delphi heavy duty emissions brochure 2011 2012

2011 / 2012

Worldwide Emissions Standards Heavy Duty and Off-Road Vehicles

2011 / 2012

1

Table of ContentsTable of Contents 1HEAVY DUTY 2-58NON ROAD MOBILE MACHINERY 66-92

HD - Exhaust Emissions Standards

Economic Commission for Europe R49 / R24 4-5 Test Cycles 6-8European Union Vehicle Categories, Euro I / Euro II 9 Euro III / Euro IV 10-11 Euro V 12-13 Euro VI 14-16 Test Cycles 18-20US Federal (EPA) VehicleClassification 22 Compression Ignition 23-26 Spark Ignition 26-27California (CARB) Emissions Standards 28-31

FTP Test Cycles 32-35Japan Emissions Standards 37-39 Test Cycles 40-43South Korea 44PR of China 44Other Areas of the World 45-46

HD - Emissions Related Requirements European On-board Diagnostics 48-49US On-board Diagnostics 50-51WWH On-board Diagnostics 52European Conformity Testing 53-54US Conformity Testing 55-56Fuel Consumption - CO2 Emissions 57-58

FuelsEU Reference Test Fuels 59-61US Reference Test Fuels 62-64Japan Reference Test Fuels 64

NRMM - Emissions StandardsEuropean Union C.I. Engines 66-68

Agricultural and Forestry Tractors 68-69 S.I. Engines 71-72US Federal (EPA) Off-Road C.I. Engines 73-77 Off-Road S.I. Engines 78-79 Large S.I. Engines 80 Recreational Vehicle Engines 81California (CARB) C.I. Engines 82 Small Off-Road S.I. Engines 82-83 Large Off-Road S.I. Engines 84 Off-Highway Recreational Equipment 85Japan Diesel Powered Special Vehicles 86-87Other Areas of the World 88Test Cycles NRSC 89-90 Ramped Modal Testing 91 NRTC 92

Glossary 94

2

For more than 20 years, Delphi has had a proven track record innovating alternative energy technology. Now, we’re continuing tradition with our Power Electronics product line. With high-value hybrid electric vehicle technology like HEV controllers, DC/DC converters, inverters, battery management systems, battery chargers and energy storage systems, we can drive costs down for you, your customers and the environment. From components to integrated systems, let us customize the reliable solution that works for you. delphi.com/eb-hev

The energy to drive change.For more than 20 years, Delphi has had a proven track record innovating alternative energy technology. Now, we’re continuing tradition with our Power Electronics product line. With high-value hybrid electric vehicle technology like HEV controllers, DC/DC converters, inverters, battery management systems and energy storage systems, we can drive costs down for you, your customers and the environment. From components to integrated systems, let us customize the reliable solution that works for you.www.delphi.com/manufacturers/auto/hevproducts

The energy to drive change.

www.delphi.com/eb-hev

3

Delphi’s families of heavy and medium duty diesel controllers enable critical “real time” adjustments of fuel and air to help engines operate efficiently, reliably and economically. Delphi heavy duty transmission controllers improve overall throughput for quicker response to deliver optimal efficiency. And, all our controllers are designed to function in extreme temperatures and harsh vibration environments. They offer cost-effective solutions to help you meet the emissions, fuel economy and performance objectives of your next generation commercial and off-road vehicles.Visit: delphi.com/eb-cv

Robust, high value controls for your next generation of commercial and off-road vehicles.

www.delphi.com/eb-cv

4HD - Exhaust Emissions Standards

ECEECE - R49/04 – Amendment 01-05 (equivalent to Dir 2005/55/EC andDir 2005/78/EC)=certificationofgasengineswithnewtestingvaliditycriteriatocovertheir

different response to that of diesel engines.Test cycle: Euro V: ESC, ELR and ETCImplementation dates: Euro V: 01Oct08 Emission limits: see page 12

ECE - R49/05 – Supplement 2 & 3- WHDC GTR n°4 has been adopted as Annex 4B- OBD GTR n°5 has been adopted as Annex 9B+C- Technical requirements on off-cycles emissions (OE) were introduced as Annex 10

ECE - R49/05 – Amendment 1ProvisionsconcerningPNmeasurementtestprocedureendmeasurementequipment.PNemissionsshallbemeasuredbycontinuoussamples.ForeachindividualWHSC,hotWHTCandcoldWHTCthespecificemissionsinnumberofparticles/kWharecalculated e = N e = Nr of particles / kWh W act W act = Actual cycle work in kWh

Forengineswithperiodicregenerationadifferentformulaisused.ProvisionsforthecalculationoftheWHTCweightedaveragetestresultandtheroundingofthefinalresults are in the Annex.

ECEregulationsaresimilartoEUdirectives.Abaseregulationisupdatedinacon- secutiveseriesofamendments.Datesofimplementationdifferfromcountry,depen-dingontheapprovalstatusoftherespectiveamendmentinthatcountry.ECE - R49/00-02 (applied to C.I. engines only)

TEST UNIT CO HC NOx PM TA COP TA COP TA COP TA COPR49 g/kWh 14 - 3.5 - 18 - - -R49-1 11.2 12.3 2.4 2.6 14.4 15.8 - -R49-2: 2 stages Stage I g/kWh 4.5 4.9 1.1 1.23 8.0 9.0 0.36 0.40Stage II 4.0 4.0 1) 1.1 1.1 1) 7.0 7.0 1) 0.15 0.15 1)

Stage I: applicable from 01Jul92 Stage II: applicable from 01Oct951) Stage II COP limits apply from 01Oct96ECE - R49/03 content equivalent to 88/77/EEC, amended by 99/96/EC,(Euro III and IV standards) =approvalofC.I.andNGandofP.I.fuelledwithLPGengines=applicationforapprovalofavehiclebyitsapprovedengineorenginefamilyTest cycles (See pages 19-20) Diesel Euro III: ESC/ELR. ETC can be requested Euro IV: ESC, ELR and ETC Gas engines, ETC test. Implementation dates: Euro III: 2000; Euro IV: 01Oct05


ECE

2 tests are required:

1 - Speed Stabilized under full load6 measurements shall be made at engine speeds spaced out uniformly betweenthat corresponding to maximum power and the higher of the following two engine speeds: 45% of the engine speed corresponding to maximum power; and 1000 rpm. For each measuring point, the smoke measured should not exceed the limit values(SL)specifiedinthedirective,whichareafunctionoftheairflowrate.Thevalueselectedwillbethemeasured(SM)nearesttherelevantlimitvalue.

2 - Free acceleration:Withwarm engine from idle tomaximum speed giving an average (XM) of 4consecutivenon-dispersedvalues.

Calculated according both tests:

XL1=(SL/SM)*XMandXL2=XM+0.5

ThelowestnumericalXLvaluewillbemarkedonthevehicleandwillbeusedasareferenceforcheckingproductionwhichshouldnotbegreaterthanthisvaluemore than 0.5 m-1.Additional requirement for turbo engines:XM≤SL(correspondingtomaxSM)+0.5m-1

Conversion of Diesel Smoke valuesLightabsorptioncoefficient[m-1]

Hartridgesmokeunits[HSU]

Boschnumber[BN]

8,07,06,0

5,0

4,0

3,5

3,02,82,62,42,2

2,01,91,81,71,61,51,41,31,21,11,00,90,80,70,6

0,50,4

0,3

0,2

0,1

908070605040302010

7,57,06,5

6,0

5,5

5,0

4,5

4,0

3,5

3,0

2,5

2,0

1,5

1,0

ECE - R24/03ThisregulationappliestotheemissionofvisibleexhaustpollutantsfromC.I.enginesfittedtoroadvehicles.


TEST CYCLESWorldwide Harmonised Heavy Duty (WWHD)Emissions Certification Procedure - Establishment of a harmonised Global Technical Regulation (GTR nr 04 incorporating Amendment 2 dated 21Oct2010) coveringtheTAprocedureforHDengineexhaustemissions,adoptedon15Nov06

Application: C.I. engines and P.I. engines fuelled w/ NG and LPG,design speed > 25 km/h and max mass > 3,5 tons.

2representativetestcycleshavebeencreatedcoveringtypicaldrivingconditions in the European Union, USA, Japan and Australia:- WHTC : Transient Test Cycle- WHSC : Steady State Test CycleTheGTRdoesnotcontainemissionlimitvalues.

Exhaust Emissions to be measured: CO, HC, NMHC, NOx, PM, CO2,expressed in g/kWh.

IfGTRappliedinanationallegislation,thelimitvaluesshouldrepresentatleastthesamelevelofseverityasitsexistingregulations.

ECE

WHTC -WorldHeavyDutyTransientCycleItisasecondbysecondsequenceofnormalizedspeedandtorquevalues.

100%90%80%70%60%50%40%30%20%10%0%

-10%-20%

1800times in s

150012009006003000

norm

aliz

ed lo

ad (M

/Mm

ax(n

))

norm

aliz

ed s

peed

M_norm_WHTC,final n_norm_WHTC,final

100%90%80%70%60%50%40%30%20%10%0%-10%-20%


Mode Normalized Normalized Mode Length [s] Speed [%] Torque [%] incl. 20 s Ramp

1 0 0 210 2 55 100 50 3 55 25 250 4 55 70 75 5 35 100 50 6 25 25 200 7 45 70 75 8 45 25 150 9 55 50 125 10 75 100 50 11 35 50 200 12 35 25 250 13 0 0 210 Sum 1,895

ECEWHSC-WorldHeavyDutySteadyStateCycleItconsistsofanumberofspeedandpowermodeswhichcoverthetypicaloperating range of HD engines.

Idle mode is separated in 2 modes: mode 1 at the beginning of test cycle mode 13 at the end of test cycle

Motoring

Load

, %

Engine Speed, %

100

2%

100

50

2517/2% 24%

10%

25

11

12 386

1/13 0

9

47

7555453525

70

102% 2%

3%3%

8% 5%

6% 10%8%


General Test Sequence

ECE

Engine preparation, pre-test measurements, performance checks and calibration

Generateenginemap(maxtorquecurve)–Generatereferencetestcycle

Run 1 or more practice cycles as necessary to check engine/test cell/emissions systems

WHTC

Natural or forced engine cool-down

Ready all systems for sampling and data collection

Cold start exhaust emissions test

10 +/- 1 min hot soak period (Amendment 2)

SetPMsystemsinby-passmodeandchangedummyPMfilter toweightedsamplingfilter.

Ready all systems for sampling and data collection

Preconditioning of engine and particulate system including dilution tunnel

Hot start exhaust emissions test Exhaust emissions test within 5 min after engine shut down

Testcyclevalidation-Datacollectionandevaluation–Emissionscalculation

WHSC


VEHICLE CATEGORIES Dir 70/156/EEC as amended by Dir 2001/116/EEC

1) Inbrackets:COPvalues

Euro II - Dir 88/77/EEC as amended by Dir 91/542/EEC and Dir 96/1/EEC

EUROPEAN UNION

Euro I - Dir 88/77/EEC amended by Dir 91/542/EECExhaustemissionsofC.I.enginesforvehicles>25km/h

1) 0.25g/kWhforengineswithacylindersweptvolume<0.7litersandratedpowerspeed>3000rpmandenginepower<85kWuntil30Sep97forTAand30Sep98forFR

2) COP Limits = TA limits

Test Emissions Unit Euro II - TA – FR 2)

Cycle 01 Oct. 95 – 01 Oct. 96 CO 4.0ECE HC 1.1R49-02 NOx

g/kWh 7.0

PM 0.15 1)

Test Emissions Engine Power (kW)Cycle TA (1992) – FR (1993) Unit P ≤ 85 1) P > 85 1)

CO 4.5 (4.9) 4.5 (4.9)

ECE 49 HC 1.1 (1.23) 1.1 (1.23)

NOx g/kWh

8.0 (9.0) 8.0 (9.0) PM 0.612 (0.68) 0.36 (0.40)

1)UntilEuroIV:2subgroups:M1withGVW≤2,500kgandM1with2,500kg<GVW≤3,500kg

Category Description Sub- Number Mass Limit category of Persons

Up to

M1 9 Persons

GVW≤3,500kg1)

Transportation

M

of Passengers

M2

OverGVW≤5,000kg

9 Persons

Min. 4 wheels

M3

GVW > 5,000 kg

N1Cl1 RM≤1,305kg N1 Cl 2 MaxGVW 1,305kg<RM Transportation ≤3,500kg ≤1,760kg

N of Goods N1 Cl 3 N.A. 1,760kg<RM ≤3,500kg

Min. 4 wheels N2 3,500kg<GVW≤12,000kg N3 12,000kg<GVW


Euro III - Dir 88/77/EC as amended by Dir 1999/96/EC and Dir 2001/27/EC

- Diesel engines are tested on ESC and ELR cycles (see pages 19-20). NOx can be tested on ETC cycle (6.5 g/kWh) if required by TA authority- Dieselenginesfittedwithaftertreatmentdevices(PMfilters,De-NOx)

are ested on ESC, ELR and ETC cycles.- Gas engines are tested only on ETC cycle

EEV= “EnhancedEnvironmentallyFriendlyVehicle” = Typeofvehiclepropelledbyanenginecomplyingwiththepermissive emissiontargetvaluesshownintheEEVcolumns

SpecificrequirementsfordieselfromEuroIII- NOx measured at the random check points within the control area of the ESC test must not exceed by more than 10% the values interpolated from theadjacent test modes.

- Smoke on the random test speed of ELR must not exceed the highest smoke valueofthe2adjacenttestspeedsbymorethan20%orbymorethan5%ofthelimitvalue

- Defeatdevicesand irrationalemissioncontrolstrategiesareprohibited fromEuro III

Limit values - Euro III

EUROPEAN UNION

1) Forengineshavingasweptvolumeoflessthan0.75dm3 per cylinder and a rated power speed of more than 3,000 min-1

2) For natural gas engines only3) Notapplicableforgasengines–Euro III stage

Emissions Euro III Euro III - EEVTA: 10/2000 Unit ESC/ELR ETC ESC/ELR ETC -

Diesel only Diesel / Gas Diesel only Diesel / GasFR: 10/2001

CO 2.1 5.45 1.5 3.0HC 0.66 - 0.25 -NMHC

g/kWh - 0.78 - 0.40

CH4 2) - 1.6 - 0.65

NOx 5.0 5.0 2.0 2.0PM 0.1/0.13 1) 0.16/0.21 1) 3) 0.02 0.02 3)

Smoke m-1 0.8 - 0.15 -


EUROPEAN UNIONEuro IV - Dir 88/77/EC as amended by Dir 1999/96/EC, Dir 2005/55/ECDir 2005/78/EC and Dir 2006/51/EC

- Diesel engines are tested on ESC, ELR and ETC cycles if required- Gas engine are tested on ETC cycle

NOx screening – “Cycle beating”

• Cycle beating appeared from Euro III due to the use of smart electronics: Injectiontimingadvanceduringtransientoperation(fuelconsumptionreduction) Retarded timings retaining during steady states (NOx reduction).

• Dir2001/27/EC,amendmenttoDir88/77/EEC:prescriptionstopreventtheuseofdefeatdevicesand/orirrationalemissionscontrolstrategies.

A NOx screening on the ETC cycle may be required by TA authority. ETCNOxlevelmustnotexceedESCstandardsbymorethan10%.

• Dir2001/27/ECallowsmanufacturerstoprovideTAauthoritywiththeresultsofaNOxscreeninginadditiontoawrittenstatementthatneitherdefeatdevicenor irrational control strategy is used.

• Proposal:NOxemissionsfromtheETCtestmustnotexceedtheESCstandardsunder any operating conditions.

1) For natural gas engines only2) Notapplicableforgasfuelledengines–EuroIVstage

Emissions

Unit

Euro IV Euro IV - EEVTA: Oct05 ESC/ELR ETC ESC/ELR ETC - Diesel only Diesel & Gas Diesel only Diesel & GasFR: Oct06

CO 1.5 4.0 1.5 3.0HC 0.46 - 0.25 -NMHC g/kWh - 0.55 - 0.40CH4

1) - 1.1 - 0.65NOx 3.5 3.5 2.0 2.0PM 0.02 0.03 2) 0.02 0.02 2)

Smoke m-1 0.5 - 0.15 -


Emissions

Unit

Euro V Euro V - EEVTA: 01Oct08

ESC/ELR ETC ESC/ELR ETC - Diesel Only Diesel & gas Diesel Only Diesel & gasFR: 01Oct09

CO 1.5 4.0 1.5 3.0HC 0.46 - 0.25 -NMHC g/kwh - 0.55 - 0.40CH4

1) - 1.1 - 0.65NOx 2.0 2.0 2.0 2.0PM 0.02 0.03 2) 0.02 0.02 2)

Smoke m-1 0.5 - 0.15 -

EUROPEAN UNIONEuro V - Dir 88/77/EC as amended by Dir 2001/27/ECReplaced by Dir 2005/55/EC and Dir 2005/78/EC amended byDir 2006/51/EC and Dir 2008/74/ECForTAandforEEV’s,theemissionshavetobedeterminedontheETCandtheESC/ELR tests.

1) For natural gas engines only2) Not applicable for gas fuelled engines for EURO V stage

Dir2008/74/ECreflectsthechangeofvehiclescopeduetotheEuro5&6 regulations for passenger cars and light duty trucks.ItincludestestproceduresforHDandvehicleswithgasolineengines.

N1ClassIcategoryvehicles(referenceweight≤1,305kg)areremovedfromthescopeofthedirective.ApplicationdateFR01Sep11.

N1ClassIIcategoryvehicles(referenceweight>1,305 kg and≤2,610kg)areremovedfromthescopeofthedirective.ApplicationdateFR01Sep12.

Commission regulation implementing and amending.Regulation EC 595/2009 was created Sep10. (see page 14)


EUROPEAN UNION

DURABILITY OF EMISSION CONTROL SYSTEMS

Vehiclesandengineshavetoconfirmthecorrectoperationoftheemissioncontroldevicesduringthenormallifeofthevehicleorengine -from01Oct05fornewtypeapprovals -from01Oct06foralltypeapprovals

Vehicle Category Useful Life

N1–M2 100,000kmor5yearsN2,N3≤16tons–M3≤7.5tons 200,000kmor6yearsN3>16tons–M3>7.5tons 500,000kmor7years

Deterioration FactorsManufacturerscanchoosetoapplyDF’sforeseenintothedirectiveor theDF’sdevelopedoveraspecificserviceaccumulationschedule

1) DF’s based on service accumulation scheduleDF’saredevelopedfromtheselectedenginesbasedonadistanceandserviceaccumulation procedure that includes periodic testing for gaseous and PM emissionsovertheESCandETCtests.

Vehicle Category Minimum service accumulation period

N1 100,000 kmN2 125,000 kmN3w/permissiblemass≤16tons 125,000kmN3 w/ permissible mass > 16 tons 167,000 kmM2 100,000 kmM3w/permissiblemass≤7.5tons 125,000kmM3 w/ permissible mass > 7.5 tons 167,000 km

2) Alternative: DF’s defined Directive 2005/78/EC

Engine type Test cycle CO HC NMHC CH4 NOx PM

Diesel ESC 1.1 1.05 - - 1.05 1.1 ETC 1.1 1.05 - - 1.05 1.1Gas ETC 1.1 1.05 1.05 1.2 1.05 -


Scope: M1, M2, N1, N2 with RM > 2,610 kgApplication dates: TA 31DEC12 FR 31DEC13

CO THC NMHC CH4 NOx 1) NH3 PM PM 2)

Mass Number mg/kWh ppm mg/kWh #/kWh

WHSC (C.I.) 1,500 130 400 10 10 8.0 x 1011

WHTC (C.I.) 4,000 160 460 10 10 6.0 x 1011

WHTC (P.I.) 4,000 160 500 460 10 10 3)

The regulation covers:-Onlyworldharmonizeddrivingcycles(WHTC,WHSC)areapplicableasdefinedinECERegulationAnnex4B.-ReferencefuelspecificationsforDiesel(B7);Ethanol(ED95);Petrol(E10);Ethanol(E85);LPG;NGBiomethane. (see pages 59-60)

CO THC 1) NMHC CH4 NOx 1) NH3 PM Mass PM 2) NumberWHTC 1.3 1.3 1.4 1.4 1.1 1.0 1.05 1.0WHSC 1.3 1.3 1.4 1.4 1.1 1.0 1.05 1.0

1) Applies in the case of a C.I. engine 2) Applies in the case of a P.I. engine

Euro VI engine emissions (Reg EC No: 595/2009 and (EU) No 582/2011)

EUROPEAN UNION

C.I.CompressionIgnitionP.I.PositiveIgnition

1) AdmissiblelevelofNO2maybedefinedlater2) Measurement procedure to be introduced by 31Dec12 3) Particle number limit shall be introduced by 31Dec12

WHSC, WHTC see pages 6-7


Conformity of Production; Durability of pollution control devices; In-service conformityReference time periods and mileages

Vehicle Category Ref. Mileage or DurationM1, N1, M2 160,000 km / 5 years

N2, N3 with a max. technically 300,000 km / permissible mass not exceeding 6 years 16 tonnes; M3 Class I, Class II, Class A, Class B with a max. technically permissible mass not exceeding 7.5 tonnes

N3 with a max. technically 700,000 km / permissible mass exceeding 7 years16 tonnes; M3 Class III, Class B with a max. technically permissible mass exceeding 7.5 tonnes

Determination of deterioration factors (DFs)Minimumserviceaccumulationdistancesmustbeappliedtodeterminetheevolutionofthedifferentpollutantsovermileage.Thesevaluesareextrapolatedtoreflecttherespectivereferencemileages

Minimum service accumulation periodCategoryN1vehicles 160,000kmCategoryN2vehicles 188,000kmCategoryN3vehicleswithamax.technicallypermissiblemassnotexceeding16tonnes 188,000kmCategoryN3vehicleswithamax.technicallypermissiblemassexceeding16tonnes 233,000km

MultiplicativeDFs(min1.00)oradditiveDFs(min0.00)canbedeterminedbasedonthismethod.MixingofmultiplicativeandadditiveDFswithinonesetofpollutantsisnotpermitted.Alternativelytheassignedmulitiplicativedeteriorationfactorsinthetableherebelowcanbeapplied.

Test cycle CO THC 1) NMHC CH4 NOx NH3 PM Mass PM 2) Number

WHTC 1.3 1.3 1.4 1.4 1.1 1.0 1.05 1.0

WHSC 1.3 1.3 1.4 1.4 1.1 1.0 1.05 1.01) Applies in case of a CI engine 2) Applies in case of a PI engine

Theenginesshallmeettherespectiveemissionlimitsforeachpollutant,asgiveninthetableofAnnexItoRegulation (EC) No 595/2009, after application of the deterioration factors to the test result as measured.

EUROPEAN UNION


Further requirements:

- Inserviceconformitytestingusingportableemissionsmeasurementsystems(PEMS) - PEMS must measure CO; THC; NOx (Diesel) Methane (Gas) and CO2

- The measurement of NH3 using the laser diode spectrometer (LDS) or the fourier transform infrared (FTIR) measurement principles - Requirements for crankcase emissions - Requirements to limit off-cycle emissions (OCE) and in-use emissions - OBDandinserviceconformity - Measurements of net engine power - Determination of CO2 emissions and fuel consumption - ProvisionsonCO2emissionsandfuelconsumptionforextensionofECtypeapprovalforavehicletypeapproved withreferencemass>2,380kgand<2,610kg - ECtypeapprovalofreplacementpollutioncontroldevicesasseparatetechnicalunit - Requirements to ensure the correct operation of NOx control measures (including SCR)

EUROPEAN UNION

17

Delphi’s electronic unit injectors and electronic unit pumps are sophisticated, electronically-controlled high pressure systems that can help everyone breathe a little easier. By managing the precise timing and fuel quantity required for each cylinder, these intelligent injection systems provide immediate responsiveness for drivers while lowering emissions and helping improve fuel economy. Let’s work together to clean the air. Visit: delphi.com/eb-cv

Delphi diesel technology. More responsive to the driver. More responsible to the planet.



EUROPEAN UNIONTEST CYCLES Euro I and II / ECE R49 or 13 MODE CYCLE

It is a steady-state diesel engine test cycle used for TA emission testing of HD highwayenginesuptoEuroIIstandards.EffectiveOctober2000,theR49cycle was replaced by the ESC cycle.

This cycle is operated through a sequence of 13 speed and load conditions. The finalresultisaweightedaverageofthe13modes.

100

80

60

40

20

Load

(BM

EP

), %

0

Engine Speed, %60 80 100

8%9

10

11

122

3

4

5

6

8

8%

8%

8%25% 2%

2%

10%

25%

2%

2%

1,7,13

Mode # Speed Load [%] Weight Factor

1 Idle - 0.25/3 2 10 0.08 3 25 0.08 4 Max Torque Speed 50 0.08 5 75 0.08 6 100 0.25 7 Idle - 0.25/3 8 100 0.10 9 75 0.02 10 Rated Power Speed 50 0.02 11 25 0.02 12 10 0.02 13 Idle - 0.25/3


100

75

50

25

0

Load

, %

Engine speed, %50 75 100

Idle

1

15%

8% 9% 8%

5%

5%

5%

5%

5%

10%

10%

10%

2 8 10

6 4 12

5 3 13

7 9 11

A B C

Additional modes determined by certificationpersonnel

5%

EUROPEAN UNION

Speed A = nlo + 25% (nhi-nlo) nhi = 70% of the declared maximum net powerSpeed B = nlo + 50% (nhi-nlo) nlo = 50% of the declared maximum net powerSpeed C = nlo + 75% (nhi-nlo)

Mode Engine Speed Load [%] Weight Factor [%] Duration [min]

1 Low idle 0 15 4 2 A 100 8 2 3 B 50 10 2 4 B 75 10 2 5 A 50 5 2 6 A 75 5 2 7 A 25 5 2 8 B 100 9 2 9 B 25 10 2 10 C 100 8 2 11 C 25 5 2 12 C 75 5 2 13 C 50 5 2

TEST CYCLES Euro III AND LATER -definedbyDir88/77/ECas amended by Dir 2001/27/EC

3 cycles are accepted:1) European Steady–state Cycle - ESCThetestcycleconsistsofanumberofspeedandpowermodeswhichcoverthetypical operating range of diesel engines.It is so determined by 13 steady and 3 random modes.Emissionvaluesareobtainedwiththeweighted mean of emissions on each of the 13 modes.The 3 random points are random-tes-ted in a control area.In this random-test, only NOx emissions are measured. They must not exceed theinterpolatedvalueofthe4nearestmodes plus 10%.This NOx control check ensures the effectiveness of the emission controlof the engine within the typical engine operation range.


3) European Load Response - ELROnlydieselsmokeismeasured.ELRcycleisdefinedbyfixedspeedsamplingand a random sampling.The random sampling is represented by a random speed and by a random initial load.Smoke measurements during the sampling must not exceed 20% of the highest value ofclose speeds or more than 5% oflimitvalue.Thebiggestoneis selected.

EUROPEAN UNION2) European Transient Cycle - ETCThis cycle consists of a second-by-second sequence of transient modes.Itisbasedonroad-type-specificdrivingpatternsofHDenginesinstalledintrucksand buses.Itisdividedin3parts:1/3urbanroads,1/3ruralroads,1/3motorways.

C

Load

, %

BA

0

Eng

ine

spee

d

100

100

Cycle 1 Cycle 2 Cycle 3 Cycle 4

Time, s

10s 20s

20s

Selected Point

100

80

60

40

20

0

Vehi

cle

spee

d, k

m/h

0 18001600140012001000800600400200Time, s

Urban

Rural Motorway

21

Delphi is the first to develop an ammonia sensor for the automotive industry. It allows closed-loop control of the selective catalytic reduction process enabling higher conversion efficiency at lower overall system cost.

Delphi’s new particulate matter sensor offers low cost, easy system integration. Our new differential pressure sensor is a cost-effective solution for diesel particulate trap monitoring.

Delphi’s wide range O2 sensors have a poison-resistant coating to help improve accuracy and durability in harsh environments. And our turbo pressure sensors offer affordability for high output diesel engines.

Learn more about technology that makes good sense for you at: delphi.com/eb-sensors

Innovative technology that makes good sense. Delphi exhaust and pressure sensors.

www.delphi.com/eb-sensors


1) LEVs, ULEVs, SULEVs, ZEVs only

TestingEmissiontestingisgenerallyenginedynamometerbased.ChassiscertificationisavailableinplaceofHDFederalTestProcedure(FTP)Transientcycle.3 sets of tests are required: Transient FTP Test and from MY 2007 (1998 for Consent Decree Manufacturers), Supplemental Emission Test, Not to Exceed standards

US FEDERAL (EPA)CalifornianandUSEnvironmentalProtectionAgency(EPA)HDStandardsbecomeclosetoconvergencefrom2004.Vehicle Weight Definitions

Model Year GVWR (Ibs) 6.000 8.500 14.000 19.500 33.000

LDT≤8,500 HDV>8,500 LLDT≤6,000 6,000<HLDT≤8,500 8,500<LHDDE≤19,500 19,500≤MHDDE≤33,000 HHDDE/UrbanBus>33,000 HDV>6,000

1994 and 6,000<MDV≤8,500 8,500<LHDDE≤19,500 19,500≤MHDDE≤33,000 HHDDE/UrbanBus>33,000earlier 8,500<LHDE-SI≤14,000 HDDE-SI>14,000

1995+ LDT≤6,000 6,000<MDV≤14,000 14,000<LHDDE<19,500 19,500≤MHDDE≤33,000 HHDDE/UrbanBus>33,000 HDDE-SI>14,000

1992+ 1) 6,000<MDV≤14,000

Cal

iforn

iaFe

dera

l


US FEDERAL (EPA)HD Highway Compression-Ignition Engines & Urban Buses - Exhaust Emission Standards

Federal b

Year HC NMH C NMHC+ NOx NOx PM CO Idle CO Smokea Useful Life Warranty Period (g/bhp-hr) (percent exhaust gas flow) (%) (hrs/yrs/miles) (yrs/miles) 1974-78 - - 16 - - 40 - 20 / 15 / 50 - - 1979-84 1.5 - 10 - - 25 - 20 / 15 / 50 - - LHDDE: - / 8 / 110,000 1985-87 1.3 - - 10.7 - 15.5 - 20 / 15 / 50 MHDDE: - / 8 / 185,000 - HHDDE: - / 8 / 290,000 1988-89 1.3d - - 10.7 0.6 15.5 0.5c 20 / 15 / 50 1990-97 and 1998+ 1990 1.3d - - 6.0 0.6 15.5 0.5c 20 / 15 / 50 for HC, CO, and PM: 1991-93 1.3 - - 5.0[ABT]

0.25[ABT]15.5 0.5c 20 / 15 / 50

LHDDE: - / 8 / 110,000 0.10e MHDDE: - / 8 / 185,000 0.1[ABT] HHDDE:-/8/290,000 5/100,000 q

1994-97 1.3 - - 5.0[ABT] 0.07f 15.5 0.5c 20 / 15 / 50 1994+ urban buses for PM only: 0.05g LHDDE: - / 10 / 110,000

1998-2003 1.3 - - 4.0[ABT] 0.1[ABT]

15.5 0.5c 20 / 15 / 50 MHDDE: - / 10 / 185,000

0.05g HHDDE: - / 10 / 290,000 2.4 (or 2.5 with a limit 2004-2006h - - of 0.5 on -

0.1 15.5 0.5 20 / 15 / 50

NMHC)o 0.05g

For all pollutants: p

[ABTi,j] LHDDE: - / 10 / 110,000 LHDDE: 5 / 50,000 2.4 (or 2.5 MHDDE: - / 10 / 185,000 All other HDDE: with a limit HHDDE: 22,000 / 10 / 435,000 5 / 100,000 q 2007+h,k,l,m,n - 0.14o of 0.5 on 0.2o 0.01 15.5 0.5 20 / 15 / 50 NMHC) [ABT]


US FEDERAL (EPA)Notes: The test procedures are the EPA Transient Test Procedure and the EPA Smoke Test Procedurea Percentages apply to smoke opacity at acceleration/lug/peak modesb Standards for 1990 apply only to diesel-fueled heavy-duty engines (HDE). Standards for

1991+ apply to both diesel- and methanol-fueled HDEs. Standards that apply to urban buses specificallyarefootnoted

c This standard applies to the following fueled engines for the following model years: methanol -1990+,naturalgasandliquefiedpetroleumgas(LPG)–1994+

d For petroleum-fueled engines, the standard is for hydrocarbons (HC). For methanol-fueled engines,thestandardisfortotalhydrocarbonequivalent(THCE)

e Certificationstandardforurbanbusesfor1993f Certificationstandardforurbanbusesfrom1994-95h LoadResponseTestcertificationdatasubmittalrequirementstakeeffectforheavy-dutydiesel

engines beginning in model year 2004. The following requirements take effect with the 2007 model year: steady-state test requirement and Not-to-Exceed (NTE) test procedures for testingofin-useengines.On-boarddiagnosticrequirementsapplicabletoheavy-dutydieselvehiclesandenginesupto14,000poundsgrossvehicleweightrating(GVWR)phaseinfromthe 2005 through 2007 model years

I Themodifiedaveraging,banking,andtradingprogramfor1998andlatermodelyearenginesappliesonlytodieselcycleengines.Creditsgeneratedunderthemodifiedprogrammaybeused only in 2004 and later model years

j For heavy-duty diesel engines, there are three options to the measurement procedurescurrently in place for alternative fueled engines: (1) use aTHCmeasurement in place ofan non-methane hydrocarbon (NMHC) measurement; (2) use a measurement procedure specifiedby themanufacturerwith prior approval of theAdministrator; or (3) subtract two

percentfromthemeasuredTHCvaluetoobtainanNMHCvalue.Themethodologymustbespecifiedat timeofcertificationandwill remain thesame for theengine family throughouttheengines’usefullife.Fornaturalgasvehicles,EPAallowstheoptionofmeasuringNMHCthroughdirectquantificationofindividualspeciesbygaschromatography

k Startingin2006,refinersmustbeginproducinghighwaydieselfuelthatmeetsamaximumsulfur standard of 15 parts per million (ppm)

l SubjecttoaSupplementalEmissionTest(1.0xFederalTestProcedure[FTP]standard(orFamilyEmissionLimit[FEL])fornitrogenoxides[NOx],NMHC,andparticulatematter[PM])andaNTEtest(1.5xFTPstandard[orFEL]forNOx,NMHC,andPM)

m EPAadoptedthelab-testingandfield-testingspecificationsin40CFRPart1065forheavy-dutyhighway engines, including both diesel and Otto-cycle engines. These procedures replace those previouslypublishedin40 Code of Federal Regulations (CFR) Part 86, Subpart N. Any new testing for 2010 and later model years must be done using the 40 CFR Part 1065 procedures

n Two-phasein-useNTEtestingprogramforheavy-dutydieselvehicles.Theprogrambeginswith the 2007 model year for gaseous pollutants and 2008 for PM. The requirements apply to dieselenginescertifiedforuseinheavy-dutyvehicles(includingbuses)withGVWRsgreaterthan8,500pounds.However,therequirementsdonotapplytoanyheavy-dutydieselvehiclethatwascertifiedusingachassisdynamometer,includingmedium-dutypassengervehicleswith GVWRs of between 8,500 and 10,000 pounds

o NOx and NMHC standards will be phased in together between 2007 and 2010. The phase-in will be on a percent-of-sales basis: 50 percent from 2007 to 2009 and 100 percent in 2010

p Notethatforanindividualengine,iftheusefullifehoursintervalisreachedbeforetheenginereaches 10 years or 100,000 miles, the useful life shall become 10 years or 100,000 miles, whicheveroccursfirst,asrequiredunderCleanAirActsection202(d)

q Yearsormiles,whichevercomesfirstbutneverlessthanthebasicmechanicalwarrantyforthe engine family


US FEDERAL (EPA)Smoke Test LimitsMode Accceleration (A) Lugging (B) Peak (C)

Opacity % 20 15 50

Family Emissions Limits (g/bhp.h)GVW≥8,500lbs

NOX + NMHC PMBefore 2007 4.5 or 4.5 w/a limit of 0.5 NMHC (ABT) 0.252007 and later 2.4 or 2.5 w/a limit of 0.5 NMHC (ABT) 0.25Crankcaseemissionsaddedtotailpipelevelpriortocomparisontostandard.Under Tier 2, PC, LDV and MDV up to 10,000 lbs used for personal transportationhavetobetypeapprovedfollowingLDVlegislation.

MY 2007 and later (g/bhp.h)

1) CARB 1996 -> 0.05

Standard Phase-In MY 2007 2008 2009 2010NOx 0.20 50% 50% 50% 100%NMHC (E) 0.14 50% 50% 50% 100%CO 15.5 100%PM 0.01 100%Formaldehyde 0.01 1) 100%

Phase-In options:ForMY2007-2009combinedNOx+NMHCispossible,asdefinedinEPA, MY 2004. All other requirements to comply w/ MY 2007 standards.Max authorised 2006 NOx+NMHC TA: 50% of direct production.

ABT and FEL

Supplemental Test (see page 33)- Weightedaverageexhaustemissions:max1.0timesapplicableemission

standards or FEL.- IfNOxFEL<1.5g/bhp.h,gaseousexhaustemissions≤steady-state interpolatedvalues(MaximumAllowableEmissionLimitsMAEL).

MY Family Emissions Limits (g/bhp.h) NOx PMBefore 2010 2.00 0.022010 and later 0.50 0.02


US FEDERAL (EPA)Not To Exceed (NTE) Limits- MaxNMHCorNOx≤1.5timesapplicableNMHCorNOxstandardsorFELs- IfNOxFEL<1.5g/bhp.h,NMHCorNOx≤1.25timesapplicableNMHCorNOx

standards or FELs- MaxPM≤1.5timesapplicablePMemissionstandardsorFELs- MaxCO≤1.25timesapplicableCOemissionstandardsorFELsNTElimitsapplyforaltitude≤5,500feet,ambientconditionsof:0F->100Fatsealevel;0F->86Fat5,500feet

Crankcase emissionsNo crankcase emissions discharged directly into the ambient atmosphere from 2007 MY, except for HD w/ turbochargers: emissions are added to exhaust emission

Portable Emission Measurement Systems (PEMS)Nov2009In-usePEMSenforceable

SPARK IGNITION HDPrevious Emissions Limits (g/bhp.h)From 1991-1997 HC 1) CO NOx CO at Idle 2)

≤14,000lbsGVWR 1.1 14.4 5.0 0.5%> 14,000 lbs GVWR 1.9 37.1 5.0 0.5%MY 1998 and later≤14,000lbsGVWR 1.1 14.4 4.0 0.5%> 14,000 lbs GVWR 1.9 37.1 4.0 0.5%

1) OrganicMaterialHydrocarbonEquivalent(OMHCE)formethanolengines2) All gasoline engine w/ catalyst and methanol enginesCrankcase emissions are added to exhaust emissions

Emissions Standards Option 1 Option 2MY 2005 2003-2007 2008 2004-2007 2008NMHC (E) + NOx 1.0 1.5 1.0 1.5 1.0CO GVWR≤14,000lbs 14.4 GVWR > 14,000 lbs 37.1


NMHC CO NOx PM 0,14 14,4 0,2 0,01

MY 2008 and later(g/bhp.h) (all GVW)


US FEDERAL (EPA)Standard: 100% compliance in MY 2005 OBD: phase-in 2005-2007 (8,500-14,000 lbs GVWR) ORVR: phase-in 2005-2006 (8,500-10,000 lbs GVWR)Option 1: OBD: phase-in 2004-2007 (8,500-14,000 lbs GVWR) ORVR: phase-in 2004-2006 (8,500-10,000 lbs GVWR)Option 2: OBD: phase-in 2004-2007 (8,500-14,000 lbs GVWR) ORVR: phase-in 2004-2006 (8,500-10,000 lbs GVWR)No crankcase emissions permittedIdle CO -IfnoOBDcertification:0.50%ofexhaustgasflowatidlePrevious Full life Emissions Standards (at 120,000 miles)

GVW (lbs) Emissions Limits (g/mile) NOx+NMHC NMOG NOx CO8,500-10,000 - 0.28 0.9 7.310,000-14,000 - 0.33 1.0 8.1

GVW (lbs) Emissions Limits (g/mile) NMHC 1) NOx CO PM Formaldehyde8,500-10,000 0,195 0,2 7,3 0,02 0,0310,000-14,000 0,23 0,4 8,1 0,02 0,04


Emission Standards Phase-in by MY 2008 2009CO 14.4 100%NOx 0.20 NMHC (E) 0.14 50% 100%PM 0.01 ABT and FEL (g/bhp.h)

No crankcase emissions permitted

MY NOx NMHC

<2011 0.8 0.4≥2011 0.50 0.3

Rule making for fuel economy and greenhouse gas emissions from MD and HD trucks hasstarted.Thestandardshouldbefinalizedin2011forImplementationin2014.

EPA Notice on Urea SCR dated 09 Nov 2009EPAauthorisestheuseofurea-SelectiveCatalyticReduction(SCR)ondieselengines/vehiclestomeetNOxlimits.ThenoticeappliestoHDdieselenginesandvehiclesforMY2009-2011.Urearefillinterwalls: locallydrivenvehicles(exdumptrucks,concretemixers)minevery2nd refuelling othervehiclesmin.every3rd refuelling

MY 2008 and later Full Life Emissions Limits (11 years / 120,000 miles)

1) optional THC or NMOG


CALIFORNIA (CARB)CARB Standards from 1985-2003 (g/bhp.h)

Year Total HC or Optional CO NOx PM OMHCE 1) NMHC 1) Truck Bus Truck Bus1985 1.3 - 15.5 5.1 5.1 0.60 0.601987 1.3 - 15.5 6.0 6.0 0.60 0.601991 1.3 1.2 15.5 5.0 5.0 0.25 0.101994 1.3 1.2 15.5 5.0 5.0 0.10 0.071996 1.3 1.2 15.5 5.0 4.0 0.10 0.051996 1.3 1.2 15.5 5.0 0.5-2.5 2) 0.10 0.05

1) NMHC gasoline NG and LPG enginesOMHCE: methanol engines

2) Optional NOx standard between 0.5 and 2.5 by 0.5 g/bhp.h increments

CARB Standards for engines used in Oct02 and subsequent (g/bhp.h)

NOx+NMHC Optional NOx+NMHC CO PM

Option1 2.4 2.5(NMHC≤0.5g/bhp.h) 15.5 0.10Option 2 N/A 0.3 to 1.8 in 0.3 15.5 0.03 to 0.01

Smoke: Similar to US-EPA smoke test Acceleration (A): 20%; Lagging (B): 15%; Peak (C): 50% Opacity

Formaldehyde exhaust emissions (NTE) MY 1993-95: 0.10 g/bhp.h MY 1996 and subsequent: 0.05 gbhp.h

Standards from 2004 and 2007Similar to EPA standards (see pages 23-24)


CALIFORNIA (CARB)Clean Fuel Buses

Standards for Diesel or Dual-Fuel Urban Bus Engine (g/bhp.h)

MY NOx PM NMHC Formaldehyde CO

2004-2006 0.5 0.01 0.05 0.01 5.0 2007+ 0.2 0.01 0.05 0.01 5.0

MY

Diesel Path Alternative Fuel Path NOx+NMHC PM NOx+NMHC PM 2007 0.2 0.01 0.2 0.01

2008 15% of new purchase ZEB’s

forlargefleet(>200)

2010 15% of new purchase

ZEB’sforlargefleet(>200)

Additional In-Use Engine Retrofit Requirements-Installationofcertified(approved)NOx/PMreductionequipment- Places NO2requirementconstraintsondevicesin2007 Max NO2 increase: 2007-2008: 30%; 2009+: 20%-Manufacturersmayinstalluncertifiedequipmentascertific.processprogresses-Requireswarrantycoverageandin-usecompliancetesting

Fleetoperatorshavetochoosebetweenoperating:-adieselbusfleet Diesel path-analternative-fuelbusfleetAlternativeFuelPath- Fleets in South Coast Air Quality Management District must follow altern. path2007-2009:fleets>30must:a) buy new buses that are 0.2 g/bhph NOx -OR-b)on1to1basis,retrofitoldbusesw/level3PMDECSw/eff.>40%ifavailor w/ eff. >25% -OR-c)obtainE.O.approvalfornon-conformingbuspurchase

Zero Emissions Buses - ZEB


CALIFORNIA (CARB)HD Idling Emissions Reduction Program- 2008+GVWR>14klbsmusthaveautomaticengineshutoffif a) after 5 min if park. brake on; 15 min if park. brake off b)cert.to30g/hrNOxoverSET/FTR- Sleeper equipped trucks no longer exempted from idling reduction

requirement - Delayofshutofffor<30minallowedforemissiondev.performance (dash light requir.)- OverrideallowedbyPTO(PowerTakeOff)operation As portion of idling reduction program, auxiliary power supplies are regulated- Primaryenginecertified2007+: APUtobecertifiedoff-road(w/Level3DPF)orrouted ahead of primary engine DPF- Primary engine 2006 or earlier: APU (Auxiliary Power Unit) engine needs to beoff-roadcertified(noDPFrequired)

5 min still applies w/in 100 ft of restricted areas.- Scantoolallowedtoextendidlingto60minforservice- Fuelfiredheaters:mustcomplyw/LEVrequirementsforfuelfiredheaters LEVrequirementforshutoffabove40FdoesNOTapply

Foreign Trucks required to meet emission limits when entering the Statefrom outside the US

Proposed Modification to Urban Bus Engines and Vehicles Rules NOx standard for Diesel Hybrid-Electric Buses: 1.8 g/bhp.h MY 2004-2005PM standard 0.01 g/bhp.h Test Procedure: SAE J2711

ZEB (Zero Emission Bus) Regulation:ModifiedNov07- Requiresoperatorsoffleets≥ 200 buses on the diesel path to begin AdvancedDemonstrationProjectwithrequiredZEBstobeplacedinrevenueserviceby01Jan09

- Delays purchase requirements to 2011 for operators on the diesel path and 2012foroperatorsonthealternativefuelledbuspath

- Extendsthedatetofulfillthefullpurchaserequirementsto2026forallfleets- Requirestechnicalreviewin2009byBoard- CreditsavailabletofleetoperatorsforearlydeploymentofZEBs

CARB Decision 22Apr10Diesel emissions from existing trucks and construction equipment will become less Stringent. Details will be published later in the year.

Portable Emission Measurement Systems (PEMS)PEMSenforceableNov09


CALIFORNIA (CARB)Otto-Cycle Medium and Heavy-Duty vehicles (g/bhp.h) In-use compliance: 90,000 miles

Phase-in: (see page 25)

ESC and NTE tests: from MY 2005Identical to ESC and NTE HD dieselNTE: max 1,25 times FTP emission standards Operation within the NTE control zoneESC:EmissionsequivalenttoFTPemissionsstandards

Emission Useful Life Standards and Emissions Warranty

1) Longer of listed and mechanical warranty length2) 10 yrs for PM and NOx

CARB EPAUseful Life (Yr/mi/hours)

LHDDE 10/110k 8/110k2)

MHDDE 10/185k 10/185k HHDDE 10/435k/22k 10/435k/22k

Emissions Warranty 1)

All Class 5/100k/3k 5/100k

MY Emission Cat NMHC+NOx NMHC NOx CO HCHO PMMD > 8,501 - 14,000 lbs GVW

2004 ULEV 2.4 or 2.5 w/ 0.5 NMHC - - 14.4 0.05 - SULEV 2.0 - - 7.2 0.025 -

2005-2007 ULEV 1.0 - - 14.4 0.05 -

SULEV 0.5 - - 7.2 0.025 -

2008, + ULEV - 0.14 0.20 14.4 0.01 0.01

SULEV - 0.07 0.10 7.2 0.005 0.005HD > 14,000 lbs GVW

2004 - 2.4 or 2.5 w/ 0.5 NMHC - - 37.1 0.05 - 2005-2007 - 1.0 - - 37.1 0.05 - 2008, + - - 0.14 0.20 14.4 0.01 0.01IdleCO:ifaftertreatmenttechnologyisusedandnotcertifiedOBDmaxCO:0,50%

C.I. MD Optional Standards > 8,601 - 14,000 lbs GVW2004- ULEVOptA 2.5NMHC≤0.5 - - 14.4 0.050 0.10 2006 ULEV Opt B 2.4 - - 14.4 0.050 0.10

2007, + ULEV - 0.14 0.2 15.5 0.050 0.01

SULEV - 0.07 0.1 7.7 0.025 0.005


Heavy Duty Diesel Transient Cycle (HDDTC)

FTP TEST CYCLESHeavy Duty Gasoline Transient Cycle (HDGTC)

Testcyclecomprisedof4phasesrepresentingdifferentdrivingconditions. Phases 1 and 4 are the same. Test is a cold start followed by a 20 min soak and then a repeat of the test cycle.

100806040200

-20

Nor

mal

ized

eng

ine

spee

d (%

)N

orm

aliz

ed to

rque

(%)

100806040200

120010008006004002000

Time (sec)Nor

mal

ized

eng

ine

spee

d (%

)

100806040200

120010008006004002000

100806040200

-20Negativetorquerepresentsover-runconditions

Nor

mal

ized

torq

ue (%

)300 sec297 sec 305 sec 297 sec

New YorkFreeway

Los Angeles Freeway

Los Angeles Non-Freeway

New YorkNon-Freeway

Time (sec)


FTP TEST CYCLESDiesel Smoke Supplemental Test Cycles 2004 & 2007

Steady-state Test discrete – Mode Cycle up to MY 2009As a result of the Consent Decree of 1998, most engine manufacturers arerequired to meet the applicable FTP transient emission standard during theSET schedule (among other requirements).Supplement Steady State test (SSS) is based on the EU ESC cycle (see page 19)Itcontains13fixedmodesand3byrandomselectedmodes.The alternate procedure for steady state test may be used through MY 2009.The ramped modal test is mandatory in MY 2010 (see page 34).

60Time (sec)

3550 - 6010300 - 330 5<3

Torq

ueTh

rottl

e po

s.P

erce

nt

rate

d sp

eed

Fully closed

Fully open

Low idle

1009585

max

0

Mode-designation Low

idle

1 1 188 8 1

Star

t of c

ycle

Linear ± 100 rpmMax. torque or 60% rated speed whicheverishigher±50rpm

Linear within ± 100 rpm

Fully closed before speed exceeds 90% of rated speed

Torque preselected for accel. III

Torque at max. HP

Torque presel. for linear accel. II Torquecurveduringluggingtoachievelinearspeeddecrease

Recorderchartspeed(minimum)[in/min]

Modesofsmokeevaluation

Transition period Lugging mode Unloading to low idle

Tran

sitio

n pe

riod

Accel.III

Accel.I II

Sta

rt of

nex

t seq

uenc

e

Rated speed - 50 rpmAt least 85% rated speed


FTP TEST CYCLESRampedModaltestinvolvesasingleandcontinuousemissionmeasurementastheengineoperatesoverthetestmodesinadefinedsequence.It also includes short transition segments between modes.

Load Response Test Applicable to HD diesel, MY 2004-2007.This test is conducted on a dynamometer. The purpose is to measure the brakespecificgaseousandparticulateemissionsfromaHDdieselengineasitissuddenlyloaded,withitsfuellinglever,atagivenengineoperatingspeed.Results of this test are not compared to emission standards.

RMC Mode Time in Mode (sec) Engine Speed Torque (%)

1a Steady-state 170 Warm Idle 01b Transition 20 Linear Transition Linear Transition2a Steady-state 170 A 1002b Transition 20 A Linear Transition3a Steady-state 102 A 253b Transition 20 A Linear Transition4a Steady-state 100 A 754b Transition 20 A Linear Transition5a Steady-state 103 A 505b Transition 20 Linear Transition Linear Transition6a Steady-state 194 B 1006b Transition 20 B Linear Transition7a Steady-state 219 B 257b Transition 20 B Linear Transition

8a Steady-state 220 B 758b Transition 20 B Linear Transition9a Steady-state 219 B 509b Transition 20 Linear Transition Linear Transition10a Steady-state 171 C 10010b Transition 20 C Linear Transition11a Steady-state 102 C 2511b Transition 20 C Linear Transition12a Steady-state 100 C 7512b Transition 20 C Linear Transition13a Steady-state 102 C 5013b Transition 20 Linear Transition Linear Transition14a Steady-state 168 Warm Idle 0


FTP TEST CYCLESNot To Exceed Test (NTE)As a result of the Consent Decree of 1998, most engine manufacturers are required to maintain engine emissions below a limit of 1.25 x applicable FTP standards during engine operation in a speed-load zone below the engine’s torquecurve.Limit increases to 1.5 x FTP standard in MY 2007.Nospecificdrivecycle.Applicabletosteady-stateANDtransientmaneuversatvaryingambient temperaturesandupto5,500ftelevation.Emissionsmeasuredoverintervalsaminimumof30secinlength.

Evaporative Emission LimitsEPA

MY GVWR 3 Diurnal + 2 Diurnal + Running Refuelling

(Lbs) Hot soak 1) Hot soak Loss spitback 2)

g/test1998 ≤14,000 3.0 3.5 0.05 1.0 MY, + > 14,000 4.0 4.5 0.05 -2008 ≤14,000 1.4 1.75 0.05 1.0 MY, + > 14,000 1.9 2.30 0.05 -

1) EvaporativeemissionslimitsforNGandLPGfuelledHDDCengines2) Methanol–Gasfuelledenginesonly

CARB - From 2004 MY, > 8,500 lbs

Phase-in schedule:MY 2004: 40% MY 2005: 80% MY 2006, Y: 100%

3 Diurnal + Hot soak Running Loss 2 Diurnal + Hot soak

g/test

1.00 0.05 1.25

36

The new Delphi High Pressure Heavy Duty Diesel Common Rail System is among the most advanced fuel systems in the world. Its ultra high pressure (up to 3,000 bar) capability provides the potential to minimize the need for expensive aftertreatment. The system is designed for 4- to 16-liter diesel engine programs. Delphi has earned a reputation for durable, high-tech electronic unit injector and electronic unit pump systems. Now we also offer a range of diesel common rail systems with class-leading pressure capabilities. Visit us at: delphi.com/eb-hphdd

Ultra high pressure. At the head of the class.For more than 20 years, Delphi has had a proven

track record innovating alternative energy technology. Now, we’re continuing tradition with our Power Electronics product line. With high-value hybrid electric vehicle technology like HEV controllers, DC/DC converters, inverters, battery management systems and energy storage systems, we can drive costs down for you, your customers and the environment. From components to integrated systems, let us customize the reliable solution that works for you.www.delphi.com/manufacturers/auto/hevproducts

The energy to drive change.

www.delphi.com/eb-hphdd


JAPANEMISSIONS STANDARDS Vehicle categories -Originalweightcategory:vehicles(trucks,buses)>2.5tGVWFrom2001standards:gasolinevehicles>3.5tGVW. From2005longtermstandards:dieselvehicles>3.5tGVWInitial Standards

1) TAemissionstandardfortypeassignedvehicleandvehiclewithTAequipment 2) Emissionstandardforthevehiclesotherthandefinedabove3) Smoke measured under 3 full load conditions (at 40, 60 or 100% of rated speed) and under free load acceleration4) 2.5t–3.5t:introductionin1997;3.5t–12tin1998;>12tin1999

CO HC NOx PM Smoke 3)

Diesel engines Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2)

Japan 88/89 (pm) 980 670 520 (DI) - - 50%6-Mode test 350 (IDI) Japan 94 (g/kWh) GVW > 2.5t 9.2 3.8 6.8 (IDI) 0.96 40%13-Mode test 7.,8 (DI) Japan 97 4) (g/kWh) 7.4 9.2 2.9 3.8 4.5 5.8 0.25 0.49 25%

Gasoline engines (13-Mode test)

Japan 98 (g/kWh) 13-Mode test GVW > 2.5t 51 68 1.8 2.29 4.5 5.9 - - -


CO NMHC NOx PM Smoke(g/kWh) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) -Diesel 2.95 2.22 0.23 0.17 2.7 2.0 0.036 0.027 25%Gasoline 21.3 16.0 0.31 0.23 0.9 0.7 - - -

JAPANNew Short Term Standards (13-Mode)Diesel Engines

Evaporative emissions:

New Long Term Emissions Standards

Implementation dates: GVW > 3.5tDomesticnewvehicles fromOct05ExistingandImportvehicles fromSep07

Test cycle: New JE05 transient cycle (see page 40)

CO (g/kWh) HC (g/kWh) NOx (g/kWh)

Std 1) Others 2) Std 1) Others 2) Std 1) Others 2)

26.0 16.0 0.99 0.58 2.03 1.40

Running 25 sec idle 4 x 11-Mode + 3x (24 sec idle + 10-15 Mode)Hot Soak Loss (HSL) 1 hr SHED at 27 ± 4°CDiurnal Breathing 1 heat build in 24 hrsLoss (DBL) Cycle from 20°C - 35°CEmission standard HSL + DBL: 2 g/test

Implementation dates: 2,5t < GVW ≤ 12t GVW > 12t

Newvehicles fromOct03toOct05 fromOct04toOct05ExistingandImportedvehicles fromSep04toSep07 fromSep05toSep07

CO HC NOx PM Smoke (g/kWh) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) Std 1) Others 2) 3.46 2.22 1.47 0.87 4.22 3.38 0.35 0.18 1) 25%1)TAemissionstandardfortypeassignedvehicleandvehiclewithTAequipment2) EmissionstandardforthevehiclesotherthandefinedaboveGasoline enginesImplementation dates: GVW > 3.5tNewvehicles fromOct01ExistingandImportvehicles fromSep03


JAPAN

Post New Long Term Emission Standards

Trucks and Buses GVW > 3.5t

PMfordieselvehicle>12t:0.5m-1 (Opacity meter)PMforgasolinevehicleapplyonlytoDIvehequippedw/NOxabsorbercat Applicationdate:Newdomesticvehicles Diesel:HD>3,500kgand≤12,000kg:01Oct10 Gasoline: 01Oct09 Importedvehiclesandexistingdomesticvehicles:11monthslater Test cycle: JE05 Diesel Sulphur content: 10 ppm

2015 Fuel Efficiency Standards for Diesel Truck and Bus

Testmode:HeavyVehicleTestMode

g/KWh PM NOx NMHC CO Std Others Std Others Std Others Std OthersDiesel 0.010 0.013 0.7 0.9 0.17 0.23 2.22 2.95Gasoline/LPG 0.010 0.013 0.7 0.9 0.23 0.31 16.0 21.3

GVW(t) 3.5-7.5 7.5-8 8-10 10-12 12-14 14-16 16-20 >20

Maxloadcap(t) <1.5 1.5-2 2-3 >3 -

2015 FE (km/l) 10.83 10.35 9.51 8.12 7.24 6.52 6.00 5.69 4.97 4.15 4.04


TEST CYCLES

6-Mode Cycle (until 2005)Theengineistestedover6differentspeedandloadconditions.The modes are run in sequence and the duration of each mode is 3 min.Measurementsareexpressedinppm(volumetricconcentration).

JAPAN

135.5%

25

50

75

100

Load

, %

40 60 80 100

3 5

2 4

6

5.9% 12.2%

10.7%

28.6%

Engine Speed, %

7.1%

Driving Cycle JE05 (also known as ED12)TheJE05cycleiseffectivefrom2005forbothdieselandgasolineapplications.ItisbasedonTokyodrivingconditions.Thetestcycleisdefinedthroughvehiclespeedvs.timepoints,that’srequiringconversiontoengineconditions.

Duration: 1829 sMaxspeed:≈88km/h

Vehi

cle

Spe

ed, k

m/h

Time, s0 200015001000500

9080706050403020100

Averagespeed:26,94km/h


13-Mode cycleThe 13-Mode cycle replaced the 6-Mode cycle. It includes a sequence of 13 steady-state modes. Measurements are expressed in g/kWh.Thetestrepresentslow-speeddrivingconditions,specifiedbylowaverageengineloadsandlowexhausttemperatures.

Diesel 13-Mode cycle

JAPAN

Mode Speed Load Weighting factor % of nominal % 1 Idle - 0.410/2 2 40 20 0.037 3 40 40 0.027 4 Idle - 0.410/2 5 60 20 0.029 6 60 40 0.064 7 80 40 0.041 8 80 60 0.032 9 60 60 0.077 10 60 80 0.055 11 60 95 0.049 12 80 80 0.037 13 60 5 0.142

100

Load

ratio

%

Engine Speed ratio %

80

60

40

205

95

0 40 60 80 100

4.9%

5.5%

7.7%

6.4%

2.9%

14.2%

3.7%

2.7%

3.7%

3.2%

4.1%

Mode number

Mode weighting factor

Idling

41.0%1.4

2

3

11

10

9

6

5

13

7

8

12


JAPAN

Gasoline 13-Mode cycle

100

Load

ratio

%

Engine Speed %

80

60

40

205

95

0 40 60 80 100

9.6% Mode number

Mode weighting factor

Idling

31.4%

3.6%

3.9%

2.8%

3.4%

6.6%

11.7%

8.8%

2.8%

5.8%

10 sec decel. to idle, weighting= 9.6%1.4

13

12

2

3

11

10

9

6

5

7

8

1) Deceleration to idle

Mode Speed Load Weighting factor % of nominal %

1 Idle - 0.314/2 2 40 40 0.036 3 40 60 0.039 4 Idle - 0.314/2 5 60 20 0.088 6 60 40 0.117 7 80 40 0.058 8 80 60 0.028 9 60 60 0.066 10 60 80 0.034 11 60 95 0.028 12 40 20 0.096 13 40 1) 20 1) 0.096


Diesel powered special vehicle 8 mode

JAPAN

Note:1. Ratedspeedisdefinedasmax.enginespeed2. Intermediatespeedisdefinedasfollows: -Ifmaxtorquespeedisbetween60%and75%oftheratedspeed,themaxtorquespeedisdefinedastheintermediatespeed. -Ifmaxtorquespeedislessthan60%oftheratedspeed,the60%oftheratedspeedisdefinedastheintermediatespeed. -Ifmaxtorquespeedisgreaterthan75%oftheratedspeed,the76%oftheratedspeedisdefinedastheintermediatespeed.

Mode Operation conditions

Min. operation time (min) Weighting factor Engine speed (rpm) Engine load (%)

1 Rated speed 100 10 0,152 Rated speed 75 10 0,153 Rated speed 50 10 0,154 Rated speed 10 10 0,105 Intermediate speed 100 10 0,106 Intermediate speed 75 10 0,107 Intermediate speed 50 10 0,108 Idle 10 0,15


Test mode CO HC Nox PM NH3 Nr of Nano Particle [g/kWh] ppm [#/kWh]

WHSC 1,5 0,13 0,4 0,01 10 8x1011

WHTC 4 0,16 0,46 0,01 10 6x1011

Euro VI (HD/MD) in South Korea (released on 24Feb11) Applicable standards: GB 17691-2005 (equivalent to EU standards)

SOUTH KOREA PR of CHINA

Durability: recommended test cycle: Japan 05Gasoline: 80,000 km or 5 yrs, shortest test mileage: 50,000 kmDiesel:

(g/kwh)

EURO-5

EURO-6Nox

80%

2.0

0.4

EURO-5

EURO-6PM

50%

0.02

0.01

New Features EU Korea

IntroduceEuroVI Newvehicle01Jan13 Newvehicle01Jan14Addednumberofnanoparticle Producedvehicle01Jan14 Producedvehicle01Jan15Added NH3

M2 M3 M3 N2 N3 N3 [GVM ≤ 7.5 t] [GVM >7.5 t] [GVM ≤ 16 t] [GVM > 16 t]Mileage[km] 80.000 100.000 250.000 100.000 100.000 250.000Util.time[yr] 5 5 6 5 5 6Min. test 50.000 60.000 80.000 60.000 60.000 80.000mileage[km]

Stage Date Comments Reference Test TA FR China I 2000,09 Euro I ECE R-49 13 mode or Chinese 9 modeChina II 2003,09 2004,09 Euro II ECE R-49 13 mode or Chinese 9 modeChina III 2008,01 2009,1 Beijing region: 2005.12 Euro III ESC; ETC and ELRChina IV PI:2012.01 Beijing region: 2008.01 Euro IV ESC; ETC and ELR CI:2012.011) ESC; ETC and ELR

1) may be delayed by 2 years


Canada Canada Tier 2 requirements, similar to US Tier 2 Noemissionaveraging,bankingandtradingoption AverageNOxstandards: 07 MY: 0,20 gpm; 08 MY: 0,14 gpm; 09 MY: 0,07 gpm Fuel consumption and greenhouse gas limits planned to be introduced in 2014 aligned with US standards

Chile Diesel HD: from 01Oct06, Euro III or US98 HD Diesel GasolineHD:from01Sep98,CO:37.1;HC:1.9;NOx:5.0g/bhp*h Max 50 ppm Sulphur fuels since Jan 2010 Santiago: EU III/US98 w/ DPF and OBD: new bus: 2010 EU IV/US07 w/ DPF and OBD: new bus, truck: 2012

Ecuador US94 or EU II

Hong From 01Oct07: Euro IV or US HDV 2005 or Japan HDV 2005Kong E-OBD (EC 2005/55) or OBD US of J-OBD Proposal: EU V from Jul10Iceland Euro standards adoptedIndia BS IV: 04/2010: Delhi + selected cities; 2014: nationwide BSIVforenginesforHDvehicles Introduction of Euro 6 fuels standards in Oct10

OTHER AREAS OF THE WORLD

Country Requirements

Argentina Vehicleswithmaxmass>3,856kg–ECE49 EuroIII:TA:01Jan06–Manufactureandimport:01Jan07 EuroIV:TA:01Jan09–Manufactureandimport:01Jan11

Australia ADR80/02:EuroIV: From01Jan07fornewmodelvehicles From01Jan08forallproducedvehicles US04orJapanese05consideredasalternative ADR80/03:EuroV:From01Jan10fornewmodelvehicles 01Jan11forallproducedvehicles US07orJapanese05consideredasalternative 10 ppm Sulphur diesel: from 01Jan09

Brazil ProconveP-5,equivEuroIII:from01Jan06 ProconveP-6,equivEuroIV:from01Jan09–notimplemented ProconveP-7,equivEuroV:from01Jan12 Max 10 ppm Sulphur diesel to be introduced by Jan13 Durability: 160,000 km or 5 years Smoke: from Jan 2000: ECE R24.03


India Type approval & Conformity of Production Limits (g/kWh)–contd THC NMHC CH4

1) NOx PM CNG or LPG Engines ELR Test - 0.55 1.1 3.5 - Diesel Engines ESC Test 0.46 - -- 3.5 0.02 ETC Test - 0.55 1.1 3.5 0.03 ELRTest Smoke,<0.5m-1

Israel European standards applicable: EU V (01Oct08); EU VI (31Dec12) ForvehicleproducedinUSA:40CFRPart86Malaysia HD Diesel engines: Euro IIMexico Diesel 2003 US 1998 or Euro III 2008 US 2004 or Euro IV Gasoline No emission standards adoptedNew Requir.forveh.presentedforinspectioninNZforthe1sttime:Zealand - Gasoline: as of 2007 New model: ADR 80/01, US98 or Japan 00/02 Existing model: ADR 80/01, US98 or Japan 00/02 - Diesel: as of 2008


New model: ADR 80/02 and 30/01, EU IV, US04 or Japan 02/04 - Diesel: as of 2011 New model: ADR 80/03 and ADR 30/01, Euro V, US07, Japan 05Peru Euro III: form 2007. Max 50 ppm Sulphur diesel introduced Mar10Russia Ecological Class 2: (ECE 4.02 Stage 2) from 01Jan06 Ecological Class 3: (ECE 49.04-A) from 01Jan08 Ecological Class 4: (ECE 49.04-B1) from 01Jan10 Ecological Class 5: (ECE 49.04-B2 C) from 01Jan14SouthAfrica ECE49-02-B(EUII);Alternative:US98,Japan98orADR80/00 New TA: Jan09; all production: Jan10 Proposed EU III new TA: Jan10, all production: Jan12Switzerland EU standards adoptedTaiwan US HDDTC from 01Jul93; from 2006: EU IV Max 10 ppm Sulphur diesel mandatory as of Jul11Thailand Diesel HDV Euro III (TIS 2315-2550) From 2012: EU IV (TIS 2315-2551)Turkey From 2007: EU IVVietnam ECE 49-02 / Euro II (TCVN 6565-1999). Proposal Euro III in 2008, Euro IV in 2010, Euro V declared application time in 2010

47

Delphi’s Smart Remote Actuators control advanced diesel engine performance and emissions management devices. Including variable geometry and dual stage turbo chargers, exhaust gas recirculation valves and exhaust flow/back pressure units. These innovative “smart” instruments can help medium and heavy duty diesel engine manufacturers meet new, more stringent standards for particulate and NOx emissions. They can also help maintain optimum performance. So if you’re looking for a smart solution, visit: delphi.com/ecefm

Delphi has smart control for EGR, turbo and exhaust flap.Delphi’s Smart Remote Actuators control diesel engine performance and emissions control devices such as variable geometry turbochargers and exhaust gas recirculation valves. Typically used for medium duty and heavy duty diesel engines, Delphi’s SRAs help manufacturers meet new European and U.S. standards that require significant reductions of particulate and NOx emissions, while maintaining optimum performance.

Visit: www.delphi.com/shared/pdf/ppd/pwrtrn/dsl_smtremote.pdf

Delphi has smart control for EGR, turbo and exhaust flap.

www.delphi.com/ecefm

HD - Emissions Related Requirements 48

EUROPEAN ON-BOARD DIAGNOSTICSOBDpermitsrapiddetectionoffailureofemissioncriticalcomponentsandsystemsonvehicles.EOBD from Euro IV OBDtestsaremadeovertheESCtestcyclewherethelengthofeach mode is reduced to 60 seconds.

OBD Stage I (Euro IV) (Diesel engines only) TA: from 01Oct05 FR: from 01Oct06

Monitoring area -Reductionintheefficiencyofthecatalyst -Completeremovalofacatalyst -ReductionintheefficiencyoftheDeNOxSystem -Reductionintheefficiencyofthedieselparticulatesystem -ReductionintheefficiencyofthecombinedDeNOx–particulatefiltersystemAsanalternative,OBDsystemsmaymonitorformajorfailureof: -Catalyst(separatedunitorpartofaDeNOxsystemorofadieselparticulatefilter) - DeNOx system -Particulatefilter -CombinedDeNOx–particulatefiltersystem

Condition for malfunction Emissions increase above total threshold NOx (g/kWh) PM (g/kWh)

Row A (2005) Euro IV 7.0 0.1Row B (2008) Euro V 7.0 0.1Row C (EEV) 7.0 0.1

OBD Stage II (Euro V): applicable for diesel and gas engines TA: from 01Oct08 FR: from 01Oct09

Monitoring area: Stage I monitoring area, except monitor for MFF only not enough +Interface between the engine electronic control unit (EECU) and any other powertrain or vehicleelectricalorelectronicsystemforelectricaldisconnection.

Additional requirements for both Stage I and Stage II- Monitoring of the fuel-injection system electronic, fuel quantity and timing actuator for

circuit continuity and total functional failure.- Anyotheremission relatedcomponent (airflow,EGR,etc) ifamalfunctioncausesincreaseabovethreshold.

- Check of circuit continuity of any other emission related component connected to com-puter, unless monitored otherwise

- In case of after treatment system using a consumable reagent, monitoring of lack of any required reagent

General requirements- Standardisation of emission related fault codes, data transfer, diagnostic tools and

connector according to ISO standards- Repairinformationtobeprovided,excludinginformationcoveredbyintellectualrightsorthatconstitutesspecificknow-howofmanufacturers/suppliers


EUROPEAN ON-BOARD DIAGNOSTICSRequirements for Correct Operation of NOx Control MeasuresApplicationdate: TAfrom09Nov06 FRfrom01Oct07

1) In case of engine systems requiring a reagent, NH3emissionsovertheapplicableemissionstestcycle,donotexceed25ppm(meanvalue).

2) Engine NOx control - Incorrect operation of the NOx control monitored => MIL (Malfunction

Indicator Light)-NOxlevel>1.5g/kWhabovetheapplicableNOxlimit(Seepage12)=>MIL-NOxlevelexceedOBD(7.0g/kWh)=>torquelimiteractivation - Record of the fault for at least 400 days or 9,600 hours of engine operation-AlternativemethodpossibleifuseofEGRonlyforNOxemissioncontrol

3) Reagent control-Warningwhenlevelofreagent<10%ofthetankor<levelcorrespondingtothedrivingdistancepossiblew/thefuelreservelevel - Reagent consumption to be monitored-Consumptiondeviatedby>50%=>torquelimiteractivation - Reagent indicator on dashboard-Reagenttankempty=>torquelimiteractivation-Wrongreagentquality/concentration=>torquelimiteractivation-Interruptioninreagentdosingactivity=>torquelimiteractivation

4)Torquelimitervalueof: - Max 60% of max torque for N3 > 16 tons, M1, M3/III and M3/B > 7.5 tons-Max75%ofmaxtorqueforN1,N2,N3≤16tons,3.5<M1<7.5tonsM2,M3/I,M3/II,M3/A,M3/B≤7.5tonsDeactivationofthetorquelim.notfeasiblebyswitchormaintenancetool

5) Operating conditions of the emission control monitoring system-Ambienttemperature:-7°C–>35°C - Altitude below 1,600 m - Engine coolant temperatures > 70°C

6) Emission control monitoring system monitored for - electrical failures-removalordeactivationofanysensor - if failure not remedied within 50 hrs engine operation => torque limiter

Euro VI OBD (Reg EC N° 595/2009 and (EU) N° 582/2011)Emissions limits (on WHTC in mg/kWh): Phase in (01/01/2013): NOx=1500, PM=40 Final (01/01/2016): NOx=1200, PM=25ASPEUR WWH-OBD plus additional requirements for: LowEGRflow EGRcoolerunderperformance Low Boost Pressure Malfunctioning injectors


US ON-BOARD DIAGNOSTICSEPA HD OBD

Identifiesdeteriorationsandmalfunctionstoexceedthedefinedthresholdvaluesaccording to HDDTC or HDGTC procedures.Driverisnotifiedupondetection(MIL).Standardization of emission related fault codes, data transfer, diagnostic tools and connector according to ISO standards.

Monitoring area- Catalysts and particulate traps- Enginemisfire- Oxygen sensors- Evaporativeleak- Other emission control systems (EGR)- Other emission related engine components

California OBD II compliance as an option.

EPA OBD phase-in, GVWE > 14,000 lbs

1) Alternativefuelwaiversavailable

MY OTTO & Diesel Cycle Phase-In 2010 2011 2012 2013 100% compliance 1)


US ON-BOARD DIAGNOSTICSCARB HD OBD

Requirements MY 2010,+ (HD > 14.000 lbs)Monitoring:NOxconversionefficiencyforSCR NOx absorber and lean NOx catalysts Functional check of any other SCR system components PMmonitoringsystemswhenPM>Definedthresholdvalues Fuelsystemandmisfire DPF too frequent or infrequent regeneration Comprehensivecomponentmonitoring(input/outputdevices)Crankcaseventilationsystem Engine cooling system EGR Boost pressure control system Variablevalvetimingand/orcontrol Exhaust gas sensor Evaporativesystem(gasolineonly) Cold start emission reduction strategy (gasoline only) HCconversionefficiencyforoxidationcatalysts

NMHCconversioncatalysts(all,includingammoniaslipcatalysts) SecondaryairdeliverysystemFrom2010-2019MY,exemptionsapplyforalternate-fuelledvehicles

MY 2013,+ (HD > 14,000 lbs) Including changes approved May 18th 2010Monitoring: In-use Monitoring Frequency NMHC Catalyst: Proper feed gas to SCR catalyst (NO to NO2conversion)Clean-up catalysts (for use downstream of SCR catalysts)Fuel system: single and multiple injector monitoringCold start emission control strategy proper operation monitoringPMfilterregenerationstatus&averagedistance/runtimebetweenregenerationsFuel system: check if proper trim codes are implemented in production orthe repair procedures are correctTheOBDconnectorshallbelocatedinthefootwellregionofthedriversideItshallbeuncoveredandallowvehicleoperationwhilescantoolisconnectedMY 2014,+Air / fuel ratio cylinder imbalance monitoringMY 2016,+Thermostat fault monitoring


WWH ON-BOARD DIAGNOSTICSECE GTR5 (corrigendum 05Mar10)- generic OBD requirements (Module A) (out of booklet scope)-specificOBDemissionrelated(ModuleB)- in-use performance monitoring (Module C)

TheOBDsystemswillhaveto- detect malfunctions - identify area of these malfunctions- indicate their occurrence by means - store this information in computer memory of a malfunction indicated (MI) - communicate this information off-boardIt applies to HD Diesel fuelled C.I. engine systems. OBD test cycle: WHTC (see page 6)

Classification of malfunctionsClass A: malfunction when OBD threshold limits (OTL) are assumed to be exceededClass B1: malfunctioncanleadtoemissionsabovetheOTLsbutforwhich theexactinfluenceonemissioncannotbeestimatedClass B2: malfunctionthatcaninfluencetheemissionsbutnottoalevel that exceeds the OTLsClass C: malfunctionthatcaninfluencetheemissionsbuttoalevel that would not exceed the regulated emission limits

Monitoring area: Variablevalvetimingsystem

Electric, electronic components monitoring - Engine Cooling system monitoringLeanNOxtraporNOxadsorber-SelectiveCatalyticReductionSystemDieselOxidationCatalyst-Dieselparticulatefilter-ExhaustGasSensorCrankcase ventilation system -FuelSystem -AirHandling andTurbocharger -Boostpressurecontrolsystem-EGR-Enginemisfire-IdleSpeedControlSystem

Performance RequirementIfWHTCGTRisusedforcertificationpurpose,theworldharmonizedOBDtestcycleapplies.RelevantregionalOTL’shavetobeapplicableaccordingly.HarmonizedOBDperformancerequirementswillevolvewiththeharmonizationof the test cycles, the emission limits and the process for calculating the OTL’s

Step 1 Step 2 Step 3

Test cycles Non harmonized Harmonized Harmonized

(emissions/OBD) or harmonized

Emissions limits Non harmonized Non harmonized Harmonized

OTL’s calculation Non harmonized Harmonized Harmonized

process

OTL’s Regionallydefined Regionallycalculated Harmonized


EUROPEAN CONFORMITY TESTING

Test on three engines

Production Conformity Testing - The tests are carried out on newly manufactured engines. Attherequestofmanufacturer,testsmaybecarriedoutonengineswhichhavebeenrun-inuptoamaxof100hoursTeststobeconductedonESC/ELRoronETCasdefinedforT.A.Tests may be conducted with commercial fuel. At the manufacturer’s request, the reference fuel may be used

Computation of test statistic

result

Does test statistic result

agree with criteria for

failing the series for at least one

pollutant?

Does test statistic result agree with the criteria for pas-sing the series for at least one

pollutant?

A pass decision is reached for 1 or more pollutants

Is a pass decision

reached for all pollutants

Test on additional

engine

NO YES NO

YESNOYES

Series rejected Series accepted


EUROPEAN CONFORMITY TESTINGIn-Service Conformity Testing (ISC) -ApplicablefornewHDvehiclesor new HD engine TA from 01Oct05, FR from 01Oct06Itwillconfirmthecorrectoperationoftheemissioncontroldevicesduringthenormallifeofthevehicleorengine.

New vehicle or new engine

TA and sold

Vehicle or engine manuf.

develops own

in-service conformity procedure

Vehicle or engine manuf.

compiles report of the

in-house procedure

TA begins formal

testing of suspect engine

Confirmatory testing

Plan of remedial

measures proposed to

manuf.

Manufac- turer

submits ISC report to TA for

audit

TA decides that information is insufficient?

Is engine type in conformity w/ TA

requirements

Manuf. Provides additional information or test data.

Manuf. compiles new ISC report

Manuf. Files report for future

reference

TA reviews manufacturer’s

ISC report

Process completed no further action

required

TA accepts that ISC report

confirms acceptability of the vehicle

or engine

TA decides to audit manufacturer’s

compliance data

NO

NO

NONO

YES YES

YES

YES


In-Service Conformity Testing - Applicable to HD > 8500 lbs HC, CO and NOx emission from 2005 PM emissions from 2006Based on families selected by EPA: - Up to 25% of engine families/year -Every4yearsperiod,maxaveragenumberofenginefamiliescertifiedoverthat4yearsperiodTheaverageemissionsforeachpollutantmustremainatorbelowtheNTEthreshold

Phase 1 testing

US CONFORMITY TESTING

Phase 2 testing For any reason, carmakers can be requested to test 10 additional engines. EPAmayselectacertainsubsetoftheenginefamily,forcespecifictestconditions,defineaperiodwhentestingandreportinghavetobedone.

Test on 5 engines

Test on 1 additional

engine

Test on 4 additional engines

EPA may require carmaker to

initiate Phase 2

All 5 test results comply

w/ criteria

Test result comply w/

criteria

If a total of 8

engines over the 10 tested comply w/

criteria

6 or 7 over the 10 tested engines comply

w/ criteria

Process completed Process completed Process completedFollow up discussion

w/ EPA

NO

YES YES YES YES

NO NO NO


US CONFORMITY TESTINGCARB Proposal for in-use conformity

- AllHDWithGVW>14,000lbs(6,350kg)fuelledbydieseloralternative diesel but not NG- CompliancewithBestAvailableControlTechnology(BACT)

- Phase 1: phase-in: 2010-2013 + NOx emission: max 2007 NOx emission limit +allvehiclesinthefleettobeequippedwithverifieddieselemissionscontrol systems for PM

- Phase 2: phase-in: 2017-2021 + Max NOx emission similar to 2010 emissions standards +PM:anyvehicleequippedwithhighestlevelofPMcontrolsystem


FUEL CONSUMPTION – CO2 EMISSIONSEUROPEAN UNIONUnlike the EU regulation on CO2 emission reduction for Passenger Car (Regu-lation(EC)443/2009)andtheoneforLDcommercialvehicles(RegulationEU510/2011) there is no regulation of CO2reductionforHDvehiclesavailableyet.Severalstudiesweremade.A twostepapproach is likely tohappen. Inafirststep the actual fuel consumption / CO2emissionsofHDvehiclesisdeterminedprobably in an analytical way. As a second step the European Commission will developastrategyforCO2HDvehicleemissionsby2013.

US FEDERALProposed Future RegulationsN2O and CH4willremainatcurrentexistinglevelsforallclassifications.Notrequired for reduction.

Table 1 - Proposed MY 2017 Combination Tractor Standards

Heavy-dutycombinationtractors–thesemitrucksthattypicallypulltrailers-arebuilttomovefreight.Theagenciesarenotproposingstandardsfortrailers,thusthis regulatory category denotes the main power unit portion of a tractor-trai-ler combined vehicle. Freight transportation customers choose tractors prima-rilybasedon twomajorcharacteristics: thegrossvehicleweight rating(GVWR,which establishes the maximum carrying capacity of the tractor and trailer) and cabtype(sleepercabsprovideovernightaccommodationsfordrivers).Operatorsalsoconsiderthetractorroofheightwhenmatingwithtrailersforthemostefficientconfiguration.Theagenciesareproposingdifferentiatedstandardsforninesubca-tegories of combination tractors based on three attributes: weight class, cab type androofheight.Thestandardswouldphaseintothe2017levelsshowninTable1.Theseproposedstandardswouldachievefrom7to20%reductioninemissionsandfuelconsumptionfromaffectedtractorsoverthe2010baselines.

Table 2 - Proposed MY 2017 Vocational Vehicle Standards EPA Emissions Standards NHTSA Fuel Consumption [g CO2/ton-mile] Standards [gal/1,000 ton-mile] Low Roof Mid Roof High Roof Low Roof Mid Roof High RoofDay Cab Class 7 103,0 103,0 116,0 10,1 10,1 11,4Day Cab Class 8 78,0 78,0 86,0 7,7 7,7 8,5Sleeper Cab Class 8 64,0 69,0 71,0 6,3 6,8 7,0

EPA Full Useful Life NHTSA Fuel Emissions Standards Consumption Standards [g CO2/ton-mile] [gal/1,000 ton-mile]LightHeavy Class3-6 344 33,8MediumHeavy Class6-8 204 20,0HeavyHeavy Class9 107 6,0


FUEL CONSUMPTION – CO2 EMISSIONSVocationalvehiclesconsistofaverywidevarietyoftruckandbustypesincludingdelivery,refuse,utility,dump,cement,transitbus,shuttlebus,schoolbus,emergencyvehicles,motorhomes,towtrucks,andmanymore.Vocationalvehiclesundergoacomplex build process, with an incomplete chassis often built with an engine and transmission purchased from other manufacturers, then sold to a body manufacturer. In these rules, the agencies are proposing to regulate chassis manufacturers for this segment.Theagenciesareproposingtodividethissegmentintothreeregulatorysubcategories-LightHeavy(Class2bthrough5),MediumHeavy(Class6,7),andHeavyHeavy(Class8),whichisconsistentwiththeengineclassification.

Afterengines,tiresarethesecondlargestcontributortoenergylossesofvocationalvehicles.Theproposedprogramforvocationalvehiclesforthisphaseofregulatorystandards is limited to tire technologies and hybrid powertrains (along with the sepa-rate engine standards). The proposed standards depicted in Table 2 represent emis-sion reductions from 7 to 10%, from a 2010 baseline.

Heavy-Duty Pickup Trucks and VansTheagenciesareproposing tosetcorporateaveragestandards forheavy-dutypickuptrucksandvans,similartotheapproachtakenforlight-dutyvehicles.Eachmanufacturer’sstandardforamodelyearwoulddependonitssalesmix,withhighercapacityvehicles(payloadandtowing)havingnumerically lessstringenttarget levels,andwithanaddedadjustmentfor4-wheeldrivevehicles.Thisapproachrecognizesboththeinherentlyhigher

GHG(GreenHouseGas)emissionsandfuelconsumptionofhigher-capacityvehi-cles, and the importance of payload and towing capacity to the owners of these work trucksandvans.

EPA is proposing to establish standards for this segment in the form of a set of target standardcurves,basedona“workfactor”thatcombinesavehicle’spayload,towingcapabilities,andwhetherornot ithas4-wheeldrive.Thestandardswouldphasein with increasing stringency in each MY from 2014 to 2018. The EPA standards proposed for 2018 (including a separate standard to control air conditioning system leakage)representanaverageper-vehiclereductioninGHGemissionsof17%fordieselvehiclesand12%forgasolinevehicles,comparedtoacommonbaseline.NHTSA is proposing to set corporateaverage standards for fuel consumptionthatareequivalenttoEPA‘sproposal(thoughnotincludingEPA’sproposedairconditioning leakage standard). The proposed NHTSA standards represent an averageper-vehicle improvement in fuel consumptionof15percent fordieselvehiclesand10percentforgasolinevehicles,comparedtoacommonbaseline.TosatisfyleadtimerequirementsunderEISA,NHTSAstandardswouldbevolun-tary in2014and2015.Bothagenciesareproposing toprovidemanufacturerswithtwoalternativephase-inapproachesthatgetequivalentoverallreductions.Onealternativephasesthefinalstandardsinat15-20-40-60-100%inMY2014-2015-2016-2017-2018.Theotherphasesthefinalstandardsinat15-20-67-67-67-100% in MY 2014-2015-2016-2017-2018-2019.

59Fuels

Parameter Unit LimitsCetane nr - 52-56Density at 15°C kg/m3 833-837DistillationT50 °C ≥245Distillation T95 °C 345-350DistillationFinalBoilingPointFBP °C ≤360Flashpoint °C ≥55ColdFilterPlug-inPointCFPP °C ≤-5Viscosity at 40°C mm2/s 2.3-3.3Polycyclic aromatic hydrocarbons % m/m 2.0-4.0Sulphur mg/kg ≤10CopperCorrosion Rating ≤Class1Conradsoncarbonresidue(10%DR) %m/m ≤0.2Ashcontent %m/m ≤0.01Watercontent %m/m ≤0.02Neutralisation(strongacid)nr mgKOH/g ≤0.10Oxidation stability 1) Hours ≥20.0FAME 2) %vol 6.0-7.0

Diesel (B7) Reference Fuel in Regulation (EC) 582/2011

1) Additives,suchascetaneimproverasspecifiedbytheenginemanufacturer,maybeaddedtotheethanolfuel,aslongasnonegativesideeffectsareknown.

Iftheseconditionsaresatisfied,themaximumallowedamountis10%m/m1) Eventhoughoxidationstabilityiscontrolled,itislikelythatshelflifewillbelimited.Adviceshallbesoughtfromthesupplierastostorageconditionsandlife.

2) QualityofFAME(FattyAcidMethylEster)blendstocktomeetspecificationof EN 14214

EU REFERENCE TEST FUELSEthanol for Dedicated Compression Ignition Engines (ED95) 1)

in Regulation (EC) 582/2011

Parameter Unit LimitsAlcohol, mass % m/m ≥92.4Otheralcoholthanethanol %m/m ≤2.0Density at 15°C kg/m3 793-815Flashpoint °C ≥10Acidity(asaceticacid) %m/m ≤0.0025Appearance Bright and clearDryresidueat100°C mg/kg ≤15Watercontent %m/m ≤6.5Aldehydes(acetaldehyde) %m/m ≤0.0050Sulphur mg/kg ≤10.0Esters(asethylacetat) %m/m ≤0.1

60Fuels

Natural Gas (NG) / Biomethanein Regulation (EC) 582/2011

EU REFERENCE TEST FUELSLiquefied Petroleum Gas (LPG) in Regulation (EC) 582/2011

1) Inerts + C2 +

1) Balanceshallbereadasfollows:100–C3-<C3 - > C4

Reference Fuel Characteristics Units Basis Limits

Methane - 87 84 - 89

GR

Ethane - 13 11-15 Balance 1) %mole - ≤1 Sulphur ppm - ≤10

Parameter Units Limits Fuel A Limits Fuel BComposition:C3–content %v/v 30±2 85±2C4–content %v/v Balance2)

<C3<C4 %v/v ≤2 ≤2Olefins %v/v ≤12 ≤15Evaporationresidue mg/kg ≤50 ≤50Water at 0°C - Free FreeParameter:Hydrogen Sulphide - None NoneCopper strip corrosion Rating Class 1 Class 1Sulphurincl.odorant mg/kg ≤10 ≤10Motor octane nr 1) - ≥89 ≥89

61Fuels

Parameter Unit Stage I/II Test Method Stage IIIA Test Method Stage IIIB and IV Test Method Min Max Min Max Min Max Cetane Number - 45.0 50.0 EN-ISO 5165 52 54 EN-ISO 5165 - 54,0 EN-ISO 5165Density at 15°C kg/m3 835 845 ISO 3675/ASTM D4052 833 837 EN-ISO 3656 833 865 EN-ISO 3675Distillation T95 °C - 370 EN-ISO 3405 345 350 EN-ISO 3405 345 350 EN-ISO 3405Viscosity at 40°C mm2/s 2.5 3.5 EN-ISO 3104 2.5 3.5 EN-ISO 3104 2.3 3.3 EN-ISO 3104Sulphur content % mass 0.1 0.2 ISO 8754, EN 24260 - 300 mg/kg1) ASTM D5453 - 10 mg/kg ASTM D5453

NRMM EU Diesel Reference Fuel (CEC RF-75-T-96)

EU REFERENCE TEST FUELS

NRMM EU Gasoline Reference Fuel (CEC RF-75-T-96)1) The actual Sulphur content shall be reported

The fuel for 2-stroke engines is a blend of lubricant oil and petrol

Parameter Unit Stage I/II Test Method Min Max RON - 95 - EN 25164MON - 85 - EN 25163Density at 15°C kg/m3 748 762 ISO 3675RVP kPa 56.0 60.0 EN 12Sulphur ppm - 100 EN-ISO 14596Initial Boiling Point °C 24 40 EN-ISO 3405Distillationat100°C %vol 49.0 57.0 EN-ISO3405Distillationat150°C %vol 81.0 87.0 EN-ISO3405Final Boiling Point °C 190 215 EN-ISO 3405

62Fuels

ASTM D 613(6), Cetane Number,min 40 (5) 40. 30. 40. 30. ASTM D 4737Cetane Index, min ASTM D 129 (6), ASTM D 1552, ASTM D 4294,Sulfur, ppm, max 15 ASTM D5453Polyaromatics, wt%, max 4 Totalaromatics,vol%,max 20 35(7) 35(7) 35(7) 35(7) Viscosity @ 40°C, cSt, min 2 1,3 1.9(9) 1,9 5,5 1,3 1.9(9) 1,9 5,5 ASTM D 445Viscosity @ 40°C, cSt, max 4,1 2,4 4,1 24 2,4 4,1 24 ASTM D 445Distillation T10, °C, min 204 T10, °C, max 254 T50, °C, min 243 T50, °C, max 293

Diesel

US REFERENCE FUELS

Notes:1. RequiresAPIGravitybetween33-39perASTMD287.2. Established by CARB regulation

(13 CCR 2281-2282; 6/4/97).3. ASTM D 975 incorporated.4. RequiresNitrogencontent<than90ppmperASTMD4629.5. While CARB does not require higher cetane levels than

ASTM, it does require emissions testing to certify the fuel (13 CCR 2282). The fuels are tested against a reference fuel withamincetaneof48forlargerefiner,47forsmallrefiners;therefore,actualcetanelevelstogaincertificationwilllikelybe similar to, or more than that of the CARB reference fuel.

6. Referee test method7. Eitherthespecificationformincetaneindexorthatformax

total aromatics must be met.8. Other limits may apply to selected areas.9. Whenacloudpointlessthan-12°Cisspecified,itispermit-

ted and normal blending practice to combine Grades No.1-D &No.2-Dtomeetthelowtemprequirements.Inthatcase,theminflashpointshallbe38°C,theminviscosityat40°Cshall be 1.77 cSt, the min 90% recovered temp shall bewaived.

NO

.4-D20000

No.2-D

S1515

No.2-D

S50005000

No.1-D

S5000 5000

No.2-D

S500500

No.1-D

S500500

NO

.4-D20000

No.2-D

S500500

No.1-D

S500500

No.1-D

S1515(8)

No.1-D

S1515(8)

No.2-D

S50005000

No.1-D

S5000 5000

No.2-D

S1515

California United StatesYear of Implementation Jun, 2006 Dec, 2010 Apr, 2011Spec Name 13 CCR2281-2282 ASTM D 975-10c ASTM D 975-11

Grade CARB (1)(2)(3)(4) AdditionalComment SmalRefiners Source CARB (1)(2)(3)(4) ASTMProperty Test Method

63Fuels

US REFERENCE FUELSDiesel – contd.

10.Theconductivityspecificationbecomeseffective12Nov08.11.Theelectricalconductivityofthedieselfuelismeasuredat

thetimeandtemperatureofthefuelatdelivery.The25pS/mminconductivityrequirementappliesatallinstancesofhighvelocitytransfer(7m/s)butsometimeslowervelocities(see8.2 of ASTM D975 for detailed requirements) into mobile transport (for example, tanker trucks, rail cars and barges).

12. If low sulfur No.1-D S500 or low sulfur No.2-D S500 are sold for tax exempt purposes then, at or beyond terminal storage tanks, they are required by 26 CFR Part 48 to contain the dyeSolventRed164ataconcentrationspectrallyequalto3.9 lbs. per thousand barrels of the solid dye standard Sol-ventRed26,orthetaxmustbecollected.

13.GradesNo.1-DS5000,No.2-DS5000&No.4-Darerequiredby40CFRPart80tocontainasufficientamountofthedyeSolventRed164soitspresenceisvisuallyapparent.Atorbeyond terminal storage tanks, they are required by 26 CFR Part48tocontainthedyeSolventRed164ataconcentra-tionspectrallyequivalentto3.9lbs.perthousandbarrelsofthesoliddyestandardSolventRed26.

14. Biodiesel blendstock must meet ASTM D6751.

T90, °C, min 288 282(9) 282 282(9) 282 T90, °C, max 321 288 338 288 338 FBP, °C, max 349Flashpoint, °C, min 52 38 52(9) 52 55 38 52(9) 52 55 ASTM D 93Carbon Residue 10% wt%, max 0.32=5 0,15 0,35 ASTM D 2709,WaterandSediment,vol%,max 0,05 0,5 0,05 0,5 ASTMD1796Ash, wt%, max 0,01 0,1 0,01 0,1 ASTM D 482Lubricity, HFRR wear scar diam @ 60°C, micron, max 520 520 Copper corrosion, 3hrs @ 50°C, merit (class), max No.3 No.3 [email protected]/m, min 25(10)(11) 25(10)(11) Dye Content, g/100 l, max (12) (13) (12) (13) (12) (13) (12) (13) FAMEContent,vol%,max 5(14) 5(14) Other (1)

NO

.4-D

No.2-D

S15

No.2-D

S5000

No.1-D

S5000

No.2-D

S500

No.1-D

S500

NO

.4-D

No.2-D

S500

No.1-D

S500

No.1-D

S15

No.1-D

S15

No.2-D

S5000

No.1-D

S5000

No.2-D

S15

California United StatesYear of Implementation Jun, 2006 Dec, 2010 Apr, 2011Spec Name 13 CCR2281-2282 ASTM D 975-10c ASTM D 975-11

Grade CARB (1)(2)(3)(4) AdditionalComment SmalRefiners Source CARB (1)(2)(3)(4) ASTMProperty Test Method

64Fuels

Type of Fuel Fuel Property Limit JIS

Lead Not detected K2255-4,5 Sulphur Max. 0.001 (mass %) Gasoline Benzene Max.1(vol%) MTBE Max.7(vol%) Oxygen Max. 1.3 (mass %) K2536-2,4,6 Sulphur Max. 0.001 (mass %) Diesel Cetane Index Min. 45 K2280 Distilllation at 90% Max. 360 (deg C) K2254

Japanese Automotive Fuel Quality Regulations

US / JAPAN REFERENCE FUELSGasoline

CARB Phase 3 uses ethanol as an oxygenate1) EPA: Sulphur reduced to 15 - 80 ppm. 100% in 20062) RVP for altitude testing: 7.6-8.0 psi or 52-55 kPa

Parameter Unit EPA / CARB specs MON/RON - 82/87 (MON + RON ) / 2, min 93 91 RVP (kPA) @ 7,8 °C2) 55.2-63.4 46.8-48.3 FBP (°F) 415 390 T10 (°F) 120-135 130-150 T50 (°F) 200-230 203-220 T90 (°F) 300-325 295-330 Lead (g/l) Max 0,013 0 Sulphur (ppm) Max 1,000 1) 30-40 Benzene(%vol)Max - 0.8-1Aromatics(%vol)Max 35 22-35Olefins(%vol)Max 10 4-10

65

The innovative Delphi Diesel Unit Pump Common Rail System leverages advanced diesel common rail technology - a proven “green” technology - for small engine programs. The UPCR is well suited for diesel engines in automotive and off-highway applications.

Delphi’s compact UPCR System is designed for 1-, 2- and 3-cylinder engines. It’s ideal for small engine vehicles for emerging markets and entry-level vehicles in developed regions. The UPCR is also suited for motorcycles and personal recreational vehicles.

The Delphi Diesel Unit Pump Common Rail System is a high value solution from a world leader in diesel engine management systems. Visit: delphi.com/eb-upcr

The benefits of diesel common rail.Now available for small engines.

The new Delphi High Pressure Heavy Duty Diesel Common Rail System is among the most advanced fuel systems in the world. Its ultra high pressure (up to 3,000 bar) capability provides the potential to minimize the need for expensive aftertreatment. The system is designed for 4- to 6-liter diesel engine programs and is suitable for on- and off-road applications. Delphi has earned a reputation for durable, high-tech electronic unit injector and electronic unit pump systems. Now we also offer a range of diesel common rail systems with class-leading pressure capabilities. Visit us at: www.delphi.com/shared/pdf/ppd/cv/pwrtrn/hphddcrs.pdf

Ultra high pressure. At the head of the class.

www.delphi.com/eb-upcr

NRMM - Emissions Standards 66

EUROPEAN UNIONCOMPRESSION IGNITION ENGINES - Euro Stage I and Stage II Dir 97/68/EC, amended by Dir 2002/88/ECECEGTR11‘Engineemissionsfromagriculturalandforestryandfromnon-roadmobilemachinery’published12Nov09TheGTR11isapplicabletothedeterminationofgaseousandparticulatemassexhaustemissionsfromC.I.enginesof≥19kWand≤560kWtobeusedinnon-road mobile machinery and tractors.

1) 01Jan01 for agricultural and forestry tractors2) 01Jul01 for agricultural and forestry tractors3) 1 year later for agricultural applications and forestry tractors4) For constant speed engines, implementation date: 01Jan07

Test cycle: NRSC (see page 89)ISO 8178-C1 for C.I. engines operated under intermittent speedISO 8178-D2 for C.I. engines operated under constant speed

Cat Net Power P CO HC NOx PM TA NR (kW) (g/kWh) Stage I (engine out emissions)A 130-560 5.0 1.3 9.2 0.54 01Jul98 01Jan99B 75-130 5.0 1.3 9.2 0.70 01Jul98 1) 01Jan99 2)

C 37-75 6.5 1.3 9.2 0.85 01Jul98 1) 01Apr99 2)

Stage II 4)

E 130-560 3.5 1.0 6.0 0.2 01Jan01 01Jul02F 75-130 5.0 1.0 6.0 0.3 01Jan02 01Jul03G 37-75 5.0 1.3 7.0 0.4 01Jan03 01Jan04D 18-37 5.5 1.5 8.0 008 01Jan01 3) 01Jan02 3)

Test cycles : - Variable speed engines: 8-mode test cycle (page 91) or ramped modal cycle - Constant speed engines: 5-mode test cycle (page 91) or ramped modal cycleEngines with periodic regenerating aftertreatment systems need to be tested 3 times on RMC, 2 times without regeneration and 1 time with the regenerationprocess occurring at least once.


Euro Stage III and Stage IV Dir 97/68/EC as amended by Dir 2004/26/EC and Dir 2006/105/EC and Dir 2010/26/EU (01Apr10)Test cycle (See pages 89-92) NRSC:variablespeedengines:StageIIIA(gaseouspollutants) NRSC:variablespeedengines:StageIIIBandStageIV(gaseous&particulateemissions):ISO8178-4:2007C1;constantspeedengines:ISO8178-4D2 NRTC:variablespeedengines:StageIIIBandStageIV(gaseous&particulateemissions)

EUROPEAN UNION

1) Other than constant speed engines

Category Net Power (kW) CO (g/kWh) HC (g/kWh) NOx (g/kWh) PM (g/kWh) TA NRStage III A 1)

H 130≤P<560 3.5 NOx+HC:4.0 0.2 30Jun05 31Dec05 I 75≤P<130 5.0 NOx+HC:4.0 0.3 31Dec05 31Dec06 J 37≤P<75 5.0 NOx+HC:4.7 0.4 31Dec06 31Dec07 K 19≤P<37 5.5 NOx+HC:7.5 0.6 31Dec05 31Dec06Stage III B L 130≤P<560 3.5 0.19 2.0 0.025 31Dec09 31Dec10 M 75≤P<130 5.0 0.19 3.3 0.025 31Dec10 31Dec11 N 56≤P<75 5.0 0.19 3.3 0.025 31Dec10 31Dec11 P 37≤P<56 5.0 NOx+HC:4.7 0.025 31Dec11 31Dec12Stage IV Q 130≤P<560 3.5 0.19 0.4 0.025 31Dec12 31Dec13 R 56≤P<130 5.0 0.19 0.4 0.025 30Sep13 30Sep14


EUROPEAN UNIONImplementation dates AGRICULTURAL AND FORESTRY TRACTORS

Dir 74/150/EC, as amended by Dir 2000/25/EC and Dir 2005/13/EC and Dir 2006/96/ECDir 97/68/EC, as amended by Dir 2002/88/EC and Dir 2004/26/ECEngine categories, test cycles and emissions limits: see page 67Implementation dates

Deterioration Factors (DF) and Emission Durability Period (EDP)- AdditiveDF’sareappliedforeachpollutantforC.I.enginesnotusingany aftertreatmentdevice.

- MultiplicativeDF’sareappliedforeachpollutantforC.I.enginesusingan aftertreatmentdevice.

DF’saredeterminedbymanufacturersinaccordancewithaspecifictestprocedurewhichmustberepresentativeofuseandhavedurationofatleast1/4EDP. EDP for C.I. engines Stages III A, III B, and IVCategory EDP (hrs)

≤37kW(constantspeedengines) 3,000≤37kW(notconstantspeedengines) 5,000> 37 kW 8,000

Category TA NR H 31Dec09 31Dec10 I 31Dec09 31Dec10 J 31Dec10 31Dec11 K 31Dec09 31Dec10 Stage Cat. Engine Power EP (kw) TA NR

StageI C 130≤P<560 01Jul98 01Jul01 B 75≤P<130 01Jan01 01Jul01StageII D 18≤P<37 01Jan01 01Jan02 G 37≤P<75 01Jan03 01Jan04 F 75≤P<130 01Jan02 01Jul03 E 130≤P<560 01Jan01 01Jul02StageIIIA H,I 75≤P<560 H:31Dec05 &K 19≤P<37

31Dec05 I, K: 31Dec06

J 37≤P<75 31Dec06 31Dec07StageIIIB L 130≤P<560 31Dec09 31Dec10 M&N 56≤P<130 31Dec10 31Dec11 P 37≤P<56 31Dec11 31Dec12StageIV Q 130≤P<560 31Dec12 31Dec13 R 56≤P<130 31Dec13 30Sep14


EUROPEAN UNIONNB: For engines of categories H to R, the NR dates can be postponed for 2 years for engines with production dates prior to the said date.

Opacity for Exhaust Gases Dir 77/537/EEC as amended by Dir 97/54/EC Application:tractorsequippedwithwheelsorendlesstracks,havingatleast2axlesandwith6km/h<maxdesignspeed≤40km/h

2 tests are required: 1) Test at steady speed

6 measurements shall be made at engine speeds spaced out uniformly between that corresponding to max power and the higher of the following two engine speeds: 55% of the engine speed corresponding to the maximum power and 1,000 rpm The engine shall be running under 80% of the maximum load. The light absorption coefficient of the exhaust gases shall bemeasured with an opacimeter. For each measuring point, the smoke measured should not exceed the limit values (SL) specifiedinthedirective,whichareafunctionoftheairflowrate.Thevalueselected willbemeasured(SM)nearesttherelevantlimitvalue.

2) Test under free acceleration With warm engine from the idle to maximum speed giving an average (XM) of 4consecutivenon-dispersedvalues.

Thefreeaccelerationsmokelimitisthelowerofthetwovaluescalculatedbelow XL1=(SL/SM)*XMandXL2=XM+0,5

Amendment Dir 2010/22/EU to Dir 2005/25/EC

Engine marking

Stage I A 1) newStage II B Stage III A C 1) Stage III B D 1) Stage IV E 1)

Amendment proposal to Dir 2000/25/EC and Dir 2005/13/EC- Stage III B and IV implementation should be delayed by 5 years for tractors of categories T2, C2 and T4.1Justificationfordelaytobereviewedby31Jan12T2 wheeledtractorw/mintrackwidth<1,150mm,unladenmass >600kgandgroundclearance≤600mmC2 tracklayingtractorequivalenttoT2T4.1 highclearancetractor(vineyardtractor)

- Scope extension to all categories of tractors, trailers and towed machinery

70

Delphi’s Multec® Medium Duty Diesel Common Rail System offersimpressive simplification of fuel and control systems. And, up to 2,000 bar system pressure capability. Its solenoid injector technology is designed to deliver precise fuel quantities over the life of the engine for cost effective, robust emissions and acoustics performance. The Delphi Multec Medium Duty Common Rail System is ideally suited for one- to six-cylinder medium duty truck and off-highway programs. Visit: delphi.com/eb-md

Medium duty. Advanced design.Robust performance.Delphi’s Multec® Medium Duty Diesel Common Rail System offersimpressive simplification of fuel and control systems. And, up to 2,000 bar system pressure capability. Its solenoid injector technology is designed to deliver precise fuel quantities over the life of the engine for cost effective, robust emissions and acoustics performance. The Delphi Multec Medium Duty Common Rail System is ideally suited for one- to six-cylinder medium duty truck and off-highway programs. Visit: www.delphi.com/shared/pdf/ppd/cv/pwrtrn/md_dcr.pdf

Medium duty. Advanced design.Robust performance.

www.delphi.com/eb-md


Stage I Stage IIEngine CO HC NOx TA CO HC+NOx TA Class (g/kWh) (g/kWh)

SH: 1 805 295 5.36 11Aug04 805 50 01Aug07SH: 2 805 241 5.36 11Aug04 805 50 01Aug07SH: 3 603 161 5.36 11Aug04 603 72 01Aug08SN: 1 519 HC + NOx = 50 11Aug04 610 50 01Aug04SN: 2 519 HC + NOx = 40 11Aug04 610 40 01Aug04SN: 3 519 HC + NOx = 16.1 11Aug04 610 16.1 01Aug07SN: 4 519 HC + NOx = 13.4 11Aug04 610 12.1 01Aug06

EUROPEAN UNION

Max limit NOx (Stage II) for all engines: 10g/kWhStages III and IV: see page 67 (C.I. engines Stage III/IV)

Emissions LimitsSPARK IGNITION ENGINESDir 2002/88/EC amending Dir 97/68/EC by extending its scope to smallS.I.engines(≤19kW).Classification

Test cycles (see pages 89-91) ISO 8178-4 to be appliedISO 8178-4 to be appliedCycle D engines with constant speed and intermittent loadCycle G1 non-handheld intermediate speed machineryCycle G2 non-handheld rated speed machineryCycle G3 handheld machinery

Main Class S: small engines with a net power ≤ 19 kW SH SNEngines for handheld machinery Engines for non handheld machineryCategory Displacement (cc) Category Displacement (cc) SH:1 <20 SN:1 <66 SH:2 20≤D<50 SN:2 66≤D<100 SH:3 ≥50 SN:3 100≤D<225 SN:4 ≥225


EUROPEAN UNIONEmission Durability Period and Deterioration FactorDF’s - Manufacturers can get an assigned DF or calculate a DF, for each regulated pollutant for all stage 2 engine families. These DF’s will be used for TA and COP testing.

EDP - (in hours) category shall be the category which most closely approachestheexpectedusefullivesoftheequipmentintowhich the engines will be installed.

NRMM Dir 97/68/EC:Amendments implemented in Dir 2010/26/EU published 01Apr10- Tophandlemachinetreeservicechainsawandhand-heldhedgetrimmer using engine classes SH:2 and SH:3 are exempted in Stage II until 31Jul13- Test cycles: - Stage I and II, III A NRSC only (engines19-560kwconstantandvariablespeedoperation) - Stage III B, IV NRSC and NRTC (engines19-560kWvariablespeedoperation)- NRTCcoldcycleadaptedandtestsequencedefined(seepage92)- AdaptedemissionscalculationmethodforNRTCtypeapprovaltests- The emission limits as outlined on page 67 for Stages III B and IV are applicable for TA- The correct operation of NOx control systems is to be ensured. If a reagent is used - thelevel,qualityanddosingaremonitored - the ammonia emissions cannot exceed a mean of 25 ppm during - the applicable emissions cycle- The density at 15°C of the reference fuel is amended to 833-865 kg/m3

Engine Class 1 2 3 SH: 1 50 125 300 SH: 2 50 125 300 SH: 3 50 125 300 SN: 1 50 125 300 SN: 2 125 250 500 SN: 3 125 250 500 SN: 4 250 500 1,000


US FEDERAL (EPA)OFF-ROAD C.I. ENGINES40CFRpart89,coveringmobilenonroaddieselengines,usedinconstruction, agricultural and industrial applications.US Non-Road regulations are in the imperial system of units, all standards expresseding/bhp.h(metricequivalentareshowninbrackets).

EPA 96 – Tier 1 Initial scheduleApplied to engines between 175 bhp (130 kW) and 750 bhp (560 kW).Otherenginecategorieshavebeenaddedlater.Testcycle:ISO8178

Smoke:40CFRpart86specifiesopacitytestmeasurementsw/limitvaluesA (acceleration): 20% opacity; B (lugging mode): 15%; C (Peak): 50%

EPA 98 - Final rule - Tier 1 - Tier 2 - Tier 3Broadly similar to EU standards

Engine Power MY

NOx HC CO PM hp kW g/bhp.h (g/kWh)hp≥750 P≥560 2000 6.9(9.2) 1.0(1.3) 8.5 0.40

175≤hp<750 130≤P<560 1996 6.9(9.2) 1.0(1.3) 8.5 0.40

100≤hp<175 75≤P<130 1997 6.9(9.2) - - -

50≤hp<100 37≤P<75 1998 6.9(9.2) - - -

Tier Engine Power MY NMHC+NOx NOx CO PM hp kW g/bhp.h (g/kWh)1 2000 7.8 (10.5) - 6.0 (8.0) 0.75 (1.0)2 <11 <8 2005 5.6(7.5) - 6.0(8.0) 0.6(0.8)4 2008-14 5.6 (7.5) - 6.0 (8.0) 0.3 (0.4) 1)

1 2000 7.1 (9.5) - 4.9 (6.6) 0.6 (0.8)2 11-25 8-19 2005 5.6 (7.5) - 6.0 (8.0) 0.6 (0.8)4 2008-14 5.6 (7.5) - 6.0 (8.0) 0.3 (0.4)1 1999 7.1 (9.5) - 4.1 (5.5) 0.6 (0.8)2 25-50 19-37 2004 5.6 (7.5) - 4.1 (5.5) 0.45 (0.6)Interim 4 2008-12 5.6 (7.5) - 4.1 (5.5) 0.22 (0.3)Final 4 2013-14 3.5 (4.7) - 4.1 (5.5) 0.22 (0.3)1 1998 - - 6.9 (9.2) -2 50-75 37-56 2004 5.6 (7.5) - 3.7 (5.0) 0.3 (0.4)Interim 4 2008-12 3.5 (4.7) - 3.7 (5.0) 0.22 (0.3) 2)

Final 4 2013-14 3.5 (4.7) - 3.7 (5.0) 0.02 (0.03) 2)

1 1998 - 6.9 (9.2) - -2 75-100 56-75 2004 5.6 (7.5) - 3.7 (5.0) 0.3 (0.4)3 2008 3.5 (4.7) - 3.7 (5.0) 0.3 (0.4)Interim 4 2012-14 2.64 (3.54) 2.5 (3.35) 3.7 (5.0) 0.015 (0.02) 3)

1 1997 - 6.9 (9.2) - -2 100-175 75-130 2003 4.9 (6.6) - 3.7 (5.0) 0.22 (0.3)3 2007 3.0 (4.0) - 3.7 (5.0) 0.22 (0.3)Interim 4 2012-14 2.64 (3.54) 2.5 (3.35) 3.7 (5.0) 0.015 (0.02) 3)


Tier Engine Power MY NMHC+NOx NOx CO PM hp kW g/bhp.h (g/kWh)1 1996 HC = (1.3) 6.9 (9.2) 8.5 (11.4) 0.40 (0.54)2 175- 130- 2003 4.9 (6.6) - 2.6 (3.5) 0.15 (0.20)3 300 225 2006 3.0 (4.0) - 2.6 (3.5) 0.015 (0.02) 4)

Interim 4 2011-13 3.0 (4.0) 1.5 (2.0) 2.6 (3.5) 0.015 (0.02) 3)

Final 4 2014 NMHC = (.19) 0.3 (0.4) 2.6 (3.5) 0.15 (0.20)1 1996 HC = (1.3) 6.9 (9.2) 8.5 (11.4) 0.40 (0.54)2 300- 225- 2001 4.75 (6.4) - 2.6 (3.5) 0.15 (0.20)3 600 450 2006 3.0 (4.0) - 2.6 (3.5) 0.15 (0.02) 4)

Interim 4 2011-13 3.0 (4.0) - 2.6 (3.5) 0.015 (0.02) 3)

Final 4 2014 NMHC = (.19) 0.3 (0.4) 2.6 (3.5) 0.015 (0.20)1 1996 HC = (1.3) 6.9 (9.2) 8.5 (11.4) 0.40 (0.54)2 600- 450- 2002 4.8 (6.4) - 2.6 (3.5) 0.15 (0.20)3 750 560 2006 3.0 (4.0) - 2.6 (3.5) 0.15 (0.20) 4)

Interim 4 2011-13 1.64 (2.20) 1.5 (2.0) 2.6 (3.5) 0.015 (0.02) 3)

Final 4 2014 NMHC = (.19) 0.3 (0.4) 2.6 (3.5) 0.015 (0.02) 1 2000 7.9 (10.6) 6.9 (9.2) 8.5 (11.4) 0.40 (0.54)2 > 750 > 560 2006 4.8 (6.4) - 2.6 (3.5) 0.15 (0.20Interim 4 2011-14 2.9 (3.9) 2.6 (3.5) 2.6 (3.5) 0.07 (0.09)1 2000 HC = (1.3) 6.9 (9.2) 8.5 (11.4) 0.40 (0.54)2 750- 560- 2006 4.8 (6.4) - 2.6 (3.5) 0.15 (0.20)Interim 4 1200 6) 900 2011-14 NMHC = (.4) 2.6 (3.5) 2.6 (3.5) 0.075 (0.1)Final 4 2015+ NMHC = (.19) 2.6 (3.5) 2.6 (3.5) 0.03 (0.04)1

>1200 6) > 900 2000 HC = (1.3) 6.9 (9.2) 8.5 (11.4) 0.40 (0.54)

2 2006 4.8 (6.4) - 2.6 (3.5) 0.15 (0.20)Interim 4 2011-14 NMHC = (.40) 2.6 (3.5) 2.6 (3.5) 0.075 (0.1)Final 4 2015+ NMHC = (.19) 2.6 (3.5) 2.6 (3.5) 0.03 (0.04)

US FEDERAL (EPA)1) The PM std for hand-start, air-cooled, direct-injection engines below 11 hp may be delayed and be set at 0.45 g/bhp-hr2) Engine families in this power category may alternately meet Tier 3 PM stds (0.30g/bhp-hr)from2008-2011inexchangeforintroducingfinalPMstdsin20123) The implementation schedule shown is the 3 year alternate NOx approach. Otherschedulesareavailable4) Certainmanufacturershaveagreedtocomplywiththesestdsby20055) Mobile machines only 6) Generators only

EPA98didnotestablishTier3PMemissions–Tier2PMlimitscarryoverAlsoincluded:averaging,bankingandtrading(ABT)ofemissioncreditsandNTE“FamilyEmissionslimits”(FEL)foremissionaveraging.Amended requirements in Sep. 07 to allow Tier 3 phase-in relief in exchange for equivalentlossofTier4flexibilityFederal smoke test (40 CFR part 86, sub part I)Harmonized smoke test: ISO 8178-9A (Acceleration) = 20% opacity B (Lugging Mode) = 15% opacityC (Peak) = 50% opacityEngine useful lifeTheemissionsstandardsmustbemetovertheentireusefullifeoftheengine.DF’s are applicable to all engines.


Tier 4 (40 CFR Part 1039)Applicationafterallthetransitionandphase-inprovisionsexpire,afterMY2014.Some of these standards also apply for 2014 and earlier MY.Interim Tier 4

US FEDERAL (EPA)

1) OptionalPMstandardEP<8kW:hand-startable,aircooledandDIengines: 0.60g/kWh in 2010, before Tier 2 limits are required2) EP<8kW:CO:8.0g/kWh3) EP<37kW:CO:5.5g/kWh

Useful Life: No change from Tier 3

Land-based non-road diesel engines (40 CFR part 89.112) and land-basednon-road S.I. engines > 25 hp (40 CFR part 1048.140)Power Rating Rated engine speed

Useful life Recall

Testing period Hrs Years Hrs Years<25hp(<19kW) all 3,000 5 1,500 2 25 - 50 hp Constant speed engine (19-37kW) ≥3,000rpm 3,000 5 1,500 2

all others 5,000 7 3,000 5 > 50 hp (> 37 kW) all 8,000 10 3,000 5

Blue Sky SeriesManufacturerscanvoluntaryusemorestringentemissionstandards toearnadesignation“BlueSkySeries”engines.ThisisapplicabletoTier1-3certifications,MY2004.BlueSkyprogrameliminatedinTier4regulations Engine Power NMHC + NOx PM hp kW g/bhp-h (g/kWh) <11 <8 3.4(4.6) 0.36(0.48) 11 - 25 8 - 19 3.3 (4.5) 0.36 (0.48) 25 - 50 19 - 37 3.3 (4.5) 0.27 (0.36) 50 - 100 37 - 75 3.5 (4.7) 0.18 (0.24) 100 - 175 75 - 130 3.0 (4.0) 0.13 (0.18) 175 - 750 130 - 560 3.0 (4.0) 0.09 (0.12) ≥750 ≥560 2.8(3.8) 0.09(0.12)

Max Engine Power (kW) PM NOx NMHC NOx+NMHC CO (g/kWh)

<19 0.40 1) - - 7.5 6.6 2)

19 - 56 0.03 - - 4.7 5.0 3)

56 - 130 0.02 0.40 0.19 - 5.0 130 - 560 0.02 0.40 0.19 - 3.5 > 560 (generator sets) 0.03 0.67 0.19 - 3.5 > 560 (all except generator sets) 0.04 3.50 0.19 - 3.5


US FEDERAL (EPA)3) 37 ≤ EP < 56

1) Allengines≥37kWand<56kW,<MY 2013, must meet option #1.Underoption#2,allengines≥37kWand<56kW,MY2012,mustmeetTier44) 56 ≤ EP< 130

1) PM/CO: full compliance from 2012 2) NOx+NMHCfor56≤EP<75limitis4.7g/kWh

NOx/HC:- option 1 (if banked Tier 2 credits used): 50% engines must comply in 2012-2013- option 2 (if no Tier 2 credits claimed): 25% engines must comply in 2012-2014 Full compliance from 31Dec14

MY 1) Phase-in option PM NOx NMHC NOx+NMHC CO g/kWh 2012 Phase in (#1) 0.02 2.30 0.19 - 5.0 2013 Phase in (#2) 0.02 3.40 0.19 4.0 2) 5.0 2014 All engines 0.02 0.40 0.19 - 5.0

Option 1) MY PM NOx+NMHC CO g/kWh # 1 2008-2012 0.30 4.7 5.0 # 2 2012 0.03 4.7 5.0 All 2013-2014 0.03 4.7 5.0

Transition and phase-in provisions 1) EP < 19kW

1) For hand-startable, air cooled and DI engines: possible delay (0.60 g/kWh). For MY 2009 and earlier: Tier 2 standards applicable.

2) 19 ≤ EP < 37

Max Engine Power MY PM NOx+NMHC CO g/kWh

EP<8kW 2008-2014 0.40 1) 7.5 8.0 8≤EP<19 2008-2014 0.40 7.5 6.6

MY PM NOx+NMHC CO g/kWh

2008-2012 0.30 7.5 5.5 2013-2014 0.03 4.7 5.5


Tier 4 test cycles (see pages 89-92)Steady-state test cycle: ISO 8178Transient testTier4standardshavetobemetonbothNRSCandNRTCcyclesNRTC required from 2011 for engines 130-560kW 2012 for engines 56-130kW 2013forengines<56kWCold start emissions are weighted at 5% and hot start emissions at 95% for the finalresult.

NTE StandardsMeasuredwithoutanyspecifictestschedule.Effectivein 2011forengines>130kW 2012 for engines 56-130 kW 2013forengines<56kWNTE limits are set at 1.25 times the regular standard for each pollutant.Exceptions:ifNOx<2.5g/kWhorPM<0.07g/kWh,NTEmultiplieris1.5NTEstandardsapplyoncertificationofenginesandusefullifeoftheengine.NTEpurposeistopreventtheuseofdefeatdevices.

US FEDERAL (EPA)5) 130 ≤ EP < 560

1) PM/CO: full compliance from 2011; NOx/HC: 50% engines must comply in 2011-2013

6) EP > 560

Smoke test: no change from Tier 3NosmoketestrequiredforenginescertifiedtoPM≤0.07g/kWhNoclosedcrankcaseventilationrequirediftheopencrankcaseemissionsareadded to exhaust emissions.Tier4includesprovisionsasABTandFELaswell.

MY 1) Phase-in option PM NOx NMHC NOx+NMHC CO g/kWh 2011-2013

Phase in 0.02 2.0 0.19 - 3.5 Phase out 0.02 - - 4.0 3.5 2014 All engines 0.02 0.40 0.19 - 3.5

MY Phase-in option PM NOx NMHC CO g/kWh

2011 560<kW≤900 All 0.10 3.50 0.40 3.5

-2014 kW > 900 Generators sets 0.10 0.67 0.40 3.5

kW > 900 All except generator sets 0.10 3.50 0.40 3.5


US FEDERAL (EPA)Phase II Standards

1) alsoincl.anyClassIengfamilyproduced≥01Aug03beforeintrod.intocommerce

Eng Cl Emissions 2001 2002 2003 2004 2005, + HC+NOx 18.0 16.6 15.0 13.6 12.1 II NMHC+NOx 16.7 15.3 14.0 12.7 11.3 CO 610 610 610 610 610

Eng Emission Class (g/kWh) 2002 2003 2004 2005 2006 2007

III

HC + NOx 238 175 113 50 50 50 CO 805 805 805 805 805 805

IV HC + NOx 196 148 99 50 50 50

CO 805 805 805 805 805 805

V HC + NOx - - 143 119 96 72

CO - - 603 603 603 603

Eng Class HC+NOx NMHC+NOx (NG engine) CO Effective Date I 16.1 14.8 610 01Aug07 1)

I-A 50 N/A 610 MY 2001 I-B 40 37 610 MY 2001

OFF-ROAD S.I. ENGINESS.I. engines ≤ 19kW (CFR 40, Parts 90 and 91)Engine classes

Phase 1 standards (MY 1997)

Class Category Engine Displacement I Non-handheld 100to<225cc I-A Non-handheld <66cc I-B Non-handheld 66to<100cc II Non-handheld ≥225cc III Handheld <20cc IV Handheld 20to<50cc V Handheld ≥50cc

Class Eng. Displ (CC) HC+NOx HC CO NOx g/kWh I NH <225 16.1 - 519 - II NH ≥225 13.4 - 519 - III H <20 - 295 805 5.36 IV H ≥20,<50 - 241 805 5.36 V H ≥50 - 161 603 5.36


Test procedure: SAE J1088 cycles A, B and CCycle A: non handheld engines to operate at an intermediate speed Similar to ISO 8178-G1Cycle B: non handheld engines to operate at rated speed Similar to ISO 8178-G2Cycle C: Handheld engines Similar to ISO 8178-G3 except weighting Mode 1: 85% and Mode 2: 15%

Useful Life categories for phase 2 enginesEmissions must be met throughout the engine useful life. Engine manufacturers have toselect themost representativecategoryof in-useoperatingperiods inhours for the majority of engines in the engine family

ABT Program: Phase II handheld engines and Class I-A and I-B non handheldengineshavetofulfilacertification,averaging,banking&tradingprogram.Non-handHeldengines<1.0literand>25Hp:usefullife1,000hrs

US FEDERAL (EPA)

Class Category C Category B Category A NH-IA 50 125 300 NH-IB / NH-I 125 250 500 NH-II 250 500 1,000 H-III / H-IV / H-V 50 125 300


US FEDERAL (EPA)Test procedureMY 2004-2006: ISO 8178-4 C2, D2 MY 2007: additional requirements: a/ warm up segment b/ transient segment c/ steady state segmentOther requirementsWarranty: minimum 1st half of engine’s useful life or 3 years.Diagnostic system: from MY 2007 Monitoring area: air-fuel ratio maintained at 1 if control system depends on = 1 emission control system malfunctionEvaporativeemissions:fromMY2007 - 0.2g/gallon of fuel tank capacity for engines > 1L (3 days loss, 72-96 F temperature cycling)-DesignbasedcertificationpossibleManufacturers required to perform In-Use testing:- test min of 4 engines in 25% of engine families-smallenginefamilies(<500eng)requireminof2enginestested-ifmanufacturer’stotalproduction<2,000mintestingis2engines

LARGE S.I. ENGINES (harmonized w/ CARB thru MY 2009)40 CFR Part 1048Includes non road equipment such as forklift, sweeper, pump and generator.

1) Alternativeaccordingtothefollowingformula:(HC+NOx)x(CO)0,784≤8,57 Field testing limits use: (HC+NOx) x (CO)0.791≤16.782) Tier 1: steady state cycle. Tier 2: steady state + transient cyclesUseful life period:7yearsor5,000operatinghours,severeduty7yr/1500hrsBlue Sky series emissions standardsMY 2003, when meeting 2004 requirementsMY 2003-2006, when meeting 2007 requirementsIn addition:HC+NOx≤0.08g/kWhandCO≤4.4g/kWh(steady-stateandtransienttests)HC+NOx≤1.1g/kWhandCO≤6.6g/kWh(fieldtest)

Standards MY Testing Type

Emission 1) Alternate em. Stand. For Standards serve duty engines HC+NOx CO HC+NOx CO Tier 1

2004 Duty cycle 2) 4.0 50.0 4.0 130 -2006 Field testing 5.4 50.0 5.4 130

Tier 2

2007 Duty cycle 2) 2.7 4.4 2.7 130

Field testing 3.8 6.5 3.8 200


US FEDERAL (EPA)Evaporative emissions standardsFrom MY 2008, max permeation emissions for fuel tank: 1.5 g/m2/day max permeation emissions for fuel lines: 15 g/m2/day

Snowmobiles: (Emissions standards in g/kWh)Phase 1: HC: 100; CO: 275: Phase in 50% MY 2006; 100% MY 2007-2009Phase 2: HC: 75; CO: 275: Phase in 100% MY 2010-2011Phase3:HC:150;CO:400:Phasein100%MY2012,→ Max allowable family emission: HC: 150; HC+NOx: 165; CO:400 Phasein100%,MY2012,→Useful life: min 8,000 km, 400 hrs of engine operation or 5 years

Test cycles - Highway motorcycle test cycle: similar to FTP75ForMY2006-2008:alternativeJ1088Californiaoff-highway

Snowmobiles: SAE 982017All Terrain Vehicles (ATVs)- Same transient chassis based FTP test used for Class I motorcycles-Optionalsteady-state,engine-based,test(J1088)availablethruMY2013-FTPmustbeusedforcertificationof>50%ofmanufacturer’svol.inMY2014-FTPmustbeusedforcertificationof100%ofmanufacturer’svol.inMY2015

RECREATIONAL VEHICLES ENGINESOff-highway Motorcycles

Usefullife:≥70cc:10,000kmor5years;<70cc:5,000kmor5years

All Terrain Vehicles (ATVs) and Off Road Utility Vehicles

Usefullife:≥100cc:1,000hrsofengineoperationor5years<100cc:500hrsofengineoperationor5years

Emission standards (g/km) Phase-in

Max allowable Family

MY Emission limits (g/km)

HC+NOx CO HC+NOx CO2006 1.5 35.0 50% 20.0 -2007, + 1.5 35.0 100% 20.0 -

MY Emission standards (g/km) Phase-in Max allowable Family Emission limits (g/km)

2006 2.0 25.0 50% 20.0 50 2007 2.0 25.0 100% 20.0 50


CALIFORNIA (CARB)C.I. ENGINES

New vehicles CCR,Title13,Division3,Chapter9,Article4Similar to US-EPA regulationsRegulationappliestoalldieselcycleenginesinthegivenpowercategories used for agricultural, forestry, constructional and industrial applications.

In-Use provisionsCoreregulationsadopted,somesecondarymodificationspendingApplies to mobile equipment >25 hpSetsfleetaverageNOxandPMstandardsLARGE FLEETS (>5,000 hp total hp) required beginning in CY2010 to:- MeetdecliningPMstandardseachyearorapplyhighestlevelverified diesel emission control system to 20% of its horsepower.- Meet declining NOx standards each year or repower/replace a certain portionoftheirfleetwithnewequipmentMEDIUM FLEETS (2,501-5,000 total hp) must meet the same requirementsbeginning in CY2013.SMALL FLEETS must meet the PM requirements beginning in CY2015.

Specialprovisionsexistfornewerequip.,low-useveh.,smallbus.creditprog.Surplus Off-road Opt-in for NOx (SOON) program for air districts to requireadditionalNOxreductionsforcertainlargefleets

CARB decision 11Feb10:off-roadfleetregulationof01Mar10issuspended

SMALL oFF-RoAD SI EnGInES ≤ 19kW (SoRE)

CARB standards are based on:Engine displacement (no handheld/non-handheld categories) for tailpipeEmission. Category limit 65ccVerticalandhorizontalcrankshaftengineclassifications

Test proceduresSAEJ1088: cycleA:engine>65ccconfiguredforintermediatespeed cycleB:engine>65ccconfiguredforratedspeed cycle C: engine > 65 ccSimilar to ISO 8178 G1, G2, G3NoSOREmaybeequippedw/adefeatdevice


CALIFORNIA (CARB)Low-emitting Blue Sky Series engine requirements Voluntary Emission Standards (g/kWh)

Evaporative Emission requirements

MY Engine Displacement HC+NOx CO PM

2005, + <50cc 25 536 2.0

≥50,≤80cc 36 536 2.0 2007,+ >80,<225cc 5.0 549 - 2008, + > 225 cc 4.0 549 -

Eng. MY 1 day diurnal g HC/day Fuel Hose Fuel Tank CarbonDisplacement ROg/m2/day ROg/m2/day canister

≤80cc,handheld2007-2013+ 2.0 TP902>80to<225cc 2006 - - - -Walk behind 2007-2008 1.3 - - -Mowers 2009-2013+ 1.0 - - -

>80to<225cc 2006 - 15 - -

Others 2007-2011 1.20+0.056tankvol(I) 15 2.5 TP902

2012-2013+ 0.95+0.056tankvol(I) 15 1.5 TP902 2006-2007 - 15 - TP902≥225cc 2008-2012 1.20+0.056tankvol(l) 15 2.5 TP902 2013+ 1.20+0.056tankvol(l) 15 1.5 TP902

MY Engine Class HC+NOx CO PM Durability

(g/kWh) g/bhph period (hours)2000 ≤65cc 72(54) 536(400) 2.0(1.5) 1) 50/125/300- >65ccto<225cc 16.1(12.0) 467(350) - -2001 ≥225cc 13.4(10.0) 467(350) - -

2002 ≤65cc 72(54) 536(400) 2.0(1.5) 1) 50/125/300

- >65ccto<225cch 16.1(12.0) 549(410) - 125/250/500

2004 >65ccto<225ccv 16.1(12.0) 467(350) - -

≥225cc 12.0(9.0) 549(410) - 125/250/5002005- <50cc 50(37) 536(400) 2.0(1.5) 1) 50/125/3002013+ ≥50to≤80cc 72(54) 536(400) 2.0(1.5) 1) 50/125/300 >80to<225cch 16.1(12.0) 549(410) - 125/250/5002005 >80to<225ccv 16.1(12.0) 467(350) - - ≥225cc 12.1(9.0) 549(410) - 125/250/500

2006 >80to<225cc 16.1(12.0) 549(410) - 125/250/500

≥225cc 12.1(9.0) 549(410) - 125/250/500

2007 >80to<225cc 10.0(7.5) 549(410) - 125/250/500

≥225cc 12.1(9.0) 549(410) - 125/250/5002008- >80to<225cc 10.0(7.5) 549(410) - 125/250/5002013+ ≥225cc 8.0(6.0) 549(410) - 125/250/500/1000

1) HC+NOx, CO and PM standards applicable to all diesel;PM standards not applicable so SI eng but to all 2 stroke engine.

Small production vol. exempted from diurnal and fuel tank permeation standards; low fuel hoses and carbon canister required from MY 2010


1) 2001: min 25% sales; 2002 min 50% sales; 2003: min 75% sales 2) MY2007-2009:alternativecertificationpossible.:(HC+NOx)xCO0.784≤8.573) From 2007, alternate emission std: (HC+NOx) x CO0.791≤16.78

LARGE OFF-ROAD S.I. ENGINESAppliedtoS.I.engines≥19kW(25hp),exceptconstructionandfarmequipmentengines<175hp,off-roadmotorcycle,allterrainvehicles,snowmobiles.Test procedure:ISO 8178-4 C2 all the engines except:- Generator or constant speed applications: ISO 8178-4 D2- Enginesw/characteristicssimilartoSORE(<25hp):G1

CALIFORNIA (CARB)

Evaporative Emission Requirements-HCemis.<0.2g/gal- Non-metallic fuel lines must be made from Cat. 1 materials as def’d in SAE J2260Liquid fuel in tank must not boil when machinery is operated in 30°C ambient

Large SI Engine Fleet Average Emission Level Standard: HC+NOx (g/kW-hr)

-Provisionsexistforsomerentalequip.,agriculturalequip.,limiteduseequip.etc.- Warranty period: shorter of 3 yr or 2,500 hr OR 3yrs if no usage meter- Fleet operator administered in-use compliance program

ABT credits may be generated. No crankcase emissions from MY 2004.

Engine MY HC+NOx CO Durability Displacement g/kWh Period

≤1.0LSteady-state 2002-2010+ 12.0 54.9 1,000hrsor2years > 1.0 L 2001-2003 1) 4.0 49.6 -Steady-state 2004-2006 4.0 49.6 3,500 hrs or 5 yearstesting 2007-2009 2) 2.7 4.4 5,000 hrs or 7 years 2010+ 0.8 20.6 5,000 hrs or 7 years> 1.0 L 2007-2009 2) 2.7 4.4 5,000 hrs or 7 yearsTransient testing 2010+ 0.8 20.6 5,000 hrs or 7 years> 1.0 L Field testing 2007-2010+ 3) 3.8 6.5 5,000 hrs or 7 years

Fleet Type 01Jan09 01Jan11 01Jan13 Large Forklift 3.2 (2.4) 2.3 (1.7) 1.5 (1.1) Medium Forklift 3.5 (2.6) 2.7 (2.0) 1.9 (1.4) Non-Forklift 4.0 (3.0) 3.6 (2.7) 3.4 (2.5)


CALIFORNIA (CARB)

Engine Category Certification Method Co (g/km) HC 1) (g/km)

ORSV / ORUV Chassis 15.0 1.2

Sand Car Chassis 15.0 1.2

Off-road Sport Vehicles and Off-road Utility Vehicles (g/km)

1) corporateaveragestandards

Engine Category Implementation date HC + NOx 1) CO

ATV’s<225cc 1997 16.1 400

ATV’s ≥225 cc 1997 13.4 400

ORSV / ORUV 2007 12 400

SAND CARS 2007 13.4 400

optional Engine Certification Based Standards (g/km)

Designbasedcertificationavailable

Engine Category HC (g/m2/day) Temperature

Tank 1.5 28°C

Hose 15.0 23°C

Evaporative Requirements

Test procedure:Off-road motorcycles and AZTVs and Sand carsEngines > 170 cc: FTP 75Engines≤170cc:modifiedFTP75Useful life is 5 years or 10,000 km for all apllications

Engine category Implementation date CO HC 1)

> 90 cc 1997 15.0 1.2 <90cc 1999 15.0 1.2

OFF-HIGHWAY RECREATIONAL EQUIPMENTMotorcycles and ATV’s (g/km)


JAPANDIESEL POWERED SPECIAL VEHICLES (off-highway)New Emissions Standards

TestmodeforNOx,NMHC,COandPMmeasurementisdieselpoweredspecialvehicle8modeandNRTC(seepage92)Testmodeforsmokemeasurementisdieselpoweredspecialvehicle8modeandnoroadaccelerationsmokemodeNMHC is measured from Oct11 instead of HC

Rated power NOX NMHC CO PM Smoke Implementation dates

(g/kWh) Mean Max Mean Max Mean Max Mean Max % New vehicles Existing vehicles

19-37 kW 6.00 7.98 1.00 1.33 5.00 6.50 0.40 0.53 40 07OCT01 4.00 5.30 0.70 0.90 5.00 6.50 0.03 0.04 25 01OCT13 01SEP15

37-56 kW 4.00 5.32 0.70 0.93 5.00 6.50 0.30 0.40 35 08OCT01 4.00 5.32 0.70 0.90 5.00 6.50 0.025 0.033 25 01OCT13 01NOV14

56-75 kW 4.00 5.32 0.70 0.93 5.00 6.50 0.25 0.33 30 08OCT01 3.30 4.40 0.19 0.25 5.00 6.50 0.02 0.03 25 01OCT12 01APR14

75-130 kW 3.60 4.79 0.40 0.53 5.00 6.50 0.20 0.27 25 07OCT01 3.30 4.40 0.19 0.25 5.00 6.50 0.02 0.03 25 01OCT12 01NOV13

130-560 kW 3.60 4.79 0.40 0.53 3.50 4.55 0.17 0.23 25 06OCT01 2.00 2.70 0.19 0.25 3.50 4.60 0.02 0.03 25 01OCT11 01APR13


Rated power Equivalent standard Implementation dates

New vehicles Existing vehicles

19-37 kW Tier2, Stage IIIA 07OCT01

Tier4 01OCT13 01SEP15


Tier4, Stage IIIB 01OCT13 01NOV14


Interim Tier4, Stage IIIB 01OCT12 01APR14

JAPANSpecial Vehicles for Small Volume Production

1. Tier2andTier3representthestandarddefinedintheCodeofFederalRegulationsTitle40Chapter1Part89. Tier4andInterimTier4representthestandarddefinedintheCodeofFederalRegulationsTitle40Chapter1Part1039. Exceptions are as follows: -Phase-outstandardfor56kWto560kWdefinedinthePart1039§1039.102. -ThefamilyemissionlimitfortheenginefamilystandardwithnegativeemissioncreditsvalueforABTprogramwhen theaveraging,banking,andtradingprogramdefinedinthePart1039.2. Stage III A, Stage III B represent 97/68/EC



Canada Alignment on US EPA Tier 2 and Tier 3. Canada expected to adopt Tier 4, but political process running slowly. Will need temporary legislation to bridge the gap.Croatia Dir 77/537/EEC and Dir 97/68/EC - ECE R24India Agricultural and Forestry tractors: Bharat TREM III: HC + NOx: 9.5; CO: 5.5; PM: 0.8g/kWh BharatStageIIIA(TREM)equiv.EUStageIIIA engines<37kW:fromApr10;engines≥37kW:fromApr11 Construction machinery: BharatStageII(CEV)equiv.toEUStageI BharatStageIII(CEV)equiv.USTier2/3fromApr11Norway Dir 77/537/EC and Dir 97/68/EC - ECE R24PRof Stdsequiv.toEUStageI/IIreg.SmallestenginesarecoveredbyChina US Tier 1/2stds - Stage I: Oct07; Stage II: Oct09Russia GOSTR4196-99equiv.toEUStageI Dir77/537/ECandDir97/68/EC–ECER24Singapore Off-road diesel engines must comply from Aug00: either Japan or US Tier I or EU Stage I standards Test Cycle ISO 8178-4 C1

South Engines for construction and industrial equipment:Korea KoreanTier3equivalenttoUSTier3-TA:01Jan08 KoreanTier4equivalenttoUSTier4-TA:01Jan15(proposed)Switzerland Newenginesforoff-roadveh.andmachinerytomeetcurrentEUstd StationaryDieselandgasengines:PM≤50mg/Nm3

Diesel equipment used in underground: DPF mandatory Exception:equipment<50kWoperated<2hrs/shiftareexempt General construction (BUWAL): diesel engines operated within largeconstructionsitesmustbefittedw/DPF Smokecapacitylimitsforvehiclesw/outDPF: - naturally aspired engines: 2.5 m-1

- turbocharged engines: 3.0 m-1forvehiclesw/DPF:0.24m-1

Gasoline construction engines (idle): CO: 35,000 cm3/m3; HC: 500 cm3/m3

Dieselconstructionmachines/equipment≥18kW:PN:1012 /kWh EUNRMMrequirementsforeng.≥37kW:01Jan09 18 to 37 kW: 01Jan10 Existingmachines≥37kWbuilt2000-2008:complianceby01May10 built bef. 2000: compliance by 01May15Turkey Harmonisation w/ EU regulation but w/ different application dates


TEST CYCLESNRSC TEST (Non Road Steady-state Cycle)With warm engine, raw exhaust emissions are measured during a prescribed sequence of operating conditions. The test cycle consists of a number of speed and load modes. Intermediate speed is the maximum torque speed if it occurs between 60% and 75% of rated speed or 60% of rated speed if this is higher or 75% if this is lower.

1

Torq

ue (%

)

C.I. engines ISO 8178-C1 intermittent C.I. engines ISO 8178-D2 constant speed ISO 8178-C2 S.I. engines > 20kw

Low idle speed

Intermediate speed

Rated speed

Speed.Low idle speed

Intermediate speed

Rated speed


Intermediate speed

Rated speed

Speed.

6

5

4

3

2

6%30%

32%

5%

2%

7

25

50

75

100

10100806040

25

50

75

100

1025

50

75

100

10100806040100806040

2

5%1

3

45

25%

30%

30%

5

6

7

1

2

3

4

15%

15%

15%

815%

Torq

ue (%

)

Torq

ue (%

)

10%

10%

10%

10%

10% 10%15%


TEST CYCLES

Intermediate speed is the maximum torque speed if it occurs between 60% and 75% of rated speedor 60% of the rated speed if this is higheror 75% of the rated speed if this is lower

Torq

ue (%

)

ISO 8178-G1 Non handheld intermediate speed applications

Low idle speed

Intermediate speed

Rated speed


Intermediate speed

Rated speed


Intermediate speed

Rated speed

Speed.

1 90%

10%2

25

50

75

100

10100806040

25

50

75

100

1025

50

75

100

10100806040100806040

2

9%1

3

45

30%7%

9%1

2

65%

Torq

ue (%

)

Torq

ue (%

)

ISO 8178-G2 Non handheld rated speed applications

ISO 8178-G3 Handheld rated speed applications

Forstage1,0,85and0,15respectively

30%

7%

3

45

65%

29%

20%

29%

20%


TEST CYCLESSTEADY-STATE RAMPED MODAL TESTING

For variable-speed engines, the following 9-Mode Duty Cycle Appliesa) Speed terms as per footnote of the steady-state discrete mode test.b) The percent torque is relative to themax torque at the commanded engine

speed.c) Advance fromonemode to thenextwithina20sec transitionphase.During

the transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode, and simultaneously command a linear progression for engine speed if there is a change in speed setting.

For constant-speed engines, the following 5-Mode Duty Cycle Appliesa) Thepercenttorqueisrelativetomaxtesttorque.b) Advancefromonemodetothenextwithina20sectransitionphase.Duringthe

transition phase, command a linear progression from the torque setting of the current mode to the torque setting of the next mode.

RMC Mode Time in Mode [sec] Engine Speed a) c) Torque b) c) [%]1a Steady-state 126 Warm idle 01b Transition 20 Linear transition Linear transition2a Steady-state 159 Intermediate 1002b Transition 20 Intermediate Linear transition3a Steady-state 160 Intermediate 503b Transition 20 Intermediate Linear transition4a Steady-state 162 Intermediate 754b Transition 20 Linear transition Linear transition5a Steady-state 246 Rated 1005b Transition 20 Rated Linear transition6a Steady-state 164 Rated 106b Transition 20 Rated Linear transition7a Steady-state 248 Rated 757b Transition 20 Rated Linear transition8a Steady-state 247 Rated 508b Transition 20 Linear transition Linear transition9 Steady-state 128 Warm idle 0RMC Mode Time in Mode [sec] Engine Speed Torque a) b) [%]1a Steady-state 53 Enginegoverned 1001b Transition 20 Enginegoverned Lineartransition2a Steady-state 101 Enginegoverned 102b Transition 20 Enginegoverned Lineartransition3a Steady-state 277 Enginegoverned 753b Transition 20 Enginegoverned Lineartransition4a Steady-state 339 Enginegoverned 254b Transition 20 Enginegoverned Lineartransition5a Steady-state 350 Enginegoverned 50


NRTC TEST (Non Road Transient Cycle)TheNRTCtesthasbeendevelopedbytheUSEPAincooperationwiththeEUauthorities. It will be used for both US EPA Tier 4 and EU Stage III and IV regulations.Emissions Test Run - Following chart outlines the test sequence.

Engine preparation, Pre-test measurements and Calibration

NRTC

Generationenginemap(maxtorquecurve)Generate reference test cycle

Run one or more practise cycle as necessary to check engine/test cell/emissions systems

Natural or forced cool down

Ready all systems for sampling (analyser calibration included) and data collection

Cold start cycle exhaust emission phase

Hot soak

Hot start cycle exhaust emission phase

TEST CYCLES

Nor

mal

ized

Spe

ed, %

Nor

mal

ized

Tor

que,

%

Time, s

120010008006004002000

100

80

60

40

20

0

100806040200

The NRTC is run twice (cold start/hot start) with the weighted PM being an -averageofthehot(90%)andcold(10%)cyclesforEUStageIII-averageofthehot(95%)andcold(5%)cyclesforUSTier4

One or more Practice Cycles may run as necessary to check engine, test cell and emissions systems before the measurement cycle.

93

Delphi’s solid oxide fuel cell auxiliary power unit will soon be reality. It will operate independently from a commercial vehicle’s main engine to quietly provide clean electrical power for in-cab accessories. Tests demonstrate a significant reduction of fuel consumption and emissionsversus main engine idle and diesel genset APUs. Future designs will be able to remove belt-driven component loads on the primary engine to help further improve fuel economy and performance. Vehicle manufacturers will be able to integrate it into existing architectures with minimal modification. See your future now at: delphi.com/eb-cvfc

Delphi’s solid oxide fuel cell APU … the future of commercial vehicle auxiliary power will soon be here.

www.delphi.com/eb-cvfc

94

GLOSSARYABT AverageBanking&TradingCI Compression Ignition EngineCOP Conformity Of ProductionDe-Nox NOx aftertreatment systemDF Deterioration FactorEEV EnhancedEnvironmentallyFriendlyVehicleEvap EvaporativeEmissionsFC Fuel Consumption (EU)FE Fuel Economy (US)FEL Family Emission LimitsFR FirstRegistration,entryintoserviceFTP Federal Test ProcedureGTR Global Technical Regulation (UN-ECE)GVW Gross Vehicle WeightGVWR Gross Vehicle Weight RatingLDT Light Duty TruckLDV Light Duty Vehicle = passenger car LEV Low Emission Vehicle (LEV1, LEV2)LPG LiquifiedPetroleumGasMY Model Year

MTBE Methyl Tertiary Butyl EtherNG Natural GasNHV Net Heating Value of FuelNLEV National Low Emissions VehicleNMHC Non-methane HydrocarbonsNMOG Non-methane Organic GasesOBD On-board DiagnosticOMHCE OrganicMaterialHydrocarbonEquivalentORVR On-boardRefuelingVapourRecoveryOTL OBD Threshold LimitPI PositiveIgnitionEnginePM Particulate MatterPMP Particulate Measurement ProgramPN Particulate NumberSCR SelectiveCatalyticReductionSHED SealedHouseforEvaporationDeterminationSULEV Super Ultra Low Emission VehicleTA TypeApprovalTLEV Transitional Low Emission VehicleVT SHED Variable Temperature SHED

ULEV Ultra Low Emission Vehicle (ULEV1, ULEV2)WWH-OBD Worldwide Harmonized On-board DiagnosticsZEV Zero Emissions Vehicle

TEST CYCLESELR European Load Response TestESC European Steady-state CycleETC European Transient CycleHDDTC HeavyDutyDieselTransientCycleHDGTC HeavyDutyGasolineTransientCycleSET Steady-state Emissions TestWHDC WorldHarmonizedDrivingCycleWHSC WorldwideHeavyDutySteady-stateCycleWHTC WorldwideHeavyDutyTransientCycle

ADMINISTRATIONS & ASSOCIATIONSACEA European Car Manufacturer AssociationECE Economic Commission for EuropeEPA USEnvironmentalProtectionAgencyEU European UnionMVEG Motor Vehicle Emissions Group (AdvisoryCommittee)

95

The information contained in this booklet is general in nature. Although Delphi believes the information provided is accurate as of its date of publication, the applicable laws and regulations in this area are complex and subject to change and Delphi makes no representation or warranty regarding the information and assumes no obligation to update or revise this information. Please consult the full text of all applicable government laws, rules and regulations prior to taking any action in respect of the matters described in this booklet.

Many thanks to the people around the world who helped put this book together!



96

Delphi has a long history of working with commercial vehicle and off-highway vehicle manufacturers around the world. We offer advanced Engine Management System technologies and enabling support services that are helping them meet the market demands for increased performance, efficiency, reliability and reduced emissions.

For more information about Delphi’s powertrain products for commercial and off-highway vehicles, go to: delphi.com/eb-cv

Delphi also has a wide portfolio of powertrain products for light duty vehicles. For further information, go to: delphi.com/eb-auto

Commercial and off-highway vehicle manufacturers count on Delphi.




www.delphi.com/eb-auto

Today’s Ink s.à r.l 236243-1 • www.todaysink.lu

delphi.com

Delphi is pleased to offer free of charge to our customers our Worldwide Emissions Standards Booklets.

An electronic version of this booklet is also available onour website: delphi.com/emissions-hd

For additional Worldwide Emissions Regulation Information, please call our emissions expert on (352) 5018-4370 or email: [email protected]

Delphi World Headquarters and Customer Center5725 Delphi DriveTroy, Michigan 48098-2815USA Tel: (1) 248.813.2000 Fax: (1) 248.813.2673

Delphi Asia Pacific Regional Headquarters#118, De Lin RoadWai Gao Qiao Free Trade Zone, PudongShanghai, 200131ChinaTel: (86) 21.2896.8866Fax: (86) 21.5046.3937

Delphi European Regional Headquarters and Customer Technical CenterAvenue de LuxembourgL - 4940 BascharageG.-D. LuxembourgTel: (352) 50.18.1Fax: (352) 50.18.22.88

Delphi South American Regional HeadquartersAv. Goiás, 1860São Caetano do SulSão Paulo 09550-050BrazilTel: (55) 11.4234.9500Fax: (55) 11.4234.9628

www.delphi.com

www.delphi.com/emissions-hd