above 
statement is based, are available to the Administrator upon request.
    (f) through (k) [Reserved]. For guidance see Sec. 86.095-23.
    (l) [Reserved]. For guidance see Sec. 86.000-23.
    (m) [Reserved]. For guidance see Sec. 86.098-23.
    19. Section 86.001-24 is revised to read as follows:


Sec. 86.001-24  Test vehicles and engines.

    Section 86.001-24 includes text that specifies requirements that 
differ from Sec. 86.096-24, Sec. 86.098-24 or Sec. 86.000-24. Where a 
paragraph in Sec. 86.096-24, Sec. 86.098-24 or Sec. 86.000-9 is 
identical and applicable to Sec. 86.001-24, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.096-24.'' or ``[Reserved]. For guidance see 
Sec. 86.098-24.'' or ``[Reserved]. For guidance see Sec. 86.000-24.''
    (a) through (a)(4) [Reserved]. For guidance see Sec. 86.096-24.
    (a)(5) through (a)(7) [Reserved]. For guidance see Sec. 86.098-24.
    (a)(8) through (b)(1) introductory text [Reserved]. For guidance 
see Sec. 86.096-24.
    (b)(1)(i) through (b)(1)(ii) [Reserved]. For guidance see 
Sec. 86.000-24.
    (b)(1)(iii) through (b)(1)(vi) [Reserved]. For guidance see 
Sec. 86.096-24.
    (b)(1)(vii)(A) through (b)(1)(viii)(A) [Reserved]. For guidance see 
Sec. 86.098-24.
    (b)(1)(viii)(B) through (e)(2) [Reserved]. For guidance see 
Sec. 86.096-24.
    (f) Carryover and carryacross of durability and emission data. In 
lieu of testing an emission-data or durability vehicle (or engine) 
selected under Sec. 86.096-24(b)(1) introductory text, (b)(1)(iii) 
through (b)(1)(vi) and Sec. 86.000-24(b)(1)(i) through (b)(1)(ii) and 
Sec. 86.098-24(b)(1)(vii)(A) through (b)(1)(viii)(A) or Sec. 86.096-
24(c), and submitting data therefor, a manufacturer may, with the prior 
written approval of the Administrator, submit exhaust emission data, 
evaporative emission data and/or refueling emission data, as 
applicable, on a similar vehicle (or engine) for which certification 
has been obtained or for which all applicable data required under 
Sec. 86.001-23 has previously been submitted.
    (g)(1) through (g)(2) [Reserved]. For guidance see Sec. 86.096-24.
    (g)(3) through (g)(4) [Reserved]. For guidance see Sec. 86-000-24.
    (h) [Reserved]. For guidance see Sec. 86.096-24.
    20. Section 86.001-25 is revised to read as follows:


Sec. 86.001-25   Maintenance.

    Section 86.001-25 includes text that specifies requirements that 
differ from Sec. 86.094-25 or Sec. 86.098-25. Where a paragraph in 
Sec. 86.094-25 or Sec. 86.098-25 is identical and applicable to 
Sec. 86.001-25, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.094-
25.'' or ``[Reserved]. For guidance see Sec. 86.098-25.''
    (a)(1) Applicability. This section applies to light-duty vehicles, 
light-duty trucks, and heavy-duty engines.
    (2) Maintenance performed on vehicles, engines, subsystems, or 
components used to determine exhaust, evaporative or refueling emission 
deterioration factors, as appropriate, is classified as either 
emission-related or non-emission-related and each of these can be 
classified as either scheduled or

[[Page 54888]]

unscheduled. Further, some emission-related maintenance is also 
classified as critical emission-related maintenance.
    (b) introductory text through (b)(3)(vi)(D) [Reserved]. For 
guidance see Sec. 86.094-25.
    (b)(3)(vi)(E) through (b)(3)(vi)(J) [Reserved]. For guidance see 
Sec. 86.098-25.
    (b)(3)(vii) through (b)(6)(i)(E) [Reserved]. For guidance see 
Sec. 86.094-25.
    (b)(6)(i)(F) [Reserved]. For guidance see Sec. 86.098-25.
    (b)(6)(i)(G) through (H) [Reserved]. For guidance see Sec. 86.094-
25.
    (i) [Reserved]. For guidance see Sec. 86.000-25.
    21. Section 86.001-26 is revised to read as follows:


Sec. 86.001-26  Mileage and service accumulation; emission 
measurements.

    Section 86.001-26 includes text that specifies requirements that 
differ from Sec. 86.094-26, Sec. 86.095-26, Sec. 86.096-26, 
Sec. 86.098-26 or Sec. 86.000-26. Where a paragraph in Sec. 86.094-26, 
Sec. 86.095-26, Sec. 86.096-26, Sec. 86.098-26 or Sec. 86.000-26 is 
identical and applicable to Sec. 86.001-26, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.094-26.'' or ``[Reserved]. For guidance see 
Sec. 86.095-26.'' or ``[Reserved]. For guidance see Sec. 86.096-26.'' 
or ``[Reserved]. For guidance see Sec. 86.098-26.'' or ``[Reserved]. 
For guidance see Sec. 86.000-26.''
    (a)(1) [Reserved]. For guidance see Sec. 86.094-26.
    (a)(2) through (a)(3)(i)(A) [Reserved]. For guidance see 
Sec. 86.000-26.
    (a)(3)(i)(B) [Reserved]. For guidance see Sec. 86.094-26.
    (a)(3)(i)(C) [Reserved]. For guidance see Sec. 86.098-26.
    (a)(3)(i)(D) through (a)(3)(ii)(B) [Reserved]. For guidance see 
Sec. 86.094-26.
    (a)(3)(ii)(C) [Reserved]. For guidance see Sec. 86.098-26.
    (a)(3)(ii)(D) through (a)(4)(i)(B)(4) [Reserved]. For guidance see 
Sec. 86.094-26.
    (a)(4)(i)(C) [Reserved]. For guidance see Sec. 86.000-26.
    (a)(4)(i)(D) through (a)(6)(ii) [Reserved]. For guidance see 
Sec. 86.094-26.
    (a)(6)(iii) [Reserved]. For guidance see Sec. 86.000-26.
    (a)(7) through (a)(9)(i) [Reserved]. For guidance see Sec. 86.094-
26.
    (a)(9)(ii) [Reserved]. For guidance see Sec. 86.000-26.
    (a)(9)(iii) through (b)(2) introductory text [Reserved]. For 
guidance see Sec. 86.094-26.
    (b)(2)(i) through (b)(2)(ii) [Reserved]. For guidance see 
Sec. 86.000-26.
    (b)(2)(iii) [Reserved]. For guidance see Sec. 86.094-26.
    (b)(2)(iv) Service or mileage accumulation which may be part of the 
test procedures used by the manufacturer to establish evaporative and/
or refueling emission deterioration factors.
    (b)(3) through (b)(4)(i)(B) [Reserved]. For guidance see 
Sec. 86.094-26.
    (b)(4)(i)(C) Exhaust, evaporative and/or refueling emission tests 
for emission-data vehicle(s) selected for testing under Sec. 86.096-
24(b)(1)(ii), (iii) or (iv)(A) or Sec. 86.098-24(b)(1)(vii) shall be 
conducted at the mileage (2,000 mile minimum) at which the engine-
system combination is stabilized for emission testing or at 6,436 
kilometer (4,000 mile) test point under low-altitude conditions.
    (b)(4)(i)(D) through (b)(4)(ii)(B) [Reserved]. For guidance see 
Sec. 86.095-26.
    (b)(4)(ii)(C) Exhaust, evaporative and/or refueling emission tests 
for emission data vehicle(s) selected for testing under Sec. 86.094-
24(b)(1)(ii), (iii), and (iv) shall be conducted at the mileage (2,000 
mile minimum) at which the engine-system combination is stabilized for 
emission testing or at the 6,436 kilometer (4,000 mile) test point 
under low-altitude conditions.
    (b)(4)(ii)(D) [Reserved]. For guidance see Sec. 86.095-26.
    (b)(4)(iii) [Reserved]
    (b)(4)(iv) through (c)(3) [Reserved]. For guidance see Sec. 86.094-
26.
    (c)(4) [Reserved]. For guidance see Sec. 86.096-26.
    (d) through (d)(2)(i) [Reserved]. For guidance see Sec. 86.094-26.
    (d)(2)(ii) [Reserved]. For guidance see Sec. 86.000-26.
    (d)(3) through (d)(6) [Reserved]. For guidance see Sec. 86.094-26.
    22. Section 86.001-28 is revised to read as follows:


Sec. 86.001-28  Compliance with emission standards.

    Section 86.001-28 includes text that specifies requirements that 
differ from Sec. 86.094-28, Sec. 86.098-28 or Sec. 86.000-28. Where a 
paragraph in Sec. 86.094-28, Sec. 86.098-28 or Sec. 86.000-28 is 
identical and applicable to Sec. 86.001-28, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.094-28.'' or ``[Reserved]. For guidance see 
Sec. 86.098-28.'' or ``[Reserved]. For guidance see Sec. 86.000-28.''
    (a)(1) through (a)(2) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(3) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(4) [Reserved]. For guidance see Sec. 86.098-28.
    (a)(4)(i) introductory text [Reserved]. For guidance see 
Sec. 86.000-28.
    (a)(4)(i)(A) through (a)(4)(i)(B)(2)(i) [Reserved]. For guidance 
see Sec. 86.094-28.
    (a)(4)(i)(B)(2)(ii) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(4)(i)(B)(2)(iii) through (a)(4)(i)(B)(2)(iv) [Reserved]. For 
guidance see Sec. 86.094-28.
    (a)(4)(i)(C) through (a)(4)(i)(D)(2) [Reserved]. For guidance see 
Sec. 86.098-28.
    (a)(4)(ii)(A)(1) through (a)(4)(ii)(A)(2) [Reserved]. For guidance 
see Sec. 86.000-28.
    (a)(4)(ii)(B) through (a)(4)(ii)(C) [Reserved]. For guidance see 
Sec. 86.098-28.
    (a)(4)(iii) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(4)(iv) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(4)(v) [Reserved]. For guidance see Sec. 86.098-28.
    (a)(5) through (a)(6) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(7) introductory text [Reserved]. For guidance see Sec. 86.098-
28.
    (a)(7)(i) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(7)(ii) [Reserved]. For guidance see Sec. 86.094-28.
    (b)(1) This paragraph (b) applies to light-duty trucks.
    (2) Each exhaust, evaporative and refueling emission standard (and 
family emission limits, as appropriate) of Sec. 86.001-9 applies to the 
emissions of vehicles for the appropriate useful life as defined in 
Secs. 86.098-2 and 86.001-9.
    (b)(3) through (b)(4)(i) [Reserved]. For guidance see Sec. 86.094-
28.
    (b)(4)(ii) through (b)(6) [Reserved]. For guidance see Sec. 86.000-
28.
    (b)(7)(i) This paragraph (b)(7) describes the procedure for 
determining compliance of a new vehicle with evaporative emission 
standards. The procedure described here shall be used for all vehicles 
in applicable model years.
    (ii) The manufacturer shall determine, based on testing described 
in Sec. 86.001-21(b)(4)(i)(A), and supply an evaporative emission 
deterioration factor for each evaporative/refueling emission family-
emission control system combination. The factor shall be calculated by 
subtracting the emission level at the selected test point from the 
emission level at the useful life point.
    (iii) The official evaporative emission test results for each 
evaporative/refueling emission-data vehicle at the selected test point 
shall be adjusted by the addition of the appropriate

[[Page 54889]]

deterioration factor. However, if the deterioration factor supplied by 
the manufacturer is less than zero, it shall be zero for the purposes 
of this paragraph (b)(7)(iii).
    (iv) The evaporative emission value for each emission-data vehicle 
to compare with the standards shall be the adjusted emission value of 
paragraph (b)(7)(iii) of this section rounded to two significant 
figures in accordance with the Rounding-Off Method specified in ASTM 
E29-90, Standard Practice for Using Significant Digits in Test Data to 
Determine Conformance with Specifications (incorporated by reference; 
see Sec. 86.1).
    (8)(i) This paragraph (b)(8) describes the procedure for 
determining compliance of a new vehicle with refueling emission 
standards. The procedure described here shall be used for all 
applicable vehicles in the applicable model years.
    (ii) The manufacturer shall determine, based on testing described 
in Sec. 86.001-21(b)(4)(i)(B), and supply a refueling emission 
deterioration factor for each evaporative/refueling emission family-
emission control system combination. The factor shall be calculated by 
subtracting the emission level at the selected test point from the 
emission level at the useful life point.
    (iii) The official refueling emission test results for each 
evaporative/refueling emission-data vehicle at the selected test point 
shall be adjusted by the addition of the appropriate deterioration 
factor. However, if the deterioration factor supplied by the 
manufacturer is less than zero, it shall be zero for the purposes of 
this paragraph (b)(8)(iii).
    (iv) The emission value for each evaporative emission-data vehicle 
to compare with the standards shall be the adjusted emission value of 
paragraph (b)(8)(iii) of this section rounded to two significant 
figures in accordance with the Rounding-Off Method specified in ASTM 
E29-90, Standard Practice for Using Significant Digits in Test Data to 
Determine Conformance with Specifications (incorporated by reference; 
see Sec. 86.1).
    (9) Every test vehicle of an engine family must comply with all 
applicable standards (and family emission limits, as appropriate), as 
determined in Sec. 86.000-28(b)(4)(iv) and paragraphs (b)(7)(iv) and 
(b)(8)(iv) of this section, before any vehicle in that family will be 
certified.
    (c) Introductory text through (c)(4)(iii)(B)(3) [Reserved]. For 
guidance see Sec. 86.094-28.
    (c)(4)(iv) [Reserved]. For guidance see Sec. 86.000-28.
    (c)(5) through (d)(4) [Reserved]. For guidance see Sec. 86.094-28.
    (d)(5) through (d)(6) [Reserved]. For guidance see Sec. 86.000-28.
    (e) [Reserved]
    (f) Fuel dispensing spitback testing waiver. (1) Vehicles certified 
to the refueling emission standards set forth in Sec. 86.098-8, 86.099-
8 and 86.001-9 are not required to demonstrate compliance with the fuel 
dispensing spitback standards contained in these sections: Provided, 
that--
    (i) The manufacturer certifies that the vehicle inherently meets 
the Dispensing Spitback Standard as part of compliance with the 
refueling emission standard.
    (ii) This certification is provided in writing and applies to the 
full useful life of the vehicle.
    (2) EPA retains the authority to require testing to enforce 
compliance and to prevent non-compliance with the Fuel Dispensing 
Spitback Standard.
    (g) Inherently low refueling emission testing waiver. (1) Vehicles 
using fuels/fuel systems inherently low in refueling emissions are not 
required to conduct testing to demonstrate compliance with the 
refueling emission standards set forth in Secs. 86.098-8, 86.099-8 or 
86.001-9: Provided, that--
    (i) This provision is only available for petroleum diesel fuel. It 
is only available if the Reid Vapor Pressure of in-use diesel fuel is 
equal to or less than 1 psi (7 Kpa) and for diesel vehicles whose fuel 
tank temperatures do not exceed 130  deg.F (54  deg.C); and
    (ii) To certify using this provision the manufacturer must attest 
to the following evaluation: ``Due to the low vapor pressure of diesel 
fuel and the vehicle tank temperatures, hydrocarbon vapor 
concentrations are low and the vehicle meets the 0.20 grams/gallon 
refueling emission standard without a control system.''
    (2) The certification required in paragraph (g)(1)(ii) of this 
section must be provided in writing and must apply for the full useful 
life of the vehicle.
    (3) EPA reserves the authority to require testing to enforce 
compliance and to prevent noncompliance with the refueling emission 
standard.
    (4) Vehicles certified to the refueling emission standard under 
this provision shall not be counted in the sales percentage compliance 
determinations for the 2001, 2002 and subsequent model years.
    (h) Fixed liquid level gauge waiver. Liquefied petroleum gas-fueled 
vehicles which contain fixed liquid level gauges or other gauges or 
valves which can be opened to release fuel or fuel vapor during 
refueling, and which are being tested for refueling emissions, are not 
required to be tested with such gauges or valves open, as outlined in 
Sec. 86.157-98(d)(2), provided the manufacturer can demonstrate, to the 
satisfaction of the Administrator, that such gauges or valves would not 
be opened during refueling in-use due to inaccessibility or other 
design features that would prevent or make it very unlikely that such 
gauges or valves could be opened.
    23. Section 86.004-9 is revised to read as follows:


Sec. 86.004-9   Emission standards for 2004 and later model year light-
duty trucks.

    Section 86.004-9 includes text that specifies requirements that 
differ from Sec. 86.097-9, Sec. 86.099-9, Sec. 86.000-9 or Sec. 86.001-
9. Where a paragraph in Sec. 86.097-9, Sec. 86.099-9, Sec. 86.000-9 or 
Sec. 86.001-9 is identical and applicable to Sec. 86.004-9, this may be 
indicated by specifying the corresponding paragraph and the statement 
``[Reserved]. For guidance see Sec. 86.097-9.'' or ``[Reserved]. For 
guidance see Sec. 86.099-9.'' or ``[Reserved]. For guidance see 
Sec. 86.000-9.'' or ``[Reserved]. For guidance see Sec. 86.001-9.''
    (a)(1) introductory text through (a)(1)(iii) [Reserved]. For 
guidance see Sec. 86.097-9.
    (a)(1)(iv) through (b)(4) [Reserved]. For guidance see Sec. 86.099-
9.
    (b)(5) [Reserved]
    (b)(6) [Reserved]. For guidance see Sec. 86.001-9.
    (c) [Reserved]. For guidance see Sec. 86.097-9.
    (d) Refueling emissions from 2004 and later model year gasoline-
fueled and methanol-fueled Otto-cycle and petroleum-fueled and 
methanol-fueled diesel-cycle light-duty trucks shall not exceed the 
following standards. The standards apply equally to certification and 
in-use vehicles.
    (d)(1) through (d)(2)(ii) [Reserved]. For guidance see Sec. 86.001-
9.
    (d)(2)(iii) Heavy-duty vehicles certified as light-duty trucks 
under the provisions of Sec. 86.085-1 shall comply with the provisions 
of Sec. 86.001-9 (d)(1)(i) and (ii).
    (3)(i) All light-duty trucks of a GVWR equal to 6,000 pounds or 
less (100%) must meet the refueling emission standard.
    (ii) A minimum of the percentage shown in Table A04-09 of a 
manufacturer's sales of the applicable model year's gasoline- and 
methanol-fueled Otto-cycle and petroleum-fueled and methanol-fueled 
diesel-cycle light-duty trucks of 6,001 to 8,500 pounds GVWR shall be 
tested under the procedures in subpart B of this part indicated for 
2004 and later model years, and shall not exceed the

[[Page 54890]]

standards described in Sec. 86.001-9 (d)(1). Vehicles certified in 
accordance with Sec. 86.001-9 (d)(2)(ii), as determined by the 
provisions of Sec. 86.001-28(g), shall not be counted in the 
calculation of the percentage of compliance:

  Table A04-09.--Implementation Schedule for Light-Duty Truck Refueling 
                            Emission Testing                            
------------------------------------------------------------------------
                                                                Sales   
                         Model year                           percentage
------------------------------------------------------------------------
2004.......................................................           40
2005.......................................................           80
2006 and subsequent........................................          100
------------------------------------------------------------------------

    (e) [Reserved]. For guidance see Sec. 86.000-9.
    (f) [Reserved]
    (g) through (k) [Reserved]. For guidance see Sec. 86.097-9.
    24. Section 86.004-28 is revised to read as follows:


Sec. 86.004-28   Compliance with emission standards.

    Section 86.004-28 includes text that specifies requirements that 
differ from Sec. 86.094-28, Sec. 86.098-28, Sec. 86.000-28 or 
Sec. 86.001-28. Where a paragraph in Sec. 86.094-28, Sec. 86.098-28, 
Sec. 86.000-28 or Sec. 86.001-28 is identical and applicable to 
Sec. 86.004-28, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.094-
28.'' or ``[Reserved]. For guidance see Sec. 86.098-28.'' or 
``[Reserved]. For guidance see Sec. 86.000-28.'' or ``[Reserved]. For 
guidance see Sec. 86.001-28.''
    (a)(1) through (a)(2) [Reserved. For guidance see Sec. 86.000-28.
    (a)(3) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(4) introductory text [Reserved]. For guidance see Sec. 86.098-
28.
    (a)(4)(i) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(4)(i)(A) through (a)(4)(i)(B)(2)(i) [Reserved. For guidance see 
Sec. 86.094-28.
    (a)(4)(i)(B)(2)(ii) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(4)(i)(B)(2)(iii) through (a)(4)(i)(B)(2)(iv) [Reserved]. For 
guidance see Sec. 86.094-28.
    (a)(4)(i)(C) through (a)(4)(i)(D)(2) [Reserved]. For guidance see 
Sec. 86.098-28.
    (a)(4)(ii)(A)(1) through (a)(4)(ii)(A)(2) [Reserved]. For guidance 
see Sec. 86.000-28.
    (a)(4)(ii)(B) through (a)(4)(ii)(C) [Reserved]. For guidance see 
Sec. 86.098-28.
    (a)(4)(iii) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(4)(iv) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(4)(v) [Reserved]. For guidance see Sec. 86.098-28.
    (a)(5) through (a)(6) [Reserved]. For guidance see Sec. 86.094-28.
    (a)(7) introductory text [Reserved]. For guidance see Sec. 86.098-
28.
    (a)(7)(i) [Reserved]. For guidance see Sec. 86.000-28.
    (a)(7)(ii) [Reserved]. For guidance see Sec. 86.094-28.
    (b)(1) This paragraph (b) applies to light-duty trucks.
    (2) Each exhaust, evaporative and refueling emission standard (and 
family emission limits, as appropriate) of Sec. 86.004-9 applies to the 
emissions of vehicles for the appropriate useful life as defined in 
Secs. 86.098-2 and 86.004-9.
    (b)(3) through (b)(4)(i) [Reserved]. For guidance see Sec. 86.094-
28.
    (b)(4)(ii) through (b)(6) [Reserved]. For guidance see Sec. 86.000-
28.
    (b)(7)(i) through (b)(9) [Reserved]. For guidance see Sec. 86.001-
28.
    (c) introductory text through (c)(4)(iii)(B)(3) [Reserved]. For 
guidance see Sec. 86.094-28.
    (c)(4)(iv) [Reserved]. For guidance see Sec. 86.000-28.
    (c)(5) through (d)(4) [Reserved]. For guidance see Sec. 86.094-28.
    (d)(5) through (d)(6) [Reserved]. For guidance see Sec. 86.000-28.
    (e) [Reserved]
    (f) through (g)(3) through [Reserved]. For guidance see 
Sec. 86.001-28.
    (g)(4) Vehicles certified to the refueling emission standard under 
this provision shall not be counted in the sales percentage compliance 
determinations for the 2004, 2005 and subsequent model years.
    (h) [Reserved]. For guidance see Sec. 86.001-28.

Subpart B--[Amended]

    25. Section 86.101 is amended by removing and reserving paragraph 
(a)(2) and adding paragraph (a)(4) to read as follows:


Sec. 86.101   General applicability.

    (a) * * *
    (2) [Reserved]
* * * * *
    (4) For fuel economy testing according to part 600 of this chapter, 
in the model years of 2000 and 2001 only, manufacturers have the option 
to use the dynamometer provisions of Sec. 86.108-00(b)(1) and 
Sec. 86.129-00 (a), (b), and (c) instead of the provisions of 
Sec. 86.108-00(b)(2) and Sec. 86.129-00 (a), (e), and (f).
* * * * *
    26. A new Sec. 86.106-00 is added to subpart B to read as follows:


Sec. 86.106-00   Equipment required; overview.

    Section 86.106-00 includes text that specifies requirements that 
differ from Sec. 86.106-96. Where a paragraph in Sec. 86.106-96 is 
identical and applicable to Sec. 86.106-00, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.106-96.''
    (a) introductory text through (a)(2) [Reserved]. For guidance see 
Sec. 86.106-96.
    (a)(3) Fuel, analytical gas, and driving schedule specifications. 
Fuel specifications for exhaust and evaporative emissions testing and 
for mileage accumulation for petroleum-fueled and methanol-fueled 
vehicles are specified in Sec. 86.113. Analytical gases are specified 
in Sec. 86.114. The EPA Urban Dynamometer Driving Schedule (UDDS), 
US06, and SC03 driving schedules, for use in exhaust emission tests, 
and the New York City Cycle (NYCC), for use with the UDDS in running 
loss tests, are specified in Secs. 86.115, 86.130, 86.159, 86.160, and 
appendix I to this part.
    (b) [Reserved]
    27. A new Sec. 86.108-00 is added to subpart B to read as follows:


Sec. 86.108-00  Dynamometer.

    (a) The dynamometer shall simulate the road load force and inertia 
specified for the vehicle being tested, and shall determine the 
distance traveled during each phase of the test procedure.
    (b) Two types of dynamometer roll configurations are currently 
approved by the Administrator:
    (1) A small twin-roll dynamometer that has a nominal roll diameter 
of 8.65 inches and a nominal roll spacing of 17 inches; and
    (2)(i) An electric dynamometer that has a single roll with a 
nominal diameter of 48 inches (1.20 to 1.25 meters).
    (ii)(A) The dynamometer must be capable of dynamically controlling 
inertia load during the US06 test cycle as a function of a vehicle 
throttle position signal if a manufacturer desires using the following 
test option. Any time the duration of throttle operation greater than 
or equal to 85% of wide open throttle (WOT) is greater than or equal to 
eight seconds, the test inertia load may be adjusted during any of five 
EPA specified acceleration events by an amount of load that will 
eliminate additional throttle operation greater than or equal to 85% of 
WOT.
    (B)(1) The specific US06 schedule accelerations time periods where 
inertia load adjustments may be applied are:
    (i) 49 through 69 seconds;

[[Page 54891]]

    (ii) 83 through 97 seconds;
    (iii) 135 through 165 seconds;
    (iv) 315 through 335 seconds; and
    (v) 568 through 583 seconds.
    (2) During these five time intervals when inertia load adjustment 
is occurring, inertia load adjustment is discontinued when throttle 
operation is less than 85% of WOT or at the end of the specified time 
interval.
    (C) Each type of generic application for implementing this concept 
must receive the Administrator's approval before a manufacturer may use 
these inertia adjustments for official US06 schedule certification 
tests.
    (c) Other dynamometer configurations may be used for testing if it 
can be demonstrated that the simulated road load power and inertia are 
equivalent, and if approved in advance by the Administrator.
    (d) An electric dynamometer meeting the requirements of paragraph 
(b)(2) of this section, or a dynamometer approved as equivalent under 
paragraph (c) of this section, must be used for all types of emission 
testing in the following situations.
    (1)(i) Gasoline vehicles which are part of an engine family which 
is designated to meet the phase-in of SFTP compliance required under 
the implementation schedule of Table A00-1 of Sec. 86.000-08, or Table 
A00-3, or Table A00-5 of Sec. 86.000-09.
    (ii) Diesel LDVs and LDT1s which are part of an engine family which 
is designated to meet the phase-in of SFTP compliance required under 
the implementation schedule of Table A00-1 of Sec. 86.000-08, or Table 
A00-3, or Table A00-5 of Sec. 86.000-09.
    (2) Starting with the 2002 model year, any light-duty vehicle or 
light light-duty truck which uses any regulated fuel.
    (3) Starting with the 2004 model year, any heavy light-duty truck 
which uses any regulated fuel.
    28. A new Sec. 86.115-00 is added to subpart B to read as follows:


Sec. 86.115-00  EPA dynamometer driving schedules.

    Section 86.115-00 includes text that specifies requirements that 
differ from Sec. 86.115-78. Where a paragraph in Sec. 86.115-78 is 
identical and applicable to Sec. 86.115-00, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.115-78.''
    (a) The driving schedules for the EPA Urban Dynamometer Driving 
Schedule, US06, SC03, and the EPA New York City Cycles are contained in 
appendix I of this part. The driving schedules are defined by a smooth 
trace drawn through the specified speed vs. time relationships. They 
each consist of a distinct non-repetitive series of idle, acceleration, 
cruise, and deceleration modes of various time sequences and rates.
    (b) The driver should attempt to follow the target schedule as 
closely as possible (refer to Sec. 86.128-00 for additional cycle 
driving instructions). The speed tolerance at any given time for these 
schedules, or for a driver's aid chart approved by the Administrator, 
are as follows:
    (b)(1) through (c) [Reserved]. For guidance see Sec. 86.115-78.
    29. A new Sec. 86.118-00 is added to subpart B to read as follows:


Sec. 86.118-00  Dynamometer calibrations.

    (a) The dynamometer shall be calibrated at least once each month or 
performance verified at least once each week and then calibrated as 
required.
    (b) For large single roll electric dynamometers or equivalent 
dynamometer configurations, the dynamometer adjustment settings for 
each vehicle's emission test sequence shall be verified by comparing 
the force imposed during dynamometer operation with actual road load 
force.
    30. A new Sec. 86.127-00 is added to subpart B to read as follows:


Sec. 86.127-00  Test procedures; overview.

    Applicability. The procedures described in this and subsequent 
sections are used to determine the conformity of vehicles with the 
standards set forth in subpart A of this part for light-duty vehicles 
and light-duty trucks. Except where noted, the procedures of paragraphs 
(a) through (b) of this section, Sec. 86.127-96 (c) and (d), and the 
contents of Secs. 86.135-94, 86.136-90, 86.137-96, 86.140-94, 86.142-
90, and 86.144-94 are applicable for determining emission results for 
vehicle exhaust emission systems designed to comply with the FTP 
emission standards, or the FTP emission element required for 
determining compliance with composite SFTP standards. Paragraphs (f) 
and (g) of this section discuss the additional test elements of 
aggressive driving (US06) and air conditioning (SC03) that comprise the 
exhaust emission components of the SFTP. Section 86.127-96(e) discusses 
fuel spitback emissions and paragraphs (h) and (i) of this section are 
applicable to all vehicle emission test procedures. Section 86.127-00 
includes text that specifies requirements that differ from Sec. 86.127-
96. Where a paragraph in Sec. 86.127-96 is identical and applicable to 
Sec. 86.127-00, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.127-
96.''
    (a) The overall test consists of prescribed sequences of fueling, 
parking, and operating test conditions. Vehicles are tested for any or 
all of the following emissions:
    (1) Gaseous exhaust THC, CO, NOx, CO2 (for petroleum-
fueled and gaseous- fueled vehicles), plus CH3OH and HCHO for 
methanol-fueled vehicles, plus CH4 (for vehicles subject to the 
NMHC and NMHCE standards).
    (2) Particulates.
    (3) Evaporative HC (for gasoline-fueled, methanol-fueled and 
gaseous-fueled vehicles) and CH3OH (for methanol-fueled vehicles). 
The evaporative testing portion of the procedure occurs after the 
exhaust emission test; however, exhaust emissions need not be sampled 
to complete a test for evaporative emissions.
    (4) Fuel spitback (this test is not required for gaseous-fueled 
vehicles).
    (b) The FTP Otto-cycle exhaust emission test is designed to 
determine gaseous THC, CO, CO2, CH4, NOx, and 
particulate mass emissions from gasoline-fueled, methanol-fueled and 
gaseous-fueled Otto-cycle vehicles as well as methanol and formaldehyde 
from methanol-fueled Otto-cycle vehicles, while simulating an average 
trip in an urban area of 11 miles (18 kilometers). The test consists of 
engine start-ups and vehicle operation on a chassis dynamometer through 
a specified driving schedule (see paragraph (a), EPA Urban Dynamometer 
Driving Schedule, of Appendix I to this part). A proportional part of 
the diluted exhaust is collected continuously for subsequent analysis, 
using a constant volume (variable dilution) sampler or critical flow 
venturi sampler.
    (c) through (e) ``[Reserved]. For guidance see Sec. 86.127-96.''
    (f) The element of the SFTP for exhaust emissions related to 
aggressive driving (US06) is designed to determine gaseous THC, NMHC, 
CO, CO2, CH4, and NOx emissions from gasoline-fueled or 
diesel-fueled vehicles (see Sec. 86.158-00 Supplemental test 
procedures; overview, and Sec. 86.159-00 Exhaust emission test 
procedures for US06 emissions). The test cycle simulates urban driving 
speeds and accelerations that are not represented by the FTP Urban 
Dynamometer Driving Schedule simulated trips discussed in paragraph (b) 
of this section. The test consists of vehicle operation on a chassis 
dynamometer through a specified driving cycle (see paragraph (g), US06 
Dynamometer Driving Schedule, of Appendix I to this part). A 
proportional

[[Page 54892]]

part of the diluted exhaust is collected continuously for subsequent 
analysis, using a constant volume (variable dilution) sampler or 
critical flow venturi sampler.
    (g)(1) The element of the SFTP related to the increased exhaust 
emissions caused by air conditioning operation (SC03) is designed to 
determine gaseous THC, NMHC, CO, CO2, CH4, and NOX 
emissions from gasoline-fueled or diesel fueled vehicles related to air 
conditioning use (see Sec. 86.158-00 Supplemental federal test 
procedures; overview and Sec. 86.160-00 Exhaust emission test procedure 
for SC03 emissions). The test cycle simulates urban driving behavior 
with the air conditioner operating. The test consists of engine 
startups and vehicle operation on a chassis dynamometer through 
specified driving cycles (see paragraph (h), SC03 Dynamometer Driving 
Schedule, of Appendix I to this part). A proportional part of the 
diluted exhaust is collected continuously for subsequent analysis, 
using a constant volume (variable dilution) sampler or critical flow 
venturi sampler. The testing sequence includes an approved 
preconditioning cycle, a 10 minute soak with the engine turned off, and 
the SC03 cycle with measured exhaust emissions.
    (2) The SC03 air conditioning test is conducted with the air 
conditioner operating at specified settings and the ambient test 
conditions of:
    (i) Air temperature of 95 deg.F;
    (ii) 100 grains of water/pound of dry air (approximately 40 percent 
relative humidity);
    (iii) Simulated solar heat intensity of 850 W/m \2\ (see 
Sec. 86.161-00(d)); and
    (iv) air flow directed at the vehicle that will provide 
representative air conditioner system condenser cooling at all vehicle 
speeds (see Sec. 86.161-00(e)).
    (3) Manufacturers have the option of simulating air conditioning 
operation during testing at other ambient test conditions provided they 
can demonstrate that the vehicle tail pipe exhaust emissions are 
representative of the emissions that would result from the SC03 cycle 
test procedure and the ambient conditions of paragraph (g)(2) of this 
section. The Administrator has approved two optional air conditioning 
test simulation procedures AC1 and AC2 (see Sec. 86.162-00) for only 
the model years of 2000 through 2002. If a manufacturer desires to 
conduct simulation SC03 testing for model year 2003 and beyond, the 
simulation test procedure must be approved in advance by the 
Administrator (see Secs. 86.162-00 and 86.163-00).
    (h) Except in cases of component malfunction or failure, all 
emission control systems installed on or incorporated in a new motor 
vehicle shall be functioning during all procedures in this subpart. 
Maintenance to correct component malfunction or failure shall be 
authorized in accordance with Sec. 86.090-25.
    (i) Background concentrations are measured for all species for 
which emissions measurements are made. For exhaust testing, this 
requires sampling and analysis of the dilution air. For evaporative 
testing, this requires measuring initial concentrations. (When testing 
methanol-fueled vehicles, manufacturers may choose not to measure 
background concentrations of methanol and/or formaldehyde, and then 
assume that the concentrations are zero during calculations.)
    31. A new Sec. 86.128-00 is added to subpart B to read as follows:


Sec. 86.128-00   Transmissions.

    Section 86.128-00 includes text that specifies requirements that 
differ from Sec. 86.128-79. Where a paragraph in Sec. 86.128-79 is 
identical and applicable to Sec. 86.128-00, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.128-79.''
    (a) through (c) [Reserved]. For guidance see Sec. 86.128-79.
    (d) The vehicle shall be driven with appropriate accelerator pedal 
movement necessary to achieve the speed versus time relationship 
prescribed by the driving schedule. Both smoothing of speed variations 
and excessive accelerator pedal perturbations are to be avoided.
    (e) through (h) [Reserved]. For guidance see Sec. 86.128-79.
    32. A new Sec. 86.129-00 is added to subpart B to read as follows:


Sec. 86.129-00   Road load power test weight and inertia weight class 
determination.

    Applicability. Section 86.129-94 (a) applies to all vehicle 
testing. Section 86.129-80 (b) and (c) are applicable to vehicles from 
engine families which are not required to meet SFTP requirements, 
although a manufacturer may elect to use the requirements in paragraphs 
(e) and (f) of this section instead of Sec. 86.129-80 (b) and (c) on 
any vehicle. Section 86.129-94(d) which discusses fuel temperature 
profile, is applicable to evaporative emission running loss testing. 
Paragraphs (e) and (f) of this section are applicable to vehicles from 
engine families required to comply with SFTP requirements. Section 
86.129-00 includes text that specifies requirements that differ from 
Sec. 86.129-80 or Sec. 86.129-94. Where a paragraph in Sec. 86.129-80 
or Sec. 86.129-94 is identical and applicable to Sec. 86.129-00, this 
may be indicated by specifying the corresponding paragraph and the 
statement ``[Reserved]. For guidance see Sec. 86.129-80.'' or 
``[Reserved]. For guidance see Sec. 86.129-94.''
    (a) [Reserved]. For guidance see Sec. 86.129-94.
    (b) through (c) [Reserved]. For guidance see Sec. 86.129-80.
    (d) [Reserved]. For guidance see Sec. 86.129-94.
    (e)(1) For each test vehicle from an engine family required to 
comply with SFTP requirements, the manufacturer shall supply 
representative road load forces for the vehicle at speeds between 15 
km/hr (9.3 mph) and 115 km/hr (71.5 mph). The road load force shall 
represent vehicle operation on a smooth level road, during calm winds, 
with no precipitation, at an ambient temperature of 20  deg.C (68 
deg.F), and atmospheric pressure of 98.21 kPa. Road load force for low 
speed may be extrapolated. Manufacturers may, at their option, use road 
load forces meeting the objectives of paragraph (f) of this section for 
any vehicle.
    (2) The dynamometer's power absorption shall be set for each 
vehicle's emission test sequence such that the force imposed during 
dynamometer operation matches actual road load force at all speeds.
    (3) The 10 percent adjustment in road load power for air 
conditioning discussed in Sec. 86.129-80(b)(3), is not applicable when 
road load forces are determined for dynamometer testing using 
paragraphs (e)(1) and (e)(2) of this section.
    (f)(1) Required test dynamometer inertia weight class selections 
for the test elements of FTP, US06, and SC03 are determined by the test 
vehicles test weight basis and corresponding equivalent weight as 
listed in the tabular information of Sec. 86.129-94(a). With the 
exception of the fuel economy test weight information in footnote 4 to 
the table in Sec. 86.129-94(a), none of the other footnotes to the 
tabular listing apply to emission tests utilizing an approved single 
roll dynamometer or equivalent dynamometer configuration. All light-
duty vehicles and light light-duty trucks are to be tested at the 
inertia weight class corresponding to their equivalent test weight.
    (i) For light-duty vehicles and light light-duty trucks, test 
weight basis is loaded vehicle weight, which is the vehicle weight plus 
300 pounds.
    (ii) For heavy light-duty trucks, the definition of test weight 
basis varies depending on the SFTP test element being tested.

[[Page 54893]]

    (A) For the aggressive driving cycle (US06), the test weight basis 
is the vehicle curb weight plus 300 pounds.
    (B) For the FTP and the air conditioning (SC03) element of the 
SFTP, the test weight is the average of the curb weight plus GVWR.
    (2) Dynamic inertia load adjustments may be made to the test 
inertia weight during specific US06 acceleration events when wide open 
throttle operation is equal to or greater than eight (8) seconds (see 
Sec. 86.108-00). The dynamic inertia weight adjustment procedure must 
be approved in advance of conducting official US06 testing. The 
Administrator will perform confirmatory US06 testing using the same 
dynamometer inertia adjustment procedures as the manufacturer if:
    (i) The manufacturer submits a request to the Administrator; and
    (ii) The manufacturer provides the dynamometer hardware and/or 
software necessary for these adjustments to the Administrator.
    33. A new Sec. 86.130-00 is added to subpart B to read as follows:


Sec. 86.130-00  Test sequence; general requirements.

    Applicability. Section 86.130-96 (a) through (d) is applicable to 
vehicles tested for the FTP test. Paragraph (e) of this section is 
applicable to vehicles tested for the SFTP supplemental tests of air 
conditioning (SC03) and aggressive driving (US06). Paragraph (f) of 
this section is applicable to all emission testing. Section 86.130-00 
includes text that specifies requirements that differ from Sec. 86.130-
96. Where a paragraph in Sec. 86.130-96 is identical and applicable to 
Sec. 86.130-00, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.130-
96.''
    (a) through (d) [Reserved]. For guidance see Sec. 86.130-96.
    (e) The supplemental tests for exhaust emissions related to 
aggressive driving (US06) and air conditioning (SC03) use are conducted 
as stand-alone tests as described in Secs. 86.158-00, 86.159-00, and 
86.160-00. These tests may be performed in any sequence that maintains 
the appropriate preconditioning requirements for these tests as 
specified in Sec. 86.132-00.
    (f) If tests are invalidated after collection of emission data from 
previous test segments, the test may be repeated to collect only those 
data points needed to complete emission measurements. Compliance with 
emission standards may be determined by combining emission measurements 
from different test runs. If any emission measurements are repeated, 
the new measurements supersede previous values.
    34. A new Sec. 86.131-00 is added to subpart B to read as follows:


Sec. 86.131-00  Vehicle preparation.

    Section 86.131-00 includes text that specifies requirements that 
differ from Sec. 86.131-96. Where a paragraph in Sec. 86.131-96 is 
identical and applicable to Sec. 86.131-00, this may be indicated by 
specifying the corresponding paragraph and the statement ``[Reserved]. 
For guidance see Sec. 86.131-96.''
    (a) through (e) [Reserved]. For guidance see Sec. 86.131-96.
    (f) For vehicles to be tested for aggressive driving emissions 
(US06), provide a throttle position sensing signal that is compatible 
with the test dynamometer. This signal provides the input information 
that controls dynamometer dynamic inertia weight adjustments (see 
Secs. 86.108-00(b)(2)(ii) and 86.129-00(f)(2)). If a manufacturer 
chooses not to implement dynamic inertia adjustments for a portion or 
all of their product line, this requirement is not applicable.
    35. A new Sec. 86.132-00 is added to subpart B to read as follows:


Sec. 86.132-00  Vehicle preconditioning.

    Applicability. Section 86.132-96 (a) through (c)(1) and (d) through 
(m) and paragraph (c)(2) of this section are applicable to FTP and 
evaporative emission testing. Paragraphs (n) and (o) of this section 
are applicable to vehicles tested for the SFTP supplemental tests of 
aggressive driving (US06) and air conditioning (SC03). Section 86.132-
00 includes text that specifies requirements that differ from 
Sec. 86.132-96. Where a paragraph in Sec. 86.132-96 is identical and 
applicable to Sec. 86.132-00, this may be indicated by specifying the 
corresponding paragraph and the statement ``[Reserved]. For guidance 
see Sec. 86.132-96.''
    (a) through (c)(1) [Reserved]. For guidance see Sec. 86.132-96.
    (c)(2)(i) Once a test vehicle has completed the refueling and 
vehicle soak steps specified in Sec. 86.132-96 (b) and (c)(1), these 
steps may be omitted in subsequent testing with the same vehicle and 
the same fuel specifications, provided the vehicle remains under 
laboratory ambient temperature conditions for at least 6 hours before 
starting the next test. In such cases, each subsequent test shall begin 
with the preconditioning drive specified in Sec. 86.132-96(c)(1). The 
test vehicle may not be used to set dynamometer horsepower.
    (ii) The SFTP test elements of aggressive driving (US06) and air 
conditioning (SC03) can be run immediately or up to 72 hours after the 
official FTP and/or evaporative test sequence without refueling 
provided the vehicle has remained under laboratory ambient temperature 
conditions. If the time interval exceeds 72 hours or the vehicle leaves 
the ambient temperature conditions of the laboratory, the manufacturer 
must repeat the refueling operation.
    (d) through (m) [Reserved]. For guidance see Sec. 86.132-96.
    (n) Aggressive Driving Test (US06) Preconditioning. (1) If the US06 
test follows the exhaust emission FTP or evaporative testing, the 
refueling step may be deleted and the vehicle may be preconditioned 
using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this 
section). The test vehicle may be pushed or driven onto the test 
dynamometer. Acceptable cycles for preconditioning are as follows:
    (i) If the soak period since the last exhaust test element is less 
than or equal to two hours, preconditioning may consist of a 505, 866, 
highway, US06, or SC03 test cycles.
    (ii) If the soak period since the last exhaust test element is 
greater than two hours, preconditioning consists of one full Urban 
Dynamometer Driving Cycle. Manufacturers, at their option, may elect to 
use the preconditioning in paragraph (n)(1)(i) of this section when the 
soak period exceeds two hours.
    (iii) If a manufacturer has concerns about fuel effects on adaptive 
memory systems, a manufacturer may precondition a test vehicle on test 
fuel and the US06 cycle. Upon request from a manufacturer, the 
administrator will also perform the preconditioning with the US06 
cycle.
    (iv) The preconditioning cycles for the US06 test schedule are 
conducted at the same ambient test conditions as the certification US06 
test.
    (2) Following the preconditioning specified in paragraphs 
(n)(1)(i), (ii), and (iii) of this section, the test vehicle is 
returned to idle for one to two minutes before the start of the 
official US06 test cycle.
    (o) Air Conditioning Test (SC03) Preconditioning. (1) If the SC03 
test follows the exhaust emission FTP or evaporative testing, the 
refueling step may be deleted and the vehicle may be preconditioned 
using the fuel remaining in the tank (see paragraph (c)(2)(ii) of this 
section). The test vehicle may be pushed or driven onto the test 
dynamometer. Acceptable cycles for preconditioning are as follows:

[[Page 54894]]

    (i) If the soak period since the last exhaust test element is less 
than or equal to two hours, preconditioning may consist of a 505, 866, 
or SC03 test cycles.
    (ii) If the soak period since the last exhaust test element is 
greater than two hours, preconditioning consists of one full Urban 
Dynamometer Driving Cycle. Manufacturers, at their option, may elect to 
use the preconditioning in paragraph (o)(1)(i) of this section when the 
soak period exceeds two hours.
    (2) Following the preconditioning specified in paragraphs (o)(1)(i) 
and (ii) of this section, the test vehicle is turned off, the vehicle 
cooling fan(s) is turned off, and the vehicle is allowed to soak for 10 
minutes prior to the start of the official SC03 test cycle.
    (3) The preconditioning cycles for the SC03 air conditioning test 
and the 10 minute soak are conducted at the same ambient test 
conditions as the SC03 certification air conditioning test.
    36. A new Sec. 86.135-00 is added to subpart B to read as follows:


Sec. 86.135-00  Dynamometer procedure.

    Section 86.135-00 includes text that specifies requirements that 
differ from Sec. 86.135-90 and Sec. 86.135-94. Where a paragraph in 
Sec. 86.135-90 or Sec. 86.135-94 is identical and applicable to 
Sec. 86.135-00, this may be indicated by specifying the corresponding 
paragraph and the statement ``[Reserved]. For guidance see Sec. 86.135-
90.'' or ``[Reserved]. For guidance see Sec. 86.135-94.''
    (a) [Reserved]. For guidance see Sec. 86.135-94.
    (b) through (c) [Reserved]. For guidance see Sec. 86.135-90.
    (d) Practice runs over the prescribed driving schedule may be 
performed at test point, provided an emission sample is not taken, for 
the purpose of finding the appropriate throttle action to maintain the 
proper speed-time relationship, or to permit sampling system 
adjustment. Both smoothing of speed variations and excessive 
accelerator pedal perturbations are to be avoided. When using two-roll 
dynamometers a truer speed-time trace may be obtained by minimizing the 
rocking of the vehicle in the rolls; the rocking of the vehicle changes 
the tire rolling radius on each roll. This rocking may be minimized by 
restraining the vehicle horizontally (or nearly so) by using a cable 
and winch.
    (e) through (i) [Reserved]. For guidance see Sec. 86.135-90.
    37. A new Sec. 86.158-00 is added to subpart B to read as follows:


Sec. 86.158-00  Supplemental Federal Test Procedures; overview.

    The procedures described in Secs. 86.158-00, 86.159-00, 86.160-00, 
and 86.166-00 discuss the aggressive driving (US06) and air 
conditioning (SC03) elements of the Supplemental Federal Test 
Procedures (SFTP). These test procedures consist of two separable test 
elements: A sequence of vehicle operation that tests exhaust emissions 
with a driving schedule (US06) that tests exhaust emissions under high 
speeds and accelerations (aggressive driving); and a sequence of 
vehicle operation that tests exhaust emissions with a driving schedule 
(SC03) which includes the impacts of actual air conditioning operation. 
These test procedures (and the associated standards set forth in 
subpart A of this part) are applicable to light-duty vehicles and 
light-duty trucks.
    (a) Vehicles are tested for the exhaust emissions of THC, CO, 
NOX, CH4, and CO2. For diesel-cycle vehicles, THC is 
sampled and analyzed continuously according to the provisions of 
Sec. 86.110.
    (b) Each test procedure follows the vehicle preconditioning 
specified in Sec. 86.132-00.
    (c) US06 Test Cycle. The test procedure for emissions on the US06 
driving schedule (see Sec. 86.159-00) is designed to determine gaseous 
exhaust emissions from light-duty vehicles and light-duty trucks while 
simulating high speed and acceleration on a chassis dynamometer 
(aggressive driving). The full test consists of preconditioning the 
engine to a hot stabilized condition, as specified in Sec. 86.132-00, 
and an engine idle period of 1 to 2 minutes, after which the vehicle is 
accelerated into the US06 cycle. A proportional part of the diluted 
exhaust is collected continuously for subsequent analysis, using a 
constant volume (variable dilution) sampler or critical flow venturi 
sampler.
    (d) SC03 Test Cycle. The test procedure for determining exhaust 
emissions with the air conditioner operating (see Sec. 86.160-00) is 
designed to determine gaseous exhaust emissions from light-duty 
vehicles and light-duty trucks while simulating an urban trip during 
ambient conditions of 95  deg.F, 100 grains of water/pound of dry air 
(approximately 40 percent relative humidity), and a solar heat load 
intensity of 850 W/m2. The full test consists of vehicle 
preconditioning (see Sec. 86.132-00 paragraphs (o) (1) and (2)), an 
engine key-off 10 minute soak, an engine start, and operation over the 
SC03 cycle. A proportional part of the diluted exhaust is collected 
continuously during the engine start and the SC03 driving cycle for 
subsequent analysis, using a constant volume (variable dilution) 
sampler or critical flow venturi sampler.
    (e) The emission results from the aggressive driving test 
(Sec. 86.159-00), air conditioning test (Sec. 86.160-00), and a FTP 
test (Sec. 86.130-00 (a) through (d) and (f)) (conducted on a large 
single roll or equivalent dynamometer) are analyzed according to the 
calculation methodology in Sec. 86.164-00 and compared to the 
applicable SFTP emission standards in subpart A of this part 
(Secs. 86.108-00 and 86.109-00).
    (f) These test procedures may be run in any sequence that maintains 
the applicable preconditioning elements specified in Sec. 86.132-00.
    38. A new Sec. 86.159-00 is added to subpart B to read as follows:


Sec. 86.159-00  Exhaust emission test procedures for US06 emissions.

    (a) Overview. The dynamometer operation consists of a single, 600 
second test on the US06 driving schedule, as described in Appendix I, 
paragraph (g), of this part. The vehicle is preconditioned in 
accordance with Sec. 86.132-00, to bring it to a warmed-up stabilized 
condition. This preconditioning is followed by a 1 to 2 minute idle 
period that proceeds directly into the US06 driving schedule during 
which continuous proportional samples of gaseous emissions are 
collected for analysis. If engine stalling should occur during cycle 
operation, follow the provisions of Sec. 86.136-90 (engine starting and 
restarting). For gasoline-fueled Otto-cycle vehicles, the composite 
samples collected in bags are analyzed for THC, CO, CO2, CH4, 
and NOX. For petroleum-fueled diesel-cycle vehicles, THC is 
sampled and analyzed continuously according to the provisions of 
Sec. 86.110. Parallel bag samples of dilution air are analyzed for THC, 
CO, CO2, CH4, and NOX.
    (b) Dynamometer activities. (1) All official US06 tests shall be 
run on a large single roll electric dynamometer, or an approved 
equivalent dynamometer configuration, that satisfies the requirements 
of Sec. 86.108-00.
    (2) Position (vehicle can be driven) the test vehicle on the 
dynamometer and restrain.
    (3) Required US06 schedule test dynamometer inertia weight class 
selections are determined by the test vehicles test weight basis and 
corresponding equivalent weight as listed in the tabular information of 
Sec. 86.129-.94(a) and discussed in Sec. 86.129-00 (e) and (f).
    (4) Set the dynamometer test inertia weight and roadload horsepower

[[Page 54895]]

requirements for the test vehicle (see Sec. 86.129-00 (e) and (f). The 
dynamometer's horsepower adjustment settings shall be set to match the 
force imposed during dynamometer operation with actual road load force 
at all speeds.
    (5) The vehicle speed as measured from the dynamometer rolls shall 
be used. A speed vs. time recording, as evidence of dynamometer test 
validity, shall be supplied on request of the Administrator.
    (6) The drive wheel tires may be inflated up to a gauge pressure of 
45 psi (310 kPa), or the manufacturer's recommended pressure if higher 
than 45 psi, in order to prevent tire damage. The drive wheel tire 
pressure shall be reported with the test results.
    (7) The driving distance, as measured by counting the number of 
dynamometer roll or shaft revolutions, shall be determined for the 
test.
    (8) Four-wheel drive vehicles will be tested in a two-wheel drive 
mode of operation. Full-time four-wheel drive vehicles will have one 
set of drive wheels temporarily disengaged by the vehicle manufacturer. 
Four-wheel drive vehicles which can be manually shifted to a two-wheel 
mode will be tested in the normal on-highway two-wheel drive mode of 
operation.
    (9) During dynamometer operation, a fixed speed cooling fan with a 
maximum discharge velocity of 15,000 cfm will be positioned so as to 
direct cooling air to the vehicle in an appropriate manner with the 
engine compartment cover open. In the case of vehicles with front 
engine compartments, the fan shall be positioned within 24 inches (61 
centimeters) of the vehicle. In the case of vehicles with rear engine 
compartments (or if special designs make the above impractical), the 
cooling fan(s) shall be placed in a position to provide sufficient air 
to maintain vehicle cooling. The Administrator may approve modified 
cooling configurations or additional cooling if necessary to 
satisfactorily perform the test. In approving requests for additional 
or modified cooling, the Administrator will consider such items as 
actual road cooling data and whether such additional cooling is needed 
to provide a representative test.
    (c) The flow capacity of the CVS shall be large enough to virtually 
eliminate water condensation in the system.
    (d) Practice runs over the prescribed driving schedule may be 
performed at test point, provided an emission sample is not taken, for 
the purpose of finding the appropriate throttle action to maintain the 
proper speed-time relationship, or to permit sampling system 
adjustment.
    (e) Perform the test bench sampling sequence outlined in 
Sec. 86.140-94 prior to or in conjunction with each series of exhaust 
emission measurements.
    (f) Test activities. (1) The US06 consists of a single test which 
is directly preceded by a vehicle preconditioning in accordance with 
Sec. 86.132-00. Following the vehicle preconditioning, the vehicle is 
idled for not less than one minute and not more than two minutes. The 
equivalent dynamometer mileage of the test is 8.0 miles (1.29 km).
    (2) The following steps shall be taken for each test:
    (i) Immediately after completion of the preconditioning, idle the 
vehicle. The idle period is not to be less than one minute or not 
greater than two minutes.
    (ii) With the sample selector valves in the ``standby'' position, 
connect evacuated sample collection bags to the dilute exhaust and 
dilution air sample collection systems.
    (iii) Start the CVS (if not already on), the sample pumps, the 
temperature recorder, the vehicle cooling fan, and the heated THC 
analysis recorder (diesel-cycle only). The heat exchanger of the 
constant volume sampler, if used, petroleum-fueled diesel-cycle THC 
analyzer continuous sample line should be preheated to their respective 
operating temperatures before the test begins.
    (iv) Adjust the sample flow rates to the desired flow rate and set 
the gas flow measuring devices to zero.
    (A) For gaseous bag samples (except THC samples), the minimum flow 
rate is 0.17 cfm (0.08 liters/sec).
    (B) For THC samples, the minimum FID (or HFID in the case of 
diesel-cycle vehicles) flow rate is 0.066 cfm (0.031 liters/sec).
    (C) CFV sample flow rate is fixed by the venturi design.
    (v) Attach the exhaust tube to the vehicle tailpipe(s).
    (vi) Start the gas flow measuring device, position the sample 
selector valves to direct the sample flow into the exhaust sample bag, 
the dilution air sample bag, turn on the petroleum-fueled diesel-cycle 
THC analyzer system integrator, mark the recorder chart, and record 
both gas meter or flow measurement instrument readings, (if 
applicable).
    (vii) Place vehicle in gear after starting the gas flow measuring 
device, but prior to the first acceleration. Begin the first 
acceleration 5 seconds after starting the measuring device.
    (viii) Operate the vehicle according to the US06 driving schedule, 
as described in appendix I, paragraph (g), of this part. Manual 
transmission vehicles shall be shifted according to the manufacturer 
recommended shift schedule, subject to review and approval by the 
Administrator. For further guidance on transmissions see Sec. 86.128-
00.
    (ix) Turn the engine off 2 seconds after the end of the last 
deceleration.
    (x) Five seconds after the engine stops running, simultaneously 
turn off gas flow measuring device No. 1 (and the petroleum-fueled 
diesel hydrocarbon integrator No. 1 and mark the petroleum-fueled 
diesel hydrocarbon recorder chart if applicable) and position the 
sample selector valves to the ``standby'' position. Record the measured 
roll or shaft revolutions and the No. 1 gas meter reading or flow 
measurement instrument.
    (xi) As soon as possible, transfer the exhaust and dilution air bag 
samples to the analytical system and process the samples according to 
Sec. 86.140-94 obtaining a stabilized reading of the bag exhaust sample 
on all analyzers within 20 minutes of the end of the sample collection 
phase of the test.
    (xii) Immediately after the end of the sample period, turn off the 
cooling fan, close the engine compartment cover, disconnect the exhaust 
tube from the vehicle tailpipe(s), and drive the vehicle from 
dynamometer.
    (xiii) The CVS or CFV may be turned off, if desired.
    39. A new Sec. 86.160-00 is added to subpart B to read as follows:


Sec. 86.160-00  Exhaust emission test procedure for SC03 emissions.

     (a) Overview. The dynamometer operation consists of a single, 594 
second test on the SCO3 driving schedule, as described in appendix I, 
paragraph (h), of this part. The vehicle is preconditioned, in 
accordance with Sec. 86.132-00 of this subpart, to bring the vehicle to 
a warmed-up stabilized condition. This preconditioning is followed by a 
10 minute vehicle soak (engine off) that proceeds directly into the 
SC03 driving schedule, during which continuous proportional samples of 
gaseous emissions are collected for analysis. The entire test, 
including the preconditioning driving, vehicle soak, and SC03 official 
test cycle, is either conducted in an environmental test facility or 
under test conditions that simulates testing in an environmental test 
cell (see Sec. 86.162-00 (a) for a discussion of simulation procedure 
approvals). The environmental test facility must be capable of 
providing the following nominal ambient test conditions of: 95  deg.F 
air temperature, 100 grains of water/pound of dry air

[[Page 54896]]

(approximately 40 percent relative humidity), a solar heat load 
intensity of 850 W/m2, and vehicle cooling air flow proportional 
to vehicle speed. Section 86.161-00 discusses the minimum facility 
requirements and corresponding control tolerances for air conditioning 
ambient test conditions. The vehicle's air conditioner is operated or 
appropriately simulated for the duration of the test procedure (except 
for the vehicle 10 minute soak), including the preconditioning. For 
gasoline-fueled Otto-cycle vehicles, the composite samples collected in 
bags are analyzed for THC, CO, CO2, CH4, and NOX. For 
petroleum-fueled diesel-cycle vehicles, THC is sampled and analyzed 
continuously according to the provisions of Sec. 86.110. Parallel bag 
samples of dilution air are analyzed for THC, CO, CO2, CH4, 
and NOX.
    (b) Dynamometer activities. (1) All official air conditioning tests 
shall be run on a large single roll electric dynamometer or an 
equivalent dynamometer configuration that satisfies the requirements 
of 
Sec. 86.108-00.
    (2) Position (vehicle can be driven) the test vehicle on the 
dynamometer and restrain.
    (3) Required SC03 schedule test dynamometer inertia weight class 
selections are determined by the test vehicles test weight basis and 
corresponding equivalent weight as listed in the tabular information of 
Sec. 86.129-00(a) and discussed in Sec. 86.129-00 (e) and (f).
    (4) Set the dynamometer test inertia weight and roadload horsepower 
requirements for the test vehicle (see Sec. 86.129-00 (e) and (f)). The 
dynamometer's horsepower adjustment settings shall be set such that the 
force imposed during dynamometer operation matches actual road load 
force at all speeds.
    (5) The vehicle speed as measured from the dynamometer rolls shall 
be used. A speed vs. time recording, as evidence of dynamometer test 
validity, shall be supplied at request of the Administrator.
    (6) The drive wheel tires may be inflated up to a gauge pressure of 
45 psi (310 kPa), or the manufacturer's recommended pressure if higher 
than 45 psi, in order to prevent tire damage. The drive wheel tire 
pressure shall be reported with the test results.
    (7) The driving distance, as measured by counting the number of 
dynamometer roll or shaft revolutions, shall be determined for the 
test.
    (8) Four-wheel drive vehicles will be tested in a two-wheel drive 
mode of operation. Full-time four-wheel drive vehicles will have one 
set of drive wheels temporarily disengaged by the vehicle manufacturer. 
Four-wheel drive vehicles which can be manually shifted to a two-wheel 
mode will be tested in the normal on-highway two-wheel drive mode of 
operation.
    (c) Vehicle and test activities for testing in a full environmental 
cell. The SFTP air conditioning test in an environmental test cell is 
composed of the following sequence of activities. Alternative 
procedures which appropriately simulate full environmental cell testing 
may be approved under the provisions of Secs. 86.162-00(a) and 86.163-
00.
    (1) Drain and fill the vehicle's fuel tank to 40 percent capacity 
with test fuel. If a vehicle has gone through the drain and fuel 
sequence less than 72 hours previously and has remained under 
laboratory ambient temperature conditions, this drain and fill 
operation can be omitted (see 
Sec. 86.132-00(c)(2)(ii)).
    (2)(i) Position the variable speed cooling fan in front of the test 
vehicle with the vehicle's hood down. This air flow should provide 
representative cooling at the front of the test vehicle (air 
conditioning condenser and engine) during the SC03 driving schedule. 
See Sec. 86.161-00(e) for a discussion of cooling fan specifications.
    (ii) In the case of vehicles with rear engine compartments (or if 
this front location provides inadequate engine cooling), an additional 
cooling fan shall be placed in a position to provide sufficient air to 
maintain vehicle cooling. The fan capacity shall normally not exceed 
5300 cfm (2.50 m3/s). If, however, it can be demonstrated that 
during road operation the vehicle receives additional cooling, and that 
such additional cooling is needed to provide a representative test, the 
fan capacity may be increased or additional fans used if approved in 
advance by the Administrator.
    (3) Close all vehicle windows.
    (4) Connect the emission test sampling system to the vehicle's 
exhaust tail pipe(s).
    (5)(i) Set the environmental test cell ambient test conditions to 
the conditions defined in Sec. 86.161-00.
    (ii) Turn on the solar heating system.
    (iii) All vehicle test phases of preconditioning, soak, and the 
official SC03 test cycle are to be performed in this set of ambient 
test conditions.
    (6) Set the air conditioning system controls as follows:
    (i) A/C mode setting at Maximum.
    (ii) Airflow setting at Recirculate, if so equipped.
    (iii) Fan setting at Highest setting.
    (iv) A/C Temperature setting at full cool (for automatic systems 
set at 72  deg.F).
    (v) Air conditioning controls should be placed in the ``on'' 
position prior to vehicle starting so that the air conditioning system 
is active whenever the engine is running.
    (7) Start the vehicle (with air conditioning system on) and conduct 
a preconditioning cycle as discussed in Sec. 86.132-00(o)(1).
    (i) If engine stalling should occur during any air conditioning 
test cycle operation, follow the provisions of Sec. 86.136-90 (Engine 
starting and restarting).
    (ii) For manual transmission vehicles, the vehicle shall be shifted 
according the provisions of Sec. 86.128-00.
    (8) Following the preconditioning cycle, the test vehicle (and 
consequently the air conditioning system) and cooling fan(s) are turned 
off and the vehicle is allowed to soak in the ambient conditions of 
paragraph (c)(5) of this section for 10  1 minutes.
    (9) Start engine (with air conditioning system also running). 
Fifteen seconds after the engine starts, place vehicle in gear.
    (10) Twenty seconds after the engine starts, begin the initial 
vehicle acceleration of the driving schedule.
    (11) Operate the vehicle according to the SC03 driving schedule, as 
described in appendix I, paragraph (h), of this part.
    (12) Turn the engine off 2 seconds after the end of the last 
deceleration.
    (d) Exhaust Emission Measurement Activities. The following 
activities are performed, when applicable, in order to meet the timing 
of the vehicle test and environmental facility activities.
    (1) Perform the test bench sampling calibration sequence outlined 
in Sec. 86.140-94 prior to or in conjunction with each series of 
exhaust emission measurements.
    (2) With the sample selector valves in the ``standby'' position, 
connect evacuated sample collection bags to the dilute exhaust and 
dilution air sample collection systems.
    (3) Start the CVS (if not already on), the sample pumps, the 
temperature recorder, the vehicle cooling fan, and the heated THC 
analysis recorder (diesel-cycle only). The heat exchanger of the 
constant volume sampler, if used, petroleum-fueled diesel-cycle THC 
analyzer continuous sample line should be preheated to their respective 
operating temperatures before the test begins.
    (4) Adjust the sample flow rates to the desired flow rate and set 
the gas flow measuring devices to zero.

[[Page 54897]]

    (i) For gaseous bag samples (except THC samples), the minimum flow 
rate is 0.17 cfm (0.08 liters/sec).
    (ii) For THC samples, the minimum FID (or HFID in the case of 
diesel-cycle vehicles) flow rate is 0.066 cfm (0.031 1/sec).
    (iii) CFV sample flow rate is fixed by the venturi design.
    (5) Attach the exhaust tube to the vehicle tailpipe(s).
    (6) Start the gas flow measuring device, position the sample 
selector valves to direct the sample flow into the exhaust sample bag, 
the dilution air sample bag, turn on the petroleum-fueled diesel-cycle 
THC analyzer system integrator, mark the recorder chart, and record 
both gas meter or flow measurement instrument readings, if applicable.
    (7) Start the engine (with air conditioning system also running). 
Fifteen seconds after the engine starts, place vehicle in gear.
    (8) Twenty seconds after the engine starts, begin the initial 
vehicle acceleration of the driving schedule.
    (9) Operate the vehicle according to the SC03 driving schedule.
    (10) Turn the engine off 2 seconds after the end of the last 
deceleration.
    (11) Five seconds after the engine stops running, simultaneously 
turn off gas flow measuring device No. 1 (and the petroleum-fueled 
diesel hydrocarbon integrator No. 1 and mark the petroleum-fueled 
diesel hydrocarbon recorder chart if applicable) and position the 
sample selector valves to the ``standby'' position. Record the measured 
roll or shaft revolutions and the No. 1 gas meter reading or flow 
measurement instrument).
    (12) As soon as possible, transfer the exhaust and dilution air bag 
samples to the analytical system and process the samples according to 
Sec. 86.140 obtaining a stabilized reading of the bag exhaust sample on 
all analyzers within 20 minutes of the end of the sample collection 
phase of the test.
    (13) Immediately after the end of the sample period, turn off the 
cooling fan, close the engine compartment cover, disconnect the exhaust 
tube from the vehicle tailpipe(s), and drive the vehicle from 
dynamometer.
    (14) The CVS or CFV may be turned off, if desired.
    (e) NOX humidity correction. Calculated NOX exhaust 
emissions from air conditioning tests conducted in an environmental 
test cell at a nominal 100 grains of water/pound of dry air are to be 
corrected for humidity to 100 grains of water/pound of dry air (see the 
relationship of Sec. 86.164-00(d)).
    40. A new Sec. 86.161-00 is added to subpart B to read as follows:


Sec. 86.161-00   Air conditioning environmental test facility ambient 
requirements.

    The goal of an air conditioning test facility is to simulate the 
impact of an ambient heat load on the power requirements of the 
vehicle's air conditioning compressor while operating on a specific 
driving cycle. The environmental facility control elements that are 
discussed are ambient air temperature and humidity, minimum test cell 
size, solar heating, and vehicle frontal air flow.
    (a) Ambient air temperature. (1) Ambient air temperature is 
controlled, within the test cell, during all phases of the air 
conditioning test sequence to 95  2  deg.F on average and 
95  5  deg.F as an instantaneous measurement.
    (2) Air temperature is recorded continuously at a minimum of 30 
second intervals. Records of cell air temperatures and values of 
average test temperatures are maintained by the manufacturer for all 
certification related programs.
    (b) Ambient humidity. (1) Ambient humidity is controlled, within 
the test cell, during all phases of the air conditioning test sequence 
to an average of 100  grains of water/pound of dry air.
    (2) Humidity is recorded continuously at a minimum of 30 second 
intervals. Records of cell humidity and values of average test humidity 
are maintained by the manufacturer for all certification related 
programs.
    (c) Minimum test cell size. (1) The recommended minimum 
environmental exhaust emission test cell size is width 20 feet, length 
40 feet, and height 10 feet.
    (2) Test cells with smaller size dimensions may be approved by the 
Administrator if it can be shown that all of the ambient test condition 
performance requirements are satisfied.
    (d) Solar heat loading. (1)(i) Acceptable types of radiant energy 
emitters that may be used for simulating solar heat load are:
    (A) Metal halide;
    (B) Quartz halogen with dichroic mirrors; and
    (C) Sodium iodide.
    (ii) The Administrator will approve other types of radiant energy 
emitters if the manufacturer can show they satisfy the requirements of 
this section.
    (2) The height of the minimal cell size will dictate the type of 
radiant energy source that will satisfy the spectral distribution and 
uniformity definitions of this section.
    (3) Radiant energy specifications. (i) Simulated solar radiant 
energy intensity is determined as an average of the two points measured 
at:
    (A) Centerline of the test vehicle at the base of the windshield.
    (B) Centerline of the vehicle at the base of the rear window (truck 
and van location defined as bottom of vertical window or where an 
optional window would be located).
    (ii) The radiant energy intensity set point is 850 45 
watts/square meter.
    (iii) The definition of an acceptable spectral distribution is 
contained in the following table:

                 Definition of the Spectral Distribution                
------------------------------------------------------------------------
                                                     Percent of total   
                                                         spectrum       
                                                 -----------------------
             Band width (nanometers)                 Lower       Upper  
                                                     limit       limit  
                                                   (percent)   (percent)
------------------------------------------------------------------------
<320............................................       0           0    
 320-400........................................       0           7    
400-780.........................................      45          55    
>780............................................      35          53    
------------------------------------------------------------------------
Note: Filter the UV region between 280 and 320 wave lengths.            

    (iv) The angle of incidence of radiant energy is defined as 90 
degrees from the test cell floor.
    (v) The requirements for measuring the uniformity of radiant energy 
are:
    (A) The radiant energy uniformity tolerance is 15 
percent of the radiant energy intensity set point of 850 watts/square 
meter.
    (B) The uniformity of radiant energy intensity is measured at each 
point of a 0.5 meter grid over the entire footprint of the test vehicle 
at the elevation of one meter including the footprint edges.
    (C) Radiant energy uniformity must be checked at least every 500 
hours of emitter usage or every six months depending on which covers 
the shorter time period; and every time major changes in the solar 
simulation hardware occur.
    (vi) The radiant energy intensity measurement instrument 
specifications (minimum) are:
    (A) Sensitivity of 9 microvolts per watt/square meter;
    (B) Response time of 1 second;
    (C) Linearity of 0.5 percent; and
    (D) Cosine of 1 percent from normalization 0-70 degree 
zenith angle.
    (e) Vehicle frontal air flow. The Administrator will approve 
frontal air flow based on ``blower in box'' technology as an acceptable 
simulation of environmental air flow cooling for the air conditioning 
compressor and engine, provided the following requirements are 
satisfied.

[[Page 54898]]

    (1) The minimum air flow nozzle discharge area must be equal or 
exceed the vehicle frontal inlet area. Optimum discharge area is 18 
square feet (4.25 x 4.25), however, other sizes can be used.
    (2) Air flow volumes must be proportional to vehicle speed. With 
the above optimum discharge size, the fan volume would vary from 0 
cubic feet/minute (cfm) at 0 mph to approximately 95,000 cfm at 60 mph. 
If this fan is also the only source of cell air circulation or if fan 
operational mechanics make the 0 mph air flow requirement impractical, 
air flow of 2 mph or less will be allowed at 0 mph vehicle speed.
    (3) The fan air flow velocity vector perpendicular to the axial 
flow velocity vector shall be less than 10 percent of the mean velocity 
measured at fan speeds corresponding to vehicle speeds of 20 and 40 
mph.
    (4)(i) Fan axial air flow velocity is measured two feet from nozzle 
outlet at each point of a one foot grid over the entire discharge area.
    (ii) The uniformity of axial flow tolerance is 20 percent of the 
fan speeds corresponding to vehicle speeds of 20 and 40 mph.
    (5) The instrument used to verify the air velocity must have an 
accuracy of 2 percent of the measured air flow speed.
    (6) The fan discharge nozzle must be located 2 to 3 feet from the 
vehicle and 0 to 6 inches above the test cell floor during air 
conditioning testing. This applies to non-wind tunnel environmental 
test cells only.
    (7) The design specifications discussed in paragraphs (e)(1) 
through (e)(5) of this section must be verified by the manufacturer 
prior to conducting certification air conditioning tests.
    41. A new Sec. 86.162-00 is added to subpart B to read as follows:


Sec. 86.162-00  Approval of alternative air conditioning test 
simulations and descriptions of AC1 and AC2.

    The alternative air conditioning test procedures AC1 and AC2 are 
approved by the Administrator for all light-duty vehicles and light-
duty trucks only for the model years of 2000, 2001, and 2002. To obtain 
Administrator approval of other simulation test procedures a 
manufacturer must satisfy the requirements of paragraph (a) of this 
section and meet the requirements of Sec. 86.163-00. Air conditioning 
tests AC1 and AC2 are simulations of the environmental test cell air 
conditioning test discussed in Sec. 86.160-00. AC1 simulates, in 
standard test cell ambient conditions and with the air conditioning 
off, the exhaust emission results of air conditioning operation in an 
environmental test cell by adding additional power requirements to 
roadload dynamometer requirements. AC2 simulates, in standard test cell 
ambient conditions and with the air conditioning controls in the heat 
position, the exhaust emission results of air conditioning operation in 
an environmental test cell by adding a heat load to the passenger 
compartment. The only differences between the test activities described 
in Sec. 86.160-00 and those for AC1 and AC2 occur as the result of how 
the effect of the environmental cell ambient test conditions, defined 
in Sec. 86.160-00(c)(5)(i), are simulated in a standard test cell 
nominal ambient conditions of 76  deg.F and 50 grains of water/pound of 
dry air. Paragraph (a) of this section discusses the procedure by which 
a manufacturer can obtain Administrator approval of other air 
conditioning test simulation procedures. Paragraph (b) of this section 
describes the AC1 test procedure and paragraph (c) of this section 
describes the AC2 test procedure.
    (a) Upon petition from a manufacturer or upon the Agency's own 
initiative, the Administrator will approve a simulation of the 
environmental cell for air conditioning test (SC03) described in 
Sec. 86.160-00 providing that the procedure can be run by the 
Administrator for SEA and in-use enforcement testing and providing that 
the criteria of paragraphs (a)(1)(2), and (3) of this section are 
satisfied.
    (1) In deciding whether approvals will be granted, the 
Administrator may consider data showing how well the simulation matches 
environmental cell test data for the range of vehicles to be covered by 
the simulation including items such as the tailpipe emissions, air 
conditioning compressor load, and fuel economy.
    (2) The Administrator has approved test procedures AC1 and AC2 for 
only the model years of 2000, 2001, and 2002.
    (3) Excluding the AC1 and AC2 procedures described in paragraphs 
(b) and (c) of this section for model years 2000, 2001, and 2002, for 
any simulation approved under paragraph (a) of this section, the 
manufacturer must agree to be subject to an ongoing yearly correlation 
spot check as described in Sec. 86.163-00.
    (4) Once a simulation is approved and used by a manufacturer for 
testing for a given vehicle, EPA agrees to use the simulation test 
procedure for all official testing conducted on that vehicle by the 
Agency for certification, SEA, and recall purposes, excluding spot 
check testing and vehicles which fail the spot check criteria as 
described in Sec. 86.163-00.
    (5) EPA will moniter the aggregate results of spot check testing 
and full environmental test cells. If EPA determines, based on such 
aggregate results, that any simulation (other than the AC1 and AC2 
procedures described in paragraphs (b) and (c) of this section for the 
2000, 2001, and 2002 model years) is producing test results 
consistantly below those from a full environmental test cell, EPA may 
review its approval of the simulation.
    (b) AC1 test procedure. (1) Section 86.160-00(a) is applicable to 
the AC1 test procedure except for the discussion of the environmental 
test requirements. The AC1 test procedure simulates the effect of air 
conditioning operation in the environmental cell test conditions by 
adding the measured horsepower of the air conditioning system 
compressor, converted to an equivalent roadload component, to the 
normal dynamometer roadload horsepower.
    (2) Section 86.160-00(b) is applicable to the AC1 test procedure 
except that the dynamometer horsepower settings procedure of 
Sec. 86.160-00(b)(4) is expanded to include a horsepower increase 
adjustment.
    (i) The following describes one acceptable method of obtaining the 
required compressor horsepower and the corresponding roadload 
equivalent horsepower adjustment. Air compressor horsepower is measured 
during a SC03 air conditioning test cycle while operating in an 
environmental test cell as described in Sec. 86.160-00.
    (A) Install an air conditioning (A/C) compressor with a strain-
gauged input shaft that measures shaft torque in foot pounds. Other 
measurement techniques that produce data that can be shown will 
estimate A/C compressor horsepower are also acceptable.
    (B) Obtain the engine crankshaft to A/C compressor pulley diameter 
(D) ratio (ACPR) as:

ACPR=D(crankshaft pulley)/D(A/C pulley)

    (C) Record the following parameters, as a function of accumulated 
time (t), at least once per second from second 0 to second 600 while 
driving the SC03 cycle with the air conditioning system operating.
    (1) Engine revolutions/minute (ERPMt).
    (2) Compressor input torque in foot pounds (CTt).
    (D) For each second of data recorded from paragraph (b)(2)(i)(C) of 
this section, calculate compressor horsepower (CHPt) as:

CHPt=(CTt)(ERPMt)(ACPR)/5252

    (E) For each second of accumulated time and the data of paragraph 
(b)(2)(i)

[[Page 54899]]

(B) and (D) of this section, determine a value of air conditioning 
compressor roadload force (ACRFt) that is equivalent to the air 
conditioning compressor force on the engine as:

ACRFt=(CHPt)(375)/Vt.

where:
    Vt equals vehicle SC03 cycle speed in miles per hour for 
each accumulated second of time, and 375 is a units constant to 
convert (ACRFt) to foot pounds of force.

    (F) Values of (ACRFt) at each second of time are added to the 
corresponding roadload dynamometer force requirements of Sec. 86.129-
00(e) to obtain an approximation of the force generated by the vehicle 
engine during a SC03 test in an environmental test cell.
    (ii) The method by which the values of (ACRFt) additional 
dynamometer load is applied by the dynamometer to the vehicle tire 
surface will vary with dynamometer design and its force simulation 
capabilities. If the dynamometer has grade simulation capabilities, 
increasing load by simulating varying grades is one acceptable method 
of applying (ACRFt) values.
    (iii) For those calculated values of (ACRFt) which exceed the 
force capacity of the dynamometer being used for simulation test, 
replace the calculated values with the maximum road force capacity of 
the dynamometer. The Administrator would normally not expect 
(ACRFt) values to exceed dynamometer capability for time periods 
of more than a second.
    (iv) Values of (ACRFt) for application to AC1 testing should 
be an average of at least two runs unless the manufacturer can 
demonstrate to the Administrator that one run repeatability is 
acceptable.
    (v) Values of (ACRFt) for application to AC1 testing are to be 
obtained for each vehicle and engine family combination. If only one 
vehicle configuration is selected to represent an engine family, the 
selected configuration is the vehicle expected to produce the highest 
air conditioning load requirements. A manufacturer may petition the 
Administrator to reduce the number of (ACRFt) test vehicles for 
their product line, if they can show that the highest air conditioning 
loads are covered with a lesser number than one per family.
    (vi) Test results, calculations, and dynamometer setting values 
associated with making these roadload determinations are to be retained 
by the manufacturer as part of their certification records.
    (3) Perform the SC03 air conditioning test sequence as described in 
Sec. 86.160-00(c) with the following exceptions:
    (i) The variable speed cooling fan of Sec. 86.160-00(c)(2)(ii) is 
replaced with the fixed speed cooling fan requirements of Sec. 86.159-
00(b).
    (ii) The position of vehicle windows is optional.
    (iii) The nominal ambient air test conditions of Sec. 86.160-
00(b)(5)(i) (A) and (B) are replaced with 76  deg.F and 50 grains of 
water/pound of dry air and the solar heat load of Sec. 86.160-
00(b)(5)(i)(C) is omitted.
    (iv) The air conditioning system is not operated during the SC03 
test cycle. Operation of the air conditioning during preconditioning 
test cycles is optional.
    (4) Section 86.160-00(d) is applicable to the AC1 test procedure.
    (5) NOX humidity correction. Calculated NOX exhaust 
emissions from air conditioning tests conducted in a standard test cell 
at a nominal 50 grains of water/pound of dry air are corrected for 
humidity to 75 grains of water/pound of dry air (see the relationship 
of Sec. 86.144-94(c)(7)(iv)(B)).
    (c) AC2 test procedure. (1) section 86.160-00(a) is applicable the 
AC2 test procedure except for the discussion of the environmental test 
requirements. The AC2 test procedure simulates the effect of air 
conditioning operation in the environmental cell test conditions by 
adding heat from the vehicle's heating system to the interior of the 
passenger compartment.
    (2) Section 86.160-00(b) is applicable to the AC2 test procedure.
    (3) Section 86.160-00(c) is applicable except for the following:
    (i) Section 86.160-00(c)(3) is applicable except the drivers side 
front window is left open and all the others are closed.
    (ii) The nominal ambient air test conditions of Sec. 86.160-
00(b)(5)(i) (A) and (B) are replaced with 76  deg.F and 50 grains of 
water/pound of dry air and the solar heat load of Sec. 86.160-
00(b)(5)(i)(C) is omitted.
    (iii) The control position instruction of Sec. 86.160-00(c)(6)(iv) 
is replaced with set the A/C temperature control to the highest warm 
position (maximum for automatic systems).
    (4) Section 86.160-00(d) is applicable to the AC2 test procedure.
    (5) NOX humidity correction. Calculated NOX exhaust 
emissions from air conditioning tests conducted in a standard test cell 
at a nominal 50 grains of water/pound of dry air are corrected for 
humidity to 75 grains of water/pound of dry air (see the relationship 
of Sec. 86.144-94(c)(7)(iv)(B)).
    42. A new Sec. 86.162-03 is added to subpart B to read as follows:


Sec. 86.162-03  Approval of alternative air conditioning test 
simulations.

    (a) Upon petition from a manufacturer or upon the Agency's own 
initiative, the Administrator will approve a simulation of the 
environmental cell for air conditioning test (SC03) described in 
Sec. 86.160-00 providing that the procedure can be run by the 
Administrator for SEA and in-use enforcement testing and providing that 
the following criteria are met:
    (1) In deciding whether approvals will be granted, the 
Administrator will consider data showing how well the simulation 
matches environmental cell test data for the range of vehicles to be 
covered by the simulation including items such as the tailpipe 
emissions, air conditioning compressor load, and fuel economy.
    (2) For any simulation approved under paragraph (a) of this 
section, the manufacturer must agree to be subject to an ongoing yearly 
correlation spot check as described in Sec. 86.163-00.
    (3) Once a simulation is approved and used by a manufacturer for 
testing for a given vehicle, EPA agrees to use the simulation test 
procedure for all official testing conducted on that vehicle by the 
Agency for certification, SEA, and recall purposes, excluding spot 
check testing and vehicles which fail the spot check criteria as 
described in Sec. 86.163-00.
    (4) EPA will moniter the aggregate results of spot check testing 
and full environmental test cells. If EPA determines, based on such 
aggregate results, that any simulation is producing test results 
consistantly below those from a full environmental test cell, EPA may 
review its approval of the simulation.
    43. A new Sec. 86.163-00 is added to subpart B to read as follows:


Sec. 86.163-00  Spot check correlation procedures for vehicles tested 
using a simulation of the environmental test cell for air conditioning 
emission testing.

    This section is applicable for vehicles which are tested using a 
simulation of the environmental test cell approved under the provisions 
of Sec. 86.162-00(a).
    (a) The Administrator may select up to five emission data vehicles 
(one emission data vehicle for small volume manufacturers), including 
vehicles submitted for running change approval, each model year for any 
manufacturer undergoing the spot checking procedures of this section.
    (b) Testing conducted under this section (including testing 
performed in an environmental test cell) will be

[[Page 54900]]

considered as official data as described in Sec. 86.091-29 and used in 
determining compliance with the standards. Such testing must comply 
with all applicable emission standards of subpart A of this part. 
Retests for the purpose of emission compliance will be allowed using 
the procedures described in Sec. 86.091-29.
    (c) Spot check procedures. (1) Subject to the limitations of 
paragraphs (a) and (d)(2)(iii) of this section, the Administrator may 
require that one or more of the test vehicles which use a simulation 
rather than actual testing in an environmental test cell for air 
conditioning emission testing be submitted at a place the Administrator 
will designate for air conditioning emission testing in an 
environmental test cell as described in Sec. 86.160-00. The 
Administrator may order this testing to be conducted at a manufacturer 
facility. All manufacturers which use a simulation instead of 
environmental cell testing must have access to an environment test cell 
meeting the requirements of Sec. 86.161-00 to perform this testing.
    (2) An air conditioning emission test will be performed as 
described in Sec. 86.162-00 in a full environmental test cell.
    (i) The results of the original simulation test and the full 
environmental test cell required in paragraph (c)(1) of this section 
are compared. In order to pass the spot check, the test results must 
pass both the following two criteria:
    (A) The NOX emission results of the simulation test must be at 
least 85% of the NOX emission results of the environmental chamber 
test.
    (B) The fuel consumption of the simulation test must be at least 
95% of the fuel consumption of the environmental chamber test.
    (ii) If either of two criteria of paragraph (c)(2)(i) of this 
section were not met, a retest is allowed. The manufacturer may elect 
to conduct either a retest of the simulation procedure or the 
environmental chamber testing. In order to pass the spot check, the 
test results must pass both the following two criteria using the retest 
test result.
    (A) The NOX emission results of the simulation test must be at 
least 85% of the NOX emission results of the environmental chamber 
test.
    (B) The fuel consumption of the simulation test must be at least 
95% of the fuel consumption of the environmental chamber test.
    (iii) If either of the two criteria of paragraph (c)(2)(ii) of this 
section were not met, a second retest is allowed. The procedure not 
selected for the first retest must be used for the second retest, 
yielding two test results for each procedure. In order to pass the spot 
check, the test results must pass both the following two criteria using 
the average test result for each procedure:
    (A) The NOX emission results of the simulation test must be at 
least 85% of the NOX emission results of the environmental chamber 
test.
    (B) The fuel consumption of the simulation test must be at least 
95% of the fuel consumption of the environmental chamber test.
    (iv) If the spot check criteria have not passed after any of the 
initial test, the first retest, or the second retest the spot check is 
considered failed.
    (d) Consequences of failing a spot check. (1) If the emission 
results of the testing using the environmental test chamber passes all 
the applicable standards, those test results may be used to obtain a 
certificate of conformity.
    (2) The Administrator will allow up to 60 days for the manufacturer 
to supply additional data addressing the correlation of the simulation 
with a full environmental test cell.
    (i) If that data prove to the satisfaction of the Administrator 
that the simulation produces results that correlate sufficiently with 
the environmental test chamber, the Administrator may allow the 
continued use of the simulation.
    (ii) Otherwise, the Administrator will determine that the 
simulation fails to meet adequate correlation levels with full 
environmental testing. As a consequence of this finding, all future air 
conditioning emission testing on the population of vehicles represented 
by the failing-spot-check test vehicle (which may include past model 
year configurations) will be conducted using an environment chamber or 
a different (or corrected) approved simulation procedure.
    (iii) For each vehicle that fails a spot check, the Administrator 
may select up to two additional vehicles to test for the spot check 
that do not count against the five vehicle limit of paragraph (a) of 
this section.
    (e) EPA will monitor the aggregate results of spot check testing 
and full environmental test cells. If EPA determines, based on such 
aggregate results, that any simulation (other than the AC1 and AC2 
procedures described in paragraphs (b) and (c) of this section for the 
2000, 2001, and 2002 model years) is producing test results 
consistently below those from a full environmental test cell, EPA may 
review its approval of the simulation.
    44. A new Sec. 86.164-00 is added to subpart B to read as follows:


Sec. 86.164-00  Supplemental federal test procedure calculations.

    (a) The provisions of Sec. 86.144-94 (b) and (c) are applicable to 
this section except that the NOX humidity correction factor of 
Sec. 86.144-94(c)(7)(iv) must be modified when adjusting SC03 
environmental test cell NOX results to 100 grains of water (see 
paragraph (d) of this section). These provisions provide the procedures 
for calculating mass emission results of each regulated exhaust 
pollutant for the test schedules of FTP, US06, and SC03.
    (b) The provisions of Sec. 86.144-94(a) are applicable to this 
section. These provisions provide the procedures for determining the 
weighted mass emissions for the FTP test schedule (Ywm).
    (c)(1) When the test vehicle is equipped with air conditioning, the 
final reported test results for the SFTP composite (NMHC+NOX) and 
optional composite CO standards shall be computed by the following 
formulas.

(i) YWSFTP=0.35(YFTP)+0.37(YSC03) 0.28(YUS06)

Where:
    (A) YWSFTP=Mass emissions per mile for a particular 
pollutant weighted in terms of the contributions from the FTP, SC03, 
and US06 schedules. Values of YWSFTP are obtained for each of 
the exhaust emissions of NMHC, NOX, and CO.
    (B) YFTP=Weighted mass emissions per mile (Ywm) based on 
the measured driving distance of the FTP test schedule.
    (C) YSC03=Calculated mass emissions per mile based on the 
measured driving distance of the SC03 test schedule.
    (D) YUS06=Calculated mass emissions per mile based on the 
measured driving distance of the US06 test schedule.

(ii) Composite (NMHC+NOX)=YWSFTP(NMHC)+YWSFTP(NOX)

Where:
    (A) YWSFTP(NMHC)=results of paragraph (c)(1)(i) of this 
section for NMHC.
    (B) YWSFTP(NOX)=results of paragraph (c)(1)(i) of this 
section for NOX.

    (2) When the test vehicle is not equipped with air conditioning, 
the relationship of paragraph (c)(1)(i) of this section is:

(i) YWSFTP=0.72(YFTP)+0.28(YUS06)

Where:
    (A) YWSFTP=Mass emissions per mile for a particular 
pollutant weighted in terms of the contributions from the FTP and 
US06 schedules. Values of YWSFTP are obtained for each of the 
exhaust emissions of NMHC, NOX, and CO.
    (B) YFTP=Weighted mass emissions per mile (Ywm) based on 
the measured driving distance of the FTP test schedule.
    (C) YUS06=Calculated mass emissions per mile based on the 
measured driving distance of the US06 test schedule.


[[Page 54901]]


(ii) Composite (NMHC+NOX)=YWSFTP(NMHC)+YWSFTP(NOX)

Where:
    (A) YWSFTP(NMHC)=results of paragraph (c)(2)(i) of this 
section for NMHC.
    (B) YWSFTP(NOX)=results of paragraph (c)(2)(i) of this 
section for NOX.

    (d) The NOX humidity correction factor for adjusting NOX 
test results to the environmental test cell air conditioning ambient 
condition of 100 grains of water/pound of dry air is:

KH (100)=0.8825/[1-0.0047(H-75)]

Where:
    H=measured test humidity in grains of water/pound of dry air.

    45. Appendix I to Part 86 is amended by adding paragraphs (g) and 
(h), to read as follows:

Appendix I to Part 86--Urban Dynamometer Schedules

* * * * *
    (g) EPA US06 Driving Schedule for Light-Duty Vehicles and Light-
Duty Trucks.

                        EPA US06 Driving Schedule                       
                      [Speed versus Time Sequence]                      
------------------------------------------------------------------------
                                                                 Speed  
                          Time (sec)                             (mph)  
------------------------------------------------------------------------
0............................................................        0.0
1............................................................        0.0
2............................................................        0.0
3............................................................        0.0
4............................................................        0.0
5............................................................        0.0
6............................................................        0.2
7............................................................        0.7
8............................................................        1.1
9............................................................        1.7
10...........................................................        6.0
11...........................................................       13.9
12...........................................................       20.5
13...........................................................       25.7
14...........................................................       25.0
15...........................................................       28.4
16...........................................................       32.3
17...........................................................       34.6
18...........................................................       36.5
19...........................................................       38.4
20...........................................................       39.9
21...........................................................       42.2
22...........................................................       43.8
23...........................................................       44.2
24...........................................................       43.4
25...........................................................       42.6
26...........................................................       40.3
27...........................................................       39.2
28...........................................................       38.4
29...........................................................       38.4
30...........................................................       39.2
31...........................................................       38.8
32...........................................................       38.8
33...........................................................       36.5
34...........................................................       32.3
35...........................................................       27.6
36...........................................................       22.3
37...........................................................       17.3
38...........................................................       11.5
39...........................................................        5.8
40...........................................................        1.2
41...........................................................        0.0
42...........................................................        0.0
43...........................................................        0.0
44...........................................................        0.0
45...........................................................        0.0
46...........................................................        0.0
47...........................................................        0.0
48...........................................................        0.0
49...........................................................        0.8
50...........................................................        9.2
51...........................................................       14.9
52...........................................................       18.2
53...........................................................       22.2
54...........................................................       27.2
55...........................................................       31.4
56...........................................................       33.8
57...........................................................       37.2
58...........................................................       40.8
59...........................................................       44.0
60...........................................................       46.3
61...........................................................       47.6
62...........................................................       49.5
63...........................................................       51.2
64...........................................................       53.0
65...........................................................       54.4
66...........................................................       55.6
67...........................................................       56.4
68...........................................................       56.1
69...........................................................       56.2
70...........................................................       55.8
71...........................................................       55.1
72...........................................................       54.4
73...........................................................       54.2
74...........................................................       54.4
75...........................................................       54.2
76...........................................................       53.5
77...........................................................       52.3
78...........................................................       52.0
79...........................................................       51.9
80...........................................................       51.8
81...........................................................       51.9
82...........................................................       52.0
83...........................................................       52.5
84...........................................................       53.4
85...........................................................       54.9
86...........................................................       56.8
87...........................................................       58.8
88...........................................................       60.6
89...........................................................       62.3
90...........................................................       64.2
91...........................................................       66.2
92...........................................................       67.8
93...........................................................       69.4
94...........................................................       70.4
95...........................................................       70.6
96...........................................................       70.7
97...........................................................       70.3
98...........................................................       68.2
99...........................................................       66.5
100..........................................................       64.9
101..........................................................       63.7
102..........................................................       62.5
103..........................................................       61.0
104..........................................................       59.3
105..........................................................       57.7
106..........................................................       56.0
107..........................................................       54.5
108..........................................................       52.8
109..........................................................       51.2
110..........................................................       49.5
111..........................................................       48.0
112..........................................................       46.3
113..........................................................       44.0
114..........................................................       41.1
115..........................................................       38.8
116..........................................................       37.7
117..........................................................       36.6
118..........................................................       35.3
119..........................................................       30.0
120..........................................................       24.4
121..........................................................       19.8
122..........................................................       15.5
123..........................................................       10.8
124..........................................................        6.3
125..........................................................        3.2
126..........................................................        2.1
127..........................................................        1.2
128..........................................................        0.0
129..........................................................        0.0
130..........................................................        0.0
131..........................................................        0.0
132..........................................................        0.0
133..........................................................        0.0
134..........................................................        0.0
135..........................................................        0.0
136..........................................................        2.7
137..........................................................        9.2
138..........................................................       16.1
139..........................................................       22.7
140..........................................................       29.2
141..........................................................       34.2
142..........................................................       38.8
143..........................................................       43.0
144..........................................................       45.3
145..........................................................       46.8
146..........................................................       48.0
147..........................................................       49.5
148..........................................................       50.3
149..........................................................       51.5
150..........................................................       52.2
151..........................................................       52.6
152..........................................................       53.0
153..........................................................       53.8
154..........................................................       53.8
155..........................................................       53.8
156..........................................................       54.6
157..........................................................       56.3
158..........................................................       56.9
159..........................................................       58.1
160..........................................................       58.4
161..........................................................       59.6
162..........................................................       59.9
163..........................................................       60.2
164..........................................................       60.5
165..........................................................       59.7
166..........................................................       58.3
167..........................................................       58.1
168..........................................................       57.8
169..........................................................       57.3
170..........................................................       57.5
171..........................................................       56.6
172..........................................................       57.0
173..........................................................       56.6
174..........................................................       56.5
175..........................................................       56.2
176..........................................................       56.4

[[Page 54902]]

                                                                        
177..........................................................       56.6
178..........................................................       56.4
179..........................................................       56.1
180..........................................................       56.0
181..........................................................       55.9
182..........................................................       54.8
183..........................................................       54.2
184..........................................................       54.6
185..........................................................       52.2
186..........................................................       54.7
187..........................................................       55.7
188..........................................................       57.0
189..........................................................       58.0
190..........................................................       58.1
191..........................................................       59.4
192..........................................................       59.9
193..........................................................       61.0
194..........................................................       61.4
195..........................................................       61.9
196..........................................................       62.5
197..........................................................       62.5
198..........................................................       62.7
199..........................................................       62.2
200..........................................................       62.5
201..........................................................       63.1
202..........................................................       62.7
203..........................................................       62.8
204..........................................................       63.0
205..........................................................       64.1
206..........................................................       63.9
207..........................................................       64.1
208..........................................................       64.3
209..........................................................       64.5
210..........................................................       64.9
211..........................................................       65.3
212..........................................................       66.0
213..........................................................       66.0
214..........................................................       66.4
215..........................................................       64.1
216..........................................................       63.6
217..........................................................       63.9
218..........................................................       64.1
219..........................................................       63.7
220..........................................................       64.3
221..........................................................       64.2
222..........................................................       63.9
223..........................................................       64.2
224..........................................................       63.4
225..........................................................       64.0
226..........................................................       63.9
227..........................................................       64.0
228..........................................................       63.8
229..........................................................       64.0
230..........................................................       63.3
231..........................................................       63.4
232..........................................................       63.9
233..........................................................       64.0
234..........................................................       64.3
235..........................................................       64.8
236..........................................................       65.1
237..........................................................       64.0
238..........................................................       64.2
239..........................................................       63.1
240..........................................................       63.7
241..........................................................       63.1
242..........................................................       63.7
243..........................................................       63.5
244..........................................................       63.0
245..........................................................       63.1
246..........................................................       63.0
247..........................................................       63.3
248..........................................................       63.4
249..........................................................       63.3
250..........................................................       62.5
251..........................................................       62.5
252..........................................................       62.9
253..........................................................       62.8
254..........................................................       62.2
255..........................................................       62.4
256..........................................................       62.3
257..........................................................       62.3
258..........................................................       62.4
259..........................................................       62.1
260..........................................................       62.5
261..........................................................       62.8
262..........................................................       62.3
263..........................................................       62.3
264..........................................................       62.4
265..........................................................       61.9
266..........................................................       62.8
267..........................................................       62.8
268..........................................................       62.3
269..........................................................       62.8
270..........................................................       62.4
271..........................................................       62.1
272..........................................................       61.9
273..........................................................       61.8
274..........................................................       62.1
275..........................................................       62.1
276..........................................................       62.1
277..........................................................       62.0
278..........................................................       62.4
279..........................................................       62.2
280..........................................................       62.2
281..........................................................       62.4
282..........................................................       62.7
283..........................................................       62.6
284..........................................................       63.7
285..........................................................       64.3
286..........................................................       64.8
287..........................................................       65.1
288..........................................................       65.9
289..........................................................       66.1
290..........................................................       67.0
291..........................................................       67.2
292..........................................................       67.5
293..........................................................       68.3
294..........................................................       68.3
295..........................................................       68.8
296..........................................................       69.1
297..........................................................       69.4
298..........................................................       71.7
299..........................................................       72.1
300..........................................................       74.9
301..........................................................       72.6
302..........................................................       72.2
303..........................................................       72.2
304..........................................................       72.0
305..........................................................       72.5
306..........................................................       72.8
307..........................................................       72.7
308..........................................................       71.8
309..........................................................       71.4
310..........................................................       71.1
311..........................................................       71.1
312..........................................................       70.9
313..........................................................       71.0
314..........................................................       71.0
315..........................................................       71.2
316..........................................................       72.1
317..........................................................       72.6
318..........................................................       73.6
319..........................................................       74.8
320..........................................................       75.7
321..........................................................       77.3
322..........................................................       78.4
323..........................................................       79.3
324..........................................................       78.2
325..........................................................       76.0
326..........................................................       75.6
327..........................................................       76.4
328..........................................................       77.6
329..........................................................       78.0
330..........................................................       79.1
331..........................................................       79.5
332..........................................................       79.9
333..........................................................       79.9
334..........................................................       80.3
335..........................................................       80.3
336..........................................................       79.5
337..........................................................       79.5
338..........................................................       79.1
339..........................................................       78.7
340..........................................................       77.6
341..........................................................       76.5
342..........................................................       74.3
343..........................................................       72.6
344..........................................................       70.8
345..........................................................       67.6
346..........................................................       66.4
347..........................................................       66.7
348..........................................................       66.1
349..........................................................       65.9
350..........................................................       66.2
351..........................................................       66.1
352..........................................................       67.1
353..........................................................       67.4
354..........................................................       68.3
355..........................................................       68.3
356..........................................................       68.7
357..........................................................       68.2
358..........................................................       68.1
359..........................................................       68.0
360..........................................................       67.1
361..........................................................       66.4
362..........................................................       66.1
363..........................................................       65.7
364..........................................................       66.0
365..........................................................       66.4
366..........................................................       66.0
367..........................................................       66.3
368..........................................................       67.0
369..........................................................       67.5
370..........................................................       67.9
371..........................................................       68.1
372..........................................................       68.5
373..........................................................       68.9
374..........................................................       68.6
375..........................................................       69.4
376..........................................................       69.4
377..........................................................       69.4
378..........................................................       70.0
379..........................................................       70.4
380..........................................................       70.6
381..........................................................       70.9
382..........................................................       70.3
383..........................................................       70.6

[[Page 54903]]

                                                                        
384..........................................................       70.3
385..........................................................       69.7
386..........................................................       69.9
387..........................................................       70.1
388..........................................................       69.6
389..........................................................       69.3
390..........................................................       69.9
391..........................................................       69.7
392..........................................................       69.5
393..........................................................       69.9
394..........................................................       70.2
395..........................................................       70.2
396..........................................................       70.2
397..........................................................       71.0
398..........................................................       70.8
399..........................................................       70.9
400..........................................................       70.7
401..........................................................       70.9
402..........................................................       71.2
403..........................................................       71.3
404..........................................................       70.8
405..........................................................       71.2
406..........................................................       71.7
407..........................................................       71.9
408..........................................................       72.6
409..........................................................       72.3
410..........................................................       72.3
411..........................................................       72.1
412..........................................................       72.0
413..........................................................       71.9
414..........................................................       72.6
415..........................................................       72.8
416..........................................................       73.2
417..........................................................       72.1
418..........................................................       71.5
419..........................................................       70.9
420..........................................................       70.4
421..........................................................       70.5
422..........................................................       70.9
423..........................................................       70.2
424..........................................................       71.0
425..........................................................       70.2
426..........................................................       70.3
427..........................................................       69.1
428..........................................................       68.8
429..........................................................       68.2
430..........................................................       68.3
431..........................................................       68.2
432..........................................................       67.7
433..........................................................       67.3
434..........................................................       67.5
435..........................................................       67.6
436..........................................................       67.6
437..........................................................       67.2
438..........................................................       67.0
439..........................................................       66.3
440..........................................................       66.6
441..........................................................       66.2
442..........................................................       66.4
443..........................................................       65.9
444..........................................................       66.1
445..........................................................       65.5
446..........................................................       62.2
447..........................................................       62.2
448..........................................................       61.4
449..........................................................       61.1
450..........................................................       61.4
451..........................................................       61.1
452..........................................................       61.4
453..........................................................       61.4
454..........................................................       61.8
455..........................................................       61.8
456..........................................................       61.8
457..........................................................       61.8
458..........................................................       62.2
459..........................................................       61.8
460..........................................................       62.2
461..........................................................       62.6
462..........................................................       62.2
463..........................................................       62.6
464..........................................................       62.2
465..........................................................       62.6
466..........................................................       62.6
467..........................................................       63.0
468..........................................................       62.6
469..........................................................       62.2
470..........................................................       61.1
471..........................................................       59.5
472..........................................................       58.8
473..........................................................       56.8
474..........................................................       55.7
475..........................................................       54.1
476..........................................................       51.5
477..........................................................       49.2
478..........................................................       48.8
479..........................................................       47.6
480..........................................................       44.9
481..........................................................       41.5
482..........................................................       37.2
483..........................................................       34.6
484..........................................................       33.0
485..........................................................       29.2
486..........................................................       22.3
487..........................................................       17.7
488..........................................................       17.3
489..........................................................       14.0
490..........................................................       10.0
491..........................................................        6.0
492..........................................................        2.0
493..........................................................        0.0
494..........................................................        0.0
495..........................................................        0.0
496..........................................................        0.0
497..........................................................        0.0
498..........................................................        0.0
499..........................................................        0.0
500..........................................................        0.0
501..........................................................        0.2
502..........................................................        4.4
503..........................................................       10.1
504..........................................................       15.6
505..........................................................       20.8
506..........................................................       25.1
507..........................................................       27.7
508..........................................................       28.2
509..........................................................       26.8
510..........................................................       24.8
511..........................................................       22.4
512..........................................................       17.1
513..........................................................       11.3
514..........................................................        6.9
515..........................................................        7.5
516..........................................................       11.1
517..........................................................       15.4
518..........................................................       19.9
519..........................................................       24.2
520..........................................................       27.1
521..........................................................       28.5
522..........................................................       28.2
523..........................................................       25.6
524..........................................................       21.7
525..........................................................       17.3
526..........................................................       12.1
527..........................................................        7.5
528..........................................................        5.8
529..........................................................        2.4
530..........................................................        1.2
531..........................................................        1.9
532..........................................................        6.7
533..........................................................       11.8
534..........................................................       16.8
535..........................................................       21.7
536..........................................................       25.9
537..........................................................       27.7
538..........................................................       28.0
539..........................................................       27.1
540..........................................................       24.4
541..........................................................       20.2
542..........................................................       15.2
543..........................................................        9.3
544..........................................................        5.0
545..........................................................        2.9
546..........................................................        2.4
547..........................................................        8.4
548..........................................................       13.5
549..........................................................       17.8
550..........................................................       22.2
551..........................................................       26.2
552..........................................................       30.0
553..........................................................       29.8
554..........................................................       26.0
555..........................................................       21.3
556..........................................................       16.2
557..........................................................       11.4
558..........................................................        6.6
559..........................................................        2.6
560..........................................................        0.0
561..........................................................        0.0
562..........................................................        0.0
563..........................................................        0.0
564..........................................................        0.0
565..........................................................        0.0
566..........................................................        0.0
567..........................................................        0.0
568..........................................................        0.3
569..........................................................        6.4
570..........................................................       12.7
571..........................................................       19.2
572..........................................................       23.8
573..........................................................       28.2
574..........................................................       34.9
575..........................................................       37.5
576..........................................................       40.3
577..........................................................       45.0
578..........................................................       49.9
579..........................................................       51.6
580..........................................................       51.2
581..........................................................       50.6
582..........................................................       49.9
583..........................................................       47.8
584..........................................................       44.6
585..........................................................       41.2
586..........................................................       37.8
587..........................................................       33.4
588..........................................................       28.0
589..........................................................       23.7
590..........................................................       18.8

[[Page 54904]]

                                                                        
591..........................................................       12.9
592..........................................................        6.2
593..........................................................        2.2
594..........................................................        0.0
595..........................................................        0.0
596..........................................................        0.0
597..........................................................        0.0
598..........................................................        0.0
599..........................................................        0.0
600..........................................................        0.0
------------------------------------------------------------------------

    (h) EPA SC03 Driving Schedule for Light-Duty Vehicles and Light-
Duty Trucks.

                        EPA SC03 Driving Schedule                       
                      [Speed versus Time Sequence]                      
------------------------------------------------------------------------
                                                                 Speed  
                          Time (sec)                             (mph)  
------------------------------------------------------------------------
0............................................................        0.0
1............................................................        0.0
2............................................................        0.0
3............................................................        0.0
4............................................................        0.0
5............................................................        0.0
6............................................................        0.0
7............................................................        0.0
8............................................................        0.0
9............................................................        0.0
10...........................................................        0.0
11...........................................................        0.0
12...........................................................        0.0
13...........................................................        0.0
14...........................................................        0.0
15...........................................................        0.0
16...........................................................        0.0
17...........................................................        0.0
18...........................................................        0.0
19...........................................................        0.9
20...........................................................        3.0
21...........................................................        2.9
22...........................................................        3.3
23...........................................................        3.5
24...........................................................        2.2
25...........................................................        1.4
26...........................................................        0.0
27...........................................................        0.0
28...........................................................        0.0
29...........................................................        0.0
30...........................................................        0.0
31...........................................................        0.0
32...........................................................        0.0
33...........................................................        0.4
34...........................................................        3.3
35...........................................................        6.0
36...........................................................        8.0
37...........................................................        8.7
38...........................................................       10.0
39...........................................................       12.4
40...........................................................       13.8
41...........................................................       14.7
42...........................................................       14.8
43...........................................................       16.6
44...........................................................       18.3
45...........................................................       19.0
46...........................................................       19.2
47...........................................................       19.3
48...........................................................       19.7
49...........................................................       20.5
50...........................................................       21.0
51...........................................................       21.2
52...........................................................       21.6
53...........................................................       22.2
54...........................................................       23.8
55...........................................................       24.6
56...........................................................       24.3
57...........................................................       23.3
58...........................................................       22.7
59...........................................................       21.4
60...........................................................       20.4
61...........................................................       19.5
62...........................................................       17.9
63...........................................................       15.6
64...........................................................       11.7
65...........................................................        7.8
66...........................................................        7.2
67...........................................................        9.3
68...........................................................       12.9
69...........................................................       15.8
70...........................................................       16.2
71...........................................................       16.9
72...........................................................       18.3
73...........................................................       20.3
74...........................................................       21.6
75...........................................................       22.4
76...........................................................       23.0
77...........................................................       22.8
78...........................................................       22.1
79...........................................................       21.2
80...........................................................       19.5
81...........................................................       17.1
82...........................................................       14.1
83...........................................................       10.5
84...........................................................        7.6
85...........................................................        7.5
86...........................................................       10.0
87...........................................................       13.1
88...........................................................       14.1
89...........................................................       16.4
90...........................................................       19.6
91...........................................................       22.4
92...........................................................       24.7
93...........................................................       26.1
94...........................................................       25.8
95...........................................................       26.6
96...........................................................       27.8
97...........................................................       28.5
98...........................................................       28.9
99...........................................................       29.3
100..........................................................       29.5
101..........................................................       29.4
102..........................................................       29.4
103..........................................................       29.8
104..........................................................       30.3
105..........................................................       30.6
106..........................................................       30.5
107..........................................................       30.5
108..........................................................       30.1
109..........................................................       29.3
110..........................................................       28.4
111..........................................................       27.6
112..........................................................       26.8
113..........................................................       25.5
114..........................................................       23.7
115..........................................................       21.7
116..........................................................       19.3
117..........................................................       16.7
118..........................................................       14.4
119..........................................................       11.5
120..........................................................        7.9
121..........................................................        6.6
122..........................................................        9.4
123..........................................................       12.4
124..........................................................       14.8
125..........................................................       16.1
126..........................................................       19.3
127..........................................................       22.6
128..........................................................       25.5
129..........................................................       26.4
130..........................................................       26.7
131..........................................................       27.8
132..........................................................       29.4
133..........................................................       31.1
134..........................................................       32.5
135..........................................................       33.6
136..........................................................       34.6
137..........................................................       35.4
138..........................................................       36.1
139..........................................................       37.0
140..........................................................       37.7
141..........................................................       38.1
142..........................................................       38.3
143..........................................................       38.1
144..........................................................       37.8
145..........................................................       36.6
146..........................................................       34.8
147..........................................................       33.2
148..........................................................       32.4
149..........................................................       32.3
150..........................................................       32.3
151..........................................................       32.4
152..........................................................       32.4
153..........................................................       32.4
154..........................................................       32.5
155..........................................................       33.3
156..........................................................       34.4
157..........................................................       35.5
158..........................................................       36.6
159..........................................................       37.4
160..........................................................       38.0
161..........................................................       38.4
162..........................................................       38.5
163..........................................................       38.6
164..........................................................       38.4
165..........................................................       38.2
166..........................................................       37.5
167..........................................................       36.9
168..........................................................       36.3
169..........................................................       34.8
170..........................................................       33.0
171..........................................................       31.4
172..........................................................       30.7
173..........................................................       30.3
174..........................................................       30.0
175..........................................................       29.3
176..........................................................       27.4
177..........................................................       25.1
178..........................................................       21.8
179..........................................................       17.2
180..........................................................       12.5
181..........................................................        8.1
182..........................................................        4.5
183..........................................................        2.0
184..........................................................        1.0
185..........................................................        0.6

[[Page 54905]]

                                                                        
186..........................................................        0.0
187..........................................................        0.0
188..........................................................        0.0
189..........................................................        0.0
190..........................................................        0.0
191..........................................................        0.0
192..........................................................        0.0
193..........................................................        0.0
194..........................................................        0.0
195..........................................................        0.0
196..........................................................        0.0
197..........................................................        0.0
198..........................................................        0.0
199..........................................................        0.0
200..........................................................        0.0
201..........................................................        0.0
202..........................................................        0.0
203..........................................................        0.0
204..........................................................        0.0
205..........................................................        1.0
206..........................................................        0.5
207..........................................................        2.6
208..........................................................        7.7
209..........................................................       12.3
210..........................................................       15.8
211..........................................................       17.3
212..........................................................       19.4
213..........................................................       23.3
214..........................................................       27.2
215..........................................................       31.0
216..........................................................       33.6
217..........................................................       34.2
218..........................................................       35.8
219..........................................................       37.3
220..........................................................       38.3
221..........................................................       39.2
222..........................................................       40.1
223..........................................................       40.9
224..........................................................       41.0
225..........................................................       40.4
226..........................................................       39.7
227..........................................................       39.1
228..........................................................       38.1
229..........................................................       36.7
230..........................................................       35.9
231..........................................................       35.9
232..........................................................       35.7
233..........................................................       34.9
234..........................................................       33.9
235..........................................................       32.6
236..........................................................       31.9
237..........................................................       31.1
238..........................................................       30.6
239..........................................................       30.3
240..........................................................       30.1
241..........................................................       29.9
242..........................................................       29.8
243..........................................................       29.8
244..........................................................       29.8
245..........................................................       29.8
246..........................................................       29.7
247..........................................................       29.7
248..........................................................       29.6
249..........................................................       28.4
250..........................................................       25.8
251..........................................................       22.8
252..........................................................       19.0
253..........................................................       14.0
254..........................................................        8.6
255..........................................................        4.1
256..........................................................        1.3
257..........................................................        0.0
258..........................................................        0.0
259..........................................................        0.0
260..........................................................        0.0
261..........................................................        0.0
262..........................................................        0.0
263..........................................................        0.0
264..........................................................        0.0
265..........................................................        0.0
266..........................................................        0.0
267..........................................................        0.0
268..........................................................        0.0
269..........................................................        0.0
270..........................................................        0.0
271..........................................................        0.0
272..........................................................        0.0
273..........................................................        0.0
274..........................................................        0.0
275..........................................................        0.0
276..........................................................        0.0
277..........................................................        0.0
278..........................................................        0.0
279..........................................................        0.0
280..........................................................        0.0
281..........................................................        0.1
282..........................................................        4.5
283..........................................................        9.1
284..........................................................       13.6
285..........................................................       18.2
286..........................................................       22.6
287..........................................................       26.2
288..........................................................       29.3
289..........................................................       32.1
290..........................................................       34.5
291..........................................................       36.8
292..........................................................       38.4
293..........................................................       40.0
294..........................................................       41.2
295..........................................................       41.9
296..........................................................       42.2
297..........................................................       42.7
298..........................................................       43.0
299..........................................................       43.3
300..........................................................       43.5
301..........................................................       43.7
302..........................................................       44.3
303..........................................................       45.4
304..........................................................       45.9
305..........................................................       46.8
306..........................................................       47.6
307..........................................................       48.2
308..........................................................       48.6
309..........................................................       48.7
310..........................................................       48.6
311..........................................................       49.0
312..........................................................       49.8
313..........................................................       50.5
314..........................................................       51.2
315..........................................................       52.1
316..........................................................       52.7
317..........................................................       53.4
318..........................................................       52.4
319..........................................................       54.5
320..........................................................       54.8
321..........................................................       54.8
322..........................................................       54.7
323..........................................................       54.3
324..........................................................       54.0
325..........................................................       53.8
326..........................................................       53.5
327..........................................................       53.3
328..........................................................       52.9
329..........................................................       52.6
330..........................................................       52.0
331..........................................................       51.6
332..........................................................       51.0
333..........................................................       50.3
334..........................................................       49.3
335..........................................................       48.1
336..........................................................       46.5
337..........................................................       43.6
338..........................................................       40.7
339..........................................................       37.2
340..........................................................       34.4
341..........................................................       31.4
342..........................................................       28.6
343..........................................................       24.2
344..........................................................       18.1
345..........................................................       12.3
346..........................................................        8.1
347..........................................................        4.8
348..........................................................        2.6
349..........................................................        2.1
350..........................................................        0.0
351..........................................................        0.0
352..........................................................        0.0
353..........................................................        0.0
354..........................................................        0.0
355..........................................................        0.0
356..........................................................        0.0
357..........................................................        0.0
358..........................................................        0.0
359..........................................................        0.0
360..........................................................        0.0
361..........................................................        0.0
362..........................................................        0.0
363..........................................................        0.0
364..........................................................        0.0
365..........................................................        0.0
366..........................................................        0.0
367..........................................................        0.0
368..........................................................        0.0
369..........................................................        0.0
370..........................................................        0.0
371..........................................................        4.3
372..........................................................        9.1
373..........................................................       13.2
374..........................................................       16.3
375..........................................................       19.1
376..........................................................       20.9
377..........................................................       22.7
378..........................................................       24.8
379..........................................................       26.9
380..........................................................       28.8
381..........................................................       30.0
382..........................................................       30.4
383..........................................................       30.6
384..........................................................       30.9
385..........................................................       31.1
386..........................................................       30.8
387..........................................................       31.1
388..........................................................       31.5
389..........................................................       32.4
390..........................................................       33.1
391..........................................................       33.3
392..........................................................       33.4

[[Page 54906]]

                                                                        
393..........................................................       33.7
394..........................................................       34.1
395..........................................................       34.7
396..........................................................       35.0
397..........................................................       35.4
398..........................................................       35.8
399..........................................................       36.0
400..........................................................       36.2
401..........................................................       36.3
402..........................................................       36.4
403..........................................................       36.5
404..........................................................       36.9
405..........................................................       37.2
406..........................................................       37.3
407..........................................................       37.8
408..........................................................       38.2
409..........................................................       38.6
410..........................................................       38.8
411..........................................................       38.6
412..........................................................       38.9
413..........................................................       39.0
414..........................................................       38.8
415..........................................................       38.6
416..........................................................       38.1
417..........................................................       37.6
418..........................................................       37.6
419..........................................................       37.3
420..........................................................       37.0
421..........................................................       36.6
422..........................................................       36.2
423..........................................................       36.0
424..........................................................       36.0
425..........................................................       35.5
426..........................................................       34.5
427..........................................................       33.0
428..........................................................       31.0
429..........................................................       27.5
430..........................................................       22.6
431..........................................................       20.0
432..........................................................       19.0
433..........................................................       19.4
434..........................................................       19.2
435..........................................................       20.6
436..........................................................       22.9
437..........................................................       24.6
438..........................................................       25.5
439..........................................................       26.9
440..........................................................       27.3
441..........................................................       28.2
442..........................................................       29.6
443..........................................................       30.2
444..........................................................       30.7
445..........................................................       31.3
446..........................................................       31.7
447..........................................................       32.2
448..........................................................       32.5
449..........................................................       33.0
450..........................................................       33.2
451..........................................................       33.3
452..........................................................       33.1
453..........................................................       32.7
454..........................................................       32.3
455..........................................................       31.9
456..........................................................       31.5
457..........................................................       31.2
458..........................................................       30.8
459..........................................................       30.5
460..........................................................       30.2
461..........................................................       29.9
462..........................................................       30.2
463..........................................................       30.6
464..........................................................       30.9
465..........................................................       31.2
466..........................................................       31.8
467..........................................................       32.4
468..........................................................       32.5
469..........................................................       32.3
470..........................................................       32.3
471..........................................................       32.8
472..........................................................       32.9
473..........................................................       32.8
474..........................................................       32.8
475..........................................................       33.3
476..........................................................       33.4
477..........................................................       32.9
478..........................................................       32.9
479..........................................................       32.8
480..........................................................       32.9
481..........................................................       32.8
482..........................................................       32.8
483..........................................................       32.4
484..........................................................       31.6
485..........................................................       30.6
486..........................................................       30.3
487..........................................................       30.3
488..........................................................       29.8
489..........................................................       29.3
490..........................................................       28.9
491..........................................................       28.8
492..........................................................       29.3
493..........................................................       30.0
494..........................................................       30.2
495..........................................................       30.4
496..........................................................       30.7
497..........................................................       30.8
498..........................................................       29.8
499..........................................................       28.7
500..........................................................       28.9
501..........................................................       29.2
502..........................................................       29.4
503..........................................................       28.6
504..........................................................       27.0
505..........................................................       27.2
506..........................................................       26.6
507..........................................................       23.2
508..........................................................       21.2
509..........................................................       21.2
510..........................................................       20.8
511..........................................................       17.9
512..........................................................       13.2
513..........................................................        9.5
514..........................................................        6.4
515..........................................................        4.1
516..........................................................        2.5
517..........................................................        0.0
518..........................................................        0.0
519..........................................................        0.0
520..........................................................        0.0
521..........................................................        0.0
522..........................................................        0.0
523..........................................................        0.0
524..........................................................        0.0
525..........................................................        0.0
526..........................................................        0.0
527..........................................................        0.0
528..........................................................        0.0
529..........................................................        0.0
530..........................................................        0.0
531..........................................................        0.0
532..........................................................        0.0
533..........................................................        0.0
534..........................................................        0.0
535..........................................................        0.0
536..........................................................        0.0
537..........................................................        0.6
538..........................................................        3.3
539..........................................................        5.9
540..........................................................        8.9
541..........................................................       10.2
542..........................................................       10.4
543..........................................................        9.9
544..........................................................        9.9
545..........................................................       10.5
546..........................................................       11.3
547..........................................................       12.4
548..........................................................       12.8
549..........................................................       14.0
550..........................................................       14.6
551..........................................................       15.5
552..........................................................       17.0
553..........................................................       17.5
554..........................................................       18.1
555..........................................................       18.4
556..........................................................       18.5
557..........................................................       18.2
558..........................................................       18.5
559..........................................................       18.3
560..........................................................       18.2
561..........................................................       17.9
562..........................................................       17.7
563..........................................................       17.7
564..........................................................       17.3
565..........................................................       17.4
566..........................................................       16.8
567..........................................................       17.5
568..........................................................       17.7
569..........................................................       17.5
570..........................................................       17.6
571..........................................................       17.3
572..........................................................       17.4
573..........................................................       17.6
574..........................................................       17.6
575..........................................................       17.9
576..........................................................       18.0
577..........................................................       17.8
578..........................................................       17.7
579..........................................................       17.5
580..........................................................       17.7
581..........................................................       17.7
582..........................................................       18.1
583..........................................................       18.4
584..........................................................       19.2
585..........................................................       18.9
586..........................................................       18.0
587..........................................................       15.6
588..........................................................       13.3
589..........................................................       10.0
590..........................................................        7.7
591..........................................................        5.8
592..........................................................        3.7
593..........................................................        2.4
594..........................................................        0.0
------------------------------------------------------------------------

[FR Doc. 96-24485 Filed 10-21-96; 8:45 am]
BILLING CODE 6560-50-P