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EPA Small Gasoline Engine EPA Small Gasoline Engine Program Program

US EPA Technical Workshop on US EPA Technical Workshop on Small Engine Emission ControlSmall Engine Emission Control

October 5, 2005October 5, 2005

22

OverviewOverview

Air Quality and Inventory Contributions Air Quality and Inventory Contributions Industry and Product Characterization Industry and Product Characterization Legislative and Regulatory BackgroundLegislative and Regulatory BackgroundEPA Safety StudyEPA Safety StudySmall SI Technology Assessment and Small SI Technology Assessment and Safety WorkSafety WorkClosing CommentsClosing Comments

33

Nearly 150 Nearly 150 million people million people live in areas with live in areas with unhealthy airunhealthy air……

……and and small gasoline small gasoline enginesenginescontribute to contribute to unhealthy airunhealthy air

44

Air Quality ImpactsAir Quality ImpactsCurrent widespread air pollutionCurrent widespread air pollution–– 474 counties designated as 8474 counties designated as 8--hour ozone nonattainment in hour ozone nonattainment in

20042004ozone levels above 85 ppb or contributing to high ozone levelsozone levels above 85 ppb or contributing to high ozone levels

–– 225 counties designated as PM225 counties designated as PM2.52.5 nonattainment in 2004nonattainment in 2004PMPM2.52.5 levels above 15 ug/mlevels above 15 ug/m33 or contributing to high PMor contributing to high PM2.52.5 levelslevels

Pending HC and NOx standards are expected to Pending HC and NOx standards are expected to reduce ambient ozone, PM, air toxics and CO reduce ambient ozone, PM, air toxics and CO –– Ambient ozone projected to be reduced by 1.3 ppb in Ambient ozone projected to be reduced by 1.3 ppb in

Eastern ozone nonattainment areas in 2030Eastern ozone nonattainment areas in 2030–– PM, air toxics and CO will also be reduced PM, air toxics and CO will also be reduced

Acute exposure is also a concern Acute exposure is also a concern –– Exposure to VOCs, PM and CO will be reduced for operators Exposure to VOCs, PM and CO will be reduced for operators

and those in close proximity to the engines and equipmentand those in close proximity to the engines and equipment

55

Potential Benefits of Potential Benefits of Cleaner Lawn and Garden EquipmentCleaner Lawn and Garden Equipment

Further emission reductions from small gasoline Further emission reductions from small gasoline engine will improve air quality. This can result in engine will improve air quality. This can result in fewer:fewer:

–– Nonfatal Heart AttacksNonfatal Heart Attacks–– Chronic BronchitisChronic Bronchitis–– Respiratory / Cardiovascular Hospital AdmissionsRespiratory / Cardiovascular Hospital Admissions–– Acute Bronchitis Attacks in ChildrenAcute Bronchitis Attacks in Children–– Lost Work Days Due to IllnessLost Work Days Due to Illness–– Premature DeathsPremature Deaths

66

2004 Small SI HC Inventory2004 Small SI HC Inventory

hose perm48%

tank perm14%

diurnal11%

running loss18%

refueling9%

Evaporative Emissions by Source

Small SI HC inventory is about 1 million tons

2004 Small SI Exh and Evap Emissions

47%

18%

1%

34%

NHH ExhHH ExhNHH EvapHH Evap

77

National Mobile Source Hydrocarbon National Mobile Source Hydrocarbon Inventories in 2020Inventories in 2020

On Highway53%

Recreational Marine10%

Other Nonroad

20% (Handheld,

>25 HP NHH, etc.)Nonhandheld17% (<25HP)

88

Inventory TrendInventory Trend

S m a ll S I (N H H a n d H H )E x h a u s t a n d E v a p In ve n to rie s

0

2 0 0,0 0 0

4 0 0,0 0 0

6 0 0,0 0 0

8 0 0,0 0 0

1 ,0 0 0 ,0 0 0

1 ,2 0 0 ,0 0 0

1 ,4 0 0 ,0 0 0

2 0 00 20 10 2 0 2 0 20 30 20 4 0 2 0 5 0

Y e a r

HC

+NO

x In

vent

orie

s, to

n

99

Small Spark Ignition EnginesSmall Spark Ignition Engines

Includes gasolineIncludes gasoline--powered engines used in a powered engines used in a wide variety of consumer and commercial wide variety of consumer and commercial equipmentequipmentIndustry sales dominated by lawn/garden, Industry sales dominated by lawn/garden, pressure washers, generator sets, and snow pressure washers, generator sets, and snow equipment equipment Industry is diverse in its size and structureIndustry is diverse in its size and structure–– Engine and equipment manufacturing dominated by Engine and equipment manufacturing dominated by

large manufacturerslarge manufacturersMany small equipment manufacturersMany small equipment manufacturers

–– Integrated and nonIntegrated and non--integrated manufacturersintegrated manufacturers

1010

EPA Regulatory StructureEPA Regulatory StructureSmall SI Engines (Small SI Engines (<<25 hp or 25 hp or <<19 kW) 19 kW) –– Divided into five classes based on displacement and applicationDivided into five classes based on displacement and application–– Classes IClasses I--II (Nonhandheld); Classes IIIII (Nonhandheld); Classes III--V (handheld)V (handheld)

Nonhandheld Engines (NHH)Nonhandheld Engines (NHH)–– Class I Class I -- < 225 cc < 225 cc

II--A < 66cc, IA < 66cc, I--B B >> 66cc but < 100cc66cc but < 100cc–– Class II Class II -- > 225 cc

Handheld Engines (HH)Handheld Engines (HH)–– Class III Class III -- < 20 cc< 20 cc–– Class IV Class IV -- >> 20 but <50 cc20 but <50 cc–– Class V Class V -- >> 50 cc50 cc

1111

Class I Class IIClass I Class IIEngine ApplicationsEngine Applications Engine ApplicationsEngine Applications

generator walk-behind mower

go-kart

tiller

zero turn mower

riding mowerutility vehicle

string trimmer

pressure washer

Hydro Drive WalkCommercial Mower

1212

NHH Engine and Equipment NHH Engine and Equipment Industry CharacterizationIndustry Characterization

Engine Mfrs

Briggs

Tecumseh

Honda

Kohler

Onan

Fuji

Kawasaki

Other

Equip Mfrs MTD

Briggs

Honda

Toro

Deere

Other

Murray

Ariens

EHP

1313

Existing EPA Standards Existing EPA Standards Prior to 1990 CAA Amendments there were no small Prior to 1990 CAA Amendments there were no small engine emission standardsengine emission standards

Phase 1 standards took effect in 1997Phase 1 standards took effect in 1997

–– Standards represented a 33% reduction in HC+NOx from uncontrolleStandards represented a 33% reduction in HC+NOx from uncontrolled d levels for all engineslevels for all engines

Phase 2 standards are phasedPhase 2 standards are phased--in from 2001in from 2001--0707

–– NonNon--handheld (NHH) standards represented a 60% HC+NOx reduction handheld (NHH) standards represented a 60% HC+NOx reduction beyond Phase 1 levelsbeyond Phase 1 levels

Standards were based on upgrades to 4Standards were based on upgrades to 4--stroke and engine stroke and engine improvementsimprovements

–– Handheld (HH) standards represented a 70% HC+NOx reduction beyonHandheld (HH) standards represented a 70% HC+NOx reduction beyond d Phase 1 levelsPhase 1 levels

Standards were based on catalysts for most 2Standards were based on catalysts for most 2--stroke enginesstroke enginesCurrently ~2/3 of new HH engines sold in the US have catalystsCurrently ~2/3 of new HH engines sold in the US have catalysts

1414

Regulatory BackgroundRegulatory BackgroundCAA empowers California to have their own small engine CAA empowers California to have their own small engine program except for program except for ““farm/constructionfarm/construction”” equipmentequipment–– Today there are separate California and Federal programsToday there are separate California and Federal programs–– Programs are structured differently, but overall technical Programs are structured differently, but overall technical

requirements are similar requirements are similar –– Federal standards cover the 49Federal standards cover the 49--states and preempted equipmentstates and preempted equipment

Both EPA and California have two phases of exhaust Both EPA and California have two phases of exhaust standards for HH and NHH enginesstandards for HH and NHH engines

Driven by air quality concerns, in the Fall of 2003, Driven by air quality concerns, in the Fall of 2003, California adopted a Tier 3 program California adopted a Tier 3 program –– More stringent exhaust standards for Class I and II enginesMore stringent exhaust standards for Class I and II engines–– Aligned with EPA for Class IIIAligned with EPA for Class III--V enginesV engines–– New fuel evaporative emissions control requirements for all New fuel evaporative emissions control requirements for all

engines/equipmentengines/equipment

1515

California Tier 3 RequirementsCalifornia Tier 3 RequirementsThe reductions from the California exhaust standards represent aThe reductions from the California exhaust standards represent a reduction of reduction of ~35% from EPA~35% from EPA’’s Phase 2 exhaust requirementss Phase 2 exhaust requirements

–– Class I: 2007Class I: 2007–– Class II: 2008Class II: 2008

The technical premise for the standards is that catalysts will bThe technical premise for the standards is that catalysts will be applied on e applied on Class I and II (nonClass I and II (non--handheld) productshandheld) products

–– No further requirements for exhaust emissions for HH engine beyoNo further requirements for exhaust emissions for HH engine beyond current EPAnd current EPA

ARB has also adopted evaporative emission control requirements fARB has also adopted evaporative emission control requirements for small or small engines and equipmentengines and equipment

–– Fuel tank permeation control for all Classes (IFuel tank permeation control for all Classes (I--V)V)–– Fuel hose permeation control for NHH Fuel hose permeation control for NHH –– Control of diurnal, running loss, and hot soak emissions for ClaControl of diurnal, running loss, and hot soak emissions for Class I and diurnal for ss I and diurnal for

Class IIClass II–– 20062006--2012 phase2012 phase--inin

1616

Emissions Standards Timeline

2002 2004 2006 2008 2010

(60% HC+NOx↓) beyond Phase 1By 2007

2000

EPA Phase 1

201420121998

EPA Phase 2

CARBTier 3

Class I/II(38%/34% HC+NOx ↓)

(33%HC+NOx↓)In 1997

1717

EPA Requirement for Phase 3 RuleEPA Requirement for Phase 3 Rule•• Congress has directed EPA to propose new standardsCongress has directed EPA to propose new standards

•• Section 428 of the Omnibus Appropriations Bill for 2004 requiresSection 428 of the Omnibus Appropriations Bill for 2004 requires EPA to propose regulations EPA to propose regulations under CAA under CAA §§213 for new non road spark213 for new non road spark--ignition engines less than 50 hp by 1 Dec 2004 and ignition engines less than 50 hp by 1 Dec 2004 and finalize by 31 Dec 2005finalize by 31 Dec 2005

•• Section 213 of the CAA states: Section 213 of the CAA states: “…“… standards shall achieve the greatest degree of emission standards shall achieve the greatest degree of emission reduction achievable reduction achievable …… giving appropriate consideration to the cost of applying such tgiving appropriate consideration to the cost of applying such technology echnology within the time available to the manufacturers and to noise, enewithin the time available to the manufacturers and to noise, energy, and safety factors associated rgy, and safety factors associated with such technology.with such technology.””

• Within our regulatory structure, there are seven sub-categories of engines/equipment which utilize < 50 hp spark ignition engines:

SubSub--CategoriesCategories Last RuleLast Rule PhasePhase--In CompleteIn Complete

Non-Handheld Lawn/Garden 1999 2007Handheld Lawn/Garden 2003 (exh) 2010Outboard /PWC marine 1996 2006ATVsATVs 20022002 20072007OffOff--Highway MotorcyclesHighway Motorcycles 20022002 20072007SnowmobilesSnowmobiles 20022002 20122012Industrial SI enginesIndustrial SI engines 20022002 20072007

•• Our standards for the last four subcategories are new and not yeOur standards for the last four subcategories are new and not yet implemented; thus we believe t implemented; thus we believe they are consistent with CAA requirements. We are not pursuing fthey are consistent with CAA requirements. We are not pursuing further controls at this time.urther controls at this time.

1818

EPA StaffEPA Staff--Phase 3 ConceptPhase 3 Concept

Exhaust Emissions Exhaust Emissions –– adopt ARB Tier 3 with more lead time adopt ARB Tier 3 with more lead time

Evaporative controls Evaporative controls –– adopt more focused requirements than ARBadopt more focused requirements than ARB

HC+NOx std is based on averaging ; New stds would not apply to sHC+NOx std is based on averaging ; New stds would not apply to snow equip.*now equip.*

No changesNo changesClasses IIIClasses III--VV

250/500/1000250/500/1000201120116106108.0 8.0 Class IIClass II

125/250/500125/250/5002010201061061010.0 10.0 Class IClass I

Useful Life Useful Life (hrs)(hrs)

YearYearCOCOg/kWg/kW--hrhr

HC+NOx*HC+NOx*g/kWg/kW--hrhr

Design/Test Design/Test n/an/a2011201120102010Running loss*Running loss*

15 g/m15 g/m22 & 1.5 & 1.5 g/mg/m22

200920092009200920092009Hose & tank Hose & tank permeationpermeation

StandardStandardClasses IIIClasses III--VVClass IIClass IIClass IClass I

1919

Small SI SafetySmall SI SafetySection 213 of CAA requires EPA to consider safety during Section 213 of CAA requires EPA to consider safety during standards setting for nonroad engines standards setting for nonroad engines –– a normal part of a normal part of our processour processA rider to the 2006 appropriations bill for EPA (and Senate A rider to the 2006 appropriations bill for EPA (and Senate report language) added several new provisionsreport language) added several new provisions–– calls for EPA to publish technical study on the safety issuescalls for EPA to publish technical study on the safety issues–– specifically identifies risk of operator burn and fire associatespecifically identifies risk of operator burn and fire associated with d with

flammable items and refuelingflammable items and refueling–– requires coordination with CPSC requires coordination with CPSC –– prohibits EPA from publishing NPRM before study completedprohibits EPA from publishing NPRM before study completed–– requires completion of study within 6 months of enactment requires completion of study within 6 months of enactment

(nominally end of Feb 2006)(nominally end of Feb 2006)

2020

EPA Safety StudyEPA Safety StudyEPA safety study to be based on assessment of EPA safety study to be based on assessment of incremental riskincremental risk of of complying with potential Phase 3 standards relative to Phase 2complying with potential Phase 3 standards relative to Phase 2Will consider both normal operator use and atypical eventsWill consider both normal operator use and atypical events–– Will explicitly address items laid out in the legislation Will explicitly address items laid out in the legislation –– For temperature related issues, will use laboratory and field thFor temperature related issues, will use laboratory and field thermal ermal

imaging analyses to compare thermal signatures of stock Phase 2 imaging analyses to compare thermal signatures of stock Phase 2 and and properlyproperly--designed catalyst equipped Phase 3 prototypesdesigned catalyst equipped Phase 3 prototypes

Are considering both Class I and II, focus on grassAre considering both Class I and II, focus on grass--cuttingcuttingLooking at low and extended hour operationLooking at low and extended hour operationConstructive in addressing field debris, refueling, storage, turConstructive in addressing field debris, refueling, storage, turf surface, and fuel f surface, and fuel spillage questionsspillage questions

–– Laboratory experiments and field experience to assess events sucLaboratory experiments and field experience to assess events such as h as those conditions creating over rich mixtures, air leaks, misfirethose conditions creating over rich mixtures, air leaks, misfire and afterburnand afterburn

–– Entire assessment will be backed by engineering analysesEntire assessment will be backed by engineering analysesWill look at affects on compliance with consensus standardsWill look at affects on compliance with consensus standardsFMEA being conducted by Southwest Research InstituteFMEA being conducted by Southwest Research Institute

We expect to meet the February 2006 deadlineWe expect to meet the February 2006 deadline

2121

NVFEL Technical CapabilityNVFEL Technical CapabilityEPA/NVFEL has a long history of engine technology development, EPA/NVFEL has a long history of engine technology development, exhaust catalyst development, and evaporative emissions control exhaust catalyst development, and evaporative emissions control system development system development

Our most recent work includes successful demonstration of low Our most recent work includes successful demonstration of low emission light trucks that meet the new highway Tier 2 lightemission light trucks that meet the new highway Tier 2 light--duty duty automotive standards and new NOx and PM emission controls work fautomotive standards and new NOx and PM emission controls work for or heavyheavy--duty highway and nonroad diesel enginesduty highway and nonroad diesel engines

EPA/NVFEL also has considerable experience with enhanced EPA/NVFEL also has considerable experience with enhanced evaporative emissions controls, onboard refueling controls, and evaporative emissions controls, onboard refueling controls, and fuel fuel tank permeation requirementstank permeation requirements

Our small engine testing capability began in 1994Our small engine testing capability began in 1994

2222

Technology Development in EPATechnology Development in EPA’’s s Ann Arbor LaboratoryAnn Arbor Laboratory

We have been conducting technology development for Phase 3 for We have been conducting technology development for Phase 3 for approximately 20 monthsapproximately 20 months

–– This has involved both laboratory and field workThis has involved both laboratory and field work

The development has focused on consideration of exhaust and evapThe development has focused on consideration of exhaust and evaporative orative emissions standards emissions standards

–– Central to this has been gaining a full understanding of the desCentral to this has been gaining a full understanding of the design and operating ign and operating characteristics of Phase 2 enginescharacteristics of Phase 2 engines

Based on our technical assessments, we have been evaluating a raBased on our technical assessments, we have been evaluating a range of nge of technical solutions for meeting more stringent emissions standartechnical solutions for meeting more stringent emissions standardsds

Evaluating and addressing potential safety concerns has been a kEvaluating and addressing potential safety concerns has been a key element ey element of our work from the very beginningof our work from the very beginningWe have been sharing this information with the major small enginWe have been sharing this information with the major small engine companies e companies and equipment OEMsand equipment OEMs

–– See public docket (OARSee public docket (OAR--20042004--0008) for available information0008) for available information

2323

Assessment ParametersAssessment ParametersOur testing work has been founded on several key precepts:Our testing work has been founded on several key precepts:–– Emission controls must be effective for entire useful life of enEmission controls must be effective for entire useful life of enginegine

Must meet emission design targetsMust meet emission design targetsNo emission related maintenanceNo emission related maintenanceConsumer perceives no differences between Phase 2 and Consumer perceives no differences between Phase 2 and Phase 3 equipmentPhase 3 equipment

–– There should be no increase in burn or fire risk in going from PThere should be no increase in burn or fire risk in going from Phase hase 2 to Phase 32 to Phase 3

Temperatures of key engine surfaces must be comparable to Temperatures of key engine surfaces must be comparable to current technology designscurrent technology designsConsider risks which occur in normal and atypical operating and Consider risks which occur in normal and atypical operating and use conditionsuse conditionsMust still be able to meet other safetyMust still be able to meet other safety--related standards related standards (ANSI,SAE, Forest Service, etc)(ANSI,SAE, Forest Service, etc)

–– Technology approaches have widespread applicability by both Technology approaches have widespread applicability by both engine design and integrated or nonengine design and integrated or non--integrated manufacturerintegrated manufacturer

2424

ObservationsObservationsOur assessment work indicates little additional engine out emission reduction is achievable from either SV or OHV engines

– Class I engine-out emission reductions are cooling and lubrication system limited – Class II engines face similar limitations to Class I

Engines are generally more robustEmissions must be met to a longer (some cases, much longer) useful life requirement

– All engines are not created equalSV and OHV engines create different technical challenges for furSV and OHV engines create different technical challenges for further emission reductionsther emission reductionsManufacturer/engine model specific approaches to air induction, Manufacturer/engine model specific approaches to air induction, carburetion, cooling are carburetion, cooling are important to developing a compliance strategyimportant to developing a compliance strategySubstantial differences between Class 1 and Class II enginesSubstantial differences between Class 1 and Class II engines

Engine and equipment package; must be considered togetherEngine and equipment package; must be considered togetherWith appropriate engineering, more stringent standards can be meWith appropriate engineering, more stringent standards can be mett

–– Safe and effective control involves appropriate combination and Safe and effective control involves appropriate combination and designs of engine designs of engine improvements, cooling upgrades, catalyst, and secondary air (pasimprovements, cooling upgrades, catalyst, and secondary air (passive or active)sive or active)

–– It is important to properly design the exhaust system, includingIt is important to properly design the exhaust system, including cooling air flow and cooling air flow and heat shielding, for thermal managementheat shielding, for thermal management

–– Catalyst chemistry, substrate design, and catalyst volume are keCatalyst chemistry, substrate design, and catalyst volume are key factors for proper y factors for proper catalyst design and to address safety issuescatalyst design and to address safety issues

2525

Based on Briggs & Stratton Based on Briggs & Stratton catalyst design currently catalyst design currently used in Europeused in Europe11stst muffler tested was muffler tested was lengthened to accommodate lengthened to accommodate second 20 cc catalyst second 20 cc catalyst substrate (~40 cc total)substrate (~40 cc total)Subsequent mufflers Subsequent mufflers reconfigured for use with reconfigured for use with OHV engines, other SV OHV engines, other SV engines, and for various engines, and for various types of catalyst substratestypes of catalyst substrates–– metal monolithsmetal monoliths–– lowlow--cost metal meshcost metal mesh

Concept for Catalyst MufflerConcept for Catalyst Muffler

OEM

40 cc catalyst volume

40 cc catalyst volume for OHV

2626

Catalyst Technology Can Be Applied Catalyst Technology Can Be Applied SafelySafely

We have tested more than 20 combinations of catalyst We have tested more than 20 combinations of catalyst systems and enginessystems and engines–– Laboratory testingLaboratory testing

More than 200 AMore than 200 A--cycle tests since January 1 2005cycle tests since January 1 2005More than 500 AMore than 500 A--cycle tests since the start of the programcycle tests since the start of the program

–– Field testing and field operational experienceField testing and field operational experienceField aging in SE MichiganField aging in SE MichiganField aging and dataField aging and data--logging in Central Texaslogging in Central TexasField aging and infrared data collection in Tennessee and AlabamField aging and infrared data collection in Tennessee and Alabama a (October (October –– November 2005)November 2005)

–– Wide range of operating conditionsWide range of operating conditions–– Measurement of surface temperatures via infrared thermal imagingMeasurement of surface temperatures via infrared thermal imaging

Our test program continues, however..Our test program continues, however..Data to date demonstrates catalysts can be applied safety Data to date demonstrates catalysts can be applied safety to these enginesto these engines–– Exhaust system surface temperatures are comparable to todayExhaust system surface temperatures are comparable to today’’s s

productsproducts

2727

Class I, Phase 200cc Side valve Engine Tested with Class I, Phase 200cc Side valve Engine Tested with Catalyst and Passive SecondaryCatalyst and Passive Secondary--Air InjectionAir Injection

--AA--cycle NOx+HC Emissions @ 10cycle NOx+HC Emissions @ 10--20 hours20 hours

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

18.00

6-m

ode

A-c

ycle

NO

x+H

C (g

/kW

-hr)

2828

Class I, Phase 200cc Side valve Engine Tested with Class I, Phase 200cc Side valve Engine Tested with Catalyst and Passive SecondaryCatalyst and Passive Secondary--Air InjectionAir Injection

--AA--cycle PM Emissions @ 10cycle PM Emissions @ 10--20 hours20 hours

0.00

0.02

0.04

0.06

0.08

0.10

0.12

1

PM E

mis

sion

s (g

/kW

-hr)

OEM MufflerCatalyst muffler with Venturi Secondary Air

2929

Class I, Phase 2, 190cc SideClass I, Phase 2, 190cc Side--valve and OHV Engines with valve and OHV Engines with Catalysts and Passive SecondaryCatalysts and Passive Secondary--Air InjectionAir Injection

--AA--cycle NOx+HC Emissions @ 10cycle NOx+HC Emissions @ 10--20 hours20 hours

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

1

6-m

ode

A-c

ycle

NO

x+H

C (g

/kW

-hr)

190 cc SV Engine 211

190 cc SV Engine 211 w/40 cc Cordierite Catalyst

190 cc SV Engine 2480-2

190 cc SV Engine 2480-2 w/Metal-mesh Catalyst-2

190 cc OHV Engine 212

190 cc OHV Engine 212 w/40 cc Cordierite Catalyst

190 cc OHV Engine 212 w/Metal-mesh Catalyts-1

Side-valve Engines OHV Engines

3030

EMS and Catalyst Development for EMS and Catalyst Development for Class II Lawn TractorsClass II Lawn Tractors

3131

EMS and Catalyst Development using the EMS and Catalyst Development using the Class II 500cc Lawn Tractor EngineClass II 500cc Lawn Tractor Engine

0.01.02.03.04.05.06.07.08.09.0

10.011.012.0

OEM EFI EFI, Catalyst A EFI, Catalyst B EFI, Catalyst C EFI, Catalyst DConfiguration

NO

x+H

C E

mis

sion

s, g

/kW

-hr Class II, Phase 2: 12.1 g/kW-hr

NOxHC

3232

EMS and Catalyst Development using EMS and Catalyst Development using the Class II 490cc Lawn Tractor Enginethe Class II 490cc Lawn Tractor Engine

0.0

1.0

2.0

3.0

4.0

5.0

6.0

7.0

8.0

9.0

10.0

11.0

12.0

OEM EFI EFI, Catalyst E EFI, Catalyst F

NO

x +

HC

Em

issi

ons,

g/k

W-h

r

NOxHC

Class II, Phase 2: 12.1 g/kW-hr

3333

Class I, Phase 2 190cc Side valve Class I, Phase 2 190cc Side valve with and without catalyst at 125+ hourswith and without catalyst at 125+ hours

(40 cc cordierite, 5:0:1 30 g/ft(40 cc cordierite, 5:0:1 30 g/ft33))

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

18.0

1

6-m

ode

A-c

ycle

NO

x+H

C (g

/kW

-hr)

B&S Quantum 6820 B&S Quantum 6820 w/40cc Cordierite Catalyst

Phase II Standard: 16.1 g/kW-hr @ 125 hours

3434

Class I, Phase 2 190cc OHV Class I, Phase 2 190cc OHV with and without catalyst at 125+ hourswith and without catalyst at 125+ hours

(40 cc cordierite, 5:0:1 30 g/ft(40 cc cordierite, 5:0:1 30 g/ft33))

OEM Muffler Catalyst muffler with Venturi-secondary-air0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00 Phase II Standard: 16.1 g/kW-hr @ 125 hours

6-m

ode

A-c

ycle

NO

x+H

C (g

/kW

-hr)

OEM Muffler

Catalyst muffler with VenturiSecondary Air

3535

Class I, Phase 2 190cc OHV Class I, Phase 2 190cc OHV with and without catalyst at 110with and without catalyst at 110--120 hours120 hours

(32 cc 100 cpsi metal monolith, 5:0:1 50 g/ft(32 cc 100 cpsi metal monolith, 5:0:1 50 g/ft33))

OEM Muffler Catalyst muffler with Venturi-secondary-air

Phase II Standard: 16.1 g/kW-hr @ 125 hours

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

16.0

1

OEM Muffler

Catalyst muffler with VenturiSecondary Air

3636

Class II, Phase 2 OHV 400 cc Class II, Phase 2 OHV 400 cc -- Emissions at 250 hoursEmissions at 250 hours

0.00

2.00

4.00

6.00

8.00

10.00

12.00

14.00

16.00

Class 2/Phase II OHV Class 2/Phase II OHV with 200 ccCordierite Catalyst-1

6-m

ode

A-c

ycle

HC

+NO

x Em

issi

ons

(g/k

W-h

r)

3737

Infrared Thermal ImagingInfrared Thermal Imaging190cc SV Engine at >110 hours190cc SV Engine at >110 hours

Modified Catalyst Muffler (5:0:1 30 g/ft3, 40cc, 400 cpsi ceramic-monolith,

venturi secondary air)100% Load – Wide Open Throttle

Maximum surface temperature: 407.0 °C

OEM Muffler 100% Load – Wide Open Throttle



3838


Modified Catalyst Muffler 75% Load – Mode 2


OEM Muffler75% Load – Mode 2


3939


Modified Catalyst Muffler 50% Load – Mode 3 OEM Muffler

50% Load – Mode 3

Maximum surface temperature: 318.4 °C Maximum surface temperature: 360.9 °C

4040





4141





4242

Infrared Thermal ImagingInfrared Thermal Imaging200cc SV Engine at <25 hours200cc SV Engine at <25 hoursModified Catalyst Muffler

(5:0:1 30 g/ft3, 40cc, 200 cpsi metal monolith,venturi secondary air)

100% Load – Wide Open Throttle



4343

Infrared Thermal ImagingInfrared Thermal Imaging200cc SV Engine at <25 hours200cc SV Engine at <25 hours

Modified Catalyst Muffler 50% Load – Mode 3 OEM Muffler

50% Load – Mode 3

Maximum surface temperature: 420.6 °C Maximum surface temperature: 493.3

4444

Infrared Thermal ImagingInfrared Thermal Imaging200cc SV Engine at <25 hours200cc SV Engine at <25 hours




4545

Infrared Thermal ImagingInfrared Thermal Imaging190cc OHV Engine at >125 hours190cc OHV Engine at >125 hours

Modified Catalyst Muffler (5:0:1 30 g/ft3, 40cc, 400 cpsi ceramic monolith,

venturi secondary air)100% Load – Wide Open Throttle



4646





4747

Infrared Thermal ImagingInfrared Thermal Imaging190cc OHV Engine at >125 hours190cc OHV Engine at >125 hoursModified Catalyst Muffler

10% Load – Mode 5OEM Muffler

10% Load – Mode 5


4848


HotHot--soak test from 50% load conditionsoak test from 50% load conditionModified Catalyst Muffler OEM Muffler



0-seconds

30-seconds

4949





1-minute

2-minutes

5050





3-minutes

4-minutes

5151


HotHot--soak test from WOT conditionsoak test from WOT conditionModified Catalyst Muffler OEM Muffler



0-seconds

30-seconds

5252





1-minute

2-minutes

5353





3-minutes

4-minutes

5454

Laboratory Failure Mode SimulationsLaboratory Failure Mode Simulations

Simulate rich operation due toSimulate rich operation due to–– Inappropriate choke usageInappropriate choke usage–– Malfunctioning float or floatMalfunctioning float or float--valvevalve–– Malfunctioning air bleed compensation or clogged filterMalfunctioning air bleed compensation or clogged filter

Simulate partial ignition misfireSimulate partial ignition misfireInduce backfire following highInduce backfire following high--inertia overinertia over--runrun

<show video footage><show video footage>

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Closing CommentsClosing Comments

EPA will continue its technical development and EPA will continue its technical development and safety assessments and move forward on safety safety assessments and move forward on safety study and rule developmentstudy and rule developmentVery interested in receiving your input and Very interested in receiving your input and suggestions on our work and pending safety study suggestions on our work and pending safety study To better inform our assessments and safety To better inform our assessments and safety study, EPA is also interested in discussions with study, EPA is also interested in discussions with engine manufacturers and equipment OEMs on engine manufacturers and equipment OEMs on their progress in developing product for 2007/2008 their progress in developing product for 2007/2008 California market. California market.

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