Expanded file -- July 2, ARB – Exhaust Emissions – Tier 3 Small Off-Road Engine Workshop – Expanded file EMA / OPEI Engine Manufacturers Association / Outdoor Power Equipment Institute Clean Air Act Committee

Expanded file -- July 2, ARB – Exhaust Emissions – Tier 3 Production Catalyst Systems –Small Off-Road Engine experience ARB Test Program –Southwest Research Institute High Efficiency Catalysts –Thermal energy management

Expanded file -- July 2, Small Off-Road Engine -Production Catalyst Systems International Catalyst System – B&S –Quantum & Mod. 9/10 Side valve 1.3 in 3 ceramic -or- wire mesh substrate 10-15% Engine Displacement –20-30% HC+NOx Efficiency (0 hrs) 2-3 g/hp-hr (minimum) –10-15% CO Efficiency (0 hrs) Tier I Carburetor calibration (moderate CO levels) 50 g/hp-hr CO conversion (maximum) Limited secondary air / controlled heat release –International Market Product Feature

Expanded file -- July 2, 20034

5

6 Small Off-Road Engine -Production Catalyst Systems Tecumseh TVM in 3 Vertical L-Head Certified EPA Phase II 4.2 in 3 Reducing Catalyst / 19% Engine Displacement 15% HC+NOx Efficiency at 0 Hours Tecumseh H in 3 Horizontal L-Head Certfied EPA Phase I, CARB Tier II 4.2 in 3 Reducing Catalyst / 44% Engine Displacement 29% HC+NOx Efficiency at 0 Hours

Expanded file -- July 2, Small Off-Road Engine -Production Catalyst Systems Emission Sentry System - Kohler –Automotive type system 12.2 in 3 substrate / 50% of Engine displacement LPG application 3-way catalyst loading –Full Engine control unit Closed-loop feedback fuel control O 2 sensor –Low CO levels / High NO x reductions –Low volume production –High-end commercial market

Expanded file -- July 2, ARB / SwRI Test Program Emission Strategies –Enleanment (2 of 5 engines) Modified to improve catalyst efficiency - SwRI Increased NOx / Reduced HC Engine performance/durability concerns –Secondary Air (all 5 engines) Needed to achieve target HC reductions - SwRI Increased CO% efficiency / energy release 40 to 60% CO conversion (4 of 5 engines) B&S Intek #2 - 29% CO 0 hrs.

Expanded file -- July 2, ARB / SwRI Test Program Emission Strategies –Large Metallic Catalyst substrates (4 of 5 engines) ensured substrate mechanical/emission durability 75% to more than 185% of engine displacement Removed all sound reduction and cooling chamber capacity => “Catalyst container” per SwRI – Honda GCV160 retained cooling B&S Intek #2 - 32% of engine displacement catalyst

Expanded file -- July 2, ARB / SwRI Test Program Emission Strategies –Remote mounted containers (3 of 5 engines) Provided “package space” for Secondary Air Reduced engine/ catalyst temperature interaction –Reduced catalyst system temperatures pre-catalyst, substrate mid-bed, container surface & exhaust temperatures Reduced vibration interaction – system durability Both B&S Inteks close mounted

Expanded file -- July 2, Catalyst Secondary Air – % CO reductions

Expanded file -- July 2, Catalyst Secondary Air – % CO reductions

Expanded file -- July 2, Catalyst Secondary Air – % CO reductions Engine Description HC + NOx %CO%Exhaust Temp Surface Temp 1 – Honda. Stock Cat J w/o secondary air %24127%Temps Not Recorded Remote Mounting Cat J with secondary air %10863% B&S Intek 2. Stock Cat L w/o secondary air %26912% Cat L with secondary air %21829% Thermo- couple ?

Expanded file -- July 2, Catalyst Secondary Air – % CO reductions Engine Description HC + NOx %CO%Exhaust Temp Surface Temp 3 –Tecumseh. Stock Temps not Recorded Cat C w/o secondary air %19745% Remote Mounting Cat C with secondary air %16953% –Tecumseh. Stock Stock 250 hrs. Cat C with secondary air %24040% Remote Mounting

Expanded file -- July 2, Catalyst Secondary Air – % CO reductions Engine Description HC + NOx%CO%Exhaust Temp Surface Temp 4 –Kawasaki. Stock Temps not Recorded Cat E w/o secondary air %26430% Tier 3 Jet secondary air %22641% Temps not Recorded Thermo- couple ? Cat E with secondary air %10653% vs Thermo- couple ? 4 - Kawasaki. Stock Stock 125 hrs. Tier 3 Jet secondary air %19953% Enleanment = Temp rise Cat E with secondary air %12338% Temps vs. 0 hrs.

Expanded file -- July 2, SwRI – Briggs & Stratton Intek #1 Emission Strategies –Enleanment - A/F Ratio modified Performance and Durability concerns –Passive Secondary Air Injection Increased HC and CO efficiency Increased Thermal energy release –9.0 in 3 Substrate = 75% of displacement Replaced Stock Muffler with SLT Optional Muffler Removed sound/cooling chambers Catalyst “container” only

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2, SwRI – B&S Intek Catalyst System

Expanded file -- July 2, SwRI – B&S Intek Catalyst System

Expanded file -- July 2, SwRI – Tecumseh OVRM120 Emission Strategies –No Enleanment Engine close to recommended Temperature limits –Passive Secondary Air Injection Increased HC and CO efficiency Increased Thermal energy release –9.0 in 3 Substrate = 75% of engine displacement Replaced Stock Muffler with Briggs & Stratton SLT Optional Intek Muffler Removed sound/cooling chambers Catalyst “container” only Location modified away from engine to allow room for passive air system

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2, SwRI – Honda GCV160 Emission Strategies –No Enleanment Manufacturer concerns with startability –Passive Secondary Air Injection Increased HC and CO efficiency Increased Thermal energy release –9.0 in 3 Substrate = 92% of engine displacement Increased muffler/container size 2 times Removed sound reduction capability Catalyst “container” with mixing/cooling chambers Location modified away from engine to allow room for passive air system

Expanded file -- July 2, SwRI – Honda GCV160

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2, SwRI – Honda GCV160

Expanded file -- July 2, SwRI –Honda GCV160

Expanded file -- July 2, SwRI – Kawasaki FH601V (V-Twin) Emission Strategies –Enleanment – A/F Ratio modified Engine sensitive to intake air temp/humidity –Passive Secondary Air Injection Increased HC and CO efficiency Increased Thermal energy release –77 in 3 Substrate =190% of engine displacement Removed sound reduction capability Catalyst “container” with mixing/cooling chambers Location modified away from engine to allow room for passive air system

Expanded file -- July 2, SwRI –Kawasaki Catalyst

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2, SwRI – Briggs & Stratton Intek #2 Emission Strategies –No Enleanment –Passive Secondary Air Injection Increased HC and CO efficiency Increased Thermal energy release –3.7 in 3 Substrate = 31% of engine displacement Replaced Stock Muffler with SLT Optional Muffler Removed sound/cooling chambers Catalyst “container” only Baseline vs. Developed –New Baseline vs. Oct ’02 – Increased HC –Potential Fuel/Oil contamination

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2,

Expanded file -- July 2, Ignition Time vs. Temp – selected Forest Fuels U.S Dept of Agriculture, Forest Service TempMaterialTimeNoted Effect 518°FPunky Wood5 min. Smoke, Glowing, Combustion 518°FCheat Grass5 min. Substantial Browning 572°FCheat Grass3 min. Smoke 518°FSawdust10 min. Smoke & Browning

Expanded file -- July 2, Catalyst Application - SORE Reference Ignition Temp, Gasoline 850°FFire Protection Handbook, 14 th Edition Gasoline Ignition on Hot Surface, Open Air 1250°FAPI PSD 2216, 1980 Max Exposed Surface Temp, Combustion 550°FU.S.D.A. Forest Service, SAE J335 Max Exhaust Gas Temp, Combustion 475°FU.S.D.A. Forest Service, SAE J335 Max Exposed Surface Temp, Skin Burns 175°FDIN Standards, B&S

Expanded file -- July 2, Catalyst Application – Small Off-Road Engines Safe & Functional Design Criteria Increased Temperatures –Exhaust gas & surface “Over-Rich” conditions –Choke, primers, dirty air cleaners Field Application concerns –Temperatures, Fuel spillage, Debris V-twin & High Inertia applications –Additional Problems

Expanded file -- July 2, Catalyst Application - Performance System durability w/application –High % Class 2 sold w/o mufflers –“Best-in-Class” vs. Mass Market Catalyst durability/reliability –Thermal Failures Sintering, Melting, Loosening –Poisoning Metallic Oil additives

Expanded file -- July 2, Catalyst Application – Other Major Issues Application Concerns –Increased package size, shielding, weight –Increased development / qualification to ensure compliance – Emissions & Safety –Reduced reliability & Increased variability ( 2 systems => engine/catalyst ) –OEM “Add-on” – Certification & audit –Increased costs – component & equipment

Expanded file -- July 2, Catalyst Application – Cost Impact High conversion efficiency will require new engines (new tooling) –Current average engine-out levels in production must be met by nearly all production units if high-efficiency converters are to perform according to design –Thermal management for safety and engine durability Other impacts –Equipment manufacturers –California consumers and businesses

Expanded file -- July 2, ARB – Exhaust Emissions – Tier 3 High HC+NOx conversion efficiency catalysts are not possible without high CO conversion efficiency.  Thermal Management Engine & Equipment manufacturers cannot meet standards based on high conversion efficiency without major engine and equipment modifications –New tooling for most lawn & garden engines    not an add-on package.