EPA 460/3-81-018
A STUDY OF EMISSIONS FROM
LIGHT DUTY VEHICLES IN LOS ANGELES
by
Robert A. Cassidy
Linda S. Kingston
Automotive Environmental Systems
Division of Clayton Manufacturing Company
7300 Bolsa Avenue
Westminster, California 92683
Contract No. 68-03-3023
Prepared for
Environmental Protection Agency
Office of Air and Water Management
Office of Mobile Source Air Pollution Control
Emission Control Technology Division
Ann Arbor, Michigan 48105
September 1981
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This report is issued by the Environmental Protection Agency to report tech-
nical data of interest to a limited number of readers. Copies are available
free of charge to Federal employees, current contractors and grantees, and
nonprofit organizations - in limited quantities - from the EPA Library, 2565
Plymouth Road, Ann Arbor, Michigan 48105; or, for a fee, from the National
Technical Information Service, 585 Port Royal Road, Springfield, Virginia
22161.
This report was furnished to the Environmental Protection Agency by Automo-
tive Environmental Systems, Westminster, California 92683, in fulfillment of
Contract No. 68-03-3023. The contents of this report are reproduced herein
as received from Automotive Environmental Systems. The opinions, findings,
and conclusions expressed are those of the author and not necessarily those
of the Environmental Protection Agency. Mention of company or product names
is not to be considered as an endorsement by the Environmental Protection
Agency.
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ABSTRACT
This report presents and summarizes exhaust emissions test
data and other related Information obtained in the testing and inspection of
in-use passenger cars. The test fleet consisted of 1978-81 automobiles and
trucks. The test vehicles were obtained randomly from private owners in the
Los Angeles and Orange County areas. The testing was completed Septem-
ber 15, 1981.
Each vehicle was tested in as-received condition and given
an underhood emissions control component inspection. The test sequence con-
sisted of the 1975 Federal Test Procedure, a Highway Fuel Economy test, a
Bagged Idle test, a 50 MPH Cruise test, a Four-Speed Idle test and a Loaded
Two-Mode test. One hundred twenty-five 1980-81 vehicles received an evapor-
ative emissions test using the SHED technique. Twenty-two of the 292 veh-
icles received restorative maintenance repairs and additional testing. Four
1981 vehicles were specially selected throttle body injection vehicles (TBI)
which received a baseline emission test and four (4) additional disablement
Cold Start sequences.
Nine 1980-81 vehicles that specifically failed the Cali-
fornia VIP State Lane Emission test underwent a Cold Start test sequence,
received an R-M tune-up, and then received an additional Cold Start test
sequence.
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ACKNOWLEDGEMENT S
Automotive Environmental Systems, a Division of Clayton Man-
ufacturing Company, wishes to extend its appreciation and special thanks to
Mr. John Shelton, Project Officer, for providing counsel, technical guid-
ance, and understanding throughout the program.
We also wish to recognize the assistance of the manufac-
turers of the automobiles which were tested in this project.
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CONTENTS
Abstract iii
Acknowledgements iv
1. Introduction 1
2. Technical Discussion 3
2.1 Program Objectives 3
2.2 Program Design 3
2.3 Test Vehicle Procurement. 3
2.3.1 Test Vehicle Selection 3
2.3.2 Sample Vehicle Control Log 4
2.3.3 Incentives for Participation 4
2.3.4 Test Vehicle Handling 4
2.4 Facilities and Equipment 4
2.4.1 Test Location 4
2.4.2 Constant Volume Sampler . 5
2.4.3 Emission Analysis Console ..... 5
2.4.4 Sealed Housing for Evaporative Determination. . . 6
2.4.5 Chassis Dynamometer 7
2.4.6 Data Acquisition System 7
2.4.7 Driver's Aid 7
2.4.8 Miscellaneous Equipment 8
2.5 Equipment Qualification, Calibration and Crosscheck .... 8
2.5.1 Constant Volume Sampler 8
2.5.2 Emission Analysis Console 9
2.5.3 Sealed Housing for Evaporative Determination. . . 11
2.5.4 ECE-50 Chassis Dynamometer 11
2.5.5 Data Acquisition System 12
2.5.6 Miscellaneous Equipment 12
2.6 Test Procedure 12
2.6.1 Vehicle Preparation 12
2.6.2 Equipment Preparation 12
2.6.3 Federal Exhaust Emission Test Procedure 13
2.6.4 Bagged Idle 13
2.6.5 50 MPH Cruise 13
2.6.6 Highway Fuel Economy Test 14
2.6.7 Four-Speed Idle Test 14
2.6.8 Loaded Two Mode Test 14
2.6.9 After-Test Procedures 15
2.6.10 State Lane Inspection 15
2.6.11 Restorative Maintenance 15
2.6.12 Selective Malperformance 16
2.6.13 Daily Test Schedule 16
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2.7 Data Handling 16
2.7.1 Data Collection 16
2.7.2 Data Processing 16
2.7.3 Quality Control 17
List of Figures 19
Figure 1 Vehicle Procurement Flow Chart 21
Figure 2 Testing Flow Chart 25
Figure 3 Propane Test Procedure and Sample Test Data Sheet 29
Figure 4 One-Step Restorative Maintenance Testing
Flow Chart 35
Figure 5 TBI Selective Malperformance Testing Flow Chart . 39
Figure 6 Data Forms 43
Figure 7 Quality Assurance Activity 95
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SECTION 1
INTRODUCTION
The U.S. Environmental Protection Agency (EPA), through
authority provided by the Clean Air Act, is responsible for the control and
prevention of air pollution. As provided by the Act, one of the charges of
the EPA is the design, conduct and promotion of surveys and studies of the
sources of air pollution. The Emission Control Technology Division (ECTD)
of the EPA develops, implements and administers a national program to char-
acterize, quantify and reduce the air pollution caused by mobile sources.
Included in the division's responsibilities is the collection of emissions
data from in-use vehicles and the development and evaluation of alternatives
for the control of vehicle emissions. These in-use vehicle data are utiliz-
ed by the EPA in calculating and projecting motor vehicle emissions from
light duty vehicles. The emission factors generated by this process are
also used in developing transportation control procedures and contingency
programs to cover emergency situations. Outside of the EPA, these data and
the emission control alternatives are used by various state and local
agencies in their air pollution control programs. In carrying out its re-
sponsibilities, the EPA regularly conducts in-use vehicle emission factors
programs and emission control alternative studies. In order to support the
States in their efforts to implement their air quality programs, the Emis-
sion Control Technology Division will use the data generated by this project
to assess the effectiveness of new technology vehicle exhaust emissions sys-
tems in Los Angeles.
This report describes a program conducted by Automotive En-
vironmental Systems (AESi) to gather information on light duty vehicles in
the Los Angeles area. The testing was performed from December, 1980 through
September, 1981.
Section 2 of this report describes the objectives, design,
and conduct of the program. Section 3 presents a list of figures outlining
the important phases of the testing project. Data packets with EPA-defined
data formats were submitted to the Project Officer.
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SECTION 2
TECHNICAL DISCUSSION
2.1 PROGRAM OBJECTIVES
This report describes a program conducted by Automotive En-
vironmental Systems (AESi), a Division of Clayton Manufacturing Company, to
gather information on passenger cars and light duty trucks in the Los Angel-
es area. The testing was conducted between December, 1980 and September,
1981.
2.2 PROGRAM DESIGN
Each vehicle received a Federal Test Procedure (FTP) test, a
Highway Fuel Economy test (HFET), a Bagged Idle test, a 50 MPH Cruise test,
a Four-Speed Idle test and a Loaded Two Mode test. A total of 125 vehicles
received an Evaporative Emissions test.
2.3 TEST VEHICLE PROCUREMENT
EPA provided a vehicle matrix which specified test vehicle
make, model, year and in some cases, engine size. The procurement effort
focused on two important aspects for the selection and processing of test
vehicles; procedures were utilized to secure an unbiased random sample and
also, all mailing contacts were further explored by a series of follow-up
phone calls to improve the response rate.
2'3-1 Test Vehicle Selection
In efforts to secure an unbiased random sample of vehicles
that would be representative of Los Angeles, AESi contacted a marketing firm
which could provide a vehicle registration list (a subset) that was propor-
tional to the universe of vehicle registrations in their files. This subset
was a random selection of vehicles within each segment (Chevrolet, Pontiac,
etc.) of the vehicle matrix.
For 1981 vehicles, the use of rental and leased vehicles was
held well below 20 percent. The use of these vehicles was required to sat-
isfy the new model year matrix requirements when the registration lists
failed to produce a sufficient number of vehicles. All other model years
completely utilized the randomized candidate lists.
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2.3.2 Sample Vehicle Control Log
A sample vehicle control log was used to monitor the results
of the mailings made with the randomized vehicle registration lists.
Each mailing candidate was assigned a number which was
entered by his/her name in both the control log and the business reply post
card which the candidate received. The disposition of each mailing candi-
date was noted in the control log. Following initial mail response, up to 2
follow-up phone calls were made to secure the candidate vehicle for test-
ing. The results of these calls were also entered in the control log.
2.3.3 Incentives for Participation
The owner of a suitable test vehicle was provided the
following incentives for his participation:
A $100 U.S. Savings Bond. Bonds were mailed to
participants within one month following the test
on their vehicle.
The use of a late-model, fully insured loaner
automobile during the time their vehicle was
undergoing testing.
The owner's automobile was returned with a full
tank of fuel.
2.3.4 Test Vehicle Handling
In most cases, the vehicle was scheduled to be delivered to
AESi in Westminster by appointment. In some cases, vehicles were picked up
and/or delivered at a participant's home or place of business. An inspec-
tion was performed to ensure proper vehicle match and to establish the phys-
ical condition of the vehicle. A loan vehicle exchange agreement, the sav-
ings bond application and the Vehicle Owner Use Questionnaire were also com-
pleted at this time. The vehicle is accepted or rejected for testing
according to the sequence illustrated in Figure 1.
2.4 FACILITIES AND EQUIPMENT
2.4.1 Test Location
All tests were performed at AESi's test facility at 7300
Bolsa Avenue in Westminster, California. The facility is located approxi-
mately 25 miles south of downtown Los Angeles at an elevation of 45 feet
above sea level.
The test facility environment, including test and vehicle
soak areas, was maintained within the requirements of the contract. A per-
manent record was maintained for the ambient temperature in the soak and
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test areas for all phases of testing. The vehicle soak area is inside the
same building as is the test area and is free from precipitation.
2.4.2 Constant Volume Sampler
A positive displacement pump type constant volume sampler
(CVS) built by AESi was used in this program. This CVS meets or exceeds all
specifications defined in the Code of Federal Regulations Title 40, Part 86,
Subparts A and B (40 CFR Part 86). The system contains six bags switched by
computer in sample/background pairs for all dilute exhaust sample testing.
All plumbing in the sampling, analytical and calibration
systems is either stainless steel or teflon. This includes all sample, cal-
ibration and zero gas lines and the valves and regulators for NO gases.
Leak-tight stainless steel convoluted tubing is used between the CVS and the
vehicle tail pipe for. exhaust gas sampling. An appropriate leak-tight boot
was used to connect the tail pipe to the convoluted tubing. A stainless
steel heat exchanger with a temperature controlled cold water inlet was used
to provide essentially a constant exhaust gas temperature throughout the
entire test.
The sample and dilution air bags are made of Dupont Tedlar
material. The sample and background bags are of a volume compatible with
the CVS unit (i.e., no pressure build up in the bag when filling with sample
or background gas).
2.4.3 Emission Analysis Console
An AESi exhaust gas analytical system meeting or exceeding
the specifications of 40 CFR Part 86, was used for dilute gas measurements.
Similar laboratory type instrumentation, with additional ranges, was used
for analysis of raw NO and C02 gas. In addition, a Chrysler Model III
garage-type analyzer was used for measurement of raw HC and CO. The console
contains the following instrument types and ranges:
Analyzer Ranges
Bendix Model 8501-5C NDIR
(Lo CO - Dilute Exhaust) 0-100, 0-500 ppm
(11 1/4" Cell Length)
Beckman 315B NDIR
(Hi CO - Dilute Exhaust) 0-.3% (5 1/4" Cell Length)
0-3% (1.8" Cell Length)
Beckman 315B NDIR
(C02 - Dilute Exhaust) 0-2.5%, 0-4%
(1/8" Cell Length)
Beckman 315B NDIR
(C02 - Raw Exhaust) 0-15%
(1/8" Cell Length)
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Beckman 400 FID
(Lo HC - Dilute Exhaust) 0-50, 0-100, 0-300 ppm Carbon
Beckman 400 FID
(Hi HC - Dilute Exhaust) 0-1,000, 0-3,000 ppm Carbon
Teco 10AR Chemiluminescent
(NOx - Dilute Exhaust) 0-100, 0-250, 0-1,000,
0-2,500 ppm
Teco 10AR Chemiluminescent
(NO - Raw Exhaust) 0-100, 0-1,000, 0-2,500,
0-4,000 ppm
Chrysler Model III Garage
(HC - Raw Exhaust) 0-300, 0-2,000 ppm
Hexane Equivalent
(CO - Raw Exhaust) 0.5%, 0-10%
2.4.3.1 Laboratory Standard Calibration & Working Gases
Laboratory standard calibration gases, previously approved
by EPA, were used for defining instrument calibration curves and assigning
concentration values for the working gases. Each cylinder of standard gas
and each working gas cylinder was equipped with its own pressure regulator
as specified by the contract. All gases were plumbed to a quick-disconnect
panel for ease in selecting the gas desired during calibration and testing.
Calibration gases for each range of the HC and NOx analyzers
were chosen such that three points were used across the curve (zero and
approximately 45% and 90% of full scale concentration). CO and C02 cal-
ibration points were at zero and approximately 15, 30, 45, 60, 75 and 90
percent of full scale. All span gases were 80-100 percent of full scale.
The diluents used in the calibration and working gases are:
HC, ppmC Propane in HC free air
NOx, ppm In zero grade nitrogen
CO, mole % In zero grade nitrogen
C02, mole % In zero grade nitrogen
2.4.4 Sealed Housing for Evaporative Determinations (SHED)
Evaporative emissions tests were performed using an AESi
SHED and its associated operator console. The SHED meets all requirements
in "Evaporative Emission Regulations for Light-Duty Vehicles and Trucks" as
described in Federal Register 164, dated Monday, August 23, 1976. The con-
sole includes a Beckman 400 FID analyzer with ranges of 0-100, 0-300, 0-1000
and 0-3000 ppmC; a Linear Instruments chart recorder for analyzer output; a
Leeds and Northrup SPEEDOMAX multipoint temperature recorder; and a variable
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voltage source and heating element (blanket) for applying heat to the veh-
icle gas tank for the diurnal heat build. A cooling package is installed to
ensure operation of the SHED within the temperature range of 68°F to
86°F.
2.4.5 Chassis Dynamometer
The chassis dynamometer was equipped to simulate vehicle
inertia and road load horsepower as required in 40 CFR Part 86.
The dynamometer used is a Clayton ECE-50 with remote con-
trolled lift, 17 1/4 inch roll center spacing, 89 inch overall roll length
and 4000 Ib axle weight capacity. Direct drive variable inertia loading
weights were employed, with 125 pound increments from 1000 through 8875 Ibs.
A speed meter which indicates mi/hr was used to monitor the
speed of the dynamometer roll. The rear dynamometer roll is equipped with a
tachometer generator which provides the speed signal during testing. The
meter response was linear with speed and the accuracy was within +2.0 km/hr
(+1.2 mph) over the range of 0-95 km/hr (0-59 mph). The dynamometer is
equipped to measure actual distance traveled for each segment of the FTP
testing sequence.
The power absorption unit was monitored by a power meter
accurate and readable to +0.25 hp (.187 kw) over the range of intended use.
2.4.6 Data Acquisition System
Data was obtained from the analyzers, CVS and dynamometer
via an AESi Data Acquisition Control Computer (DACC). The Data General NOVA
computer was also used for generation of driver traces for the various driv-
ing schedules, for sample bag management and for calculation and presenta-
tion of the emission test results. The data was printed by a Data General
Dasher printer immediately following sample analysis.
The output from the analyzers was also wired to the inputs
of four Hewlett-Packard Model 7130A two-pen recorders. One recorder was
used for dilute HC and NOx, one for dilute CO and C02, one for undiluted
HC and CO and one for undiluted NO and
2.4.7 Driver's Aid
An AESi designed two-pen Hewlett-Packard Model 7130A Driv-
er's Aid (speed vs time recorder) and Clayton speed power meters were em-
ployed to permanently record the driver's performance during the test.
The Hewlett-Packard Recorder is mounted in the Driver's Aid box. The box
itself is situated on a 4-piece moveable boom so that it can be easily moved
when testing vehicles such as ones with front wheel drive. The driving
trace was generated by the NOVA computer on this recorder in agreement with
the specifications of 40 CFR Part 86.
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2.4.8 Miscellaneous Equipment
Miscellaneous equipment used in conjunction with the major
items of equipment included the following:
Two Teco Model 100 NOx Generators. The generator
in the raw gas analysis bench was not used since
only NO is reported.
One Rustrak Chart Recording Psychrometer, Model
2133B with continuous recording of wet/dry bulb
temperatures.
One Rustrak Chart Recorder, Model AD 101-462-2A
for continuous recording of CVS temperature.
One Weathermeasure M701 continuous recording tem-
perature recorder for soak area temperature.
One Princo mercurial Barometer.
One Meriam 50 MC2-4SF Laminar Flow Element for CVS
calibration.
One Sartorius Model 2257 Balance used for weighing
the propane cylinders for propane recovery tests.
One Strobotach for dynamometer speed calibration.
Horiba GSM and MEXA 300A garage analyzers were
used for inspection by the mechanic.
2.5 EQUIPMENT QUALIFICATION, CALIBRATION AND CROSSCHECK
This section describes the qualification, calibration, and
crosscheck procedures utilized by AESi and verified by EPA technical per-
sonnel to ensure that valid test data were generated throughout the test
program. Initial qualification included complete demonstration of individ-
ual instrument calibration, stability, response time, zero air and nitrogen
purity, CVS calibration, dynamometer calibration, and inspection of all
daily, weekly and monthly logs.
2.5.1 Constant Volume Sampler
The CVS was calibrated with a laminar flow element (Meriam
Model 50-MC 2-45F) using the basic procedures specified in the Federal
Register. CVS air flow, measured using the laminar flow element on the in-
let side of the mass pump (CVS blower), was controlled 'by throttling. Air
flow rates were measured at five incremental changes in pump differential
pressure on each side of the normal operating point. Flow rates at a total
of at least ten points were measured. The nominal air flow of the CVS is
345 cfm. Auxiliary devices employed in the calibration included a mercury
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barometer to measure absolute ambient pressure, a close tolerance mercury
thermometer to measure pump inlet air temperature, a U-tube water manometer
to measure pressure drop across the pump and pump inlet pressure and a close
tolerance inclined water manometer to measure pressure drop across the lami-
nar flow element. Once this calibration was completed, data from these de-
vices were computer processed and the mid-range blower operating point was
determined. Propane recovery tests using instrument grade propane were made
after the calibration to confirm its accuracy. A copy of the calibration
data was provided to the EPA Project Officer as a part of the qualification
data package.
Calibration of the laminar flow element (LFE) is traceable
to the National Bureau of Standards, and a certified copy of the LFE cal-
ibration curve was furnished to the Project Officer at the time of Labora-
tory Qualification.
Daily propane recovery tests were made to confirm continued
calibration of the CVS system. The measured propane mass recovered by the
CVS had to be within +2.0 percent of the injected mass of up to 20 grams of
instrument grade propane as determined gravimetrically. The recovered
amount of propane was measured on the 0-300 ppmC FID range. A Rustrak chart
recorder was used to continuously record CVS temperature during these tests.
2.5.2 Emission Analysis Console
2.5.2.1 Dilute Exhaust Analysis Console
Complete calibrations of the mass emission analysis console
instruments were performed initially and checked each week thereafter until
testing was completed. Calibration curves for the mass emission analysis
console CO, C02, HC and NOx instruments were established using the gases
previously identified. The CO and C02 instruments were calibrated at
seven somewhat evenly spaced points (zero and six upscale points) across
each operating range. Calibration of the HC and NOx instruments was per-
formed at three somewhat evenly spaced points (zero and two upscale points)
across each operating range. Calibration of these instruments was estab-
lished and maintained within one percent of full scale for each range, re-
spectively, or five percent of the measured value, whichever was smaller. A
computer program provided by the EPA was used in the generation of the cal-
ibration curves.
In connection with each test, the CVS sample bags were purg-
ed with nitrogen, evacuated and leak-checked. These operations were per-
formed in a bag evacuate, N£ purge, evacuate and leak-check sequence by
means of a manual push-button selection of solenoids located within the
CVS. A leak in the system is indicated by a non-zero flow in the flow
meters on the operator's console.
Other activities included setting zero and span points im-
mediately prior to exhaust sample analysis and zero and span point verifica-
tions immediately following exhaust sample analysis. Strip chart recorders
were operated throughout the zero and span set-point calibration, sample
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analysis and zero and span verification sequence. Verification tolerances
were maintained within +1 deflection from the set-point for the range in
use. Converter efficiency of the NOx converter was maintained above 90 per-
cent. The noise level of analyzer outputs as indicated on the strip chart
was maintained within +0.5 percent of full scale for the range used during
both calibration and analysis.
2.5.2.2 Raw Exhaust Analysis Console
The NO and C02 instruments used in the undiluted (raw)
emission analysis console are laboratory instruments calibrated using the
same gases, calibration points, tolerances and verification frequency des-
cribed above in connection with the NOx and C02 instruments used in the
mass emission analysis console.
The tail pipe HC/CO measurement instrument wa's operated in
accordance with the manufacturer's recommendations except that this instru-
ment was zeroed with nitrogen and the HC and CO span-points calibrated with
appropriate gases immediately prior to each test. Each analyzer was checked
for zero and span point drift immediately following each test. Verification
tolerances were maintained within +2 deflections from the set-point for the
range in use.
2.5.2.3 Daily Qualification Checks
Daily qualification checks included:
Leak-check of each instrument as well as the sys-
tem.
•Recording of zero, gain and tune, as applicable,
for each instrument.
Hang-up and leak-checks for background and sample
bags and sample line.
NOx analyzer vacuum and converter efficiency
checks.
Propane recovery tests to ensure proper FID opera-
tion as well as verification of the CVS calibra-
tion.
Recording of FID fuel and air pressure.
Recording of cylinder number, concentration,
deflection, cylinder pressure for each working gas.
In addition to the above daily checks, weekly calibration
curve checks were made for each range of each instrument.
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Appropriate calibrations, leak-checks, etc., were also made
whenever maintenance was performed which could change instrument or system
operation.
2.5.3 Sealed Housing for Evaporative Determinations (SHED)
The volume of the SHED used was determined by physical meas-
urement. Calibration of thermocouples used in the SHED was verified by an
ASTM thermometer as was the temperature recording instrument. Calibration
curves were generated for each range of the Beckman 400 FID used in the ana-
lytical console. These curves were verified weekly.
For initial calibration, the ^ID was zeroed on zero grade
prepurified air and calibrated at two upscale points (i.e. 45% and 90% of
full scale) on each of the ranges used. The same hydrocarbon gas standards
previously described were employed for this calibration. Curve fit toler-
ances and verification frequency were the same as those applied to the di-
lute emission analysis console instruments.
The SHED was subjected to a background hydrocarbon check, a
calibration check and a retention check prior to testing the first vehicle.
The background emissions check was performed by sealing the
enclosure and allowing it to remain sealed for a period of four hours. Ini-
tial and final hydrocarbon readings were taken. The background emission
rate was acceptable when it was less than the maximum increase of 0.4 grams
for the four hours, as defined in 41 Federal Register 164, dated Monday,
August 23, 1976.
The SHED was calibrated by first purging with fresh air and
then sealing the enclosure. Approximately 4 grams of instrument grade pro-
pane was injected into the enclosure after the enclosure was sealed. The
mixing fans were operating during this injection. After five minutes of
mixing, the stabilized hydrocarbon level of the enclosure was measured and
the mass calculated. The quantity of the calculated recovery was within +2%
of the injected amount. ~
The propane retention (leak) check was performed following
the calibration. In this check the SHED was allowed to remain sealed for a
minimum of four hours with the mixing blowers operating. At the end of this
period the hydrocarbon level of the enclosure was measured and the mass cal-
culated. For this check, the hydrocarbon level was within +4% of the ini-
tial reading as calculated. The SHED calibration and retention tests were
performed monthly thereafter.
2.5.4 SCE-50 Chassis Dynamometer
Dynamometer speed was verified initially and bi-weekly with
a Strobotach. Road load force was determined using calibrated weights.
Coastdowns were performed initially and bi-weekly thereafter to verify the
road load force versus inertia weight relationships as given in 40 CFR Part
86.
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2.5.5 Data Acquisition System
The data acquisition system was verified by performing man-
ual checks of equipment performance and hand calculations from strip chart
data and comparing these with the data provided by the DACC. This activity
is verified by a Quality Assurance inspection for each test. A reasonable-
ness check is performed for each critical data element. Any suspect data
was verified by strip chart or calculation. Any data found to be in error
is independently recalculated wherever possible or the test is rejected.
2.5.6 Miscellaneous Equipment
All miscellaneous equipment was calibrated or verified
according to manufacturer's recommended practices. The CVS laminar flow
element and barometers were calibrated by Meriam Instruments Company.
2.6 TEST PROCEDURES
2.6.1 Vehicle Preparation
Each vehicle received a preliminary safety inspection as
part of the procurement activity. This was done to ensure that the vehicle
was safe to operate on the street or dynamometer. Upon acceptance for test-
ing, the vehicle's fuel tank was drained and refueled with appropriate test
fuel to 40% of tank capacity. At this time all vehicles received a liquid
chemical lead test and a plumbtesmo lead test. Vehicles to receive SHED
tests were further prepared by undergoing a pressure check of the fuel
system. The gas tank was fitted with a Type J Thermocouple by soldering it
to the side of the tank at the approximate mid-point of the 40% fuel
volume. To ensure that test fuel had purged the fuel system, the vehicle
was driven for ten minutes on city streets or on the dynamometer for the
first 505 seconds of the FTP. After the preconditioning run, the vehicle
was driven or pushed into the soak area for the required 12 to 36 hour soak
at temperatures between 68°F and 86°F. Drive wheel tire pressure was
set to 45 psi prior to dynamometer testing to prevent tire damage.
Figures 1 and 2 present flow charts of vehicle preparation
and testing activities.
2.6.1.1 Driveability Evaluation
An evaluation of the driveability of each vehicle was per-
formed prior to and during each FTP. The evaluation is essentially the same
as that performed on previous EPA light duty vehicle projects.
2.6.2 Equipment Preparation
Prior to the first test of the day and following any
shut-down, equipment which had been idle or in a stand-by condition was act-
ivated to begin warm-up. This included the CVS water heater and mass pump
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and each of the analytical instruments. Following the warm-up of the re-
spective instruments, efficiency of the NOx instrument thermal converter was
checked and the propane recovery test involving the CVS sample system and
the FID hydrocarbon instrument was conducted. Subsequent to these checks,
analyzer outputs as indicated by the strip chart recorders and the DACC com-
puter and printer, were checked for correlation by calibrating at zero and
five volts. Prior to the first exhaust emissions test of the day or follow-
ing any extended shut-down, the dynamometer was warmed-up. The prescribed
15 minutes of 30 mile per hour operation of the dynamometer was the warm-up
procedure followed. Following warm-up, the speed calibration of the dyna-
mometer, driver's aid recorder and associated indicating devices were also
checked and calibrated as necessary.
Prior to each test, all charts were properly stamped to
show, among other things, the vehicle number, run number, date and persons
involved in the test.
2.6.3 Federal Exhaust Emission Test Procedure
The Federal Test Procedure as described in 40 CFR Part 86
was performed on all vehicles in the as-received condition. The evaporative
emission portion of the procedure was performed on 125 vehicles in this pro-
gram. The exhaust emission portion of the Federal Test Procedure is com-
prised of cold transient, cold stabilized and hot transient phases. The
cold transient portion is 505 seconds long, covering a distance of 3.59
miles with an average speed of 25.6 mph. The cold stabilized portion is 869
seconds in length, 3.91 miles in distance and a 16.2 mph average speed. The
hot transient portion is identical to the cold transient portion except that
it is preceded by a 10 minute soak. The evaporative emissions testing con-
sisted of a diurnal heat build as described in 41 Federal Register 164, dat-
ed Monday, August 23, 1976. This was followed by FTP testing and a hot soak
test per 40 CFR paragraph 86.138-78.
The cold soak period used for the test vehicles was 12 to 36
hours. The starting procedures and shift points used for the test vehicles
were as recommended by each manufacturer.
2.6.4 Bagged Idle
This test immediately follows the FTP. The test begins with
a 6 minute "engine-off" soak period with the cooling fan off and the hood
closed. At the end of the soak period the engine is restarted and operated
for 3 minutes at idle in drive (manual transmission vehicles in neutral with
the clutch engaged). During the 3 minutes a dilute sample is collected and
then analyzed. The sample period begins when the starter is engaged and
includes crank time. However, if an evaporative emissions test was perform-
ed on the test vehicle, this test is preceded by a preconditioning cycle
consisting of the first 505 seconds of the FTP driving cycle.
2.6.5 50 MPH Cruise
This test takes advantage of the 3 minute preconditioning
13
-------
run before the HFET. Tail pipe emissions are recorded and measured contin-
uously throughout the period although the official sampling period ends 30
seconds after the speed and load have stabilized at 50 MPH.
2.6.6 Highway Fuel Economy Test
Starting with each vehicle in a warmed-up condition (at
least 7.5 miles of cyclic operation within the last thirty-five minutes)
each vehicle was operated on the chassis dynamometer at 50 miles per hour
for three minutes. Within one minute after the end of the 50 mile per hour
cruise period, the vehicle commenced operation over the 10.242 mile, 765
second driving schedule. A CVS sample bag was used to gather the dilute
exhaust for emissions analysis and fuel economy calculations. HC, CO, C02
and NOx emissions were measured and reported in grams per mile. Fuel econ-
omy was calculated by the carbon balance method and report in miles per
gallon.
2.6.7 Four-Speed Idle Test
This test followed the HFET and required additional analyti-
cal instruments, aside from those required for the basic FTP test, to meas-
ure undiluted exhaust emissions. The instruments used for measurement of
undiluted HC, CO, NO and C02 emissions are specified in Section 2.4.3.
This short test consisted of volumetric sampling of undilut-
ed exhaust emissions during four steady state operating conditions, with the
hood open and the cooling fan on. The first operating mode was basic idle
with the transmission in neutral. The second operating mode was at 2500
engine RPM, also in neutral. The third mode was again normal curb idle in
neutral and the fourth mode (automatic transmission vehicles only) was curb
idle in drive with brakes applied.
Four-Speed Idle tests were preceded by a 6 minute idle soak
period with transmission in neutral, the hood open and the auxiliary cooling
fan on. At the end of the soak period the vehicle was operated at idle in
neutral, then at 2500 RPM, again at idle in neutral and then idle in Drive
for automatic transmission vehicles. Equilibrium of engine speed and the
CO, HC, NO and C02 analyzer output meters was maintained for 30 seconds
before the readings were recorded. CO, HC, NO and C02 were measured and
reported in % CO, % C02, ppm Hexane and ppm NO respectively. Engine RPM
from the last idle mode was written on the Driver's trace for each particu-
lar vehicle.
2.6.8 Loaded Two Mode Test
The six minute soak period and the undiluted exhaust analy-
sis instruments described under the Four-Speed Idle test were also used for
this test. This test followed the HFET and Four-Speed Idle test so the eng-
ine, dyno and analyzers were at normal operating temperature. Inertia
weight was set at 1750 pounds. The dynamometer load was set to 9.0 actual
horsepower at 30 miles per hour regardless of vehicle weight. Using drive
14
-------
for automatic and third gear for manual transmissions, the vehicle was oper-
ated at 30 miles per hour roll speed. The concentrations of HC, CO, C02
and NO emissions were recorded continuously during this time and analyzed
after a maximum of 30 seconds or when stabilized. Following this, the veh-
icle was allowed to idle until emissions once again stabilized or for a max-
imum of 30 seconds before the concentrations were again analyzed.
2.6.9 After-Test Procedures
After the completion of testing and acceptance of the data
by Quality Assurance, each vehicle was taken to the inspection and mainten-
ance area. Here the mechanic measured and recorded engine parameters which
included initial timing, idle speed, undiluted idle CO and undiluted idle HC
emissions. When possible the procedures outlined in the owner's manual and
on the vehicle's emission sticker were followed in performing these inspec-
tions. If the owner's manual and emissions sticker were missing, the shop
manual, or other available publication was used to determine vehicle specif-
ications. In some cases, the vehicle manufacturer was called upon to aid in
determining specifications.
Prior to returning the vehicle to the owner, tire pressure
was set to manufacturer's specifications, and the fuel tank was filled to
full capacity with fuel currently being marketed in the test area. this
fuel was suitable for use in the particular vehicle.
2.6.9.1 Propane Gain
Each dynamometer test series was followed by a Propane Gain
test. A copy of the test procedure and a copy of the data sheet for this
test are attached to this report (Figure 3).
2.6.9.2 Maladjustment and Disablement Inspection
All vehicles were given an extensive underhood inspection to
determine the condition and proper installation of each emission control
component. Procedures used were those detailed in manufacturer's shop man-
uals. These procedures were supplemented by other manufacturer supplied
information where necessary. The systems inspected and the inspection re-
sults and the results of the many subsystem inspections were submitted to
EPA but are not listed in this report.
2.6.10 State Lane Inspections
Every 1980-81 passenger car was inspected at the State I/M
Lane after each FTP sequence.
2.6.11 Restorative Maintenance
Twenty-two vehicles were subjected to the One-Step Restora-
tive Maintenance test sequence. The testing included repair of all malad-
justed and disabled emission control components, replacement of defective
emission control parts, and a major tune-up as specified by the appropriate
15
-------
manufacturer's maintenance schedule for such tune-up. The vehicles were
retested following all repairs using the as-received dynamometer test se-
quence. The One-Step Restorative Maintenance sequence is presented in Fig-
ure 4.
2.6.11.1 Failure Criteria For R/M Sequence
A. Vehicle fails a California FTP standard by
more than 100%, or
B. Vehicle fails any mode of the following short
test using cut points of 1.2% CO/200 HEX:
*50 MPH Cruise
*Four-Mode Idle
*Loaded Two Mode, or
C. Vehicle fails its I/M State Lane test for any
reason, or
D. Vehicle has a check engine light on or a
trouble code stored in its memory.
2.6.12 Selective Malperformance
Four 1981 throttle body injection (TBI) vehicles were sub-
jected to Selective Malperformance test sequence. Two GM, 1 Ford-Lincoln,
and 1 Chrysler. These tests were conducted to determine the effects of com-
ponent disablement on the exhaust emissions control systems. The Selective
Malperformance sequence is presented in Figure 5.
2.6.13 Daily Test Schedule
Test shifts were generally limited to the first and second
shifts of the day. Vehicles scheduled for test the next day were usually
preconditioned on the second shift. Daily calibration checks and system
preparation (as described in Section 2.5) were performed prior to the first
test of the day and tests were scheduled with this in mind.
2.7 DATA HANDLING
2.7.1 Data Collection
All emission results and appropriate test parameters neces-
sary to compute emissions were reported on data forms supplied by the Con-
tract Officer. These are presented in Figure 6.
2.7.2 Data Processing
Diluted exhaust emissions test results include ambient tem-
perature, barometric pressure, humidity, and concentrations of HC, CO,
an
-------
hydrocarbons, % CO for carbon monoxide, ppm NO for nitric oxides and % C02
for carbon dioxide.
All of the exhaust emissions data were collected at the time
of test by the AESi DACC. This computer was checked at least monthly using
independent calculations from the analyzer strip charts to ensure its valid-
ity.
2.7.3 Quality Control
The quality assurance program applied to this project moni-
tors every aspect of each emissions test. This includes operator and driver
performance, the sampling system, ambient test conditions, analyzer perform-
ance, gases, fuel, dynamometer settings and all data processing. In addi-
tion, all other data submitted as part of this project received the inspec-
tion of the Quality Assurance section. Any discrepancies noted during the
review process were resolved in an appropriate manner.
Figure 7 presents a flow chart of the Quality Assurance
activities.
17
-------
SECTION 3
LIST OF FIGURES
Figure 1 Vehicle Procurement Flow Chart
Figure 2 Testing Plow Chart
Figure 3 Propane Test Procedure and Sample Test Data Sheet
Figure 4 One-Step Restorative Maintenance Testing Flow Chart
Figure 5 TBI Selective Malperfonnance Testing Flow Chart
Figure 6 Data Forms
Figure 7 Quality Assurance Activity Flow Chart
19
-------
FIGURE 1
VEHICLE PROCUREMENT FLOW CHART
21
-------
Final Test
Vehicle
Listing
by Project Officer
Prepare
Correspondence
for Owners
Verify Vehicle
Information
Confirm Owner's
Understanding
of Program
S Incentives
No
FIGURE 1
VEHICLE PROCUREMENT
FLOW CHART
23
-------
Set Date for
Vehicle
Inspection
Owner Questionnaire
Completed
Complete Testing
Agreements
Test Drive Vehicle
to Rear of AESi Lab
Vehicle Inspection
for Safe Operation
and Fuel Analysis
for Lead Content
plus Plumbtesmo Test
Complete Vehicle
Documentation
TO TEST
FIGURE 1 CONTINUED
24
-------
FIGURE 2
TESTING FLOW CHART
25
-------
125 Vehicles Only
FTP (No Evap)
Bagged Idle
SO MPH Cruise
HFET
4-Speed Idle
Loaded 2-Mode
!
/
\
FTP (With Evap)
505 Precon
Bagged Idle
50 MPH Cruise
HFET
4-Speed Idle
Loaded 2-Mode
Reprecondition
and Retest
Take Vehicle to
State Lane for
Fmission Insnection
MO
Emission Component
Inspection
FIGURE 2
TESTING FLOW CHART
27
-------
Prepare Monthly
Reports for
EPA
Accumulate Data
Until Cars
Complete
Prepare Draft
Final Report
Review and
Revise as Necessary
Prepare Final
Report
FIGURE 2 CONTINUED
28
-------
FIGURE 3
PROPANE TEST PROCEDURE AND SAMPLE TEST DATA SHEET
29
-------
Description of the 3-Way Closed Loop
Propane Test Procedure
Step 1: Preset the propane flow rate to 4 CFH.
Stsp 2: With no propane flawing into the vehicle record idle RPM and idle CO..
Step 3: Induce propane to the air inlet of the carburetor and observe th»
engine behavior.
a. If the engine RPM rises to a maximum value and then decreases,
record the maximum RFM value.
If the engine PPM value rises to a maximum value and continues to run
at that speed, record that RFM value. This RPM value will be the
same as the .RPM value to be recorded in step 4. *•
b. If the engine RPM fells to a minimum value and then rises, record
the minimum value- ' •
>•
. If the engine RPM falls to a minimum value and continues to run at
that speed, record that RPM value.
Mots: The importance of closely observing the engine speed change immedi-
ately after induction of propane and until the engine speed stabil-
izes cannot be overstressed. The success or failure of this
procedure as an I/M test key upon the ability of the technician to
make a real time observation of the behavior of the engine, observ-
able in engine speed, when propane is introduced.
An analog (meter type) tachometer must be used. A digital tachometer
will not show maximum or minimum transient engine soeeds.
Figure 3
PROPANE TEST PROCEDURE
31
-------
c. Ssir explanitory
d. If engine dies terminate test at this point.
e. If engine speed remains constant (neither r^sss nor falls) after
induction of propane record a yes value (1).
Step A: Mien engine stabilizes .(not to exceed 60 seconds) and with propane
flowing record idle RPM- and idle CO..
Step 5: Withdraw the propane supply from the vehicle and: observe the engine
behavior as in Step 3.
»
Step 6: When engine stabilizes (not to exceed 60 seconds) record idle RPM and
idle CO.
i
Note: If the engine behaves in an-unusual manner add narritive comments in
the data sheet margins. " .
Figure 3 Continued
'32
13
1 -JAN
-------
PROPANE GAIN DATA SHEET
IDENT
CONTRACT
NUMBER
STEP!
STEP2
STEPS
STEP 4
3-WAY CLOSED LOOP
PRESET FLOW RATE
RECORD: a) FLOW RATE
b) RPM
c) IDLE%CO
INDUCE PROPANE, OBSERVE VEHICLE BEHAVIOR
RECORD ONE: a) RPM RISES SMOOTHLY TO
b) RPM FALLS SMOOTHLY TO
c) ENGINE RUNS ROUGH AND THEN
STABILIZES (1-YES)
d) ENGINE DIES (1-YES)
e) RPM STAYS THE SAME (1-YES)
WHEN ENGINE STABILIZES, RECORD:
a) RPM
b) IDLE%CO
(Continues on Next Page)
35
D
43
D
45
D
47
60
33
Page (1 of 2)
IN I IN
NEUTRAL t DRIVE
44
D
46
D
48
65
_
30
IQN 13 1981
-------
IDENT
CONTRACT
NUMBER
3 !
PROPANE GAIN DATA SHEET
15
20
Page (2 of 2)
3-WAY CLOSED LOOP (Continued)
IN
NEUTRAL
IN
DRIVE
STEPS
STEPS
WITHDRAW PROPANE, OBSERVE VEHICLE BEHAVIOR
RECORD ONE- a) RPM RISES SMOOTHLY TO
b) RPM- FALLS SMOOTHLY TO
c) ENGINE RUNS ROUGH AND THEN
STABILIZES (1-YES)
d) ENGINE DIES (1-YES)
e) RPM STAYS THE SAME (1 -YES)
WHEN ENGINE STABILIZES, RECORD:
a) RPM
b) IDLE %CO
D
21
D
23
D
25
15
30
40
10
20
D
22
g
5
26
35
45
VEHICLES OTHER THAN 3-WAY CLOSED LOOP
RPM SPEC
LEAN DROP
OR
PROPANE
IN DRIVE
RPM
w/o
PROPANE
RPM
w;
PROPANE
•IN NEUTRAL-
RPM
w;O
PROPAN6
RPM
W/
10
15
20
25
34
IN NEUTRAL
W/O PROPANE
(OLE
HC
ppm
IDLE
%CO
30
35
i UN 13-198
-------
FIGURE 4
ONE-STEP RESTORATIVE MAINTENANCE TESTING FLOW CHART
35
-------
Obtain Vehicle
Perform Test #1
Emission Component
Inspection and
Propane Gain Check
fail
Repair all maladjusted § disabled
emission control components, replace-
ment of defective emission control
parts § a major tune-up as
specified by the appropriate
manufacturer's schedule for
such tune-up.
Perform Test #2
Return Vehicle
FIGURE 4
ONE-STEP RESTORATIVE MAINTENANCE
TESTING FLOW CHART
37
-------
FIGURE 5
TBI SELECTIVE MALPERFORMANCE TESTING FLOW CHART
39
-------
OBTAIN VEHICLE
Test #1* as Received
Test #2**, as req'd,
Normal R/M Sequence
03 Sensor Disconnected
02 Sensor Disconnected,
*FTP (No Eva?)
Bagged Idle
SO MPH Cruise
HFET
4-Speed Idle
Loaded 2-Mode
**NOTE: Previous malfunctions were corrected in Test 2 before continuing to Test 3.
FIGURE 5
TBI SELECTIVE MALPERFORMANCE TESTING
FLOW CHART
41
-------
FIGURE 6
DATA FORMS
43
-------
VEHICLE INFORMATION DATA SHEET
CARD-V3
8C
UJ
OCQ
t°
20
Ulut
5°
<0
So
MODEL
CODE
10
15
VIN (LEFT JUSTIFY)
GROSS VEH
WEIGHT
RATING
30 35
ACTUAL STANDARDS
30
AO CONTENT
OF PU£L
amsJaat
55
o
2
CD
UJ
f_
CD
D
_j
A
60
UJ
ui 2
j<
G:Q
uiU
3UI
>i -.»
EPA FUEL
ECONOMY
(GUIDE)
CITY
UOK
HWY.
uor?
75
AXLE
RATIO
TIRE MANUFACTURER
(LEFT JUSTIFY)
45
»
F
f
EA£
F
REF
URE
L
HESSUflE (p
A
RR
FRONT
BEAR
TIRE
WEAR
55
60
nn\
"DA
tBb
1
TIRE SIZE
(LEFT JUSTIFY)
IS
H
35 4C
IT
C/3 "^
^ — ^
H-Z
LAST
CONTRACT
VEHICLE
NUMBER
V Z
ENGINE FAMILY (LEFT JUSTIFY)
75
EMISSION STICKER PART NUMBER
(LEFT JUSTIFY)
fiC
10
EGR VALVE PART NUMBER
(LEFT JUSTIFY)
15
20
25
30
35
CARBURETOR PART NUMBER
(LEFT JUSTIFY)
DISTRIBUTOR PART NUMBER
(LEFT JUSTIFY)
10
15
4C
20
25
30
45
14 1981
-------
ENGINE PARAMETER DATA SHEET
IDENT
CONTRACT
NUMBER
3 0
23
CARDG1
Y Y
TEST
DATE
M M
D D
I
IDLE
HC
ppnn/hex
10
ODOMETER
MILES
15
20
MEAS
10
CHOKE
NOTCHES
SPEC
ENGINE
IDLE
MEAS
rpm
SPEED
SPEC
rpm
,
15
20
45
50
47
JAN 1 3 1981
-------
FTP AND EVAP TEST DATA SHEET
RP TEST DATA
Page (1 of 2)
BAG 2
WET
BULB
«F
DRY
BULB
°F
DISTANCE
MILES
20 25 30
CONCENTRATION OF DILUTION AIR
HC
ppm
45
CO
ppm
50 55 60
• CONCENTRATION OF DILUTE EXHAUST SAMPLE -
% CO2
NOX
ppm
CH4
ppm
HC
ppm
CO
ppm
VOLUME OF GAS
(Vo)
ft3
10
NUMBER
OF
REVOLS
% C02
NOX
ppm
.15
20
BAROM
"HG
INLET
PRESS
"HG
25
CVS
-TEMP
"F
30
VMIX
F 2
40
F 3
WET
BULB
•F
45
DRY
BULB
°F
50
DISTANCE
MILES
55
HC
ppm
60 65 70
CONCENTRATION OF DILUTION AIR
CO
ppm
10 15 20
• CONCENTRATION OF DILUTE EXHAUST SAMPLE
HC
ppm
CO
ppm
45
% CO2
50
NOX
ppm
55
80
60
65
70
49
JAN 13 1931
-------
FTP AND EVAP TEST DATA SHEET
FTP TEST DATA (continued)
Page (2 of 2)
BAG 3
VOLUME OF GAS
(Vo)
ft1
WET
BULB
•F
NUMBER
OF
REVOLS
10
DISTANCE
MILES
BAROM
"HG
•
INLET
PRESS
"HG
•
CVS
TEM
•F
20 25 30
CONCENTRATION OF DILUTION AIR
HC
ppm
CO
ppm
%CO2
NOX
ppm
50 55 60
CONCENTRATION OF DILUTE EXHAUST SAMPLE
65
70
HC
ppm
•
CO
ppm
e
% CO2
0
NOX
ppm
•
CH4
ppm
CH4
ppm
75
40
F 5
80
10
15
20
25
30
EVAP TEST DATA
DIURNAL
- HC CONG
INIT
ppnt/cvDon
FINAL
ppm/caibon
INIT
•HG
*
rt rnooo
FINAL
"HG
•
AMB
TEI1
INIT
•F
rtP
FINAL
•F
10
15
20
25
30
LJ
INIT
jpm/cartwn
o
cc
ON
rn.
c
RNAL
ppm.'caiton
9
Jl £
>UAK
£
INIT
"HG
9
AROM
PRESS
FINAL
"HG
O
AH
TE
INIT
•F
/IB
YlP
FINAL
•F
1
50
55
60
65
70
51
-------
BAG IDLE AND 50 MPH CRUISE TESTS DATA SHEET
BAG IDLE TEST DATA
IDENT
BAG1
CONTRACT
NUMBER
VOLUME OF GAS
(Vo)
ft1
NUMBER
OF
REVOLS
10
BAROM
"HG
•
INLET
PRESS
"HG
•
TEM
•F
15
10
WET
BULB
•F
DRY
BULB
•F
45
HC
ppm
•
L
n
SECONDS
OF TEST
Ti
_J l__j
50
oriM/^
jl
CM'
s
re A
P
in
Tin
CO
ppm
•
I
NC
r*n*u
HC
ppm
«
55
)F DILUTE EX>
% C02
•
CO
ppn
60
HAUST SAMPl
NOX
ppm
;ENTR
i
o
ATION OF DILUTI
%CO2
•
ON AIR
NO)
ppn
65 70
p
9
CH4
ppm
0
<
1
•
P^
CH4
ppm
75
•
B 1
80
IB 2
15
20
25
30
80
50 MPH CRUISE DATA
53
-------
HIGHWAY FUEL ECONOMY TEST DATA SHEET
IDENT
BAG1
CONTRACT
NUMBER
VOLUME OF GAS
(Vo)
ft1
WET
BULB
•F
DRY
BULB
°F
10
NUMBER
OF
REVOLS
15
10
DISTANCE
MILES
it
15
BAROM
"HG
•
INLET
PRESS
"HG
•
CVS
TEM
•F
20 25 30
CONCENTRATION OF DILUTION AIR
t
HC
ppm
CO
ppm
%CO2
45
HC
ppm
50 55 60
CONCENTRATION OF DILUTE EXHAUST SAMPLE
65
CO
ppm
10
%C02
15
NOX
ppm
20
25
30
55
JAM 13 1331
-------
FOUR MODE IDLE AND LOADED TWO MODE TESTS DATA SHEET
FOUR MODE IDLE TEST DATA
IDENT
CONTRACT
NUMBER
10
15
20
FIRST IDUE READING IN NEUTRAL
HC
X
% CO
•
% CO2
•
NO
ppm
10
15
• 2500 RPM •
20
HC
ppm/hex
% CO
% CO2
NO
ppm
10 15
FINAL IDLE READING IN DRIVE -
20
ENGINE
SPEED
rpm
55 60
LOADED TWO MODE TEST DATA
10 15
•IDLE MODE IN NEUTRAL -
20
ENGINE
SPEED
rpm
HC
ppm/hex
%CO
CO2
NO
ppm
25
30
50
55
60
65
57
40
CARD-M2
orr/-'r\fc.tr\ ir\i e oc Artnur* nu ktei rro AI
ENGINE
SPEED
rpm
Ta
'-M»
HC
ppm/hex
% CO
O
% CO2
O
NO
ppm
40
jAN 13 1981
-------
PROPANE GAIN DATA SHEET
Page (1 of 2)
IDENT
CONTRACT
NUMBER
STEP1
STEP 2
STEP 3
STEP 4
3-WAY CLOSED LOOP
PRESET FLOW RATE
RECORD: a) FLOW RATE
b) RPM
c) IDLE%CO
INDUCE PROPANE, OBSERVE VEHICLE BEHAVIOR
RECORD ONE: a) RPM RISES SMOOTHLY TO
b) RPM FALLS SMOOTHLY TO
c) ENGINE RUNS ROUGH AND THEN
STABILIZES (1-YES)
d) ENGINE DIES (1-YES)
e) RPM STAYS THE SAME (1-YES)
WHEN ENGINE STABILIZES, RECORD:
a) RPM
b) IDLE %CO
(Continues on Next Page)
59
IN ! IN
NEUTRAL DRIVE
15
D
43
45
47
10
20
40
D
44
D
46
D
48
13 1381
-------
PROPANE GAIN DATA SHEET
Page (2 of 2)
3-WAY CLOSED LOOP (Continued)
IN
NEUTRAL
IN
DRIVE
STEP 5 WITHDRAW PROPANE, OBSERVE VEHICLE BEHAVIOR
RECORD ONE: a) RPM RISES SMOOTHLY TO
b) RPM FALLS SMOOTHLY TO
c) ENGINE RUNS ROUGH AND THEN
STABILIZES (1-YES)
d) ENGINE DIES (1-YES)
e) RPM STAYS THE SAME (1-YES)
STEP 6 WHEN ENGINE STABILIZES, RECORD:
a) RPM
b) IDLE %CO
D
21
D
23
D
25
15
30
40
10
20
22
24
26
35
45
O
01
DL
t/J
C/J
VEHICLES OTHER THAN 3-WAY CLOSED LOOP
RPM SPEC
LEAN DROP
OR
PROPANE
IN DRIVE •
RPM
W/O
PROPANE
RPM
W
PROPANE
-IN NEUTRAL-
RPM
W/O
PROPANE
RPM
W(
PROPANE
25
\
IDLE
HC
ppm
IN
n//c
NEUTRAL
PROPAN
ID
%
^
LE
CO
9
P 3
30
35
80
IAN 13-1981
-------
LWIVKALJILITY EVALUATION DATA SI IKK
AMBIENT TEMPERATURE °F
ROAD CONDITION (1-DRY 2-WET 3-ICY 4-SNON)
1234
CONSTANT SPEED PHASE
ACCELERATION FROM STOP PHASE
RESTART PHASE
NUMBER OF STALLS, PASS-OUTS UPON PART THROTTLE
ACCELERATION TO ROAD SPEED
ACCELERATION QUALITY
CRUISE QUALITY
SLIGHT ACCELERATION
IDLE QUALITY AT STOP
IDLE QUALITY AT STOP
RESPONSE
WITH A/C
WITH A/C
(PASSING)
'ON1
'OFF1
D
i
i
i
i
i
2
2
2
2
2
3 4
3 4
3 4
3 4
3 4
5
5
5
5 9
5
QUALITY
QUALITY
QUALITY
QUALITY
OF
OF
OF
OF
ACCELERATION
ACCELERATION
ACCELERATION
ACCELERATION
UNDER
UNDER
UNDER
UNDER
1/4
1/2
2/3
3/4
THROTTLE
THROTTLE
THROTTLE
THROTTLE
1
1
1
1
2
2
2
2
3
3
3
3
4
4
4
4
5
5
5
5
CRANKING TIME TO START AFTER 10 MIN (IN
SECONDS)
IDLE QUALITY AFTER RESTART
12345
(41-43)
(44)
(45)
140}
(47)
(48)
(49)
(50)
(51)
(52)
(53)
(54)
(55-56)
(57)
COLD START AND IDLE PHASE (DYNAMOMETER)
INITIAL CRANKING TIME (IN SECONDS) F
NUMBER OF ENGINE IDLE-OUTS AFTER START
NUMBER OF ENGINE STALLS AFTER GEAR SELECTION
HESITATION, LAG UPON SLIGHT ACCELERATION (1-YES 2-NO)
IDLE QUALITY
D
1
D
1 2
1234
5
DRIVE AWAY PHASE (DYNAMOMETER)
63
(58-59
(60)
(61)
(62)
(63)
NUMBER OF STALLS, PASS-OUTS UPON SLIGHT
ACCELERATION TO ROAD SPEED
ACCELERATION QUALITY
IDLE QUALITY AFTER 0.2 MILE FROM STOP
NUMBER OF STALLS, PASS-OUTS UPON SLIGHT
ACCELERATION TO ROAD SPEED
ACCELERATION QUALITY
IDLE QUALITY AFTER 0.4 MILES FROM STOP
D
12345
12345
D
12345
12345
JALITY CODE D 3
(64)
(65)
(66)
(67)
(68)
(69)
(79-80
JAN 1 3 1981
-------
EMISSION COMPONENTS DATA SUKliT
INDUCTION SYSTEM
a) HEATED AIR DOOR ASSEMBLY
b) TEMPERATURE SENSORS
c) AIR FILTER ELEMENT
d) HOSES
e) OTHER
a) CARBURETOR ASSEMBLY
b) IDLE MIXTURE ADJUSTMENT LIMITING DEVICE
c) IDLE MIXTURE
d) IDLE SPEED
e) IDLE SPEED SOLENOID
f) FUEL INJECTION COMPONENTS
q) HOSES, LINES, WIRES
h) OTHER
CARBURETOR AND FUEL SYSTEM - FUEL SUBSYSTEM
65
JAN 13 1981'
-------
h'MJSiJION COMPONENTS DATA
IDI-:NT
IONTRACT
NUMBER
3023
a",
H IS
IH Ul
U) f-
W H
H Ul
04
a: ::!
w r>
5 z
I > Ul
I/I O.
W t-'
014
CARBURETOR AND FUEL SYSTEM - CHOKE SUBSYSTEM
CHOKE ADJUSTMENT (NOTCHES)
b) CHOKE ADJUSTMENT (VACUUM BRE/.K)
c) CHOKE ADJUSTMENT LIMITING DEVCCE
d) FAST IDLE SPEED
e) VACUUM DIAPHRAGMS
f) ELECTRICAL CONTROLS
g) EXHAUST HEAT CONTROL VALVE ASSEMBLY
U
-'0
JU
• '- - •' ..... —
h) HOSES, LINES, WIRES
i) OTHER
|
4'J
mi
so
•"•""^
5 4
60
i
(,b
70
i
7ri
C 2
67
80
JAN 13 1981
-------
KM! SSI ON I'I •I'ONUN'IS DATA SIIKKT
IGNITION SYSTEM
n
a) DISTRIBUTOR ASSEMBLY
b) INITIAL TIMING
O INITIAL TIMING LIMITING DEVICE
d) SPARK PLUGS AND WIRES
e) VACUUM ADVANCE ASSEMBLY
f) SPARK DELAY DEVICES
g) SPARK KNOCK DETECTOR
h) ELECTRONIC TIMING MODULE
i) COOLANT TEMPERATURE SENSORS (TVS)
j) HOSES, LINES, WIRES
k) OTHER
-I'.
60
70
69
80
JAN 13 1981
-------
KMijJ.siON COMPONENT;; DATA :,i\i:>.-v
w: ' ef,
CONTRACT gj g| 5 [•-! 3; §
NUMBER g g £ K £ g
IUENT 3 0 2J3^ O|l ^0]43 | |
V
1 !•
I ' W H
i/i o. (/i c.*
ui r-H ui M
H £-1 H UI
fejo|4Jl 1 §
«• • »• UU u,
2
u
b.
01
>
0 N
oy.) ^Qj
^11
^ ^^
HTj
'*iM
rTl
_^H
-r-^«J
m
.:'.
|:^
H!
J^
rJ
•_r^N
2
^
-11
50
.
j
1
60
[
6?
70
!
75
r* 'I
^ J-
71 »°
u\N 13 1331
-------
EMISSION COMPONENTS IJATA SllbJ.T
1DKNT
CONTRACT
NUMBER
0
i • ui
in i>i
w ><
B f-
04
II'
t/J L*
U Ul
H Ul
AIR INJECTION SYSTEM
1C' 0
a) AIR INJECTION ASSEMBLY
b) AIR BYPASS VALVE
c) AIR DIVERTER VALVE
d] CHECK VALVE
e) DRIVE BELT
£) HOSES, LINES, WIRES
q) OTHER
'III
PCV SYSTEM
a) PCV VALVE
"E?
5 a
b) PCV FILTER
c) HOSES
OTHER
70
C i
73
BO
JAN 13 1981
-------
r»lM;infl CUMPONF.NTS DATA :,m.i.T
J.Uj^ (t
I DENT
CONTRACT
NUMBER
I if.
i'i
:<; in
i/l X
•< :j
H 2
3 NIO
w >t
H H
04
Il-
l/I C"
Ul Ul
H UJ
EXHAUST SYSTEM
a) MANIFOLD, TAILPIPE, MUFFLERS
b) CATALYST
c) OTHER
EVAPORATIVE CONTROL SYSTF.M
a) CANISTER
b) CANISTER FILTER
c) CANISTER PURGE SOLENOID/VALVE
d) HOSES, LINES, WIRES
e) OTHER
ENGINE ASSEMBLY
a) ENGINE ASSEMBLY
75
«o
in
r*-»*
k
b)
COOLING SYSTEM
c)
VALVE ADJUSTMENT
d)
c)
BELT TENSIONS
t>0
f>5
^^
75,
HOSES, LINES, WIRES
1C 6
80
JAN i 3 1981
-------
KM1SSIOM COMI'ONKNTS DATA SIIKKT
IDKNT
e) ENGINE SPEED SENSOR
1) AIR DIVERTOR SOLENOID/VALVE
">) THROTTLE KICKER ACTUATOR
n) ID1.K SPKFD TONTROr. SV5TFM
:-• 2:
in uj
ui p?
ro o
in o
f)
OTFIER
3 -WAY
SYSTEM
a)
ELECTRONIC CONTROL UNIT
m
b)
OXYGEN SENSOR
c)
BAROMETRIC PRESSURE SENSOR
d)
LOAD SENSOR (THROTTLE POSITION, MANIFOLD VACUUM, ETC.)
.
f) COOLANT TEMPERATURE SENSOR
9) CRANKSHAFT POSITION SENSOR
h) EGR POSITION SENSOR
i) EGR CONTROL SOLENOID (S)
^— J
FiPH
•u]
[M
ill
^
5I
j) AIR/FUEL CONTROL ACTUATOR (SOLENOID, STEPPER MOTOR)
k) AIR BYPASS SOLENOID/VALVE
77
JAN 13 1981
-------
KM 1 SSI UN (JOMl'ONliNTfJ UA'I'A SIIKKT
iUENT
CONTRACT
NUMBER
02
1
in
:-1
:j
H a
01
fcj
I- (•!
HI A.
W ><
H H
I ft
l/j Cx
W W
H W
oUiaS
o) HOSES, LINES, WIRES
C
80
in o
o
u
p) DIAGNOSTIC BULR CHKCK
q) DIAGNOSTIC WARNING
r) DIAGNOSTIC SYSTEM CODE(S)
s) OTHER
5C
60
65
70
79
80
JAN 13 1981
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
I DENT
CONTRACT
NUMBER
I) What, is the brand n.imp of the fuel you normally use (see list below)?
(1-4)
2) Have you, or others, ever noticed a. hydrogen sulfide (rotten egqs)
odoc in the vehicle exhaust?
1 (never)
? (seldom)
3 (occasionally)
4 (frequently)
5 (don't know)
1) • Have you ever us.?<1 qasohol in this vehicle?
1 (never)
2 (seldom)
3 (occasionally)
4 (frequently)
5 (don't know)
4) If you have used uasohol.
a) Have you noticed any difference in
the vehicle performance?
1 (never usoil q.isohnl)
2 (fx-rf. is bettor)
3 (jjerf. is worse)
4 (no difference)
S (don't know)
(7)
(S)
(9)
b) >llavc you noticed any difference in
fuel economy?
I (never used qasohol)
2 (fuel economy better)
3 (fuel economy worse)
4 (no difference)
5 (don't know)
5) How long ago did you purcha.se the vehicle to be tested?
1 (0-3 months)
2 (3-12 months)
3 (1-2 years)
4 (over 2 years)
DATA ENTRIES FOR QUESTION »1
ENTER BRAND NAME ENTER BRAND NAME ENTER BRAND NAME ENTER BRAND NAME ENTER BRAND NAME ENTER BRAND NAME
AMCC
ARCO
ASHL
BONA
BP
CHEV
CITC
AMOCO
ARCO
ASHLAND
BONAFIDE
BP
CHEVRON
CITCO
CLAR CLARK.
FINA FINA
HOBI MOBIL
SKEL SHELL
CONO
CROW
DERB
ENCO
ESSO
EXXO
CONOCO
CROWN
DERBY
ENCO
ESSO
EXXON
GEMC
GULF
HESS
HUBS
MARS
MART
GEMCO
GULF
HESS
HUDSON
MARS
HAOTIN
MOTO
PENH
PHIL
SCOT
SEAR
SHAM
MOTOR
PENNEYS
PHILLIPS
SCOTT
SEARS
SHAMROCK
SINC
SITE
SKEL
STAN
SUMO
TEXA
SINCLAIR
SITE
SKELLY
STANDARD
SUNOCO
TEXACO
UNIO
VICK
WARD
ZEPH
ft*
UNKN
VARI
IF BRAND IS 'OTHER1, THEN ENTER THE FULL BRAND NAME VEHICLE OWNER USES.
81
UNION
VICKERS
WARDS
ZEPHYR
OTHER
UNKNOWN
VARIOUS
.IQN
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
6) On a yearly basis, how many thousands of miles is this vehicle driven?
7) where is the driving done? a) City expressways
almost all: >75»
most: 75-51%
some: 50- 21%
lit He or noiic:^ 20% b) Major city streets
c) Other city streets
d! Rural expressways
e) Other rural roads
3) How is the driving done? a) To and from work
almost all : > 7r>%
most: 75-51*
some: 50-21%
little or none: C 20» b) Shopping and errands
c) Business (not to and {root work)
d) 0'iher (social, vacations, etc.)
-3) How did you get here today?
Approx. oiles
1 (0-5)
2 (5-10)
3 (10-15)
4 (15-20)
5 (20-30)
6 (over 30)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (moat)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (alnost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all]
2 (mostj
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (city streets only)
2 (some expressway)
3 (primarily expressways)
(10)
(11)
110
(13)
(14)
(15)
(16)
(17)
(18)
(19)
(20)
(21-22
83
JAN 13 1981
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
IDENT
CONTRACT
NUMBER
30
10) How is this vehicle used? a) Driver only
almost all:> 75%
most: 75-61%
some: 5O-21% ' ,
little or nonet < 20% b) Driver and one passenger
c) Driver and 2 or more passengers
d) Driver only with heavy cargo
e) Driver, passenger and cargo
f) Towing a trailer
11) On a typical day, how many trips are made with this vehicle?
(One trip is defined as starting the engine, traveling
some distance and stopping the engine) .
12) On a weekly basis, how often is full throttle acceleration used?
13) no you now experience any engine a) Hard starting
performance problems with this vehicle?
b) Stalling
c) Rough idle
d) Engine misfiring
e) Poor acceleration
f) Stumbling
g) Hesitation
h) Engine knock or ping
i) Dieseling (after run)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (moat)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (seldom)
2 (once or twice)
3 (3-6 tunes)
4 (every day)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
(23)
(24)
(25)
(26)
127)
(23)
(29-Ji
(31)
(32)
(33)
(34)
(35)
(36)
(37)
(38)
(39)
(40)
85
.IAN i
-------
VEHICLE UWNEft QUtJiTIONNAI Rfc'
DATA SHEET
14) Overall, are you reasonably satisfied with tha angina
performance of this vehicle?
151 How long ago was the last oil change?
16) If '/ou purchased tha vehicle under warranty, how many times
has it been returned for warranty repairs?
17) What was the nature of the warranty repair?
13) Have you had any repairs to your vehicle for
correction of driveability problems?
19) What repairs were performed on your vehicle
the driveability problems?
Specify
the
to correct
20) How long ago were these repairs accomplished?
21) were these repairs effective in correcting tha driveability problems?
22) Is this vehicle operated regularly on unpaved roads, in competitive
events , or in hauling or transporting loads heavier than for
which it was designed?
,
1 (yes)
2 (most of the tine)
3 (no)
1 (too new, 'not due)
2 (due, but not yet done)
3 (0-6 months ago)
4 (6-12 months ago)
S (Over 1 year ago)
6 (don't know)
1 (no warranty)
2 (never returned)
3 (twice)
4 (3 or more)
5 (don't know)
1 (no warranty)
2 (never returned)
3 (recall)
4 (driveability)
5 (other)
1 (yes)
2 (no problems)
1 (none)
2 (carburetor)
3 (engine)
4 (emission control system)
S (ignition system)
6 (other)
7 (don't know)
1 (no repairs)
2 (0-3 months)
3 (3-6 months)
4 (over 6 months)
5 (don't know)
1 Lno repairs)
2 tyesl
3 OJoJ
1 (yes)
2 (no)
3 (don't know)
HI)
(42)
(43)
(-14)
(45)
(46)
(47)
(48)
(49)
87
JAN 1 3 1981
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
23) Has the vehicle ever had major damage in a) Engine
any of the following areas?
b) Cooling systaa
c) Fuel system
d) Exhaust system
e) No damage
f) Don't know
24) Has the catalytic converter ever been replaced on this vehicle?
25) was the vehicle tested in a previous SPA program?
26) ,vas any maintenance performed since the last test?
27) What type of maintenance was performed?
J
28) HOW much did the maintenance cost?
001 : no maintenance OO2: don't know 003: not tested
29) Who performed the maintenance?
1 (yes) .
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (yes)
2 (no)
1 (no catalyst)
2 (yes)
3 (no)
4 (don't know)
1 (yes)
2 (no)
1 (yes)
2 (no)
3 (not tested)
1 (warranty)
2 (tune-up)
3 (none)
4 (noc tested)
C
1 (no maintenance)
2 (dealer)
3 (independent garaga)
4 (tune-up clinic)
5 (yourself)
6 (not tested)
(50)
(51)
(52)
(SJ)
(54)
(55)
(57i
(59)
(bd-62)
(65)
89
JAN 13.1981
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
I DENT
CONTRACT
NUMBER
30) Do you accurately Keep records of the fuel economy on this vehicle?
31) Are you concerned with the fuel economy of this vehicle?
32) Date of last city or state inspection
a) Month
— : don't Know — : noc required rjr : never inspected
** • b) Year
33) Did your vehicle pass or fail the inspection?
34) a) Does your odometer indicate the true number of miles on your car?
.
b) If no, specify approximate total number of miles this vehicle has
been driven.
1 (yes)
2 (no)
1 (yes)
2 (no)
jnti^fL
1 (pass)
2 (fail)
3 (don't know)
4 (not required)
5 (never inspected)
1 (yes)
2 (no)
1
1
(64)
165)
(66-^7
<6S-.>9
(701
(.71)
(72-77)
eo
91
'AN 13 198.1
-------
VEHICLE INSPECTION DATA SHEET
c a:
11} LU
5^W&~»i?£«4H^W?«iSifc
•. 1 ,\/-:-V--'"*'"-'tf'--^-^-t^'^.i^BiS^ifc.ii
».>^^*x(^"':««^rf-~
CSSION READINGS "
COMBINED
• S: NO
%CO-t-C02 a. pp^,
»
)INGS :* *
COMBINED ^ MAR 0 3
V. CO+- CO2 ^
*
*» I* r«
?*^*5?sS?^^r%
S^'5J^!*r'~£S3^fe' ' "
60
: _Ln
45 . '
$$&S$$?g&ji®:
*'*tsrr£. •u-S*JisWS: 1 f
T^KTife^iesisiNS^J
*»aeKEes^*«4«rf
BO
tu
ft.
:u^^P
1981
^^ff^2
«E*S»ife5^Ei_L.J
-------
FIGURE 7
QUALITY ASSURANCE ACTIVITY
95
-------
f START )
Lab crew performs
appropriate test
sequence
Laboratory test
crew finished
with vehicle
test packet
Packet should contain:
Driver's Trace, Strip Charts,
Computer Sheet, Temp Traces,
Evap Fuel Temp Chart, Evap Data
Sheets (if applicable), Drive-
ability Form, Fuel Tank Cap,
Starting S Shifting Procedures
S Station- Chart.
Packet should have all proper
documentation filled in.
QA to review
packet for
validity
Re-Precondition
vehicle § back into
soak for complete
test re-run
Notify Project
Engineer of
Test Validity
Pre-Cond. on
dyno S re-run
invalid test(s)
Project Eng. to
notify ISM for
veh. inspection
ISM to repair all
maladjustments 5 dis-
ablements. Prepare
for Test 2.
J
FIGURE 7
QUALITY ASSURANCE ACTIVITY
97
-------
I6M to do vehicle
inspection § fill out
all pertinent data forms
6 prepare veh.
for return to owner
Lab Supervisor
submit data folder
to QA
QA does check
on data folder
to assure
completeness
Notify
Lab Supervisor
Yes
QA completes data forms
& ensures all
information
is
correct
All pertinent documentation
is put into vehicle packet
§ readied for shipment
to EPA
QA fills out shipper
S ensures each vehicle
is identified 5 submits
vehicle packets to Shipping/
Receiving Dept.
( COMPLETE J
FIGURE 7 CONTINUED
98
------- |