EPA 460/3-82-005
A STUDY OF EMISSIONS FROM
LIGHT DUTY VEHICLES IN LOS ANGELES
by
Robert A. Gassidy
Linda S. Kingston
Automotive Environmental Systems
Division of Clayton Manufacturing Company
7300 Bolsa Avenue
Westminster, California 92683
CONTRACT NO. 68-03-3023, YEAR 2
SEPTEMBER 1982
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
-------
This report is issued by the Environmental Protection Agency to re-
port technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors and
grantees, and non-profit 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
Automotive Environmental Systems, Westminster, California 92683, in fulfill-
ment of Contract No. 68-03-3023, Year 2. The contents of this report are re-
produced herein as received from Automotive Environmental Systems. The opin-
ions, findings, and conclusions expressed are those of the author and not nec-
essarily 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.
11
-------
ABSTRACT
This report presents and summarizes an emissions test program and
other related information obtained in the testing and inspection of in-use
passenger cars. The test fleet consisted of 1979-81 automobiles and trucks.
The test vehicles were obtained randomly from private owners in the Los
Angeles and Orange County areas. The testing was completed March 17, 1982.
Each vehicle was tested in the as-received condition and given an
underhood emissions control component inspection. The test sequence consisted
of the 1978 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. Thirty-one 1981 vehicles received an evaporative emissions test using
the SHED technique. Thirty of the 150 vehicles received restorative mainten-
ance repairs and additional testing.
iii
-------
ACKNOWLEDGEMENTS
Automotive Environmental Systems, a Division of Clayton Manufacturing
Company, wishes to extend its appreciation and special thanks to Mr. John
Shelton, Project Officer, for providing counsel, technical guidance, and
understanding throughout the program.
We also wish to recognize the assistance of the manufacturers of the
automobiles which were tested in this project.
iv
-------
CONTENTS
Abstract ill
Acknowledgements iv
1
2
2
2
2
2
2
3
3
3
3
3
4
5
5
6
6
6
7
7
8
9
10
10
10
^.W J.4AW4.V
2.0 Techi
2.1
2.2
2.3
2.4
2.5
2.3.1 Test Vehicle Selection.
2.3.2 Sample Vehicle Control Log
2.3.4 Test Vehicle Handling
2.4.4 Sealed Housing for Evaporative Determination. . .
2.4.7 Driver's Aid
Equipment Qualification, Calibration and Crosscheck . . .
2.5.3 Sealed Housing for Evaporative Determination. . .
2.5.4 ECE-50 Chassis Dynamometer. ... ...
-------
2.6 Test Procedure 10
10
11
11
12
12
12
12
13
13
14
14
14
14
15
16
18
24
28
32
88
2.7
3.0 List
Figure
Figure
Figure
Figure
Figure
2.6.1
2.6.2
2.6.3
2.6.4
2.6.5
2.6.6
2.6.7
2.6.8
2.6.9
2.6.1
Data
2.7.1
2.7.2
2.7.3
of Fig
1
2
3
4
5
Federal Exhaust Emission Test Prc
50 MPH Cruise
Four-Speed Idle Test. ......
Loaded Two Mode Test
0 Daily Test Schedule
Data Collection ,
Quality Control
Vehicle Procurement Flow Chart. ,
Testing Flow Chart. .......
One-Step Restorative Maintenance
Flow Chart ,
Testing
vi
-------
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 characterize,
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 utilized by the
EPA in calculating and projecting motor vehicle emissions from light duty veh-
icles. 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 pol-
lution control programs. In carrying out its responsibilities, the EPA regu-
larly conducts in-use vehicle emission factors programs and emission control
alternative studies. In order to support the States in their efforts to im-
plement their air quality programs, the Emission Control Technology Division
will use the data generated by this project to assess the effectiveness of new
technology vehicle exhaust emissions systems in Los Angeles.
This report describes a program conducted by Automotive Environmental
Systems (AESi) to gather information on light duty vehicles in the Los Angeles
area. The testing was performed from August 1981 through March 1982.
Section 2 of this report describes the objectives, design, and con-
duct of the program. Section 3 presents a list of figures outlining the im-
portant phases of the testing project. Data packets with EPA-defined data
formats were submitted to the Project Officer.
-------
SECTION 2
TECHNICAL DISCUSSION
2.1 PROGRAM OBJECTIVES
This report describes a program conducted by Automotive Environmental
Systems (AESi), a Division of Clayton Manufacturing Company, to gather infor-
mation on passenger cars and light duty trucks in the Los Angeles area. The
testing was conducted between August 1981 and March 1982.
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 31 vehicles re-
ceived 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; pro-
cedures were utilized to secure an unbiased random sample and also, all mail-
ing 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
provided a vehicle registration list (a subset) that was proportional 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.
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 candidate was noted
in the control log. Following the initial mail response, up to 2 follow-up
phone calls were made to secure the candidate vehicle for testing. 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 in-
centives 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 leaner
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 inspection was
performed to ensure proper vehicle match and to establish the physical con-
dition of the vehicle. A loan vehicle exchange agreement, the savings bond
application and the Vehicle Owner Use Questionnaire were also completed at
this time. The vehicle was 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 approximately 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 at the required ambient temperature for all phases of testing.
The vehicle soak area is located inside the same building as the test area and
both are 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 specifica-
tions 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, calibration and
zero gas lines and the valves and regulators for NO gases. Leak-tight stain-
less 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 through the entire test.
2.4.3 Emission Analysis Console
An AESi exhaust gas analytical system meeting or exceeding the speci-
fications 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
Bendix Model 8501-5C NDIR
(Lo CO - Dilute Exhaust)
Beckman 315B NDIR
(Hi CO - Dilute Exhaust)
Beckman 315B NDIR
(C02 ~ Dilute Exhaust)
Beckman 315B NDIR
(CO2 ~ Raw Exhaust)
Beckman 400 FID
(Lo HC - Dilute Exhaust)
Beckman 400 FID
(Hi HC - Dilute Exhaust)
Teco 10AR Chemiluminescent
(NOx - Dilute Exhaust)
Teco 10AR Chemiluminescent
(NO - Raw Exhaust)
Ranges
0-100, 0-500 ppm
(11 1/4" Cell Length)
0-.3% (5 1/4" Cell Length)
0-3% (1.8" Cell Length)
0-2.5%, 0-4%
(1/8" Cell Length)
0-15%
(1/8" Cell Length)
0-50, 0-100, 0-300 ppm Carbon
0-1,000, 0-3,000 ppm Carbon
0-100, 0-250, 0-1,000,
0-2,500 ppm
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 concentra-
tion 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 approxi-
mately 45% and 90% of full scale concentration). CO and C02 calibration
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 console 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 voltage source and
heating element (blanket) for applying heat to the vehicle 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 controlled 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.^.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 driving schedules,
for sample bag management and for calculation and presentation of the emission
test results. The data was printed by a Data General Dasher printer immed-
iately 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 C02.
2.4.7 Driver's Aid
An AESi designed two-pen Hewlett-Packard Model 7130A Driver's Aid
(speed vs time recorder) and Clayton speed power meters were employed 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 test-
ing vehicles such as ones with front wheel drive. The driving trace was gen-
erated by the NOVA computer on this recorder in agreement with the specifica-
tions of 40 CFR Part 86.
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 temp-
erature 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 personnel to ensure
that valid test data were generated throughout the test program. Initial
qualification included complete demonstration of individual instrument cali-
bration, stability, response time, zero air and nitrogen purity, CVS calibra-
tion, 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 inlet 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 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 laminar flow element. Once this
calibration was completed, data from these devices 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 calibration
curve was furnished to the Project Officer at the time of Laboratory Qualifi-
cation.
Daily propane recovery tests were made to confirm continued calibra-
tion 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 instru-
ments were performed initially and checked each week thereafter until testing
was completed. Calibration curves for the mass emission analysis console CO,
CC>2, 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 performed at three some-
what evenly spaced points (zero and two upscale points) across each operating
range. Calibration of these instruments was established and maintained within
one percent of full scale for each range, respectively, or five percent of the
measured value, whichever was smaller. A computer program provided by the EPA
was used in the generation of the calibration curves.
In connection with each test, the CVS sample bags were purged with
nitrogen, evacuated and leak-checked. These operations were performed in a
bag evacuate, N£ purge, evacuate and leak-check sequence by means of a man-
ual 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 immediately
prior to exhaust sample analysis and zero and span point verifications immed-
iately following exhaust sample analysis. Strip chart recorders were operated
throughout the zero and span set-point calibration, sample analysis and zero
and span verification sequence. Verification tolerances were maintained with-
in +1 deflection from the set-point for the range in use. Converter effic-
iency of the NOx converter was maintained above 90 percent. 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 analysTs.
2.5.2.2 Raw Exhaust Analysis Console
The NO and O>2 instruments used in the undiluted (raw) emission
analysis console are laboratory instruments calibrated using the same gases,
calibration points, tolerances and verification frequency described above in
connection with the NOx and C02 instruments used in the mass emission
analysis console.
The tail pipe HC/CO measurement instrument was operated in accordance
with the manufacturer's recommendations except that this instrument 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, de-
flection, 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.
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 measurement.
Calibration of thermocouples used in the SHED was verified by an ASTM ther-
mometer as was the temperature recording instrument. Calibration curves were
generated for each range of the Beckman 400 FID used in the analytical con-
sole. These curves were verified weekly.
For initial calibration, the FID 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 des-
cribed were employed for this calibration. Curve fit tolerances and verifica-
tion frequency were the same as those applied to the dilute emission analysis
console instruments.
The SHED was subjected to a background hydrocarbon check, a calibra-
tion 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. Initial and
final hydrocarbon readings were taken. The background emission rate was ac-
-------
ceptable 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 propane 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 cal-
culated. The quantity of the calculated recovery was within +27, of the in-
jected amount.
The propane retention (leak) check was performed following the cali-
bration. 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 calculated. For
this check, the hydrocarbon level was within +4% of the initial reading as
calculated. The SHED calibration and retention tests were performed monthly
thereafter.
2.5.4 ECE-50 Chassis Dynamometer
Dynamometer speed was verified initially and bi-weekly with a Strobo-
tach. 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.
2.5.5 Data Acquisition System
The data acquisition system was verified by performing manual checks
of equipment performance and hand calculations from strip chart data and com-
paring these with the data provided by the DACC. This activity is verified by
a Quality Assurance inspection for each test. A reasonableness check is per-
formed for each critical data element. Any suspect data was verified by strip
chart or calculation. Any data found to be in error is independently recal-
culated 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 testing, the veh-
icle'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 prepared by
10
-------
fitting the gas tank 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 test-
ing activities.
2.6.1.1 Driveability Evaluation
An evaluation of the driveability of each vehicle was performed prior
to and during each FTP. The evaluation is essentially the same as that per-
formed 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 activated to
begin warm-up. This included the CVS water heater and mass pump and each of
the analytical instruments. Following the warm-up of the respective instru-
ments, 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 computer and printer, were
checked for correlation by calibrating at zero and five volts. Prior to the
first exhaust emissions test of the day or following 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 dynamometer, 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 per-
formed on all vehicles in the as-received condition. The evaporative emission
portion of the procedure was performed on 31 vehicles in this program. The
exhaust emission portion of the Federal Test Procedure is comprised of cold
transient, cold stabilized and hot transient phases. The cold transient por-
tion 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 consisted of the SHED
technique as described in 41 Federal Register 164, dated Monday, August 23,
11
-------
1976. Vehicles that failed the SHED test by greater than twice the standard
were further diagnosed by using a Beckman 400 FID as a sniffer to locate the
leak in each particular vehicle.
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 min-
ute "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 en-
gaged). 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 performed 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 run before
the HFET. Tail pipe emissions are recorded and measured continuously through-
out 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 min-
utes. 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 emis-
sions analysis and fuel economy calculations. HC, CO, C02 and NOx emissions
were measured and reported in grams per mile. Fuel economy was calculated by
the carbon balance method and reported in miles per gallon.
2.6.7 Four-Speed Idle Test
This test followed the HFET and required additional analytical
instruments, aside from those required for the basic FTP test, to measure un-
diluted exhaust emissions. The instruments used for measurement of undiluted
HC, CO, NO and O>2 emissions are specified in Section 2.4.3.
This short test consisted of volumetric sampling of undiluted 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.
12
-------
Four-Speed Idle tests were preceded by a 6 minute idle soak period
with the transmission in neutral, the hood open and the auxiliary cooling fan
on. At the end of the soak period the vehicle was operated sequentially
through the four modes. Equilibrium of engine speed and the CO, HC, NO and
C02 analyzer output meters was maintained for 30 seconds before the readings
were recorded. Engine RPM from the last idle mode was written on the
Driver's trace for each particular vehicle.
2.6.8 Loaded Two Mode Test
The six minute soak period and the undiluted exhaust analysis instru-
ments 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 engine, 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 for automatic and
third gear for manual transmissions, the vehicle was operated 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 vehicle was allowed to idle
until emissions once again stabilized or for a maximum 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 maintenance area.
Here the mechanic completed an emission component imspection with 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 inspections. If the owner's manual and emissions sticker
were missing, the shop manual, or other available publication was used to
determine vehicle specifications. 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
Vehicles other than 3-way closed loop received a Propane Gain Test.
2.6.9.2 Maladjustment and Disablement Inspection
All vehicles were given an extensive underhood inspection to deter-
mine the condition and proper installation of each emission control compo-
nent. Procedures used were those detailed in manufacturer's shop manuals.
These procedures were supplemented by other manufacturer supplied information
where necessary. The systems inspected and the inspection results and the
13
-------
results of the many subsystem inspections were submitted to EPA but are not
listed in this report.
2.6.10 Restorative Maintenance
Thirty vehicles were subjected to the RM-1 test sequence. The test-
ing included repair of all maladjusted and disabled emission control compo-
nents, replacement of defective emission control parts, and a major tune-up as
specified by the appropriate manufacturer's maintenance schedule for such
tune-up. The vehicles were retested following all repairs using the
as-received dynamometer test sequence. The One-Step Restorative Maintenance
sequence is presented in Figure 3.
2.6.11.1 Failure Criteria For R/M Sequence
A. Vehicle fails any of its FTP standards by more than 100%.
B. Vehicles fails any mode of the following short tests using cut-
points of 1.2% CO and 220 ppm Hexane.
*50 Cruise
*4-Speed Idle
*Loaded 2-Mode
C. Vehicle has a check engine light on or a trouble code stored in
its memory.
2.6.12 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 4.
2.7.2 Data Processing
Diluted exhaust emissions test results include ambient tem-
perature, barometric pressure, humidity, and concentrations of HC, CO,
C02, and NOx. Undiluted exhaust emissions were recorded as ppm Hexane for
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.
14
-------
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 5 presents a flow chart of the Quality Assurance
activities.
15
-------
SECTION 3
LIST OF FIGURES
Figure 1 Vehicle Procurement Flow Chart
Figure 2 Testing Flow Chart
Figure 3 One-Step Restorative Maintenance Testing Flow Chart
Figure 4 Data Forms
Figure 5 Quality Assurance Activity Flow Chart
16
-------
FIGURE 1
VEHICLE PROCUREMENT FLOW CHART
18
-------
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
20
-------
Set Date for
Vehicle
Inspection
On-Site
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
22
-------
FIGURE 2
TESTING FLOW CHART
24
-------
Drain and
Refuel
Street
Precondition
Cold Soak
12-36 Hours
31 Vehicles Only
J.
_L
FTP (No Evap)
Sagged Idle
30 MPH Cruise
HFET
4-Speed Idle
Loaded 2-Mode
FTP (With Evap)
SOS Precon
Bagged Idle
SO MPH Cruise
HFET
4.Speed Idle
Loaded 2-Mode
Pass
QA
Yes
Emission Component
Inspection
Complete Data
Data
Complete
Return Vehicle
to Owner
Prepare
Data Forms
Prepare Monthly
Reports for EPA
Accumulate Data
Until Cars Complete
Prepare Draft
Final Report
Review and
Revise as Necessary
Prepare Final
Reoort
FIGURE 2
TESTING FLOW CHART
26
Reprecondition
and Retest
-------
FIGURE 3
ONE-STEP RESTORATIVE MAINTENANCE TESTING FLOW CHART
28
-------
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 8 a major tune-up as
specified by the appropriate
manufacturer's schedule for
such tune-up.
Perform Test *2
Return Vehicle
FIGURE 3
ONE-STEP RESTORATIVE MAINTENANCE
TESTING FLOW CHART
30
-------
FIGURE 4
DATA FORMS
32
-------
VEHICLE INFORMATION DATA SHEET
o
_UI
Si
CARD-V1
c
Ul
m
CO
U.Q
20
Utul
*S
<0
20
MODEL
CODE
ENGINE
oaf.
GROSS VEH
WEIGHT
RATING
tb
30 35
ACTUAL STANDARDS
CO
gmftni
75
TIRE MANUFACTURER
(LEFT JUSTIFY)
45
ad
so
ENGINE FAMILY (LEFT JUSTIFY)
ti
F
p
USTIF
If
l
55
Y)
D
K
Rft
W«ONT RCAH
60
30
TIRE
WEAR!
CARD-V3
10
EGR VALVE PART NUMBER
(LEFT JUSTIFY)
15
70
not
RA
iBE
r
TIRE SIZE
(LEFT JUSTIFY)
JS
CT
R
TASK
NUMBER
35
LAST
CONTPACT
VEHICLE
NUMflfft
V
75
EMISSION STICKER PART NUMBER
(LEFT JUSTIFY)
25
CARBURETOR PART NUMBER
(LEFT JUSTIFY)
35
CARD-V4
45
DISTRIBUTOR PART NUMBER
(LEFT JUSTIFY)
5 10
15
20
25
30
34
-------
ENGINE PARAMETER DATA SHEET
IDENT
CARDG1
Y Y
TEST
DATE
M M
D D
36
-------
FTP AND EVAP TEST DATA SHEET
FTP TEST DATA
Page (1 of 2)
55 60
CONCENTRATION OF DILUTE EXHAUST SAMPLE
rriMi
HC
jpm
CO
pprr
SENTR
i
OTION OF DILUTI
%CO2
o
ON AIR
NC
PP
)X
m
CH4
ppm
F 2
60 65 70
CONCENTRATION OF DILUTION AIR
10 15 20
CONCENTRATION OF DILUTE EXHAUST SAMPLE -
HC
ppm
45
CO
ppm
50
% CO2
55
NOX
ppm
CH4
ppm
35
60
65
38
-------
BAG IDLE AND 50 MPH CRUISE TESTS DATA SHEET
BAG IDLE TEST DATA
HC
ppm
50 55 60
CONCENTRATION OF DILUTE EXHAUST SAMPLE
65
70
75
CO
ppm
% CO2
NOX
ppm
CH4
ppm
10
15
20
25
50 MPH CRUISE DATA
IDENT
CARD 50
CONTRACT
NUMBER
INERTIA
WEIGHT
Ib
ACTUAL
H.P.
ENGINE
SPEED
rpm
HC
ppm/hex
%CO
% C02
NO
ppm
60
65
70
75
40
-------
IDENT
BAG 3
FTP AND EVAP TEST DATA SHEET
FTP TEST DATA (continued)
Page (2 of 2)
CONTRACT
NUMBER
VOLUME OF GAS
(Vo)
ft*
NUMBER
OF
REVOLS
15
kflOM
HG
INLET
PRESS
"HG
T
CVS
TEMR
F
VMIX
20
25
10
15
20
25
WET
BULB
«F
DRY
BULB
F
DISTANCE
I MILES
m
45 50
on Kir*
HC
ppm
CO
pprr
ENTRATIO
^
HC
ppm
I
55
N OF DILUTE EXf
'/. CO2
ONCENTRj
i
CO
ppm
60
HAUST SAMPt
NOX
ppm
0
VTION OF DILUTN
%CO2
0
DN AIR
N(
PP
65 70
E - -
CH4
ppm
3X
m
m
sa
CH4
ppm
U
tb
m
m
&
F 5
^ F 1 6
EVAP TEST DATA
55
60
65
70
42
-------
HIGHWAY FUEL ECONOMY TEST DATA SHEET
(DENT
BAG1
CONTRACT
NUMBER
VOLUME OF GAS
(Vo)
tt»
WET
BULB
F
DRY
BULB
F
45
HC
ppm
10
DTH
15
20 25 30
CONCENTRATION OF DILUTION AIR
DISTANCE
MILES
HC
ppm
CO
ppm
50 55 60
CONCENTRATION OF DILUTE EXHAUST SAMPLE
%CO2
NOX
ppm
65
70
CH4
ppm
CO
ppm
10
%C02
15
NOX
ppm
20
CH4
ppm
25
75
40
80
30
44
-------
FOUR MODE IDLE AND LOADED TWO MODE TESTS DATA SHEET
FOUR MODE IDLE TEST DATA
IDENT
CARD-M1
CONTRACT
NUMBER
5 10 15 20
FIRST IDLE READING IN NEUTRAI
ENGINE
SPEED
rpm
JO
HC
pm/hex
%CO
%C02
N
PP
10
15
2500 RPM
20
HC
pm/hex
%CO
% CO2
N
PP
CARD-M2
45 50 55 60
SECOND IDLE READING IN NEUTRAL
ENGINE
SPEED
rpm
II.
HC
pm/hex
% CO
V.C02
N
Pt
10 15 20
FINAL IDLE READING IN DRIVE
ENGINE
SPEED
rpm
ill
HC
am/hex
%CO
% C02
N<
PP
45
50 55 60 65
LOADED TWO MODE TEST DATA
20
-30MPH MODE
10 15
IDLE MODE IN NEUTRAL-
c
mex
% CO
1
% C02
M
NO
ppm
| |
20
25
ENGINE
SPEED
rpm
C
yhex
/.CO
% CO2
N(
PP
30
45
50
55
60
46
-------
DRIVEABILITY EVALUATION DATA SHEET
CONSTANT SPEED PHASE
ACCELERATION FROM STOP PHASE
RESTART PHASE
CRANKING TIME TO START AFTER 10 MIN (IN SECONDS)
AMBIENT TEMPERATURE
ROAD CONDITION (1-DRY
0F
2 -WET
3-ICY
4 -SNOW)
1234
NUMBER OF STALLS, PASS-OUTS UPON PART THROTTLE
ACCELERATION TO ROAD SPEED
ACCELERATION QUALITY
CRUISE QUALITY
SLIGHT ACCELERATION RESPONSE (PASSING)
IDLE QUALITY AT STOP WITH A/C 'ON'
IDLE QUALITY AT STOP WITH A/C 'OFF'
D
12345
12345
12345
123459
12345
IDLE QUALITY AFTER RESTART
QCJALITY
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
12345
(41-4!
(44)
(45)
(46)
(47)
(48)
(49)
(50)
(51)
(52)
(5J)
(54)
(55-5
(57)
COLD START AND IDLE PHASE (DYNAMOMETER)
DRIVE AWAY PHASE (DYNAMOMETER)
INITIAL CRANKING TIME (IN SECONDS)
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
u
a
1 2
1234
5
NUMBER OF STALLS, PASS-OUTS
ACCELERATION TO ROAD SPEED
UPON SLIGHT
ACCELERATION QUALITY
IDLE QUALITY AFTER 0.2 MIIlE
NUMBER OF STALLS, PASS-OUTS
ACCELERATION TO ROAD SPEED
FROM STOP
UPON SLIGHT
ACCELERATION QUALITY
IDLE QUALITY AFTER 0.4 MILES
QUALITY CODE
9=IF NOT EQPD, 5=EXCELLENT, 4=GOOI
FROM STOP
D
12345
12345
D
12345
12345
D J
), 3-t'AlK, 2=KJOK, 1=FAIL
(58-5
(60)
(61)
(62)
(63)
(64)
(65)
(66)
(67)
(68)
(69)
(79-8
48
-------
PROPANE GAIN DATA SHEET
IDENT
CONTRACT
NUMBER
3023
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)
IN
NEUTRAL
D
15
43
45
47
50
60
Page (1 of 2)
IN
DRIVE
20
30
D
44
46
48
55
65
50
-------
IDENT
CONTRACT
NUMBER
PROPANE GAIN DATA SHEET
Page (2 of 2)
15
20
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 TH E SAME (1 -YES)
WHEN ENGINE STABILIZES, RECORD:
a) RPM
b) IDLE %CO
21
23
25
40
20
D
22
D
24
26
35
45
VEHICLES OTHER THAN 3-WAY CLOSED LOOP
IN NEUTRAL
W/O PROPANE
RPM SPEC
LEAN DROP
OR
PROPANE
35
52
-------
KMlSiJlON COMPONENTS DATA SllliKT
INDUCTION SYSTEM
U) l->
:- y.
rr.
LI
m CQ
a) HEATED AIR DOOR ASSEMBLY
b) TEMPERATURE SENSORS
c) AIR FILTER ELEMENT
d) HOSES
e) OTHER
CARBURETOR AND FUEL SYSTEM - FUEL SUBSYSTEM
a) CARBURETOR ASSEMBLY
b) IDLE MIXTURE ADJUSTMENT LIMITING DEVICE
c) IDLE MIXTURE
TDLE SPEED
e) IDLE SPEED SOLENOID
f) FUEL INJECTION COMPONENTS
q) HOSES, LINES, WIRES
h) OTHER
54
-------
KMiSi; ION COMPONENTS UATA
IIiKNT
CONTRACT
NUMBER
3
o|2
3
CARBURETOR AND FUEL SYSTEM - CHOKE SUBSYSTEM
a) CHOKE ADJUSTMENT (NOTCHES)
b) CHOKE ADJUSTMENT (VACUUM BRE/.K)
c) CHOKE ADJUSTMENT LIMITING DEV CCE
d) FAST IDLE SPEED
e) VACUUM DIAPHRAGMS
f) ELECTRICAL CONTROLS
g) EXHAUST HEAT CONTROL VALVE ASSEMBLY
h) HOSES, LINES, WIRES
i ) OTHER
u
g
o
Si
(
in
m
M
n
8
en
« W
03 r!
3 O
n
^
u
a;
u
o.
StJ
5
60
d'j
70
75
El
f<0
56
-------
KM I i>:J I UN fi 'I'ONl-JN'I.S UATA .SIIKKT
I DENT
CONTRACT
NUMBER
IGNITION SYSTEM
a) DISTRIBUTOR ASSEMBLY
b) INITIAL TIMING
C) INITIAL TIMING LIMITING DEVICE
d) SPARK PLUGS AND WIRES
e) VACUUM ADVANCE ASSEMBLY
f) SPARK DEIAY DEVICES
g) SPARK KNOCK DETECTOR
h) ELECTRONIC TIMING MODULE j
i) COOLANT TEMPERATURE SENSORS (TVS)
j) HOSES, LINES, WIRES
k) OTHER
*
U
1 EMM
C
! M
L.
1C
7i
C 1
58
-------
KM i:;:; i UN CDMI-UNKNT:; DATA :.m-.i.i-
'i .1 h)
111KNT
EGR SYSTEM
n) KCR
VALVE ASSEMBLY
b) HACK
PRESSURE TRANSDUCER
1.1
it
o
u
(/I f<
'-> X
in I.I
c)
DEIJVY SOLKNOID
d)
VACUUM AMPLIFIER
J
c)
VACUUM RESERVOIR
t
c) VACUUM RESERVOIR
O COOIANT TEMPERATURE SENSOR (TVS)
CT) HOSES, LINES, WIRES
h) OTHER
1 m
u
TUl
!'
1 1 BMB
'.
70
1
7'j
C -1
80
60
-------
O
-3
ro
a
O
en
n
ui
cr
HJ
M
M
n
w
n
en
-3
M
2
3
X
n
»
y
m.
.. v'.
Ml
O
C/l
PJ
in
Z
en
£
3
in
i ~,
1
o
V
-\
m
ro
n
H
j
Q.
§
M
n
2 n
c o
TEST
VEH
N-JX2ES
C
t^
C
2
TEST
SEC
[SUE SVS
CCOE
-------
fim:,:',\nt\ c
.NTS DATA :>iu.i.-i-
>.«) It
I DENT
CONTRACT
NUMBER
EXHAUST SYSTEM
a) MANIFOLD, TAILPIPE, MUFFLERS
b) CATALYST
c) OTHER
EVAPORATIVE CONTROL SYSTKM
=
OTHER
ENGINE ASSEMBLY
ENGINE ASSEMBLY
u
o
c
o
la
u
o.
Ul
!>"
in
in
7>
L.J
n
C'
u
" 1'.
U) Uj
I14 ^
/) f I
1-
la.
k
a) CANISTER
b) CANISTER
FILTER
c) CANISTER
PURGE SOLENOID/VALVE
d) HOSES, LINES, WIRES
it)
raffiS
u
~Mi
b) COOLING SYSTEM
C) VALVE ADJUSTMENT
d) BELT TENSIONS
e) HOSES, LINES, WIRES
^
b?
EMS
70
|
3
75
|C 6
SO
64
-------
KMIS.SIOM CUMl'ONKNT.1; DATA SIIKKT
3-WAY SYSTEM
a) ELECTRONIC CONTROL UNIT
b) OXYGEN SENSOR
c) BAROMETRIC PRESSURE SENSOR
j) AIR/FUEL CONTROL ACTUATOR (SOLENOID, STEPPER MOTOR)
k) AIR RYPASS SOLENOID/VALVE
1) AIR DIVERTOR SOLENOID/VALVE
THROTTLE KICKER ACTUATOR
n) ID1.K SPRFP
, SY
-------
KM I HS I ON (JUMrONttNT.'j UA'I'A SUI-JKT
c; (fl i.l H)
I DENT
o) HOSES, LINES, WIRES
n
C>
U
H
'S.
U)
in u
p) DIAGNOSTIC BUI.R CHKOC
q) DIAGNOSTIC WARNING
r) DIAGNOSTIC SYSTEM CODE{S)
s) OTHER
4'.
60
70
68
7'.,
[CJH
. 80
-------
COMMKH'i'S
I UKNT
JONT&AC1
NUMhh'R
>o
70
N 3
-------
VEHICLE OWNER -QUESTIONNAIRE
DATA SHEET
19NOV 1980
1) What is the brand name of the fuel you normally use (see list below)?
(1-4
2) Have you, or others, ever noticed a hydrogen sulfide (rotten eggs)
odor. in the vehicle exhaust?
1 (never)
2 (seldom)
3 (occasionally)
4 (frequently)
5 (don't know)
(5)
3) Have you ever used gasohol in this vehicle?
1 (never)
2 (seldom)
3 (occasionally)
4 (frequently)
5 (don't know)
(fi)
(7)
(3)
(9)
4) If you have used gasohol,
a) Have you noticed any difference in
the vehicle performance?
1 (never used gasohol)
2 (perf. is better)
3 (perf. is worse)
4 (no difference)
5 (don't know)
b) Have you noticed any difference in
fuel economy?
1 (never used gasohol)
2 (fuel economy better)
3 (fuel economy worse)
4 (no difference)
5 (don't know)
5) How long ago did you purchase 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
S55 * *
AMOC AMOCO CLAR CLARK
ARCO ARCO CONO CONOCO
ASHL ASHLAND CROW CROWN
BONA BONAFIDE DERB DERBY
BP BP ENCO ENCO
CHEV CHEVRON ESSO ESSO
CXTC CITCO EXXO EXXON
S5S !£££ 5£J£ ENTER BRAND HAKE arras BRAND NAME ENTER BRAND NAME
PINA PINA
GEMC OEMCO
CULT GULP
HESS HESS
HUDS HUDSON
MARS MARS
MART MARTIN
HOBZ
MOTO
PENH
PHIL
SCOT
MOBIL
MOTOR
PENNEYS
PHILLIPS
SCOTT
SEAR SEARS
SHAM SHAMROCK
SKEL
sue
SITE
SKEL
STAN
SUNO
TEXA
SHELL
SINCLAIR
SITS
SKELLY
STANDARD
SUNOCO
TEXACO
UNIO
VICK
HARD
ZEPH
**
UNXN
VARI
ONION
TICKERS
WARDS
ZEPHYR
OTHER
UNKNOWN
VARIOUS
IF BRAND IS 'OTHER' , THEN ENTER THE FULL BRAND NAME VEHICLE OWNER USES.
72
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
19 MOV fSSQ
DENT.
CONTRAC
NUMBER
>) On a yearly basis, how many thousands of mi las is this vehicle driven?
') Where is the driving done? a) City expressways
almost all: >75%
most: 75-51%
some: 50-21% '
little or none: < 20% b) Major city streets
c) Other city streets
d) Rural expressways
e) Other rural roads
*
> How is che driving done? a) To and from work
almost all: >75%
most: 75-51%
some: 50-21%
little or none: C 20% b) Shopping and errands
cl Business (not to and from work)
d) Other (social, vacations, etc.)
How did you get here today?
Approx. miles
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 (most)
3 (some)
4 (little or none)
1 (almost all)
2~(mo«)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 (almost ail}
2 (most)
3 (some)
4 (little or none)
1 (almost all)
2 (oust)
3 (some)
4 (little or none)
1 (almost all)
2 (most)
3 (some)
4 (little or none)
1 Calmest all)
2 (most)
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)
f
(11)
(12)
(13)
(14)
(15)
(IS)
(17)
(18)
(19)
(20)
121-22)
74
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
19NOV 1380
IDENT
CONTRA
NUMBER
3
0
2
10) How is this vehicle used? a) Driver only
almost all: 75%
moat: 75-51%
some: 50-21%
little or nonei 20% b) Driver and one passenger
c) Driver and 2 or nore passengers
d) Driver only with heavy cargo
e) Driver, passenger1 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?
LJ) uo 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) Diesellng (after run)
1 (almost all)
2 (anst)
3 (SOM)
4 (little or none)
1 (almost all)
2 (most)
3 (SOM)
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 times)
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)
(27)
(28)
(29-3i
(31)
(32)
(33)
(34)
(35)
(36)
(37)
(38)
(39)
(40)
-------
VEHICLE OWNE
DAT
EET
19NOV iSSO
.4)
.51
L6)
m
L8)
19)
20)
a)
2)
Overall, ace you reasonably satisfied with the engine
performance of this vehicle?
How long ago was the last oil change?
If you purchased the vehicle under warranty, how many times
has it been returned for warranty repairs?
Mhat was the - nature of the warranty repair?
Have you had any repairs to your vehicle for the '
' correction of driveability problem*?
What repairs were performed on your vehicle to correct
the driveability problems?
Specify _
..
How long ago were these repairs accomplished?
Here these repairs effective in correcting the driveability problems?
t
Is this vehicle operated regularly on unpaved roada, in competitive
events, or in hauling or transporting loads heavier than for
which it was designed?
1 (yes)
2 (nose of the time)
3 (no)
1 (too new, not due)
2 (due, but not yet done)
3 (0-6 months ago) '
4 (6-12 months ago)
5 (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)
ri~ (nuuUlj
4 (driveability)
5 (other)
1 (yes)
2 (no problems)
1 (none)
2 (carburator)
3 (engine)
4 (emission control system)
5 (ignition system)
6 (other)
7 (don't know)
1 (no repairs)
2 (0-3 months)
3 (3-6 months)
4 (over 6 months)
S (don't know)
1 Cno repairs)
2 Cyesl
3 tool
1 (yes)
2 (no)
3 (don't know)
(41)
(42)
(43)
(44)
(45)
(46)
(47)
(48)
(49)
78
-------
VEHICLE OWNER QUtaTIQNNAIRfi
DATA SHEET
19NOV 1880
' 23) Has tha vehicle ever had major damage in a) Engine
any of the following areas?
b) Cooling system
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 EPA program?
26) jas any maintenance performed since the last test?
27) What type of maintenance was performed?
28) How much did the maintenance cost?
1 : no maintenance 2 : don't know 3 : 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-ino)
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 (not tested)
f
1 (no maintenance)
2 (dealer)
3 (independent garage)
4 (tune-up clinic)
5 (yourself)
6 (not tested)
(50)
(51)
(52)
(S3)
(54)
-------
VEHICLE OWNER QUESTIONNAIRE |Q
DATA SHEET
30) Do you accurately keep records of the fuel economy on this vehicle?
31) Are you concerned with the fuel economy of this vehicle?
jr
32) Date of last city or state inspection
aj Month
: don't know zz. : not required -rr : never inspected
** 88 b) Year
33) oicl 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 (yea)
2 (no)
1 (yes)
2 (no)
-
1 (pass)
2 (fail)
3 (don't know)
4 (not required)
5 (never inspected)
1 (yes)
2 (no)
I
(64)
(65)
(56-67)
'(68-69)
(70) i
U)
(2-7)
£[-'
80
82
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
IT
A) How often is the car we are testing tuned up?
1 (at least every six)
months)
2 (7 to 12 months)
3 (Less often than once
per year)
4 (According to owners
manual)
5 (Too new to be tuned)
6 ("When Needed")
7 (Other)
8 (Don't Know)
9 (Not Applicable)
(1)
B)
How long ago was the last tune up?
1 (6 months or less)
2 (7 to 12 months)
3 (longer than 12 months
8 (Don't Know)
9 (Not Applicable)
(2)
C) Who did the last tune up?
D) We are interested in the a) in the city?
fuel economy people actually
get with their cars. How b) on the highway
many miles per gallon do
you get with this car?
1 (car dealer)
2 (service station)
3 (independent garage)
4 (self or other family
member)
7 (Other)
8 (Don't Know)
9 (Not Applicable)
(3)
(Enter "98" if Don't Know)
(Enter "99" if Not Applicable)
c) combined city
& highway
(4-5)
(6-7)
(8-9)
84
0 8
-------
VEHICLE OWNER QUESTIONNAIRE
DATA SHEET
OCT 1 2 198]
AESI
E ) Has unleaded gasoline usually
been used in this car?
1 (Yes)
2 (No)
8 (Don't Know)
9 (Not Applicable)
(10)
F)Unleaded gas is more
expensive than leaded
and at times has been
hard to find.
a) Have you ever used
leaded gasoline in
this car?
b) If yes,
how often?
1 (yes)
2 (no)
8 (don't know)
9 (Not Applicable)
50 (50 or more)
51 (Never)
52 (Seldom)
53 (Occasionally)
54 (Frequently)
99 (Don't Know or
not Applicable)
(11)
(12-13
G) Is regular or premium used?
1 (Regular)
2 (Premium)
7 (Other)
8 (Don't Know)
9 (Not Applicable)
(14)
86
-------
FIGURE 5
QUALITY ASSURANCE ACTIVITY
88
-------
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 FoTffl, 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 5 back into
soak for complete
test re-run
Notify Project
Engineer of
Test Validity
Pre-Cond. on
dyno 9 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.
FIGURE 5
QUALITY ASSURANCE ACTIVITY FLOW CHART
90
-------
ISM to do vehicle
inspection & fill out
all pertinent data forms
5 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
5 ensures all
information
is
correct
All pertinent documentation
is put into vehicle packet
5 readied for shipment
to EPA
QA fills out shipper
5 ensures each vehicle
is identified 5 submits
vehicle packets to Shipping/
Receiving Dept.
COMPLETE
FIGURE 5 CONTINUED
92
------- |