Model Year 2007 and Later
Model Year 2007 and Later
On December 21, 2000 the EPA signed emission standards for model year 2007 and
later heavy-duty highway engines (the California ARB adopted virtually identical
2007 heavy-duty engine standards in October 2001). The rule includes two
components: (1) emission standards, and (2) diesel fuel regulations.
The first component of the regulation introduces new, very stringent emission
standards, as follows:
PM—0.01 g/bhp-hr
NOx—0.20 g/bhp-hr
NMHC—0.14 g/bhp-hr
The PM emission standard will take full effect in the 2007 heavy-duty engine model
year. The NOx and NMHC standards will be phased in for diesel engines between 2007 and 2010. The
phase-in would be on a percent-of-sales basis: 50% from 2007 to 2009 and 100% in
2010 (gasoline engines are subject to these standards based on a phase-in
requiring 50% compliance in 2008 and 100% compliance in 2009). Very few engines
meeting the 0.20 g/bhp-hr NOx requirement will actually appear before 2010. In
2007, most manufacturers opted instead to meet a Family Emission Limit (FEL)
around 1.2-1.5 g/bhp-hr NOx for most of their engines with a few manufacturers
still certifying some of their engines as high as 2.5 g/bhp-hr NOx+NMHC.
In addition to transient FTP testing, emission certification
requirements also include:
SET test, with limits equal to the FTP standards, and
NTE testing with limits of 1.5 × FTP standards for engines meeting a NOx FEL of 1.5 g/bhp-hr or less and 1.25 × FTP
standards. for engines with a NOx FEL higher than 1.5 g/bhp-hr.
Effective
for the 2007 model year, the regulation maintains the earlier crankcase emission
control exception for turbocharged heavy-duty diesel fueled engines but requires
that if they are emitted to the atmosphere, they be added to the exhaust
emissions during all testing. In this case, the deterioration of crankcase
emissions must also be accounted for in exhaust deterioration factors.
The
diesel fuel regulation limits the sulfur content in on-highway diesel fuel to 15
ppm (wt.), down from the previous 500 ppm. Refiners will be required to start
producing the 15 ppm S fuel beginning June 1, 2006. At the terminal level,
highway diesel fuel sold as low sulfur fuel must meet the 15 ppm sulfur standard
as of July 15, 2006. For retail stations and wholesale purchasers, highway
diesel fuel sold as low sulfur fuel must meet the 15 ppm sulfur standard by
September 1, 2006.
Refiners can also take advantage of a temporary compliance option that will allow them to
continue producing 500 ppm fuel in 20% of the volume of diesel fuel they produce
until December 31, 2009. In addition, refiners can participate in an averaging,
banking and trading program with other refiners in their geographic area.
Ultra low sulfur diesel fuel has been introduced as a “technology enabler” to pave the
way for advanced, sulfur-intolerant exhaust emission control technologies, such
as catalytic diesel particulate filters and NOx catalysts,
which will be necessary to meet the 2007 emission standards.
The EPA estimates the cost of reducing the sulfur content of diesel fuel will result
in a fuel price increase of approximately 4.5 to 5 cents per gallon. The EPA
also estimates that the new emission standards will cause an increase in vehicle
costs between $1,200 to $1,900 (for comparison, new heavy-duty trucks typically
cost up to $150,000 and buses up to $250,000).
On December 21, 2000 the EPA signed emission standards for model year 2007 and
later heavy-duty highway engines (the California ARB adopted virtually identical
2007 heavy-duty engine standards in October 2001). The rule includes two
components: (1) emission standards, and (2) diesel fuel regulations.
The first component of the regulation introduces new, very stringent emission
standards, as follows:
PM—0.01 g/bhp-hr
NOx—0.20 g/bhp-hr
NMHC—0.14 g/bhp-hr
The PM emission standard will take full effect in the 2007 heavy-duty engine model
year. The NOx and NMHC standards will be phased in for diesel engines between 2007 and 2010. The
phase-in would be on a percent-of-sales basis: 50% from 2007 to 2009 and 100% in
2010 (gasoline engines are subject to these standards based on a phase-in
requiring 50% compliance in 2008 and 100% compliance in 2009). Very few engines
meeting the 0.20 g/bhp-hr NOx requirement will actually appear before 2010. In
2007, most manufacturers opted instead to meet a Family Emission Limit (FEL)
around 1.2-1.5 g/bhp-hr NOx for most of their engines with a few manufacturers
still certifying some of their engines as high as 2.5 g/bhp-hr NOx+NMHC.
In addition to transient FTP testing, emission certification
requirements also include:
SET test, with limits equal to the FTP standards, and
NTE testing with limits of 1.5 × FTP standards for engines meeting a NOx FEL of 1.5 g/bhp-hr or less and 1.25 × FTP
standards. for engines with a NOx FEL higher than 1.5 g/bhp-hr.
Effective
for the 2007 model year, the regulation maintains the earlier crankcase emission
control exception for turbocharged heavy-duty diesel fueled engines but requires
that if they are emitted to the atmosphere, they be added to the exhaust
emissions during all testing. In this case, the deterioration of crankcase
emissions must also be accounted for in exhaust deterioration factors.
The
diesel fuel regulation limits the sulfur content in on-highway diesel fuel to 15
ppm (wt.), down from the previous 500 ppm. Refiners will be required to start
producing the 15 ppm S fuel beginning June 1, 2006. At the terminal level,
highway diesel fuel sold as low sulfur fuel must meet the 15 ppm sulfur standard
as of July 15, 2006. For retail stations and wholesale purchasers, highway
diesel fuel sold as low sulfur fuel must meet the 15 ppm sulfur standard by
September 1, 2006.
Refiners can also take advantage of a temporary compliance option that will allow them to
continue producing 500 ppm fuel in 20% of the volume of diesel fuel they produce
until December 31, 2009. In addition, refiners can participate in an averaging,
banking and trading program with other refiners in their geographic area.
Ultra low sulfur diesel fuel has been introduced as a “technology enabler” to pave the
way for advanced, sulfur-intolerant exhaust emission control technologies, such
as catalytic diesel particulate filters and NOx catalysts,
which will be necessary to meet the 2007 emission standards.
The EPA estimates the cost of reducing the sulfur content of diesel fuel will result
in a fuel price increase of approximately 4.5 to 5 cents per gallon. The EPA
also estimates that the new emission standards will cause an increase in vehicle
costs between $1,200 to $1,900 (for comparison, new heavy-duty trucks typically
cost up to $150,000 and buses up to $250,000).