Greenhouse Gas Emissions
and Fuel Consumption
Standards
Vehicles and/or engines manufactured after Decem-
ber 31, 2006 and domiciled in the U.S. or Canada
are required to meet all EPA and NHTSA regulations
effective as of the vehicle build date. Engines manu-
factured between January 1, 2010 and December 31,
2012 meet EPA10 requirements. Engines manufac-
tured from January 1, 2013 meet NHTSA and EPA
2014 fuel efficiency and greenhouse gas emission
standards (GHG14) requirements.
Model year 2013 and later vehicles meet additional
requirements as specified by GHG14 requirements.
These vehicles are equipped with components that
increase fuel efficiency and reduce GHG emissions.
Components may include, but are not limited to, low-
rolling resistance tires; aerodynamic devices such as
hood, cab/sleeper extenders, and fuel tank fairings;
vehicle speed limiter; and idle shutdown timer. If re-
placement of any drag-reducing component is re-
quired, the replacement component must meet or
exceed the drag reduction performance of the origi-
nally installed component in order to maintain compli-
ance with GHG14 requirements.
EPA-Regulated Emissions
Aftertreatment Systems
IMPORTANT: Depending on local jurisdictional
guidelines, vehicles that are domiciled outside of
the U.S. and Canada may not have emissions
aftertreatment systems (ATS) that are compliant
with EPA regulations.
NOTICE
It is extremely important that the following guide-
lines be followed for engines that comply with
EPA10 and newer regulations, or damage may
occur to the aftertreatment device, and the war-
ranty may be compromised.
•
Use ultralow-sulfur diesel with 15 ppm sul-
fur content or less.
•
Do not use fuel blended with used engine
lube oil or kerosene.
•
Use only engine lube oil with a sulfated ash
level less than 1.0 wt%; currently referred
to as CJ-4 oil.
IMPORTANT: Using non-specification fuels or
oils can lead to shortened diesel particulate filter
(DPF) cleaning or replacement intervals. For
example, using CJ-4+ oil with 1.3% sulfated ash
(30% more ash content) may result in the need
for DPF cleaning or replacement 20 to 30%
sooner than would normally be required.
IMPORTANT: See the engine manufacturer’s
operation manual for complete details and op-
eration of the aftertreatment system (ATS).
The EPA mandates that all engines built after De-
cember 31, 2009 must reduce the level of emissions
exhausted by the engine to the following levels:
•
Nitrogen Oxides (NOx) – 0.2 g/bhp-hr
•
Particulate Matter (PM) – .01 g/bhp-hr
To meet EPA guidelines, engines that are compliant
with EPA10 and newer regulations use technology
known as selective catalytic reduction (SCR) in the
exhaust aftertreatment system (ATS). The ATS in-
cludes an aftertreatment device (ATD), with the addi-
tion of SCR to reduce NOx downstream of the en-
gine. The SCR process requires the introduction of
diesel exhaust fluid (DEF) into the exhaust stream.
After exhaust gases leave the engine, they flow into
the ATS. First they flow into a two-part ATD, com-
prised of a diesel oxidation catalyst (DOC) and a die-
sel particulate filter (DPF). The DPF traps soot par-
ticles, then exhaust heat converts the soot to ash, in
a process called regeneration (regen). After exhaust
gases leave the DPF, a controlled quantity of diesel
exhaust fluid (DEF) is injected into the exhaust
stream. In the presence of heat, DEF is converted to
ammonia gas, which reacts with NOx in the selective
catalyst chamber to yield nitrogen and water vapor,
which exit through the tailpipe.
Regeneration
The harder an engine works, the better it disposes of
soot. If the exhaust temperature is high enough, a
process called passive regeneration (regen) occurs
as the vehicle is driven normally. However, if the en-
gine isn’t running hot enough, the electronic controls
may initiate an active regen, whereby extra fuel is
injected into the exhaust stream to superheat and
Emissions and Fuel Efficiency
11.1
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