EMISSION NORMS - INDIA

S.NO COMBUSTION PRODUCT AFFECTEDPART OF THEBODY PROBLEMS 1 HYDROCARBON Eyes, Lungs Causes irritation, lung Cancer 2 3 4 5 CARBON MONOXIDE NITROGEN Lungs OXIDES PARTICULATE MATTER SMOKE Body Eyes, Lungs, skin Eyes Reduces the oxygen carrying capacity of The blood and readiness with which the blood gives up oxygen to the tissues may cause heart diseases. Toxic effect on lungs, Causes acute bronchitis in infants and School children. Causes eye irritation and reduction to Visibility, can cause lung cancer, can cause skin disease can cause trouble in breathing. Causes eye irritation and reduction in Visibility.

APPLICABLE EMISSION NORMS IN INDIA Application DG sets Off highway (Construction Equipment Vehicles) Tractors (8 mode ISO-8178 C1) On highway (Cars,Trucks & Buses) 5 mode 8 mode 8 mode ISO -8178-D2 ISO -8178-C1 ISO -8178-C1 Test Cycle Cars & 4 Wheeler driving cycle on chassis dyno Vehicles GVW <3.5 t driving cycle on chassis dyno OR 13 mode ISO-8178-A / ESC & ELR Vehicles GVW >3.5 t 13 mode ISO- 8178 -A / ESC & ELR

EMISSION NORMS - INDIA Off highway CEV (Construction Equipment Vehicles) CEV means rubber tyred / padded or steel drum wheel mounted, self propelled excavator, loader, backhoe, dumper, motor grader, mobile crane, dozer thereof designed for off-highway operations in mining, irrigation and general construction manufactured with on or/and off highway capabilities. MODE 1 2 3 4 5 6 7 8 Torque % 100 75 50 10 100 75 50 0 Stage 8 mode ISO -8178-C1 Capacity Speed Weighting Factor Date of Implementation Rated Intermediate Low idle 0.15 0.15 0.15 0.10 0.10 0.1 0.1 0.15 NOx g/kw-h HC g/kw-h NOx + HC g/kw-h CO g/kw-h PM g/kw-h Current ALL 1-7-2000 18.0 3.5 --- 14.0 --- INDIA STAGE II (Same as Europe stage 1) INDIA STAGE III (Same as Europe stage IIIA 37-74 kw 9.2 1.3 --- 6.5 0.85 Proposed from 75 129 kw Apr. 2007 9.2 1.3 --- 5.0 0.7 130 560 kw 9.2 1.3 --- 5.0 0.54 18 36 kw --- --- 7.5 5.5 0.6 37-74 kw Proposed from --- --- 4.7 5.0 0.4 75 129 kw Apr. 2011 --- --- 4.0 5.0 0.3 130 560 kw --- --- 4.0 3.5 0.2

EMISSION NORMS- INDIA On highway (cars, Trucks, Buses) Cars < 6 persons < 2500 kg GVW Light duty Diesel Vehicles. (LCV / HCV) GVW 2500-3500 kgs Diesel Vehicles. (Trucks & Buses) GVW > 3500 kgs. Driving Cycle on Chassis Dynamometer Driving Cycle on Chassis Dynamometer OR 13 mode ISO -8178-A (on engine dynamometer) 13 mode ISO -8178-A / ESC & ELR (on engine dynamometer) Table A Table B Table C Table D

MODIFIED INDIAN DRIVING CYCLE (MINDC)

TABLE A Stage Date of Implementation Apr. 2003 for Bharat Stage II NCR & 10 Cities (Same as Euro 2) Apr. 2005 Nationwide Apr. 2005 for Bharat Stage III NCR & 10 Cities (Same as Euro 3) Apr. 2010 Nationwide NOx g/km NOx + HC g/km CO g/km PM g/km --- 0.7 1.00 0.08 0.50 0.56 0.64 0.05 NCR - National Capital Region (Delhi) 10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.

TABLE B Stage India 2000 (Same as Euro 1 of light trucks) Bharat Stage II (Same as Euro 2 of light trucks) Bharat Stage III (Same as Euro 3 of light trucks) Date of Implementation 2000 NOx g/km NOx + HC g/km CO g/km PM g/km --- 1.70 6.90 0.25 Apr. 2005 Nationwide --- 1.20 1.5 0.17 Apr. 2005 NCR + 10 cities Apr. 2010 Nationwide 0.78 0.86 0.95 0.10 TABLE C Stage India 2000 (Same as Euro I of heavy trucks) Test Cycle ISO 8178 A 13 Mode Date of Implementation 2000 NOx g/kw-h HC g/kw-h CO g/kw-h 8.0 1.1 4.5 PM g/kw-h 0.36 (> 85 kw) 0.61 (< 85 kw) Bharat Stage II ISO 8178 A Apr. 2005 (Same as Euro II 13 Mode Nationwide of heavy trucks) 7.0 1.1 4.0 0.15 NCR - National Capital Region (Delhi) 10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.

TABLE D Stage India 2000 (Same as Euro I) Bharat Stage II (Same as Euro II) Bharat Stage III (Same as Euro III) Test Cycle ISO 8178 A 13 Mode ISO 8178 A 13 Mode ESC & ELR 13 Mode Date of Implementation NOx g/kw-h HC g/kw-h CO g/kw-h 2000 8.0 1.1 4.5 Apr. 2005 Nationwide Apr. 2005 NCR + 10 cities Apr. 2010 Nationwide PM g/kw-h 0.36 (for > 85 kw) 0.61 (for < 85 kw) Smoke m-1 7.0 1.1 4.0 0.15 --- 5.0 0.66 2.1 0.1 0.8 --- NCR - National Capital Region (Delhi) 10 Cities - Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahemadabad, Pune, Surat, Kanpur and Agra.

ISO 8178 A (13 Mode) / ECE R 49 MODE 1 2 3 4 5 6 7 8 9 10 11 12 13 Low Low Low Speed Intermediate Rated idle idle idle Torque % 0 10 25 50 75 100 0 100 75 50 25 10 0 Weighting Factor 0.08 0.08 0.08 0.08 0.08 0.25 0.08 0.1 0.02 0.02 0.02 0.02 0.08

MODE 1 2 3 4 5 6 7 8 9 10 11 12 13 Speed A B B A A A B B C C C C C Torque % 0 100 50 75 50 75 25 100 25 100 25 75 50 Weighting Factor Duration (Minutes) EUROPEAN STATIONARY CYCLE (ESC) 0.15 0.08 0.1 0.1 0.05 0.05 0.05 0.09 0.10 0.08 0.05 0.05 0.05 4 2 2 2 2 2 2 2 2 2 2 2 2 A = n lo + 0.25(n hi - n lo ) B = n lo + 0.50(n hi - n lo ) C = n lo + 0.75(n hi - n lo ) During emission certification testing, the certification personnel may request additional random testing modes within the cycle control area ( ref fig). Max emission at these extra modes are determined by interpolation between the results from the neighbouring regular test modes. n lo = lowest engine speed ( below the rated speed )where 50 % of the declared max net power occurs. n hi = Highest engine speed ( above the rated speed) where 70 % of the declared max net power occurs.

EUROPEAN LOAD RESPONSE (ELR) This ELR test has been introduced by EURO III emission regulation for the purpose of smoke opacity measurements. Test consists of a sequece of 3 load steps at each of the 3 engine speeds. A (cycle 1), B ( cycle 2) and C (cycle 3) followed by cycle 4 at speed between A and C and load between 10 to 100 % selected by the certification personnel. Speed A, B and C are defined in ESC cycle. Smoke values are continuously sampled during the ELR test with a frequency of atleast 20 Hs. The smoke traces are then analysed to determined by calculation.

Indian Emission Road Map Status May 2003 Bharat stage II (Equivalent Euro II*) With effect from Delhi / NCR Mumbai 2000-2001 Kolkata Chennai Bangalore Hyderabad Bharat stage II All over India April 1st 2005 * EURO II with Indian driving cycle (v max = 90km/h) = Bharat Stage II Ahmedabad Pune Surat Kanpur Agra April 1st 2003

Indian Emission Road Map Status May 2003 Bharat stage III (Equivalent Euro III) Delhi Mumbai Kolkata Chennai Bangalore With effect from Bharat stage III All over India April 1st 2010 Hyderabad Ahmedabad Pune Surat Kanpur Agra 1st April 2005

Indian Emission Road Map - Bharat stage IV (Equivalent Euro IV) Delhi Mumbai Kolkata Chennai Bangalore With effect from With effect from? Hyderabad Ahmedabad Pune Surat Kanpur Agra 1st Oct 2010*

Mass Emission Standards - Bharat Stage II Passenger car and Light duty vehicle

Modified Indian Driving Cycle (MINDC) Passenger Car & Light Duty Vehicle

Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg Bharat stage II On Engine Dynamometer : Limit values g/kwh for type approval (TA) as well as COP CO HC NO X PM 4.0 1.1 7.0 0.15 1. Implemented in NCR from 23.11.2001, Rest of India : Yet to announce 2. There shall be no relaxation for COP purposes 3. The tests shall be carried out on the engine dynamometer as per ECE R49 4. The reference fuel shall be of a maximum of 0.05 % Sulphur content Source : Notification by Government of India, Ministry of Road Transport and Highways, New Delhi dt. 24 th April, 2001

Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg Limit values - ESC and ELR test Mass of carbon monoxide (CO) g/kwh Mass of hydrocarbons (HC) g/kwh Mass of nitrogen oxides (NOx) g/kwh Mass of particlates (PT) g/kwh Smoke m-1 A (2000) 2.1 0.66 5.0 0.1 0.13 (1) 0.80 B1 (2005) 1.5 0.46 3.5 0.02 0.50 B2 (2008) 1.5 0.46 2.0 0.02 0.50 C (EEV) 1.5 0.25 2.0 0.02 0.15 (1) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than 3000 rpm Source: European Union 88/77/EEC For type approval to row A of the table, the emissions shall be determined on the ESC and ELR tests with conventional diesel engines including those fitted with electronic fuel injection equipment, exhaust gas re-circulation (EGR), and/or oxidation catalysts. Diesel engines fitted with advanced exhaust after-treatment systems including the NOx catalysts and/or particulate traps, shall additionally be tested on the ETC test. For type approval testing to either row B1 or B2 or row C of the table the emissions shall be determined on the ESC, ELR and ETC tests. A: Euro 3, B1: Euro 4, B2: Euro 5, C:??

Specifications - Emission of Gaseous and Particulate pollutants and Smoke - GVW > 3500 kg Limit values - ETC tests (1) Mass of carbon monoxide (CO) g/kwh Mass of nonmethane hydrocarbons (HC) g/kwh Mass of Methane (CH 4 ) (2) g/kwh Mass of Nitrogen oxides (NOx) g/kwh Mass of Particulate g/kwh (PT) (3) g/kwh A (2000) 5.45 0.78 1.60 5.0 0.16 0.21 (4) B1 (2005) 4.00 0.55 1.10 3.5 0.03 B2 (2008) 4.00 0.55 1.10 2.0 0.03 C (EEV) 3.00 0.40 0.65 2.0 0.02 (1) The conditions for verifying the acceptability of the ETC tests (see annex III, Appendix 2, section 3.9) when measuring the emissions of gas fuelled engines against the limit values applicable in Row A shall be reexamined and, where necessary, modified in accordance with the procedure laid down in Article 13 of Directive 70/156/EEC. (2) For NG engines only. (3) Not applicable for gas fuelled engines at stage A and stages B1 and B2. (4) For engines having a swept volume of less than 0.75 dm3 per cylinder and a rated power speed of more than 3000 rpm. Source: European Union 88/77/EEC A: Euro 3, B1: Euro 4, B2: Euro 5, C:??

Internal combustion engines cause significant contributions to atmospheric pollution, which has a damaging impact on our health and the environment. In case of diesel engines the inherent benefits such as high thermal efficiency are balanced by high emission of nitrogen oxides and diesel particulates.

DIESEL ENGINE POLLUTANTS AND THEIR EFFECTS Carbon monoxide (CO) Hydrocarbon (HC) Nitrogen oxides (NOx) Particulate matter (PM) Smoke

Engine Emissions Control Technology Stages 1970-1984 1985-1989 1990 1991-1993 1994-1997 1998-2003 2004-2007

Emission Requirements Four Time Periods NOx (gms/bhp-hr) PM (gms/bhp-hr) Time Frame Diesel Natural Gas Diesel Natural Gas Before 2002 4.0 2.0.05.02 2002-2006 2.5 1.3.05.02 2007-2009 1.2 0.6 0.01 0.005 2010+ 0.20 0.10 0.01 0.005

Heavy Duty Diesel Engine Emission Standards (Global On-Highway) Diesel Oxidation Catalyst (30-40%) Diesel Particulate Filters (80-90%) PM (g/bhp-hr) 0.20 0.18 0.16 0.14 0.12 0.10 0.08 0.06 0.04 0.02 0.00 US 2007 Japan 2007 EURO V 2008 US 2004 AUS 2006 Japan 2004 EURO IV 2005 0.0 1.0 2.0 3.0 4.0 5.0 6.0 Japan 1999 NOx (g/bhp-hr) EURO III 2000 US 1998 AUS 2002 Korea 2000 Korea 2002 Brazil/ Argentina 2000 Selective Catalytic Reduction or Other Exhaust Gas Recirculation Engine Design

On-highway Regulation types Certification Test Procedure Comparison

1970-1984: Engine Modifications Air handling system Turbocharging Water-to-air aftercooling; intake manifold temperature approximately 210 F Fuel handling system Air-fuel ratio controller Fixed-timed mechanical fuel injection; peak injection pressure approximately 14,000 psi Combustion system Cylinder components/overhead stiffened

Air Handling System Changes Intake Manifold Exhaust Manifold Aftercooler/Intake Manifold Exhaust Manifold Compressor Turbine Naturally Aspirated Turbocharged and Aftercooled

Air Handling System Changes T Stat 200 0 F T Stat 200 0 F Oil Cooler Liners & Heads Bypass 130 0 F Radiator 80 0 F 210 0 F Aftercooler Oil Cooler 370 0 F Liners & Heads Bypass 135 0 F Radiator 80 0 F Pump 190 0 F Pump 192 0 F Naturally Aspirated High Flow Water-To-Air Cooling [Jacket Water Aftercooling (JWAC)]

1985-1989: Emission Regulation Changes Implementation of the transient emissions test Emission standards NOx: CO: HC: PM: 10.7 g/bhp-hr 15.5 g/bhp-hr 1.3 g/bhp-hr 0.6 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity

1985-1989: Engine Modifications Air handling system Higher boost pressure High flow water-to-air aftercooling; intake manifold temperature approximately 160 F Fuel handling system Low sac volume nozzles Rate control injection camshaft Dual spring air-fuel ratio controller Fixed-timed mechanical fuel injection; peak injection pressure approximately 16,000 psi Combustion system Higher compression ratio Early intake valve closing Higher peak cylinder pressure capability

Fuel Injector Changes Plunger Tip Plunger Tip Cup Section Cup Section Spray Holes High Sac Volume Nozzle Spray Holes Low Sac Volume Nozzle

1990: Emission Regulation Changes Emission standards NOx: CO: HC: PM: Smoke A: 6.0 g/bhp-hr 15.5 g/bhp-hr 1.3 g/bhp-hr 0.6 g/bhp-hr 20% opacity B: 15% opacity C: 50% opacity

1990: Engine Modifications Air handling system Low flow water-to-air aftercooling; intake manifold temperature approximately 140 F Smaller turbine inlet housing Fuel handling system Retardation of injection timing Mechanical fuel injection, two-step timing control; peak injection pressure approximately 17,500 psi

Air Handling System Changes T Stat 200 0 F T Stat 200 0 F Oil Cooler 210 0 FAfter- cooler 370 0 F Liners & Heads Bypass 135 0 F Radiator 80 0 F Oil Cooler Liners & Heads 90% 150 0 F 150 0 F Radiator 80 0 F Pump 192 0 F Pump 10% 160 0 F Aftercooler 140 0 F 400 0 F High Flow Water-To-Air Cooling [Jacket Water Aftercooling (JWAC)] Low Flow Water-To-Air Cooling [Low Flow Cooling (LFC)] [Optimized Aftercooling (OAC)]

1991-1993: Emission Regulation Changes Emission standards NOx: 5.0 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.25 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity

Certification Fuel: 1991-1993: Fuel Modifications 0.08% - 0.12% by weight sulfur 27% aromatic content minimum Commercial Fuel: 0.2% - 0.5% by weight sulfur 25% - 40% aromatic content

1991-1993: Engine Modifications Air handling system Charge air ( air-to-air ) aftercooling; intake manifold temperature approximately 115 F Leaner air-fuel ratio; in the range of 30:1 to 35:1 Fuel handling system Introduction of full authority electronics on some engine models; peak injection pressure approximately 21,000 psi Mechanical fuel injection on remaining models, some with twostep timing control; peak injection pressure approximately 21,000 psi Combustion system Articulated pistons with higher top ring Oil ring taper changed Reduced liner bore distortion Valve stem seals introduced Reduced dead air space Improved lube oil control

Air Handling System Changes 125 0 F T Stat 200 0 F T Stat 200 0 F Oil Liners Cooler & Heads 90% 150 0 F 150 0 F Radiator 80 0 F Liners & Heads Water Filter Oil Cooler Radiator Aftercooler 150 0 F 80 0 F Pump 10% 160 0 F Aftercooler 140 0 F Pump 190 0 F 400 0 F 420 0 F Low Flow Water-To-Air Cooling [Low Flow Cooling (LFC)] [Optimized Aftercooling (OAC)] Charge Air-to-Air Cooling (ATA)

Combustion System Changes Standard Piston Articulated Piston

Combustion System Changes Dead Air Space Conventional Piston Ring Positioning Reduced Dead Air Space (1991)

1994-1997: Emission Regulation Changes Emission standards NOx: 5.0 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr PM: 0.10 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity Separate standards for urban bus engines 0.07 g/bhphr* NOx: CO: HC: PM: 5.0 g/bhp-hr 15.5 g/bhp-hr 1.3 g/bhp-hr Smoke A: 20% opacity B: 15% opacity C: 50% opacity *PM: 0.05 g/bhp-hr in 1996

1994-1997: Engine Modifications Heavy Heavy-Duty Diesel Engines Air handling system Charge air ( air-to-air ) aftercooling; intake manifold temperature approximately 115 F Improved breathing Greater turbocharger efficiency Fuel handling system Exclusive use of electronics Higher injection pressure Improved injection timing schedule Combustion system Reentrant piston bowl, wide rim top Tapered liner Improved air motion in the chamber Reduced engine friction Redesigned water pump for lower pumping losses Improved air compressor

1994-1997: Engine Modifications Medium Heavy-Duty Diesel Engines Air handling system Charge air ( air-to-air ) aftercooling; intake manifold temperature approximately 115 F Wastegated turbochargers Fuel handling system Higher injection pressures, approximately 19,800 psi Quick spill end of injection Improved injector spray geometry Combustion system Reentrant piston bowl Piston ring changes Improved valve stem seals Reduced dead air space Compression ratio tailored to ratings Aftertreatment system Oxidation catalyst

Wastegated Turbocharger 1 - Actuator Bracket 2 - Actuator 3 - Linkage 4 - Wastegate Valve

1998-2003: Emission Regulation Changes Emission Standards Separate standards for certain centrally fueled fleets NOx: 4.0 g/bhp-hr NOx + HC: 3.8 g/bhp-hr CO: 15.5 g/bhp-hr CO: 15.5 g/bhp-hr HC: 1.3 g/bhp-hr HC: 1.3 g/bhp-hr PM PM: 0.10 g/bhp-hr HDDE: 0.10 g/bhp-hr Urban Bus: 0.05 g/bhp-hr Smoke A: 20% opacity Smoke A: 20% opacity B: 15% opacity B: 15% opacity C: 50% opacity C: 50% opacity

1998-2003: Engine Modifications Heavy heavy-duty diesel engines Evolution of 1994 technologies in the areas of air handling fuel handling combustion system Medium heavy-duty diesel engines Full authority electronic fuel injection systems with injection rate control Centralized piston bowl and injector location 4 valve head for better breathing No aftertreatment

2004-2007: Emission Regulation Changes Emission Standards NOx + NMHC: CO : PM: Smoke A: 2.5 g/bhp-hr 15.5 g/bhp-hr 0.10 g/bhp-hr 0.05 g/bhp-hr for urban buses 20% opacity B: 15% opacity C: 50% opacity

2004-2007: Potential Fuel Modifications Reduced sulfur content Higher cetane Lower aromatic content

2004-2007: Potential Engine Modifications Air handling system Wastegated turbochargers Exhaust gas recirculation Variable geometry turbochargers Fuel handling system Fuel injection systems capable of still higher injection pressures (28,000 psi) Combustion system Stiffened to allow higher cylinder pressures (2,600 psi)

Controlling Heavy-Duty Engines Exhaust Gas Recirculation Charge Air Cooler EGR Cooler Intake Manifold EGR Valve Exhaust Manifold Electronic Control Module Compressor Turbine Coolant Temperature Sensor Throttle Position Sensor

Controlling Heavy-Duty Engines Variable Geometry Turbocharging Actuator control signal Control pressure sensor Electronic Control Module Turbocharger speed sensor Boost pressure Exhaust Manifold Compressor Pressure Actuator Intake Manifold Nozzle ring VG Turbine Electro-pneumatic Control valve Exhaust Manifold Moving Nozzle Ring High pressure air source Stationary Restrictor Plate

Engine parameter NOx CO HC PM High compression ratio High intake air swirl High air fuel ratio Output derating Combustion chamber optimization Turbocharging Exhaust Gas Recirculation (EGR) Lower boost pressure Charge air intercooling Low swirl and more number of spray holes Reduced lube oil consumption

Fuel Injection Equipment parameter NOx CO HC PM High injection rate (1) Advanced injection timing Retarded injection timing High injection pressure (1) Sac volume (smaller) No secondary injection Optimum injection duration Needle closing (quick)

Methods of Emission Control Fuel Modification In-cylinder combustion control Exhaust gases after treatment.

Variable Geometry Turbocharger