PDF File of the EPA 2007 Engine Emission, Performance and Fuel implications (For download and printing. Copy of information listed below.)

To our valued Clients.
Subject; EPA 2007 Engine Emission, Performance and Fuel implications;

With select aspects of the EPA 2007 already being implemented, we wanted to provide some means of clarification on how these changes will likely impact you and your business operations in the near and not too distant future.

Initiated back in 1970, the clean air act was the beginning of a progressive movement by the Environmental Protection Agency (EPA) with a goal of “clean and healthy air for all”, but primarily affected the automotive industry. This initiative continued and in 1990, a new Clean Air Act was put in place that included a mandate specific to Trucks and Buses that they “must meet stringent diesel particulate emission standards beginning in 1994. Subsequent milestones related to Diesel Trucks were established in 1998, 2002 & 2004, however the most extensive milestones were set for 2007 that are addressed herewith with additional milestones set for 2010 as well.

This 2007 initiative, effective January 1, 2007 calls for the reduction of harmful pollution by 95 percent that has forced the engine manufacturers to comply. New engines produced after this date will not be allowed to produce more than 1.0 ppm NOx, the gasses produced within engine emissions.

This action was based upon the following projections established by the EPA. Following complete integration of this program by 2010, smog causing nitrogen oxide emissions were said to be reduced by as much as 2.6 million tons each year. Up to 110K tons of soot and or particulate matter would also be reduced. They also projected that premature deaths, chronic and acute bronchitis, asthma and other respiratory symptomatic cases would be reduced by a combined magnitude of approximately 750,000 cases per year.

These mandates have resulted in modified engine designs that require additional components and control that provide the required reduction in emissions. The primary means of accomplishing this is via heat and filtration. The integration of this emission reduction system by the Truck & Engine Manufacturers has resulted in the following;

1. Mufflers, as we know them today, will no longer exist. They will be replaced with a Particulate Trap. Although similar in size, the internal make-up and function will be based upon heat and filtration in lieu of sound dampening. This filter device will be an insulated, double-walled stainless steel vessel with ceramic tubes that will combine with temperatures in excess of 1200o Fahrenheit to burn soot and turn it into ash.
2. The increased heat load resulting from the process will likely require additional insulation considerations
3. The “system installation” complicates the customization of commercial trucks due to space constraints. The manifolds and filter installation will consume space normally allocated to fuel tanks and other auxiliary equipment and will likely require reorientation of component layouts.
4. 4. Lift axle wheel base restrictions could also be incurred
5. Because of the increased heat related to the emission reduction system, radiator sizing is likely to be increased. Raising the Truck Hood to accommodate an increase in height is not an option in most trucks due to “sight line” safety concerns. Lowering the radiator is a viable alternative; however complications with frame interference (extended frames) as well as front end PTO offerings require additional modifications including consideration of a hole in the middle of the radiator to accommodate PTO positioning.
6. The filter device will require periodic cleaning either via a “core exchange program” or possibly a do-it-yourself cleaning regimen.
7. Fuel efficiencies will be adversely affected with estimates at 1% to 3%.
8. Turning radius on select trucks may be increased by 6”.
9. The cost impact of the engine redesign is projected at $8K - $13K per diesel engine

The EPA has established a “Phase-in” approach that begins with the 2007 new vehicles and progresses thru 2010. These EPA Mandates also included a drastic reduction of 97% to the sulfur content of highway diesel fuel (500 parts per million to 15 parts per million). These new diesel fuel regulations and provisions will go into effect in June of 2006 and will be phased-in through 2009 with the likely result of fuel price increasing by as much as 6%.

Attached herewith are further insights as to what impact these changes will have on you and your business. We thank you for your consideration of V&H Trucks Inc. and strive to keep you informed of these industry changes. Please feel free to contact us with any subsequent questions, comments or concerns.

You can find a copy of this EPA 2007 Summary at our website www.vhtrucks.com/press.htm

Feel free to visit us their and share this informative update with your colleagues.

Sincerely,
Terry Frankland

V&H Inc. Trucks wants you to know!

What impact will EPA 2007 Regulations and Guidelines
have on you & your business?

Truck Operational Impact

The incoming EPA 2007 guidelines will apply to all engines built after January 1, 2007. By the time they are provided to the Chassis builders, the trucks will not be hitting the dealerships until the middle of 2007. All trucks with engines built pre- 2007 will not be affected.

The exhaust After Treatment Device (ATD) replaces the muffler, however it’s primary purpose is serving as a diesel particulate filter (DPF). Over the course of several hundred hours of run time, the DPF will require a regeneration process to avoid excessive fouling of this filter with particulate matter that could eventually reduce power output from the engine and eventually shut the engine down. The primary purpose of the regeneration process is to eliminate particulate matter (PM) in order to comply with the EPA requirements that particulate matter not exceed .01g/bhp-hr. that this In an attempt to provide longer run times on these diesel engines, a regeneration process will aid in cleaning the filter and extending run times. Two methods of regeneration are available – Passive and Active. Both involve a temperature increase within the ATD that aids in the cleaning process.

NOx will be reduced by increasing the percentage levels of exhaust gas recirculation (EGR) and in some installations, with the addition of a diesel oxidation catalyst (DOC).

Passive Regeneration takes place inside the ATD when temperatures reach 300- degrees Celsius (570o F). The process is ongoing when the truck is being driven and exhaust gas temperatures are no higher than normal.

Active Regeneration occurs when the inside temperature of the ATD reaches 600 degrees Celsius (1100o F). The process is achieved by diesel fuel passing through the ATD or by igniting diesel fuel with a burner that superheats the ATD chamber and aids in the cleaning process.

• Active In-Transit Regeneration – Truck is traveling at speeds greater than 20 miles per hour. The regeneration process is discontinued at speeds under 10 mph.
• Stationary Active Regeneration – Truck is parked and in neutral. Driver or maintenance technician performs necessary tasks. Exhaust Gas Discharge temperatures can induce ground fires if trucks are positioned around dry grass or other fire risk areas.
• REGENERATION PROCESS CANNOT BE CONDUCTED IF PTO IS ENGAGED!

Ultra Low Sulfur Diesel (ULSD) is compatible with existing fleets with comparable performance.

Owners of 2007 and later model year diesel-powered highway vehicles must refuel only with ULSD fuel. Owners of 2006 and earlier model year diesel-powered highway engines and vehicles may use ULSD or Low Sulfur Diesel fuel during the transition period. Only ULSD fuel will be available for highway use starting on December 1, 2010.

Under typical operating conditions, there should be no noticeable impact on overall power using ULSD fuel. Fuel economy may be reduced slightly because the process that removes sulfur also can reduce the energy content of the fuel 1 to 3%.

Engine and vehicle manufacturers expect ULSD fuel to be fully compatible with the existing fleet, including 2006 and earlier model year vehicles. In some instances, the introduction of ULSD fuel to older vehicles may affect fuel system components or loosen deposits in fuel tanks.

As part of a good maintenance program, owners and operators of existing cars, trucks and buses are encouraged to monitor their diesel-powered vehicles closely for potential fuel system leaks or premature fuel filter plugging caused byAsphaltine a dark tar like substance, during the change-over to ULSD fuel. you might consider having extra fuel filters on hand.

Like Low Sulfur Diesel fuel, ULSD fuel requires good lubricity and corrosion inhibitors to prevent unacceptable engine wear. As necessary, additives to increase lubricity and to inhibit corrosion will be added to ULSD fuel prior to its retail sale. With these additives, ULSD fuel is expected to perform as well as Low Sulfur Diesel fuel.

Diesel-powered highway engines and vehicles for 2007 and later model years are designed to operate only with ULSD fuel. Improper fuel use will reduce the efficiency and durability of engines, permanently damage many advanced emissions control systems, reduce fuel economy, and possibly prevent the vehicles from running at all. Manufacturer warranties are likely to be voided by improper fuel use. Additionally, burning Low Sulfur Diesel fuel (instead of ULSD fuel) in 2007 and later model year diesel cars, trucks and buses is illegal and punishable with civil penalties.

Only ultra low sulfur kerosene (No. 1 diesel with no more than 15 ppm sulfur) may be blended with ULSD fuel to improve cold weather performance. With so many kerosene formulations on the market, care must be taken to select kerosene with a maximum of 15 ppm sulfur. Blend rates will remain the same as with Low Sulfur Diesel fuel.

Most engine and vehicle manufacturers allow biodiesel blends in concentrations up to five percent provided those blends meet accepted (ASTM) fuel quality standards. (Biodiesel blends are mixtures of petroleum-based diesel fuels and fuels produced from soybean oil, waste cooking grease, or other organic matter. These fuels may contain biodiesel in concentrations ranging from two percent to levels approaching 100 percent by volume.) To ensure proper quality, consumers should use only biodiesel-ULSD fuel blends that are properly mixed by a qualified biodiesel blender. Consumers should not create their own biodiesel blends by adding biodiesel to ULSD fuel in a vehicle’s fuel tank. There should be no operational problem if consumers switch from a biodiesel-ULSD fuel blend to ULSD fuel without biodiesel.

Low Ash Engine Oils will be required

Another change resulting from the EPA 2007 implementation will be to engine oil. The CI-4 oil designed for 2002 engines will need to be replaced with a proposed Category 10, or PC-10 oil which is a “low ash” or “no ash” oil. It’s not uncommon for minor amounts of oil to migrate into the engine’s combustion chamber. The high heat required for diesel combustion turns that oil into Ash, which is then released into the diesel’s exhaust system.

There is potential for this ash to prove poisonous to the AFD needed for '07 engines. Consequently, petroleum providers are working to identify additives and detergents for oil that will provide lubricity and additional protection against engine wear, but won't form ash should they get into the combustion chamber.

The PC-10 engine oil will have select anti-wear components extracted from the oil that would adversely affect performance of the ATD. These modifications to the PC-10 oil prevent it from being used in pre-2007 engines. Consequently, fleets would have to stock two types of engine oil. In addition, the anti-wear components are expensive and could drive the price of PC-10 engine oil up. Lubricant makers stress, however, that they are continuing to work on the PC-10 formulation.

Answers to frequently asked questions about ULSD fuel.
Q. Where can I purchase ULSD fuel?
A. Although ULSD fuel will be the dominant highway diesel fuel produced, EPA does not require service stations and truck stops to sell ULSD fuel. Therefore, it is possible that ULSD fuel might not be available initially at every service station or truck stop and that a diesel retailer may choose to sell Low Sulfur Diesel fuel instead of ULSD fuel. The industries involved in the transition are doing all they can to minimize potential inconveniences during the conversion to the new diesel fuel.

Q. May I continue to purchase Low Sulfur Diesel fuel if I prefer to use it in my older vehicle?
A. Owners of 2007 and later model year diesel-powered highway vehicles must refuel only with ULSD fuel. Owners of 2006 and earlier model year diesel-powered engines and vehicles may use ULSD or Low Sulfur Diesel fuel during the transition period. Only ULSD fuel will be available for highway use starting on December 1, 2010.

Q. How will I know which pump is dispensing ULSD fuel?
A. Federal regulations require the labeling of all diesel fuel pumps to specify the type of fuel dispensed by each pump (except in California where all diesel fuel must be ULSD by June 1, 2006). Similar instrument panel and fuel inlet/fill cap labeling is being mandated for 2007 and later model year engines and vehicles that require ULSD fuel. Consumers are advised to check thepump labels and vehicle labels to ensure they are refueling with the proper diesel fuel consistent with their vehicle warranties.

Q. How will ULSD fuel affect air quality?
A. ULSD fuel will enable the use of cleaner technology diesel engines and vehicles with advanced emissions control devices, resulting in significantly improved air quality. Annual emission reductions will be equivalent to removing the pollution from more than 90 percent of today’s trucks and buses, when the current heavy-duty vehicle fleet has been completely replaced in 2030.

Q. May I continue to blend No. 1 diesel (kerosene) with my diesel fuel to improve cold
weather performance?
A. Only ultra low sulfur kerosene (No. 1 diesel with no more than 15 ppm sulfur) may be blended with ULSD fuel to improve cold weather performance. With so many kerosene formulations on the market, care must be taken to select kerosene with a maximum of 15 ppm sulfur. Blend rates will remain the same as with Low Sulfur Diesel fuel.

Q. Will ULSD fuel be more expensive than the current Low Sulfur Diesel fuel?
A. ULSD fuel costs more to refine and distribute than Low Sulfur Diesel fuel. No one can predict with certainty the price of ULSD fuel at the pump. Many factors affect the consumer price of fuels, including the price of crude oil on the global market, geopolitical, weather, transportation and economic events, as well as supply and demand.

Q. How will ULSD fuel affect the power and fuel economy of existing diesel cars, trucks and non-road engines and equipment?
A. Under typical operating conditions, there should be no noticeable impact on overall power using ULSD fuel. Fuel economy may be reduced slightly because the process that removes sulfur also can reduce the energy content of the fuel. Some have estimated this reduced efficiency to be in the 1% - 3% range however current field tests have yet to confirm these numbers.

Q. Will ULSD fuel affect the performance of my vehicle?
A. Engine and vehicle manufacturers expect ULSD fuel to be fully compatible with the existing fleet, including 2006 and earlier model year vehicles. In some instances, the introduction of ULSD fuel to older vehicles may affect fuel system components or loosen deposits in fuel tanks. As part of a good maintenance program, owners and operators of existing cars, trucks and buses are encouraged to monitor their diesel-powered vehicles closely for potential fuel system leaks or premature fuel filter plugging (Asphaltine)during the change-over to ULSD fuel.

Q. Can Low Sulfur Diesel fuel be burned without operational problems in 2007 model year and later cars and trucks?
A. Diesel-powered engines for 2007 and later model year highway vehicles are designed to operate only with ULSD fuel. Improper fuel use will reduce the efficiency and durability of engines, permanently damage advanced emissions control systems, reduce fuel economy and possibly prevent the vehicles from running at all. Manufacturer warranties are likely to be voided by improper fuel use. Additionally, burning Low Sulfur Diesel fuel in 2007 and later model year diesel-powered cars, trucks and buses is illegal and punishable with civil penalties.

Q. Will I need to put an additive in my fuel tank to replace the lubricity that was provided by the higher sulfur content?
A. Like Low Sulfur Diesel fuel, ULSD fuel requires good lubricity and corrosion inhibitors to prevent unacceptable engine wear. As necessary, additives to increase lubricity and to inhibit corrosion will be added to ULSD fuel prior to its retail sale. With these additives, ULSD fuel is expected to perform as well as Low Sulfur Diesel fuel.

Q.What are the penalties for failing to comply with EPA's ULSD fuel standards?
A. The new standards provide strong incentives for suppliers to provide the proper ULSD fuel formulation. Civil penalties of up to $32,500 per violation per day can be assessed for non- compliance with EPA’s ULSD fuel standards, or for misrepresentation of the sulfur level of diesel fuel. For more information on ULSF visit

Q.What about business operations who have “on-site” fuel storage tanks that are
utilized for “on-road” vehicles”?
A. In order to insure compliance of fuel supply for EPA 2007 Truck Engines, the fuel storage tank(s) would likely require complete draining and cleaning before a supply of ULSD could be provided. A very small volume of residual fuel could easily contaminate the ULSD and lead to fines should EPA 2007 compliant equipment you filled from this same source be tested. In addition, the ULSD acts like a solvent and results in residual solids being flushed from the tank sidewalls that will likely land within your vehicle fuel system fouling filters prematurely.

S15 (ULSD) Implementation Time Lines

Introduction of the new 15ppm diesel into different portions of the diesel fuel supply channel will be managed through staggered compliance dates. For North America, there are currently three S15 (ULSD) implementation timelines.

United States (except California)

California

Canada

Further insights to this EPA 2007 subject matter
can be found at the following websites.
http://www.clean-diesel.com
http://www.epa.gov/otaq/highway-diesel/index.htm
http://www.epa.gov/otaq/diesel.htm#hd2007
http://www.epa.gov/otaq/regs/fuels/diesel/diesel.htm
http://www.epa.gov/otaq/smartway/idling.htm
http://www.fleetowner.com/cd07.pdf