APTD-1496
APRIL 1974
               EXHAUST  EMISSIONS
             FROM  UNCONTROLLED
                            VEHICLES
        AND RELATED EQUIPMENT
                   USING  INTERNAL
             COMBUSTION ENGINES:
         •\
            PART 7 - SNOWMOBILES
         U.S. ENVIRONMENTAL PROTECTION AGENCY
            Office of Air and Waste Management
         Office of Mobile Source Air Pollution Control
            Emission Control Technology Division
               Ann Arbor, Michigan  48105

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                                    APTD-1496
     EXHAUST  EMISSIONS

   FROM UNCONTROLLED

            VEHICLES

AND RELATED EQUIPMENT

       USING  INTERNAL

   COMBUSTION ENGINES:

  PART 7  - SNOWMOBILES
                  by
       Charles T . Hare and Karl J . Springer
          Southwest Research Institute
             San Antonio, Texas
           Contract No. EHS 70-108
     EPA Project Officer:  William Rogers Oliver
               Prepared for

    U.S. ENVIRONMENTAL PROTECTION AGENCY
       Office of Air and Waste Management
 Office of Mobile Source Air Pollution Control Programs
      Emission Control Technology Division
          Ann Arbor, Michigan 48105

                April 1974

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This report is issued by the Environmental Protection Agency to report
technical 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 - as supplies permit - from the Air
Pollution Technical Information Center, Environmental Protection Agency,
Research Triangle Park, North Carolina 27711; or, for  a fee, from the
National Technical Information Service, 5285 Port Royal Road, Springfield,
Virginia 22161.
This report was furnished to the Environmental Protection Agency by
Southwest ^Research Institute, in fulfillment of Contract No. EHS 70-108.
The contents of this report are reproduced herein as received from
Southwest Research Institute.  The opinions, findings, and conclusions
expressed are those of the author  and not necessarily those of the Environmen-
tal Protection Agency. Mention of company or product names is not to
be considered as  an endorsement by the Environmental Protection Agency.
                  Publication No. APTD-1496
                                  11

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                             ABSTRACT
       This report is Part 7 of the Final Report, on "Exhaust Emissions
from Uncontrolled Vehicles  and Related Equipment Using Internal  Com-
bustion Engines, " Contract EHS 70-108.   Exhaust emissions from four
snowmobile engines were measured using steady-state "mapping"  pro-
cedures,  employing 29 combinations of speed and load for each engine.
The  engines tested were an Arctic 440, a Polaris 335,  a Rotax 248,  and
an OMC 528 rotary.  The first three engines listed are all 2-stroke vert-
ical  twins with blower cooling,  and the last engine is a blower- (and charge-)
cooled rotary combustion (Wankel)  engine.

       The procedures used for operation  of snowmobile engines included
idling and a variety of engine loads at four to six crankshaft speeds, de-
pending on the engine.  The  gaseous exhaust constituents measured on a
continuous basis during all the test modes  included total hydrocarbons
by FIA; CO,  CO2, NO, and HC by NDIR; NO and NOX by chemiluminescence;
and O2 by electrochemical analysis.  Gaseous constituents  measured during
some modes on a  bag sample or grab sample basis included light hydro-
carbons by gas  chromatograph>and  formaldehyde (HCHO) and total aliphatic
aldehydes (RCHO) by wet chemistry.  Exhaust smoke was measured using
a PHS  full-flow smokemeter, and exhaust particulate was measured using  an
experimental  dilution-type particulate  sampler.  The smoke and particulate
measurements were acquired only at a limited number of conditions se-
lected  from the 29 speed/load combinations used for gaseous emissions
testing.

       The engines  were operated on a special test stand, utilizing a
small water-brake dynamometer and inlet  air controlled to a nominal
20° F.  The emissions results are used in conjunction  with available data
on snov/mobile population and usage to estimate national emissions impact.
                                 Ill

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                             FOREWORD
        The project for which this  report constitutes  part of the end
product was initiated jointly--on June 29, 1970 by the  Division of Motor
Vehicle Research and Development and the  Division of Air Quality and
Emission Data, both divisions of the agency known as NAPCA.   Cur-
rently,  these offices are the Emission  Characterization and Control
Development Branch of MSAPC and the National Air  Data  Branch of
OAQPS, respectively,  Office of Air and Water Programs,  Environ-
mental  Protection Agency. The contract number is EHS 70-108, and
the project is identified within Southwest Research Institute as  11-2869-001.

        This report (Part 7) covers the  snowmobile portion of the char-
acterization work only, and the other items in the characterization work
have been covered by six other parts  of the final report.   In the order in
which the final reports have been submitted, the seven parts of the char-
acterization work include:  Locomotives and Marine  Counterparts; Out-
board Motors; Motorcycles; Small Utility Engines; Farm,  Construction
and Industrial Engines; Gas Turbine "peaking" Powerplants; and Snow-
mobiles.   Other  efforts which have been conducted as separate phases
of Contract EHS  70-108 include:  measurement of gaseous emissions from
a number of aircraft turbine engines, measurements of crankcase drainage
from a  number of outboard motors, and investigation of emissions control
technology for locomotive diesel engines; and those phases either have
been or will be reported separately.

        Cognizant technical personnel for the Environmental Protection
Agency are currently Messrs. William Rogers Oliver  and David S. Kircher;
and past Project Officers  include Messrs.  J. L. Raney, A. J.  Hoffman,
B. D.  McNutt, and G.  J.  Kennedy.  Project Manager for  Southwest Re-
search  Institute has been Mr.  Karl J   Springer, and Mr.  Charles T. Hare
has carried the technical responsibility.

        The offices of the sponsoring agency (EPA) are located  at 2565
Plymouth Road,  Ann Arbor, Michigan 48105 and at Research Triangle
Park, North Carolina 27711; and the contractor (SwRI) is  located at
8500 Culebra Road,  San Antonio,  Texas 78284.

        The assistance of several groups and individuals has contributed
to the success of the snowmobile  portion of this project, and it should be
acknowledged. Appreciation is first expressed to the International Snow-
mobile  Industry Association (ISIA), in particular to Mr. John F.  Nesbitt,
who supplied population, sales, and usage  data gathered by ISIA from
its member companies. Thanks are also expressed  to Sally Wimer,
editor of Invitation to  Snowmobiling magazine for her interest in the

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snowmobile studies  and her assistance over a period of two years or
more,  and to Snow Goer Trade magazine for back issues containing
material of interest to  this study.  Appreciation is also expressed to the
corporations which  supplied engines for testing and to technical personnel
at these companies  who gave  invaluable assistance, namely:  Arctic
Enterprises, Inc. ,  and Messrs. Wayne Konickson and Ron Solberg;
Bombardier, Ltd.,  M. Zoel  Bergeron; Outboard Marine Corporation,
and Messrs. Mike Griffith and George Miller; and Polaris Industries,
Mr.  Les Foster.  Mr.  Lowell Haas of  Scorpion, Inc. also assisted with
comments on test procedures and technical details.

       The SwRI  personnel who performed most of the preparation and
test work included:  Russel T. Mack,  lead technician; William P. Jack,
Paul Fowler, Ernest Krueger and Nathan Reeh, technicians; and Joyce
Winfield, laboratory assistant.  The contributions of all these people
are  sincerely appreciated.

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                       TABLE OF CONTENTS
ABSTRACT                                                     '

FOREWORD                                                     v

LIST OF FIGURES                                              Vii

LIST OF TABLES                                                x

1.      INTRODUCTION                                           1

II.     OBJECTIVES                                              2

III.    TEST  DOCUMENTATION,  INSTRUMENTATION, PRO-
       CEDURES,  AND CALCULATIONS                          3

       A.   Engine Specifications and Descriptions                 3
       B.   Test Documentation and Equipment                    3
       C.   Emissions Test Procedures                         10
       D.   Calculations and Unmeasured Emissions             12

IV.    EMISSION TEST RESULTS                               16

       A.   Aldehyde  and Light Hydrocarbon Concentrations      16
       B.   Major Gaseous Emissions Results                   18
       C.   Particulate and Smoke Results                       31

V.     ESTIMATION OF EMISSION ^ACTORS AND NATIONAL
       IMPACT                                                 37

       A.   Development of Emission Factors                    37
       B.   Estimation of National Impact                        48

VI.    SUMMARY                                               54

LIST OF REFERENCES                                         56

APPENDIX
                                VII

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                         LIST OF FIGURES


Figure                                                          Page

   1       Arctic Cat 440 Engine on Test Stand                     5

   2       Polaris 335 Engine  on Test Stand                        5

   3       Bombardier (Rotax) Z48  Engine
          (Photo Supplied by Bombardier)                         5

   4       OMC 528 Rotary Engine on Test Stand                   5

   5       Details of Exhaust System Used on OMC 528
          Rotary Engine                                          7

   6       Details of Plastic Intake  Duct Used on Polaris
          335 Engine (Typical of Those Used on All Four
          Engines)                                                7

   7       Details of Intake Air Cooling System                    7

   8       Overall View of Equipment and Personnel During
          a Test                                                  7

   9       Details of Fuel Scale, Water Traps,  FIA De-
          tector Unit,  and Dynamometer Readouts                 9

 10       Typical Setup for Particulate Sampling                  9

 11       Details of Experimental Particulate Sampler             9

 12       Details of PHS Smokemeter                             9

 13       Hydrocarbon Emissions from Four Snowmobile
          Engines as Functions of Load, With Engine Speed
          as Parameter - Data from Tables  5,  7, 8, and 9       27

 14       Carbon Monoxide Emissions from  Four Snow-
          mobile Engines as Functions  of Load, With Engine
          Speed as Parameter - Data from Tables 5,  7,
          8,  and 9                                              28

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                      LIST OF FIGURES (Cont'd)


Figure                                                          Page

  15       Oxides  of Nitrogen Emissions from Four Snow-
          mobile  Engines as  Functions of Load,  With Engine
          Speed as Parameter  - Data from Tables 5,  7,  8,
          and 9                                                  29

  16       Total Aliphatic Aldehyde (RCHO) Emissions from
          Four Snowmobile Engines as Functions of Load
          With  Engine Speed  as Parameter - Data from
          Tables  5, 7, 8, and 9                                  30

  17       Particulate Emissions from Four Snowmobile
          Engines as  Functions of Load,  With Engine Speed
          as Parameter  - Data from Tables 5,  7,  8, and 9        33

  18       8% Opacity  Smoke from a Snowmobile  Engine            36

  19       14% Opacity Smoke from a Snowmobile Engine          36

  20       2% Opacity  Smoke from a Snowmobile  Engine            36

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                          LIST OF TABLES
Table                                                           Page

   1       Specifications of Test Engines Compared to Ap-
          proximate Industry Ranges  for the 1972-1973
          Model Year                                             4

   2       Engine Speed and Load Conditions Used for Emis-
          sions Tests                                            11

   3       Summary of Average  Aldehyde Concentrations
          from Four Snowmobile Engines                         17

   4       Concentrations of Light Hydrocarbons in the  Ex-
          haust  of Four Snowmobile Engines                     19

   5       Average  Fuel  Rates,  Mass  Emissions, and Brake
          Specific Emissions for an Arctic  Cat 440 Snow-
          mobile Engine                                         21

   6       Average  Fuel Rates,  Mass  Emissions, and Brake
          Specific Emissions for an Arctic  Cal 440 Snow-
          mobile Engine with Rich High-Speed Jet Setting         22

   7       Average  Fuel Rates,  Mass  Emissions, and Brake
          Specific Emissions for a Polaris  335 Snowmobile
          Engine                                                23

   8       Average  Fuel Rates,  Mass  Emissions, and Brake
          Specific Emissions for a Rotax 248 Snowmobile
          Engine                                                24

   9       Avera,ge Fuel Rates,  Mass  Emissions, and Brake
          Specific Emissions for an OMC  528 Rotary Snow-
          mobile Engine                                         25

  10       Particulate Concentration Data on Four  Snow-
          mobile Engines                                        32

  11       Summary of Average Smoke Opacity from  2~
          Stroke Snowmobile Engines, Based on 2-Inch
          Diameter Outlet                                       35

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                      LIST OF TABLES (Cont'd)
Table                                                           Page
  12       Dynamometer Operating  Cycles Used by Two
          Manufacturers                                         37

  13       Estimates of Average Owner Usage from Massey-
          Ferguson                                              38

  14       Field Usage Data Developed by John Deere              39

  15       Regrouped and Modified Field Usage Data              40

  16       Time-Based Weighting Factors for Snowmobile
          Engine  Emissions Results                              41

  17       Cycle Composite Mass and Specific Emissions
          for Four  Snowmobile Engines                          43

  18       Variation in Major Emissions and. Fuel Con-
          sumption with Operating  Cycle Load Factor             45

  19       Description of Snowmobiles Owned ana Operating
          Data Obtained from a Survey of Magazine Subscribers   47

  20       Emissions, Fuel Consumption, and Power Output
          of 2-Stroke Snowmobile Engines Divided by Engine
          Displacement                                          49

  21       Estimated Snowmobile Emission Factors (As-,
          suming 362 cm3  Displacement)                         ^9

  22       Estimates of Annual Operating Time from Massey-
          Ferguson                                              50

  23       Distribution of Registrations for the 1972-1973
          Season                                                 51

  24       Estimated National  Emissions Impact  of Snow-
          mobiles                                               52

  25       Comparison of Snowmobile Emission Estimates
          with EPA Nationwide Air Pollutant Inventory Data      52

 26       Summary of Estimated Seasonal and Regional Varia-
          tion in Snowmobile Emissions                          53

                                 XI

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                         I.  INTRODUCTION
       The program of research on which this report is based was
initiated by the Environmental Protection Agency to (1) characterize
emissions  from a broad range of internal combustion engines  in order
to accurately set priorities for future control, as  required and (2) assist
in developing more inclusive national and regional  air pollution inventories.
This document,  which is Part 7 of a seven-part final report, concerns
emissions  from snowmobiles and the national impact of these emissions.

       Prior to the subject \vork,  virtually no useful information on
snowmobile emissions had been published.  Although a great many
papers were available on emissions from 2-stroke engines,  they were
concerned  with either engine modifications  to reduce emissions  or with
engines of  sizes and types other than those  commonly used in  snow-
mobiles.   The procedures used to acquire emissions data for  this report
were chosen with  the intent of gathering the most useful results,  but little
consideration has been given to the potential usefulness of these procedures
for anything except  research purposes.  All the subject tests were per-
formed in  the SwRI  Emissions Research Laboratory between March 19
and July 31, 1973.

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                          II.  OBJECTIVES
       The objectives of the snowmobile part of this project were to
obtain exhaust emissions data on a variety of engines and to use these
data in conjunction with available information on  a number of snow-
mobiles in service and their annual usage to estimate  emission factors
and national impact.  The emissions to be  measured included total
hydrocarbons by FIA; CO, CO ,  NO,  and HC by NDIR; O^ by electro-
chemical analysis; light hydrocarbons by gas chromatograph; aldehydes
by wet chemistry; particulates by gravimetric analysis; and smoke by
the PHS light-extinction smokemeter.  These exhaust  constituents are
essentially the same as those  measured during all tests on gasoline-
fueled engines tested under this  contract.

       The objectives included implicitly the development of test pro-
cedures suitable for obtaining emissions data on  snowmobile engines
and the development or modification of calculation techniques for emis-
sion factors and national impact. It was also necessary to simulate the
snowmobile's operating environment to some extent,  and to this end a
system was constructed to provide air to the carburetor at a nominal
20° F and at normal atmospheric pressure.
                                  2

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         III.  TEST DOCUMENTATION, INSTRUMENTATION,
                PROCEDURES, AND CALCULATIONS
       This report section includes descriptions and photographs of
the test engines, descriptions and photographs of the test equipment
and instrumentation used, and explanations of the test  sequences and
calculation methods employed.   Briefly, four engines were tested using
a small water-brake dynamometer and state-of-the-art emissions
measuring equipment;  and the engines were supplied with intake air
at or near 20° F to help simulate field operation.  Three of the engines
were 2-stroke twins,  representative of the majority of newer engines
in service, and the fourth was a rotary (Wankel) engine which was chosen
due to mechanical  novelty and anticipation of future engine trends.  The
testing procedures used included three modes at idle plus 28 other speed/
load conditions which were intended to span the operating range of the
engines.  These  28 conditions were not uniform from engine to engine
due to different rpm ranges and power bandwidths.

A.     Engine Specifications and Descriptions

       To show the extent to which the engines tested were representative
of those  currently  being offered, Table 1 has been prepared to show the
major specifications of the test  engines  as  compared to approximate  in-
dustry ranges for the 1972-1973 models.  It appears that the test engines
generally fell in  the center of the pov/er plants available according to
most design criteria, which was one of the main objectives of choosing
these  engines.  The exception to this rale  is the OMC rotary, which was
included in the test program primarily to assess possible future changes
in snowmobile emissions  rather than to  help determine current national
impact.  In terms  of the results of a snowmobile ownership survey (1972-
1973  season)'"1''\ the three brands in most, widespread use were Ski-Doo
(Bombardier), Arctic Cat, and Polaris, represented by the three reci-
procating engines tested.  The  2-stroke engine has  become almost the
universal snowmobile powerplant (until the advent of the rotaries) due
to its relatively high pov/er/weight and power/size  ratios,  low cost.
minimum number of moving parts, and extremely good cold weather
starting  capability.

B.     Test Documentation and  Equipment

       Photographs of the test engines  begin with Figure 1, which shows
the Arctic  Cat 440  engine  (manufactured by Kawasaki)  mounted on a
-•' Superscript numbers in parentheses refer to the List of References
  at the end of this report.

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    TABLE 1.  SPECIFICATIONS OF TEST ENGINES COMPARED TO
APPROXIMATE INDUSTRY RANGES* FOR THE 197Z-1973 MODEL  YEAR

Specification
Displacement, cm
Cylinders
Rated Power, hp
Rated rpm
Induction
Cooling
Compression Ratio
Rated hp/ liter
Artie
440
436
2
32
7000
piston port
Air -Axial
Blower
6.8
73
Polaris
Star 335
335
2
25
6500
piston port
Air-Radial
Blower
6.7
77
Bombardier
(Rotax) 248
247
2
16
6000
piston port
Air- Axial
Blower
6.7
65
OMC 528
Rotary
528
(1 rotor)
35
6000
(d)
Air -Radial
Blower^'
8.5
66
Industry
Range
225-560
1-3
12-58 (b>
5500-8000(C>
(e)
Air, Liquid,
and Charge
6.5-6.8(g)
49-ll6(n)
          * Do not include  mini-snowmobiles or over-the-counter
            racers--see notes b, c, and g
         (a) Not from manufacturer's data
         (b) Conventional engines only- -mini- snowmobiles  down to
            3 hp,  racers up to 124  hp
         (c) Conventional engines only- -mini- snowmobiles  down to
            3600 rpm, racers up to 9500  rpm
         (d) Side and Peripheral ports
         (e) Piston port,  reed valve, and  rotary valve for 2-strokes
         (f) Plus charge  cooling of  rotor
         (g) Z-stroke engines only
         (h) Conventional engines only-- mini-snowmobiles down to
            18, liquid-cooled up to 114, racers up to 190

  stand constructed especially for these tests.   The stand was made of
  steel channel and angle, with a great deal of reinforcement; and the
  engines were mounted on a  1/2-inch  steel plate which was attached to
  the stand proper using resilient mounts.   In some cases,  the severity
  of vibration  created by  the engines required that the mounting plate be
  damped by sections of angle bolted to it  and the main frame.

         The power  absorption unit of  the Stuska 90 hp water-brake dyna-
  mometer is  partially visible behind the engine  in Figure 1.  This  photo
  also shows a typical adaptation to the stock exhaust system made  for
  test purposes with the (stock) short cylindrical section  exiting the muf-
  fler at  a right  angle and immediately "dumping" into a 4-inch diameter
  duct.  The general  approach taken was to  allow the exhaust to enter as
  large a duct  as possible as it came out its normal opening, and to  allow
  the intake air to be drawn into its normal  entrance (either the carburetor(s),

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 FIGURE 1.  ARCTIC CAT 440 ENGINE
          ON TEST STAND
FIGURE 2.   POLARIS 335 ENGINE
        ON TEST STAND
 FIGURE 3.  BOMBARDIER (ROTAX)
           248 ENGINE
(PHOTO SUPPLIED BY BOMBARDIER)
  FIGURE 4.  OMC 528 ROTARY
    ENGINE ON TEST STAND

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 silencer, or filter) from as large a volume as possible at atmospheric
 pressure.  The exhaust systems permitted pressures at the normal
 exhaust outlet within 0. 1 inch Hg above atmospheric pressure.

        Figure 2 shows the Polaris 335 engine,  and the  scale used to
 determine fuel mass flow rate appears in the foreground.  Fuel for all
 the engines was  equivalent to Federal emission test gasoline   ,  plus
 the recommended amount of lubricant as specified by each engine manu-
 facturer.  The fuel was drawn from a 5-gallon  container on one side of
 the scale, and balance weights were added to the other  side to bring the
 imbalance within the 0-2 ]bf range of the  scale (readout in 0. 01 Ibf in-
 crements).  Fuel times were taken with a stopwatch while the engines
 consumed a predetermined amount of fuel,  the  amount varying according
 to rate of consumption to keep the time measurements to reasonable
 lengths.

        Figure 3 shows the Bombardier (Rotax) 248 engine (this photo
 was supplied by Bombardier), and Figure 4 shows the OMC 528 rotary.
 Note in Figure 4 that the stock air inlet grille is  mounted in a flat  surface
 and that a Tedlar* plastic  enclosure is used to  duct intake air from the
 cooling chamber to the grille.  These flexible plastic ducts, having a
 relatively large volume and no solid boundaries when the inlet air  was at
 atmospheric pressure,  were used to prevent unwanted pulsations at the
 intake point.   The insulating panel shown beside the engine  in Figure 4
 can be located more precisely by referring to Figure 5, which shows it
 to be located between the  engine and muffler  to prevent radiant transfer
 of heat from muffler to engine.  The square duct at the foreground in
 Figure 5 is the outlet of a  high-volume blower used to cool  the muffler
 on this engine, since the engine produces extremely high-temperature
 exhaust gases.

        Figure 6 shows more detail of the plastic intake duct used on the
 Polaris  335 engine, which is  also similar to  those used on the others.
 Some detail of the intake air cooling system is  shown in Figure 7,  with
 the barrel on the left containing a naphtha-type liquid in -which were im-
 mersed  chunks of dry ice to keep its temperature down to about -75° C.
 This  cold liquid was pumped through three concentric coils of 1/2-inch
 diameter copper tubing mounted in the other  barrel, totalling about 250
 feet in length.   Room air at about 75° F was supplied to the  second barrel
 (at  right in  Figure 7) by the blower in the foreground,  and it circulated
 over the coils  through a system of baffles.  Pressure at the engine air
 inlet \vas monitored by the water manometer  mounted on the right-hand
 barrel and was controlled to within 0. 1 inch H^O  above atmospheric
pressure by restricting the make up blower inlet  and adjustment of the
 counterweighted waste-gate on the top of the right-hand barrel.
  Registered trademark of E.  I. duPont De Nemours & Company

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FIGURE 5.   DETAILS OF EXHAUST
   SYSTEM USED ON OMC 528
        ROTARY ENGINE
FIGURE 6.  DETAILS OF PLASTIC
INTAKE DUCT USED ON POLARIS
335 ENGINE (TYPICAL OF THOSE
  USED ON ALL FOUR ENGINES)
 FIGURE 7.  DETAILS OF INTAKE
      AIR COOLING SYSTEM
 FIGURE 8.  OVERALL VIEW OF
 EQUIPMENT AND PERSONNEL
        DURING A TEST

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        Samples of exhaust for continuous analysis as well as batch
samples were withdrawn from the fabricated, large-diameter exhaust
pipe at a point from 2 to  3 feet downstream of the original muffler out-
let.  The sample taps are shown quite clearly in Figure 2 along with a
thermocouple inserted nearer the muffler outlet, and they also appear
at the  extreme left of Figure 8.  Figure  8 shows the test layout quite
well, including the sampling cart operator (right),  the engine operator,
and another technician to take fuel time measurements.   Continuous
exhaust samples were piped to the main  gaseous emissions cart via
an overhead sample line,  but the  samples for the FIA hydrocarbon  ana-
lyzer and for aldehyde analysis were taken through a short,  heated  line
right next to the  exhaust  pipe.  The proximity of the FIA analyzer's
detector unit (the box-shaped unit in the  right background) to the exhaust
line  can be  seen  in Figure 9, and the glass bubblers on the side  of the
oven away from the engine were the ones used to collect samples for
aldehyde analysis.  Figure 9 also shows the  fuel scale  in more detail,
as well as the  row of ice-bath water traps (in front of the FIA) used to
dry the samples  going  to all the analyses except those for aldehydes and
hydrocarbons by FIA,  The  gauges on the wall in the background of Fig-
ure 9 are a tachometer and  a load indicator  for  the dynamometer.

        The continuous exhaust samples  were analyzed for total hydro-
carbons by FIA (at l60°F) and for (mostly paraffinic) hydrocarbons by
NDIR,  They were also analyzed  for  CO, CO2,  and NO by NDIR; for NO
and NOX by chemiluminescence; and  for O? by an electrochemical analyzer.
Samples taken by bubbling exhaust through reagents for a specific time
interval were analyzed for formaldehyde (HCHO) by the chromotropic acid
method^3) and for total aliphatic aldehydes (RCHO) by the MBTH method(4).
Bag  samples were used for  light  hydrocarbon analysis  (methane through
butane, total of seven compounds).  The chromatograph employed a 10
foot  by 1/8  inch  column packed with a mixture of phenyl isocyanate  and
Porasil C,  preceded by a 1  inch by 1/8 inch pre-column packed with 100-
120 mesh Porapak N.

        In addition to the  gaseous emissions, particulates and smoke emit-
ted by the snowmobile  engines -were also studied.  Figure 10 shows the
system used to deliver exhaust gases to the  particulate  sampler for the
Polaris engine, which was typical of the systems used  for the other engines
also.  For particulate  and smoke measurements, the exhaust pipes were
necked down to a 2-inch diameter at a point  several feet downstream  of
the standard muffler outlet.   This change from  the system used  for gaseous
emissions sampling had a negligible effect on exhaust backpressure, and it
was necessary to provide exhaust gases  in the correct range of velocities
for the particulate sampler.  The sampler operated by  diluting and  cooling
a small stream of raw exhaust with clean air, filtering the mixture, and
providing flow measurements so that particulate concentrations could be
calculated.   The  sampler was experimental and  was developed under this
contract for  research purposes only.   The 2-inch diameter outlet for  smoke

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FIGURE °.  DETAILS OF FUEL SCALE,
WATER TRAPS, EIA DETECTOR UNIT,
   AXD DYNAMOMETER READOUTS
FIGURE 10.  TYPICAL SETUP FOR
     PARTICU LATE SAMPLING
 FIGURE 11.  DETAILS OF EXPERI-
 MENTAL PARTICULATE SAMPLER
  FIGURE 12,  DETAILS OF PHS
          SMOKE METER

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 measurements was also thought to be more representative of "real"
 exhaust appearance than something larger  would have been,  and it was
 desired to make the diameter uniform for all the engines to  permit
 meaningful comparisons.  The optimum situation, of course, would be
 to measure smoke at the standard muffler  outlet; but this approach (let-
 ting the exhaust out into the test area) was impractical due to safety con-
 siderations.   The smoke measurements were  taken outside on a Z-inch
 diameter pipe protruding through the  wall to circumvent the  safety problem.
 Details of the experimental particulate sampler are  shown in Figure 11,
 and a PHS smokemeter(^)  of the type  used  is shown in Figure 12.

 C.     Emissions Test Procedures

        It was initially planned to operate each of the  engines at idle,
 plus  (seven loads x 4 speeds) in a uniform  "map" of  conditions.  This
 procedure was used substantially intact for testing the Arctic Cat 440
 (the first engine tested), but it was revised to include more  speeds and
 fewer loads at some of the speeds  (to keep the total number  of test modes
 constant) as understanding of snowmobile operation matured.  A sum-
 mary of the actual speed/load conditions used for gaseous emissions
 sampling is given in Table 2, with the conditions used for light hydro-
 carbon and aldehyde sampling indicated; those used for particulate
 sampling indicated, and those used for smoke  measurements also indicated.
 Time simply did not permit a greater number of modes to oe used for
 tests other than gaseous emissions sampling.   It should be noted also
 that smoke data were acquired under  several conditions not  used for gas-
 eous  emissions tests,  namely 3000 rpm/full load for the Rotax and 2500
 rpm/full load and 2500 rpm/1/2 load  for the Polaris.

        Time requirement in each mode of  these procedures  was dic-
 tated by a combination of sampling time (for batch samples), time for
 the engine to  consume a predetermined amount of fuel, and stability of
 emission levels (for constituents measured on a continuous basis).  The
 samples for aldehyde and light hydrocarbon analysis  were acquired con-
 currently with the continuous gaseous emissions tests, but both the part-
 iculate and the smoke tests required individual runs.

        All the test conditions were steady-state, and no attempt was
 made to obtain numerical data during transient conditions.   Observation
 of the continuous  recorder charts, however, indicated that excursions
 of gaseous emission levels during  transients were not so pronounced as
to cause marked changes in overall emissions from the snowmobile en-
gines tested.   It was noted, however, that  a full-throttle acceleration
against load after a prolonged idle sometimes  produced a rather noticeable
smoke puff lasting from a few seconds to perhaps 30 seconds.   The du-
ration and intensity of the puff seemed to vary directly with amount of
time spent at  idle prior to the acceleration and with oil concentration in
the fuel.  An  example of the appearance of  such a smoke puff will be given
in a later section of the report.
                                  10

-------
TABLE 2.  ENGINE SPEED AND LOAD CONDITIONS USED FOR EMISSIONS TESTS
Arctic Cat 440
Condition
Mode
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
rpm
Idle
5500
5500
5500
5500
5500
5500
5500
2500
2500
2500
2500
2500
2500
2500
Idle
4000
4000
4000
4000
4000
4000
4000
7000
7000
7000
7000
7000
7000
7000
Idle
Load
0
0
1/8
1/4
1/2
3/4
7/8
full
full
7/8
3/4
1/2
1/4
1/8
0
0
full
7/8
3/4
1/2
1/4
1/8
0
0
1/8
1/4
1/2
3/4
7/8
full
0
Notes
1,
1,
1,
1
1
1,
1,
1,
1,
1,
1,
1,
1,
1,
1,
1
1
1,
1,
2,3
3
3
2,3
2,3
3
2,3
2,3
2,3
3
2, 3
3
3
2, 3
2,3
Polaris
335
Rotax 248
Condition
rpm
Idle
4500
4500
4500
4500
4500
2500
2500
2500
5500
5500
5500
5500
5500
5500
Idle
7000
7000
7000
3500
3500
3500
3500
3500
3500
6500
6500
6500
6500
6500
Idle
Load
0
0
1/4
1/2
3/4
100
1/4
1/8
0
0
1/4
1/2
3/4
7/8
full
0
full
7/8
3/4
0
1/8
1/4
1/2
3/4
full
full
7/8
3/4
1/2
0
0
Notes
1,
1,
1,
1,
1,
1,
1,
1,
3
1,
1
1,
1,
1
1
1
1
1
2,
2,
3
1,
2,3
3
2
3
2
3
2
2,3
3
3
2, 3


3
3
2,3
Condition
rpm
Idle
4000
4000
4000
4000
4000
4000
4000
3000
3000
3000
3000
3000
6500
6500
Idle
6500
6500
6500
6500
5000
5000
5000
5000
5000
5000
2500
2500
2500
2500
Idle
Load
0
0
1/8
1/4
1/2
3/4
7/8
full
3/4
1/2
1/4
1/8
0
0
1/4
0
1/2
3/4
7/8
full
full
7/8
3/4
1/2
1/4
0
0
1/8
1/4
1/2
0
Notes
1, 2, 3
1
1,2,3
1
3
1,3
1,2
1,3

1,2,3
3
1
1, 2, 3
1,2,3
1, 2
1,3
3
1, 2, 3
1
3
1,2,3
OMC 528 Rotary
Condition
rpm
Idle
3500
3500
3500
3500
3500
3500
2500
2500
2500
6000
6000
6000
6000
6000
Idle
6000
4000
4000
4000
4000
4000
4000
5000
5000
5000
5000
5000
5000
5000
Idle
Load
0
0
1/8
1/4
1/2
3/4
full
1/2*
1 / 4*
0
0
1/4
1/2
3/4
7/8
0
full
full
7/8
3/4
1/4
1/8
0
0
1/8
1/4
1/2
3/4
7/8
full
0
Notes
1,
1,
1,
1
1,
1,
1,
1,
1
1
1
1,
1
1,
2
2
2
2
2
2
2

2
2
  Note:  All conditions used for gaseous emissions measurements
        1.  Condition used for light HC and aldehyde measurements
        2.  Condition used for particulate measurements
        3.  Condition used for smoke measurements

  * These loads were estimated because the engine was not to be run at
    full load under 3500 rpm
                                       11

-------
        Engine operating data and other data acquired daring the tests
 included intake and exhaust pressures,  intake air and exhaust gas temp-
 eratures, and spark plug seat and/or other critical engine temperatures,
 in addition to ambient conditions and other data already discussed.  Com-
 plete raw data from all the continuous gaseous emissions tests are included
 in the Appendix;  and the data from the aldehyde, light hydrocarbon, part-
 iculate,  and smoke evaluations will be presented in Section IV of the text.
 All the data presented in concentrations  (in both text and appendix) will
 be expressed on a "wet" basis, that is, as measured at the exhaust outlet
 before removal of water vapor from the  sample, or as corrected back to
 those conditions mathematically.


         Lubrication  of the test engines was a very important considera-
 tion, since they were all lubricated by oil mixed with the fuel.   The re-
 commended practice of the manufacturers was followed in all cases ex-
 cept one, that being the Rotax, which was run for gaseous emissions
 measurements at Z0:l gasoline:oil ratio instead  of 50:1  as recommended.
 This measure was followed to ensure reliability, in light of (1) pro-
 blems with other engines when run oil-lean, (2) a possible time lag in
 obtaining parts from Canada  should something go wrong,  and (3) the
 assumption that oil concentration  should have relatively little to do with
 hydrocarbon concentrations.   The  Rotax was run at both 20:1 and 50:1
 for smoke and particulate evaluations, and the particular oil used was
 a TCW-qualified Chrysler oil. Bombardier's recommendation read,
 "we recommend our  ski-doo  oil at 50/1  ratio--any good snowmobile
 two  cycle oil  could be used. "

        The Arctic Cat 440 was run at 20: 1 using Arctic's "Modified
 Purple Powerlube" oil.  The Polaris 335 was initially run at 40:1 but
 was switched to 20:1  after encountering a piston seizure.  Particulate
 and  smoke measurements were made at both 20: 1 and 40:1, ratios,
 and the particular oil used was a  TCW-qualified  oil marketed by Evin-
 rude.  The OMC  rotary was run at 50:1  using a special OMC rotary
 engine oil marketed only for that purpose.

 D.      Calculations and Unmeasured Emissions

        In converting emission measurements to mass rates, the first
 step usually taken  is conversion of concentrations measured "dry"  to
 a "wet" basis.  One of the  complicating factors in this mathematical
 process  is the presence of water vapor in the intake air; but in the case
 of the snowmobile  engine tests, this problem was effectively eliminated
 by the intake air cooling system.   It is safe to assume that the intake air,
 cooled to about 20°F,  was saturated with water vapor.   The saturation
value, however^ would be so low as to be negligible;  and thus the intake
air can be assumed as dry air fox  calculation purposes at the temperatures

                                 12

-------
listed in the Appendix tables for each mode.  All the concentration data
appearing in this  report are on a wet basis,  as already mentioned.

        To avoid placing air flow measurement devices upstream of the
engine air intakes and thereby running the risk of upsetting  air flow and
engine performance, it was decided to measure  fuel flow rates and com-
pute mass emissions using a fuel-based procedure.  The following def-
initions and equations were used to make the concentration-to-mass flow
conversion on a mode -by-mode basis:

        F                = fuel rate,  Ib/hr
                                       ill                             *
        TC               = total carbon = % CO  + %  CO2 + (ppmC x 10'4)

        HC(g/hr)         = 0.0454(ppmC) (F/TC)
        C0(g/hr)         = 916. (%CO) (F/TC)
        NO  (g/hr)        = 0.150(ppmNO ) (F/TC)    as  NO? (ppm NOy by
           .X                            X                LJ         •"•
                                                    chemilumlnescence)
        RCHO(g/hr)      - 0. 0982(ppm  RCHO) (F/TC)   as HCHO
        Particulate(g/hr) = 2. 79(Particulate mg/SCF) (F/TC)

The only  major assumption made in forming these  equations was that
fuel composition approximated (CHj §5)  , for which many good precedents
exist(^).  Note also that total aliphatic aldehydes (RCHO) are expressed
"as HCHO" to fix an assumed molecular weight per carbonyl group.  All
the NOX mass rates and brake specific  rates in this report,  as well as
NO and NO  concentrations,  are on a wet basis but  not "corrected" to a
           X                                       —
standard  ambient humidity by one of several equations available for the
purpose'"' 7).  The  reasons that NO  is  not being "corrected" here are
that (1) no work has been done to  establish an applicable relationship of
NOX to humidity for either the 2-stroke  SI engine or the rotary and (Z)
the standard ambient humidity used in existing equations (75 grains H-.O/
lbm dry air) is far from correct for normal snowmobile operation.  It
should also be noted that the NOX mass and brake specific rates are based
on NO  concentrations measured  by the  chemiluminescent instrument.

        Although a number of important exhaust constituents were meas-
ured during the  snowmobile engine tests, a few measurements of less
important emissions were neglected due either to time and financial
constraints or the lack of  a reliable analysis method.  Using these
criteria,  it was decided to estimate emissions of sulfur oxides (SO r),
                                                                 A.
evaporative hydrocarbons, and crankcase (blowby) hydrocarbons rather
than attempt to measure them.

        Beginning  with evaporative hydrocarbons and crankcase hydro-
carbons,  they will both be neglected but for  different reasons.   In the
case of evaporation, it is  recognized that winter fuel Rvp's  (Reid vapor
pressures)  are high enough to permit evaporation under some conditions,


                                 13

-------
but it is felt that the generally low temperatures under which snowmobiles
are operated and stored will make evaporation negligible.  Regarding
crankcase losses,  the  Z-stroke engines use crankcase induction; so they
produce no crankcase losses.  The rotary engine tested has  no oil sump
either, nor does it have other design features which would permit unburned
fuel-air mixture to escape into the atmosphere;  so none of the snowmobile
engines tested produce any losses of fuel-air mixture past combustion
chamber  seals to the atmosphere.  Although it has  not been possible to
check on all the  engine models currently being produced,  it  seems doubtful
that any of them produce blowby losses;  and the zero-loss situation will
be assumed for the purposes of this report.

        In the case of SOX,  instrumentation for the measurement of this
pollutant in raw  exhaust has  not been developed to the same  extent as that
for other common constituents;  so it has become more or less accepted
practice to calculate sulfur oxide emissions based on fuel sulfur content.
In a 4-stroke gasoline  engine or a diesel in which substantially all the fuel
is burned (perhaps  99 percent or more),  the assumption is usually made
that all the sulfur in the fuel oxidizes to SC>2.  This assumption leads to
computation of an SCK  mass  emission rate which is 2.00  times the rate
at which sulfur enters  the engine in the fuel (2.00 = molecular weight of
SO^/a-tomic weight  of S).  For snowmobile engines, however, a fairly
significant fraction of the fuel is emitted without being burned at all  (from
2 to 4 percent for the Wankel tested to 24 to 35 percent for the 2-stroke
engines based on cycle composites) which means that roughly the same
fraction of fuel sulfur  is being emitted without being oxidized. Emissions
of sulfur  oxides, then, are  computed for snowmobile engines in the same
way as  for other engines, except that the final result is multiplied by the
fraction of fuel burned before being reported as SC>2.

        Prior to  estimation of emission factors and national  impact,  emis-
sions will be computed on a  cycle composite basis  by assuming that  each
mode listed in Table 2 occupied some fraction of total snowmobile operating
time (the fractions  can be zero, of course).  In terms of definitions  and
equations:

        Mi = individual mode emissions,  g/hr
        Fi - individual mode fuel consumption, lbm/hr
        hpi = individual mode power,  hp
        W^ = individual time-based mode weighting factor
       i   = mode number (1 to 31)

                               31
       cycle composite g/hr = J  M-W.
                                 14

-------
                                   31
                                   ^^
                                   ^t
                                  i=l
                                   31
       cycle composite g/hp-hr =
If it appeared desirable for some reason, fuel specific emissions  could
also be computed by the relation:

                                     31
                                     y  M.W.
                                     i=l   *  *
        cycle composite g/lbm fuel - -r-j -
                                         F.W.
The  desirability of performing this calculation might arise if, for example,
it were determined that reliable data on total fuel consumption by snow-
mobiles did exist. The weighting factors  to be used in computing cycle
composite emissions -will be developed in  a later report section  (V), based
on the best data available from manufacturers,  snowmobile publications,
and the International Snowmobile Industry Association (ISIA).
                                  15

-------
                    IV.  EMISSION TEST RESULTS


        This section includes concentration data on aldehydes, light
hydrocarbons, particulate,  and smoke; and it also includes mass and
brake specific emission rates for HC, CO, NOX,  RCHO (aldehydes),
particulate,  and SOX.  These rates are presented on a mode-by-mode
basis,  and cycle composites will be given in a later section of the report.
Concentration data for the gaseous emissions measured continuously
are presented in the Appendix (all concentrations on a wet basis).

A.      Aldehyde and Light Hydrocarbon Concentrations

        Aldehydes were generally measured during two or three runs
and only at those conditions which were  considered most important in
each  engine's operation.   Variation in mode choices also occurred due
to inability of some engines to  maintain  operating temperatures below
specified maximum limits for the required sampling period.  The number
of test modes was  restricted because there is a  long analysis time in-
volved with each sample,  and the importance of  aldehyde emissions is
not so great as to justify time and efforts which  might compromise some
other part of the test program.   The intended numbers of aldehyde measure
ments were  acquired for all the engines except the OMC rotary,  which
encountered operating difficulties beyond the contractor's maintenance
abilities and had to be removed from the test program prematurely.

        Concentrations of formaldehyde  (HCHO) and total aliphatic alde-
hydes (RCHO)  are  given in Table 3, and the most noticeable  features of
these data (for 2-strokes) are their relatively high concentrations and
their  relatively small total  variation (range of RCHO  from 106 to 531 ppm,
or about 5-to-l) as compared with other emissions.   Although four data
points cannot be considered even strongly indicative,  let alone conclusive,
it appears that aldehyde concentrations  from the rotary engine might be
substantially lower than those from the  2-stroke reciprocating engines.
The aldehyde concentrations from the snowmobile engines are in the  same
general range  as those measured for other 2-stroke engines (such as
motorcycles^ ' and small utility engines^ '') under the subject contract.
They  are  generally quite a bit higher, however,  than  those measured
during this project for either 4-stroke gasoline engines^. 9,  11) or diesel
       Light hydrocarbons were  measured during  most of the same modes
as aldehydes, and this measurement was made using bag  samples of ex-
haust which could be analyzed by gas  chromatograph as time permitted.
Depending on sample composition,  time required to analyze one bag of
                                 16

-------
      TABLE 3.  SUMMARY OF AVERAGE* ALDEHYDE CONCENTRATIONS
                     FROM FOUR SNOWMOBILE ENGINES
  Condition
           Arctic  Cat 440 Data
 rpm

 1560
Load  HCHO,  ppm
Idle
2500   0
2500   1/2
2500   full

4000   0
4000   1/2
4000   full

5500   0
5500   1/2

7000   0
7000   1/4
  Condition
104

103
121
166

 59
148
239

 60
100

 47
100
RCHO, ppm

    209

    186
    221
    246

    158
    205
    531

    160
    187

    116
    160
             Rotax 248 Data
 rpm   Load   HCHO,  ppm
1850   Idle
2500
2500

3000
3000

4000
4000
4000

5000
5000
5000

6500
6500
0
1/4

1/4
1/2

1/4
1/2
3/4

1/2
3/4
full

3/4
full
 83

140
 80

 74
140

 70
 69
117

141
110
161

140
148
RCHO, ppm

    106

    208
    158

    141
    186

    153
    155
    175

    185
    172
    177

    181
    165
Condition
rpm Load
1010 Idle
2500 0
2500 1/4
3500 0
3500 1/4
3500 1/2
4500 0
4500 1/4
4500 1/2
4500 3/4
4500 full
5500 1/2
5500 3/4
5500 full
7000 3/4
7000 full
Condition
rpm Load
2500 0
2500 1/4^
3500 1/4
3500 1/2
Polaris
HCHO, ppm
158
93
94
160
	
199
141
156
278
260
156
142
177
	
151
125
335 Data
RCHO, ppm
189
197
174
188
	
245
266
281
407
400
328
367
423
	
261
283
OMC 528 Rotary Data(a)
HCHO, ppm
29
19
14
17
RCHO, ppm
47
47
20
24
* Two runs in most cases

(a.) Tests aborted due to engine
   problems   one run only
(b) Estimated
                                    17

-------
 exhaust ranged up to one hour, pointing up the need to keep the total
 number of samples to a minimum.  Light hydrocarbons are of interest
 primarily because concentrations of combustion products (hydrocarbons
 not normally present in the fuel)  are indicative of processes occurring
 within the engine.  Table 4 gives the data obtained on snowmobile engines,
 generally showing a rather complex mixture of combustion products.  The
 propane concentrations  were uniformly low,  because there is little propane
 in the fuel and because it does not occur often as a combustion product.
 Butane concentrations were more variable and were probably quite pro-
 portional to total hydrocarbon concentrations.  Butane evaporates rapidly,
 even at  room temperatures,  so some of the butane variation is possibly
 due to evaporation during the hours over which the tests were conducted.

        On the basis of average concentrations in ppm C for the 2-stroke
 engines, the alkenes (C2H^. and C^H^) and unburned fuel (C^H,, and C^H, Q)
 were roughly equal;  and these two categories made up over 80 percent of
 the light hydrocarbons.  The remainder -was mostly alkanes (CH^ and
 CzH-fa) with a small fraction of acetylene (C^H-,).  The few samples taken
 on the OMC rotary indicate a very small fraction of unburned fuel and
 roughly 50  percent alkenes,  30 percent alkanes, and ZO percent  acetylene.
 The total ppm C in light hydrocarbons for the 2-strokes averaged about
 3300,  with  about 2000 ppm C of this amount in combustion products.   The
 light hydrocarbons totalled an average of about 2300 ppm C for the OMC
rotary, virtually all of which was combustion products.

 B.      Major Gaseous Emissions Results

        As already mentioned in the introduction to Section IV, data on
 concentrations of major gaseous  emissions (those measured by continuous
 techniques) are given in the Appendix.  The data given here in the text
 are in mass rates and brake  specific rates and could easily'be computed
 on a fuel specific basis  if it were shown to be desirable by available
 statistics.

        Average mass and specific emissions are given in Tables 5 through
 9 on a mode-by-mode basis.   Tables 5,  7, 8,  and 9 present data for  reg-
ular tests on the Arctic, Polaris, Rotax, and OMC  engines, respectively.
Table 6  shows information gathered on the Arctic engine using a  richer
high-speed jet setting,  a modification  recommended for field usage where
operating temperatures  are difficult to hold down.   These tables  contain
a great many individual  items of  information which  are  difficult to inter-
pret,  so the data will also be presented in other ways.   These presenta-
tions  will include calculation of  composite emissions in a later  report
section,  as  well as graphical presentation in this section as functions of
engine load with engine  speed as parameter.

-------
TABLE 4.  CONCENTRATIONS OF LIGHT HYDROCARBONS IN THE
           EXHAUST OF FOUR SNOWMOBILE ENGINES
                           Arctic Cat 440
Condition
rpm
1560
2500
2500
2500
4000
4000
4000
5500
5500
5500
7000
7000
7000
7000

Load
Idle
0
1/2
full
0
1/2
full
0
1/2
full
0
1/4
1/2
full

CH4
1610
98
65
342
114
189
258
204
159
225
49
209
246
367

C2Hfr
148
32
32
0
35
89
82
18
19
64
7
33
51
61

Condition
rpm
1010
2500
2500
3500
3500
4500
4500
4500
4500
5500
5500
5500
7000
Load
Idle
0
1/4
1/4
1/2
0
1/4
1/2
3/4
1/2
3/4
full
full
CH4
384
621
246
456
235
439
611
326
325
406
611
366
268
C2H6
176
44
29
258
131
179
230
123
93
34
154
51
55
Concentrations
C?H4
971
149
143
0
168
341
400
116
176
302
85
210
222
737
Polaris
C H
16
0
0
0
0
0
0
0
0
0
0
0
0
0
335
Concentrations
C2H4
301
268
183
275
428
779
895
573
537
191
681
298
223
C3H8
0
0
0
17
0
0
12
0
4
4
0
0
7
in ppm
C?H?
1300
0
0
0
11
0
0
137
32
0
0
53
0
0

in ppm
CzH2
55
722
101
137
23
225
151
27
63
193
169
146
231

C-^Hf,
974
419
343
0
706
0
0
25
257
407
0
51
432
910


C3Hfe
26
0
281
213
340
549
0
539
526
415
488
408
75

C4H| n
877
0
0
0
0
438
444
400
0
0
0
448
0
0


(~* T T
43
513
393
1900
0
592
654
202
310
206
339
206
61
(continued)
                                 19

-------
   TABLE 4 (Cont'd).   CONCENTRATIONS OF LIGHT HYDROCARBONS IN
              THE EXHAUST OF FOUR SNOWMOBILE ENGINES
                                   Rotax 248
Condition
rpm
1850
2500
2500
300Q
3000
4000
4000
4000
5000
5000
5000
6500
6500

Load
Idle
0
1/4
1/4
1/2
1/4
1/2
3/4
1/2
3/4
full
3/4
full

CH4
113
106
63
86
111
119
219
127
191
201
153
398
351

C2Hfe
54
53
39
59
56
84
41
78
145
151
128
239
224
OMC
Condition
rpm
2500
2500
3500
3500
Load
0
1/4W
1/4
1/2
CH4
1280
563
552
352
C2H6 <
104
39
48
41
Concentrations
C2H,
241
232
194
250
280
351
223
359
528
556
504
811
80?.
528
^ C3Hg
31
37
31
29
24
29
30
27
31
31
39
26
28
Rotary(a>
Concentrations
C2H,
680
301
386
271
1 C3H8
0
3
0
0
in ppm
CZH2
77
69
43
56
67
64
81
39
54
52
39
118
102

in ppm
C2H2
946
220
208
133

C?H^
104
110
95
80
80
74
74
70
65
66
89
57
59


C3Hfe
288
175
141
106

C4H10
533
546
487
460
444
494
410
498
574
575
607
753
750


f~" T-T
15
3
17
0
(a) Tests aborted due to engine problems   one run only
(b) Estimated
                                    20

-------
                          TABLE 5.
                                      AVERAGE FUEL RATES ,  MASS EMISSIONS, AND BRAKE SPECIFIC EMISSIONS
                                               FOR AN ARCTIC CAT 440 SNOWMOBILE ENGINE
  Condition
                 Fuel,
rpm
1560
2500
2500
2500
2500
2500
2500
2500
4000
4000
4000
4000
4000
4000
4000
5500
5500
5500
5500
5500
5500
5500
7000
7000
7000
7000
7000
7000
7000
Load
Idle
0
1/8
1/4
1/2
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
Ibrn/hr
1.56
1.77
1.95
2.27
3.32
4.71
6.96
6.34
2.32
2. 70
3. 07
5.65
8.71
9.66
10.3
3.06
3.34
4.84
8.40
15.7
17.3
20.7
3.56
5.73
8.43
15.3
20. 0
26. 0
23.3
Mass Emissions in g/hr
HC
347.
243.
262


A47

903.
419.
0 C 1




1230.
1 "3 1







ley.



2170.
9'7in
CO
373.
388.
230
?^A
7 1 "^
? i n

60.7
93.0

c i n


1120.
•at L

1A fl




c -a A





^47n
NOV RCHO Part.l*'
0.18 1.8 10.4
0.27 1.9 19.3
035 	
0 70
•3 f,Q C 7
174
7 C 1
80.1 10. 66.9
0.90 2.6 15.7
1 4A 	 _._

7 QO 7 f, 	

?R Q
92. 7 35. 65.2
177 1 ft 	



c c q
CO f.
7fl^ 1 1 O

qcn ._ 	 .

147 _____ ......


i z.A 	 1 47
sojb>
0. 16
0. 24
0 27
0 32
n 44
0 64
n ftQ
0.85
0.27
0 38
0 48
o 90
1 •a 7

1.48
0 54
n c: Q
0 83
1 1 7
237
7 4ft
? PI
062
0 Q7
1 14
2 27
2 Q7
3 65
3. 37
Specific Emissions in g/hp-hr
HC


276.
146.
128.
111.
166.
122.
183.
87.
63.
79.
81.
86.
41.
38.
83.
75.
79.
91.
86.
86.
99.
88.
119.
87.









9
3
4
8
3
8
5
2
2
5
5
2
3
3
6

3
CO


242.
135.
5.73
36.3
304.
8.21
23.4
11.9
67.7
213.
153.
78.2
6.24
5.47
239.
157.
183.
117.
37.8
211.
292.
172.
257.
110.
NC


0.
0.
0.
2.
0.
10.
0.
0.
1.
0.
1.
6.
0.
1.
1.
2.
2.
7.
2.
1.
0.
2.
1.
4.
)x RCHO Part.la'


37 	 	
37 	 	
99 1.5 	
14 	 	
55 	 	
8 1.4 9.05
76 	 	
57 	 	
05 1.0 	
80 	 	
97 	 	
48 2.5 4.56
43 	 	
01 	 	
25 0.66 	
61 	 	
03 	 	
22 	 3.93
33 	 	
08 1.0 	
86 	 	
09 	 	
46 	 	
92 	 4.69
SOj


0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
^


.28
.17
.12
. 11
.14
. 11
. 20
. 15
. 12
. 12
. 11
. 10
.16
. 12
.08
. 11
.09
.10
. 24
.16
. 14
. 12
. 13
. 11
(a) These particulate data are for a 20:1 gasoline:oil ratio
(b) Calculated

-------
                            TABLE 6.  AVERAGE FUEL RATES,  MASS EMISSIONS, AND BRAKE SPECIFIC EMISSIONS
                             FOR AN ARCTIC CAT 440 SNOWMOBILE  ENGINE WITH RICH HIGH-SPEED JET SETTING
Condition
rprn
1580
2500
2500
2500
2500
2500
2500
2500
4000
4000
4000
4000
4000
4000
4000
5500
5500
5500
5500
5500
5500
5500
7000
7000
7000
7000
7000
7000
7000
Load
Idle
0
1/8
1/4
1/2
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
Fuel,
lbm/hr
1.51
1. 70

3.82

7.50
2.12

6.61

13.5
3.01

12.6
18.2
22.1
23.8
3.52

15.9
21.8
27.7
25.7
Mass Emissions in g/hr
HC
323.
288.

485.

1190.
373.

546.

1710.
124.

1150.
2040.
2760.
2980.
180.

1680.
2610.
3860.
3440.
CO
336.
293.

23.1

1370.
54.3

1330.

2510.
28.1

4330.
6160.
7490.
5310.
25.8

5180.
6290.
9840.
5900.
NOX RCHO
0.
0.

4.

14.
1.

7.

38.
1.

11.
22.
27.
77.
1.

12.
26.
17.
78.




1 ^


4 	







i ^ 	


7
Q
0
Q 	
7g



£ 	
Q
7

Part. SO.




0


_ - - . _ o



1


1
- - - - 0


1
2
-a
3
------ 0



------ 3
•a
3

y(a)
16
21

54

95
25

05

90
54

96
67
12
36
61

38
13
74
53
HC




126.

159.


71.3

106.


79.7
94.6
109.
107.


1/8.
109.
142.
114.
Specific Emissions in g/hp-hr
CO NOX RCHO Part.




6.01 1.08 	 	

182. 1.91 	 	


174. 0.97 	 	

156. 2.41 	 	


300. 0.81 	 	
286. 1.06 	 	
295. 1.06 	 	
190. 2.79 	 	


334. 0.78 	 	
262. 1.11 	 ---
363. 0.66 	 	
196. 2.61 	 	

so^a)
0. 14
0.13
0. 14
0.12
0. 14
0. 12
0.12
0.12
0. 15
0. 13
0, 14
0.12
(a) Calculated

-------
                           TABLE 7.  AVERAGE FUEL RATES, MASS EMISSIONS, AND BRAKE SPECIFIC EMISSIONS
                                                   FOR A POLARIS 335  SNOWMOBILE ENGINE
Condition
rpm
1010
2500
2500
2500
3500
3500
3500
3500
3500
3500
4500
4500
4500
4500
4500
5500
5500
5500
5500
5500
5500
6500
6500
6500
6500
6500
7000
7000
7000
Load
Idle
0
1/8
1/4
0
1/8
1/4
1/2
3/4
full
0
1/4
1/2
3/4
full
0
1/4
1/2
3/4
7/8
full
0
1/2
3/4
7/8
full
3/4
7/8
full
Fuel,
lbm/hr
1.11
2.00
2.29
2.45
2.67
3.10
3.57
4.65
6.25
13.8
3.09
4.73
7.34
11.5
16.7
3.84
7.06
10.3
13.7
17.6
21.6
3.79
11.5
15.7
16. 8
22.2
15.9
19.6
23. 9
Mass Emissions in g/hr
HC
237.
436.
401.
348.
546.
535.
464.
480.
751.
2440.
507.
366.
657.
1410.
2820.
567.
484.
879.
1730.
2750.
3630.
306.
996.
1670.
1900.
3200.
1740.
2440.
3160.
CO
216.
483.
618.
541.
650.
673.
672.
559.
908.
4580.
604.
609.
1500.
2740.
5030.
844.
1340.
2430.
3020.
3600.
6730.
1080.
2640.
4150.
3060.
6050.
3690.
4250.
7150.
NO
0.
0.
0.
2.
0.
0.
1.
5.
16.
27.
0.
4.
12.
33.
25.
4.
7.
16.
47.
70.
37.
4.
16.
36.
83.
47.
32.
69.
43.
v RCHO
16 1.2
32 2.1
44 2.7
58 2.9

25 8.3

82 5.4
29 9.6
3 20.
5 29.
0 30.
gf, 	

9 26.
2 40.


6 	



4 28.
8 39.
Part.


0.
1.
0.
0.
0.
2.
2.
0.
1.
2.
1.
1.
1.
2.
3.
1.
1.
1.
3.
1.
1.
2.
1.


54
64
64
65
99
10
45
96
30
33
40
41
44
78
58
73
29
99
75
89
67
88
66


1.
1.
2.
2.
2.
1.
2.
2.
1.
1.


7 	
5.31
6 	
2 1.98
2 	
0 1.34
7 	
3 	
4 	
1.50
2.71
4 	
5 	
0. 34
0. 21
0.32
0. 20
0.13
0. 11
0. 14
0. 17
0.12
0. 11
0. 11
0.21
0. 14
0.11
0. 11
0.12
0. 14
0, 13
0. 11
0.12
0. 12
0. 11
0.13
(a) These particulate values are for a 40:1 gaeoline:oil ratio
(b) Calculated

-------
                            TABLE 8.  AVERAGE FUEL RATES,  MASS EMISSIONS,  AND BRAKE SPECIFIC EMISSIONS
                                                     FOR A ROTAX 248 SNOWMOBILE ENGINE
Condition
rpm
1850
2500
2500
2500
2500
3000
3000
3000
3000
3000
4000
4000
4000
4000
4000
4000
4000
5000
5000
5000
5000
5000
5000
6500
6500
6500
6500
6500
6500
Load
Idle
0
1/8
1/4
1/2
0
1/8
1/4
1/2
3/4
0
1/8
1/4
1/2
3/4
7/8
full
0
1/4
1/2
3/4
7/8
full
0
1/4
1/2
3/4
7/8
full
Fuel,
lbm/hr
0.98
1.13
1.45
1.61
1.86
1.57
1.72
1.87
2.67
3.13
2.13
2.71
2.89
4.39
5.10
6.00
7.30
2.48
4.10
5.31
7.07
8.28
9.56
2.17
5.52
9.29
12.0
12.7
13.2
Mass Emissions in a/hr
HC
223.
253.
299.
309.
305.
327.
334.
349.
467.
555.
430.
456.
446.
725.
862.
1070.
1400.
434.
574.
797.
1100.
1380.
1760.
145.
741.
1360.
1830.
2050.
2200.
CO
25.4
21.2
33.1
32.7
30.5
52.0
48.5
52.5
444.
152.
74.8
217.
155.
487.
232.
263.
145.
94.4
390.
86.2
299.
368.
288.
40.8
44.3
263.
452.
556.
333.
NOX RCHO
0.14 0.77
0.19 1.8
0 24 	
0.30 1.9
0 56
Q 25 	

0.47 2.0
1.20 3.1
Q 33 	

1.20 3.2
2.24 4.9
9.52 6.6
1 ft ^

0 86 	
7 RCi _ _.
8.94 7.8
22.2 8.9
52.4 12.
1 1 H
662 - - -
213 	
56.9 16.
73 3 	
92.2 17.
Part. (*) SOx(b)
0.96 0.095
1,25 0.11
- -- - 0 1 ^

- - - 0 23
	 	 017

3.97 0.21
	 032
- --. 0^7
------ 0 23


13.2 0.54
----- 062


0 30
- n R ^
	 069
25.2 0.91
in?
28.9 1.11
	 O -a A



	 160
30.2 1.63
HC


906.
507.
218.
1110.
465.
265.
271.
490.
284.
214.
158.
166.
191.
204.
145.
140.
146.
166.
168.
157.
143.
143.
135.
Specific Emissions in g/hp-hr
CO


100.
53.6
21.8
162.
70.0
252.
74.1
233.
98.7
144.
42.6
40.7
19.8
138.
15.7
38.1
38.9
27.2
100.
30.3
35.3
38.6
20.6
NOX

0. 73
0.49
0.40
1.07
0.63
0.68
1.50
0. 76
0. 76
0.66
1.75
2.86
5.40
1.01
1.63
2.83
4.12
4.94
1.50
2.45
4.45
5.44
5.69
RCHO Part.(a)


3.2 	
2.6 5.30
1.8 	
2.0 	
1.4 3.89
1.2 	
1.4 	
1.1 3.22
1.2 2.73
1.2 	
1.0 1.86
0.47
0. 30
0. 17
0.64
0. 29
0. 18
0. 18
0. 36
0. 24
0. 16
0.11
0. 11
0. 11
0. 20
0. 13
0.12
0. 11
0. 10
0. 17
0. 14
0.12
0. 11
0. 10
(a) These particulate values are for a 50:1  gasoline:oil ratio
(b) Calculated

-------
                           TABLE 9.  AVERAGE FUEL RATES, MASS EMISSIONS,  AND BRAKE SPECIFIC EMISSIONS
                                                FOR AN OMC 528 ROTARY SNOWMOBILE ENGINE
Condition
rpm
1370
2500
2500
2500
3500
3500
3500
3500
3500
3500
4000
4000
4000
4000
4000
4000
5000
5000
5000
5000
5000
5000
5000
6000
6000
6000
6000
6000
6000
Load
Idle
0
1/44
0
1/8
1/4
1/2
3/4
full
0
1/8
1/4
3/4
7/8
full
0
1/8
1/4
1/2
3/4
7/8
full
0
1/4
1/2
3/4
7/8
full
Fuel,
lbm/hr
2.75
4.07
5.18
6.96
5.33
6.45
7.38
10.2
13.2
16.7
5.76
6.60
7.43
15.5
17.6
21.1
7.54
9.84
10.9
14.1
18.9
22.8
25.1
9.89
14.6
18.5
23.0
25,8
27.7
Mass Emissions in g/hr
HC
302.
232.
108.
131.
146.
157.
127.
151.
210.
287.
97.9
96.7
97. 4
246.
303.
437.
50.6
87.9
98.9
153.
237.
313.
356.
51.4
96. 8
183.
265.
207.
384.
CO
974.
1700.
1840.
2360.
1940.
2240.
2190.
3060.
4510.
5820.
1980.
1850.
1360.
4710.
57-7^.
8650.
947.
1920.
2140.
3450.
6070.
7870.
9440.
1250.
3210.
4870.
7980.
9220.
9190.
NOX RCHO

1.15 1.1
2.87 1.5
•51 q 	

3 ;>3 	
8.22 0.93
29.9 1.6
Q3 Q 	
-a Q?
4 Q4
i A 7
C.Q q 	









1 7 O

E.C. ft _-___
co 7 	



Part.(a) SOx
7.22 0.41
4.01 0.69
	 0 96
	 	 i ^n

	 I 19
8.71 1.38
19.5 1.92
? 4ft
313
1 Oft
	 1 ?S
- - -- 141
	 . ? Q2
Q -30
•3 q-a
I 45
	 „__ i 88
- -- 2 08
	 2 68
24.5 3.58
	 	 431
4 74
	 	 _ 1 Q 1
	 . 281
	 353
29.3 4.37
	 4 94
32.4 5.24
                                                                                                       Specific Emissions in g/hp-hr
HC


28.
17.
53.
21.
12.
11.
12.
28.
13.
11.
12.
15.
21.
12.
9.
10.
11.
10.
10.
9.
9.
£,
11.



6
2
2
3
7
7
1
5
6
8
3
7
5
3
56
0
3
9
2
68
40
AC,
5
CO


487.
312.
758.
369.
257.
252.
247.
547.
190.
226.
235.
311.
472.
266.
216.
257.
284.
291.
338.
258.
283.
7R7
275.
NC


0.
4.
1.
1.
2.
2.
3.
1.
2.
2.
2.
1.
5.
4.
3.
2.
2.
1.
3.
2.
2.
2
1.
)x RCHO Part, (a)


76 0.41 	
21 	 	
09 	 	
38 0.16 1.46
51 0.13 1.64
85 	 	
55 	 	
46 	 	
33 	 	
83 	 	
52 	 	
46 	 	
24 	 	
06 	 	
14 	 	
48 	 1.04
34 	 	
99 	 	
30 	 	
91 	 	
06 	 1.04
06 	 	
67 	 0.97
SO.


0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
o
0
,


.26
.17
.40
.23
.16
. 14
.13
.37
. 20
.14
.13
. 14
.46
.26
. 17
.15
.16
.15
. 30
. 19
. 16
1 S
.16
(a) These particulate values are for a 50:1 gasoline:oil ratio
(b) Calculated
(c) Estimated - engine could not be run at full load and 2500 rpm to calculate partial loads

-------
       The graphs are given as Figures  13 through 16 and include emissions
of total hydrocarbons,  CO,  NOX,  and aldehydes (RCHO).  These plots have
been made on semi-logarithmic graph paper to permit legible inclusion of
mass emissions data which span wide ranges, almost three decades  in
some cases.   Note also that all four graphs  on any one page do  not neces-
sarily have the same ordinate,  due  to the rather large variations from
engine to  engine for some emissions.  The major  purpose of Figures 13
through 16 is to show trends in mass  emissions with  engine load and
speed, and any ambiguity in the assignment  of parameters can be resolved
by referring  to Tables  5, 7, 8, and 9. These tables  are likewise to  be
consulted when specific mode values are needed, because the accuracy  of
the plots is low compared to tabular values.  Note that on semi-log paper,
the ordinate of a curve calculated from constant concentration values would
increase with increasing load but that it would decrease in slope with in-
creasing load (it would be concave downward).  Neglecting the zero-load
point,  the 6500 rpm curve for  the Rotax in Figure 13  (HC mass  emissions)
is a reasonably good approximation of a constant-concentration curve.

       Referring to Figure 13 again,  HC emissions ranged from about
130 g/hr to about 3600  g/hr for the  2-stroke engines.  The range for the
OMC rotary was from about 50 g/hr to about 440 g/hr.  Effects of speed
on mass emissions of HC were relatively uniform for the 2-stroke engines,
with higher speeds producing  more  HC under most conditions.  Emissions
of HC  from the OMC rotary, however, were only slightly dependent on
speed.  All the engines exhibited HC emissions quite  strongly dependent
on load (or throttle opening).   Hydrocarbon emissions from the  Rotax
were quite high,  considering its small size, probably as a result of a high
delivery ratio.

       Figure 14 shows CO emissions, and the scatter in evidence for the
Arctic 440 and the Rotax 248 is probably due primarily to changes in fuel/
air ratio.  As has been shown  in other studies^ 1^, 13, 14);  QQ production
is very sensitive to fuel/air ratio.  In addition,  not all the test  modes
were used during any one run on the Arctic 440 (high  load conditions were
run last,  and only for short times,  to prevent engine  overheating); so some
day-to-day variations may be in evidence.  Of particular interest, also,
are the consistently low (although not entirely smooth) CO  emissions from
the Rotax 248 (20 to 560 g/hr)  and the consistently high CO emissions from
the OMC 528 rotary (950 to 9440 g/hr).  The low CO  values for  the Rotax
as compared to the other 2-strokes probably result from a high delivery
ratio and  consequent good scavenging.

       Emissions of NOX for the four engines are shown in Figure 15,
and here the  speed and load effects  are quite pronounced.  These NOX
values are generally very low,  with few data points exceeding 100 g/hr.
Although relation of NOX emissions to the independent variable  and para-
meter  differs  from engine  to engine,  mass emissions over a composite


                                 26

-------

-------
m
a
o
•rH
CO
to
w
o
o
 CO
 a
 o
w
o
u
FIGURE 14.  CARBON MONOXIDE EMISSIONS FROM FOUR SNOWMOBILE

      ENGINES AS FUNCTIONS OF EOAD,  WITH ENGINE SPEED AS
           PARAMETER   DATA FROM TABEES 5,  7, 8,  AND 9

                                   28

-------
0
0
25    50
75   100
                25    50~~~  75    100
               Percent Full Load                Percent Full Load
FIGURE 15.  OXIDES OF NITROGEN EMISSIONS FROM FOUR SNOWMOBILE
      ENGINES AS FUNCTIONS OF LOAD, WITH ENGINE SPEED AS
          PARAMETER  - DATA FROM TABLES 5, 7, 8,  AND 9
                         29

-------
           SO
                         TE
                                   n-
                                     !   50~


   -:-- ' .-:gs---~--- - = ~-
  >•"—-:'-_
               TT-Jg'
                5E
                                                &J£
                   - ;y^
      •-•PS ;^?
       m

                                                -i:
                   25---^ 50. --" 7,
                               3tr
                                ^Load
                                                                            '100
                                               -P^f€
                                                                  -Fall to;
                                               -iSl
9..

8	

7	

6	
   ^TlviC 52
                                                                K
                                                               ARV
      - -Q
7_

6 .


5_
                                                                           ^T~
                                 5 -
                                	U&r-S-
                                o ---+	
                                                   ~J
               ——P-e-r-e-ent -F
                                              :zz2s:ii:
                                              —P^rtrertt
                                                                   i^vk:
   FIGURE
          TOTAL,; .
P-OUR
                SNOV^MOB]
                                        ALDEJPIYDE
                           LE
                                         AS FUNG1
(RCHO)
                                                             EIV
                                                         ISSIGH
                PARAMETER P  DAlfA FR

                .J	i	I      i     --
                                30
lONSiOF -LOAD,
                                                     DM TABLES
                                                                  5,  7,
                                                                          JIR
                                                               WITH
                                                                         8,  ar.d 9
FROM

-------
cycle of realistic operation will probably not vary over a wide range from
one engine to another.  Although NOX mass emissions from the  OMC
rotary peaked out at levels equal to or below peak levels  from the 2-
strokes, NOX from the rotary w.as generally higher at mid-load  and low
load conditions.

       The curves showing mass emissions of total aliphatic aldehydes
in Figure 16 are somewhat sketchy compared to those already analyzed.
The reason for the lesser number of data points for aldehydes is simply
that wet  chemistry analysis is time-consuming, and the importance of
the aldehyde measurements did not justify a larger effort.  Aldehydes
show quite a strong dependence on speed and load for the  2-stroke engines,
but an insufficient number of  points were  acquired on the  OMC rotary
for the drawing  of such conclusions.  It should be noted,  however, that
the few  points acquired for the rotary engine were somewhat  below com-
parable data for the 2-strokes.

C.     Particulate and Smoke Results

       Particulate measurements were taken on the exhausts of  the
snowmobile engines using the experimental sampler described in Section
III. B. and shown in Figure 11.   The results of these measurements were
first obtained on a concentration basis,  and they are presented in concen-
tration terms in Table 10 to document variability.  Table 10 shows that
reasonable  repeatability  was  achieved for most conditions and that dif-
ferences from one condition to another, one engine to  another, and one
fuel mixture to another were  the more important types of variation.
For all conditions except one (Polaris 335, 6500 rpm full load),  higher
oil concentrations in a given  engine produced higher particulate  concentrations.

       Using data on mass emissions from Tables 5,  7,  8, and  9, Figure
17 was constructed to provide a  better feel for particulate variation with
speed, load, and engine.   The overall trend is an increase in particulates
emitted with increasing speed and load, -which is not a surprising result.
The data plotted in Figure 17 are for the gasoline:oil ratios recommended
by the respective engine  manufacturers for the 1972-1973 models,  although
other data are available (Table 10) to show the influence  of oil concentration
on particulate emissions.  The particulate data obtained  at oil concentrations
other than those recommended by the manufacturers are  shown  in Figure 17
on the graphs for the Polaris and Rotax engines.

       Smoke measurements were obtained on the three  2-stroke snow-
mobile engines using the  PHS smokemeter shown earlier in Figure 12.
No smoke measurements were acquired on the OMC rotary engine.  It
should be noted that the PHS  smokemeter was used as a research tool
only and not because it is recommended for use with white smoke.  While
it is felt that the meter gives accurate results  as to the opacity  of white
                                 31

-------
           TABLE 10.  PARTICULATE CONCENTRATION DATA ON FOUR SNOWMOBILE ENGINES
Condition
Participate Cone. ,  mg/SCF
                                                           Condition
rpm

1560
2500
2500
4000
4000
5500
7000
I \J W
i ni n
1 v A v
7^00
£. I? U\/
7^OO
tr.? >_/ V
Ac.OO
*X_J VU
,1 c no
*X_) U U
A c: nn
O D UU
A Ci OO
D _) UVJ

1850
2500
3000
4000
5000
5000
6500
Load

Idle
0
full
0
full
full
full
AULJ.
Trll*»
J.U1C
0
u
1 /4
J. / T
1 /4
l / ^
•3/4
J / rt
•J/4
J/ *t
f., 11
IU11

Idle
0
1/4
1/2
3/4
full
full
Run 1 Run 2
Arctic 440,
39.3 40.9
63.8 66.2
43.1 70.7
28.2 40.6
34.7 33.1
32.0 22.2
35 2 2Q 2
•J J * t-i t*jtf*
Polaris 335,
1 1 7 7A 7
11* f £O t, U . U
100 ft "^0
A w , W O , J VJ
10^ R 7fl
1 u . -? o . ^>o
9fl7 Q Q7
.Of 7 . 7fc
1 A ^ IRQ
1 O . J 1 O . 7
Rotax 248,
3.67 5.63
4.42 5.94
8.88 11.4
14.3 15.0
16.0 18.4
12.9 16.4
9.76 11.4
Run 3
20:1 Fuel
49.8
69.9
55.4
30.8
35.3
27.6

40:1 Fuel













50:1 Fuel 1
-..-.
	
	
	
_-!--
	
	
Avg.
Mix
43.3
66.6
56.4
33.2
34.4
27.3
37 ?
J t* • L*
Mix
1 Q ?
i 7 . £
20 2
£< V/ * £.
1 ft Q
1 O . 7
Q IS
7 * 1 ->
Q 7Q
7 . £7
Q QO
7 . 7"
177
i i • i
Vlix
4.65
5.18
10.1
14.6
17.2
14.6
10.6
rpm
1010
2500
2500
4500
4500
6500
6500
1850
2500
3000
4000
5000
5000
6500
1370
2500
3500
3500
5000
6000
6000
Load
Idle
0
1/4
1/4
3/4
3/4
full
Idle
0
1/4
1/2
3/4
full
full
Idle
0
1/4
1/2
3/4
3/4
full
Cone. , mg/5CF
Run 1
Run 2
Polaris 335, 20
26.4
59.3
26.3
9.96
12.5
10.6
UL,
36.1
41. 0
22. 7
8. 49
12.3
10. 4
1 C. I-.
Rotax 248, 20:
43 4
34 4
^0 ft
37 A
26 7
28 1
21 0
OMC
14.3
6.61
6.58
10.6
8.48
8.62
7.51
3£. L
33 R
34 4
34 3
7"\ 7
77 1
1 Q ft
528 Rotary,
12.8
3.62
6.71
9.67
5.93
7.34
7.27
Run 3
Avg.
:1 Fuel Mix
	
	
	
	


	

1 Fuel Mix







50:1 Fuel
14.3
7.75
5.58
10.1
7.56
5.98
6.00
31.2
50.2
24. 5
9. 22
12.4
10.5
1 4 A

4fi I")
34 1
37 L
"^A n
75 ?
77 A
70 4
Mix
13.8
5.99
6.29
10.1
7.32
7.31
6.93

-------
FIGURE 17.  PARTICULATE EMISSIONS FROM FOUR SNOWMOBILE
   ENGINES AS FUNCTIONS OF LOAD,  WITH ENGINE SPEED AS
       PARAMETER   DATA FROM TABLES 5,  7,  8, AND 9
                                 33

-------
smoke plumes,  these opacity values may not relate to plume visibility the
same way as for black  smoke^-5'.  In particular, white smoke may be more
visible than black smoke for a given opacity value.  This difference might
be attributed to contrast with background,  or more  probably,  to the stronger
angular scattering exhibited by white smoke (I"'.

       The smoke data are summarized in Table 11, with each average
value representing two to four original data points.  Smoke values  showed
a great deal of variability,  but there is  a general trend toward higher
opacity values  for higher oil concentrations.  To document the appearance
of smoke from snowmobile engines, Figures 18 through 20 show three
different levels.  Figure 18 shows smoke measured at  8 percent opacity
as viewed in bright, direct sunlight.  Figure 19 shows  smoke measured
at 14 percent opacity as viewed under overcast conditions.   These  photo-
graphs also show the difficulty in making an objective visual  smoke eval-
uation where ambient light  conditions,  viewing angle,  and background are
not constant.  The smoke being emitted was generally somewhat more
visible than the photographs make it appear, possibly due to  absence of
color in the photos and the  ability of the  eye to see smoke puffs better than
the still camera.  The  limit of visibility appeared to be about 2 to 3 percent
opacity,  with lower levels being indistinguishable from the background.
Figure 20 shows smoke measured at 2 percent opacity in bright,  direct
sunlight, with the small contrast within the ring  being its only visible point.
The pipe shown in the photos was a 4 foot extension of 2 inch diameter, and
about 4 feet of 3- or 4-inch pipe connected it to the  engines' mufflers.  The
pipe probably had little effect  on the smoke readings due to its short length.
                                  34

-------
                                TABLE 11.  SUMMARY OF AVERAGE SMOKE OPACITY FROM 2-STROKE
                                    SNOWMOBILE ENGINES, BASED ON 2-INCH DIAMETER OUTLET
                   Arctic Cat 440
Polaris 335
Rotax 248
OJ
Ul
Condition
rpm
1560
2500
2500
2500

4000
4000
4000

5500
5500
5500

7000
7000
7000
Load
Idle
0
1/2
full

0
1/2
full

0
1/2
full

0
1/2
full
% Opacity
20:1 Mix
1.9
2.7
4.3
20.

1.0
0.5
0.5

2.9
2.1
0.8

1.7
0.5
0.7
Condition
rpm
1010
2500
2500
2500

4500
4500
4500

5500
5500
5500

6500
6500
6500
Load
Idle
0
1/2
full

0
1/2
full

0
1/2
full

0
1/2
full
% Opacity
20:1 Mix
0.4
1.4
2.0
4.5

0.9
0.8
11.

1.4
9.
1.2

2.2
0.8
1.6
40:1 Mix
0.2
0.8
1.1
1.9

0.3
0.4
1.4

1.0
0.8
1.0

1.4
0.9
1.0
Condition
rpm
1850
2500
2500

3000
3000
3000

4000
4000

5000
5000
5000

6500
Load
Idle
0
1/2

0
1/2
full

1/2
full

0
1/2
full

1/2
% Opacity
20:1 Mix
3.0
4.2
16.

3.8
12.
25.

7.5
12.

3.0
3.
7.

1.
50:1 Mix
1.1
1.3
2.0

1.4
3.3
8.3

2.4
4.7

1.1
1.3
2.1

0.9

-------
     * * 1

FIGURE 18.  8% OPACITY SMOKE
 FROM A SNOWMOBILE ENGINE
FIGURE 19.   14% OPACITY SMOKE
 FROM A SNOWMOBILE ENGINE
                FIGURE 20.   2% OPACITY SMOKE FROM A
                         SNOWMOBILE ENGINE
                                   36

-------
 V.  ESTIMATION OF EMISSION FACTORS AND NATIONAL, IMPACT
       In order to develop emission factors for snowmobiles, mass
emission rates must be known, and operating cycles representative of
usage in the field must be either known or assumed.  Extending applicability
of data on a few engines to the population requires additional input on the
composition of the snowmobile population by size and type.  It is also
necessary to have data on annual usage and total machine population when
national  emissions impact is estimated.
A.
Development of Emission Factors
       Operating data on snowmobiles are somewhat limited, but enough
are available so  that an attempt can be made to construct a representative
operating cycle for the purposes of this report.  The required end products
of this effort are time-based weighting factors for the speed/load conditions
at which the  test engines were operated; and use of these factors will
permit computation of "cycle composite" mass  emissions, power,  fuel
consumption, and specific emissions.

       Since the  operating data and other information on normal snow-
mobile driving patterns comes from a variety of sources,  a summary
will be made so that the validity of assumptions made later can  be assessed.
Table 12 shows dynamometer operating cycles used by two manufacturers
.(PolarisV-1- ?)  and  John Deere(l°)),  indicating high overall load factors,
         TABLE 12.  DYNAMOMETER OPERATING CYCLES
                  USED BY TWO MANUFACTURERS
        Polaris Data<17)
rpm Throttle Opening % of Time
1500
3500
4500
5000
6000
6500
7000
7500
0
1/4
1/2
3/4
full
full
full
full
13. 2
13.2
15.8
17. 1
35.5
2.6
1.3
1.3
                                         John Deere Data(18)
rpm Throttle Opening % of Time
2500
5000
6500
6500
6500
0
1/4
1/2
3/4
full
28.6
22. 7
18.1
2.9
27.6
and these cycles are presumably used for accelerated-stress testing of
engines and/or driveline components.   It is doubtful that they represent
                                 37

-------
    field operation accurately,  and they probably are not intended to do so.
    Table 13 presents estimates from Massey-Ferguson (Ski-Whiz)^ "',
    obtained through test experience and customer use contacts.  These
           TABLE 13.  ESTIMATES OF AVERAGE OWNER USAGE
                         FROM MASSEY-FERGUSON
Throttle Opening

      Idle
      1/4
      1/2
      3/4
      full
Speed, mph
  Owners from Northern Regions
         and in Mountains
                   Owners from Metro. Areas
                    Spending Weekends North
5
30
45
15
5

5
35
35
20
5
% of Operating Time for
Conditions
    15      Trail Riding
    15      Heavy Lugging in Wet
             Snow & Towing Sleds
    ZO      Breaking Trails in
                Fresh Snow
    20      Hill Climbing
    35      Operating on Lakes
              and Packed Snow
    50      High Speed Operation
 Owners from Northern
Regions and in Mountains

          40

           5

          20
          10

          20
           5
Owners from Metro. Areas
 Spending Weekends North

           60

            5

           10
            5

           15
            5
    estimates indicate a division in rider habits depending ostensibly on area
    of residence but perhaps  actually depending on rider experience  or  the
    types of use the riders make of their  sleds (purely recreational for the
    metropolitan group versus recreational plus utilitarian for the northern/
    mountain group).

            In addition to the tabular data  already presented, several sources
    have made generalizations on snowmobile operation,  such as,  "The
    snowmobile's variable-speed transmission is  such that almost all loaded
    operation occurs between 4000 and 5500 rpm".'  ' Another  source said
    that snowmobiles  ". . . are operated in a range from 4500 to 6000 rpm with
    a bulk of the running in the 5000 to 5500 rpm range". (21)
                                     38

-------
           The final item of operating data'   ',  and the most useful, ib
    shown in Table  14.  This tabulation shows percentage of operating time
    as a function of both engine rpm and throttle position for data taken on
    three snowmobiles operating at high altitude in  the Colorado Rockies.
       TABLE 14.  FIELD USAGE DATA DEVELOPED BY JOHN DEERE
  rpm
   0-
 500-
1000-
1500-
2000-
2500-
3000-
3500-
4000-
4500-
5000-
5500-
6000-
6500-
 499
 999
1499
1999
2499
2999
3499
3999
4499
4999
5499
5999
6499
6999
                        of Operating Time at Throttle Opening (%) and rpm
0
q<
0
o




n
4.
5 .
5.
6.
0.
0.
%
} 7
04




4^
38
05
59
04
64
02
1C
19






n
3.
6.
7.
10.
3.
0.
)-
'%






? 1
67
05
90
23
84
09
2C
29







0.
0.
1.
5.
6.
0.
)-
%







22
94
86
82
72
73
3(
39







0.
0.
0.
2.
5.
1.
n
)-
'%







09
44
61
06
20
69
n^
4C
49







0.
0.
0.
0.
2.
1.
n
)-
%







04
21
31
66
19
72
n«
5C
59







0.
0.
0.
0.
1.
1.
n
)-
%







02
20
28
48
14
38
nq
6(
69







0.
0.
0.
0.
0.
1.
n
)-
'%







02
14
22
36
99
27
nq
7C
79







0.
0.
0.
0.
0.
1.
n
)-
'%







02
13
25
37
86
28
1 4
8(
89






fi
0.
0.
0.
0.
0.
1.
n
)-
%






n i
01
09
19
18
95
28
1 4
9C
IOC







0.
0.
0.
0.
0.
0.
n
)-
)%







02
05
16
09
13
34
01
    These data were carefully qualified by John Deere regarding possible lack
    of applicability to average snowmobile operation, but at this  point they
    represent  the only available quantitative information acquired under field
    conditions.  Since no better information is available at present, the John
    Deere data in Table 14, modified where necessary, have been chosen to
    form the basis for a snowmobile duty cycle applicable to the  test engines.

           The first modification of the  Table 14 data necessary for the pur-
    poses of this report is  to regroup the percentages of operating time on
    intervals corresponding to  load increments used in this study.   At the
    sa  ,2 time, the rpm intervals have been combined into 1000  rpm increments;
    and an arbitrary 10 percent has been included as  idle time.   These mod-
    ifications result  in the  data  shown in Table 15;  and it should be noted that
    the rpm  increment centered on 3500 rpm includes the interval  3000-3999
    rpm, and so forth for the other categories.

           The test procedure  used for each test engine was somewhat dif-
    ferent than those used for the others, both in selection of operating speeds
                                      39

-------
   TABLE 15.  REGROUPED AND MODIFIED FIELD USAGE DATA

           	% of Operating Time at rpm and Load	
  Load      Idle    3500 rpm   4500 rpm   5500 rpm   6500 rpm      Subtotals

   full      	       ---          0.1         0.1         0.2             0.4
   7/8      	       ---          0.3         1.0         1.3             2.6
   3/4      	       ---          0.6         2.2         2.4             5.2
   1/2      	       0.1          1.3         6.0         3.6            11.0
   1/4      	       0.7          4.8       17.9         1.8            25.2
   1/8      	       4.7         14.7       13.5         0.1            33.0
   0        10.0       3.0          6.0         3.8         ---            22.8
Subtotals    10.0      8.5         28.1       44.5         9.4
and the loads used in conjunction with those speeds,  as shown in Table 2.
These  differences made it necessary to modify the data in Table 15  some-
what for each engine,  reflecting the various speed/load conditions used.
The time-based weighting factors generated by this process are given in
Table 16, and these factors are the ones which will be used in determining
emission factors.  To explain some of the deviations of the weighting factors
in Table 16 from the data in Table 15,  it should be noted that the speed
range (above idle) for each engine is somewhat different,  making the speed
subtotals vary from engine to engine.   Again on speed subtotals, the Rotax
is weighted more heavily toward maximum rpm than the other engines
because power output was more strongly dependent on speed for the Rotax
than for the other engines near maximum speed.  The larger weights given
the maximum speed (6500 rpm) had the effect of increasing the composite
load factor without undue increases in  the weighting  factors for  the high-
load conditions.

        Looking at the load subtotals,  those for the Arctic  440 and the  OMC
528 Rotary are fairly close to those for the field data in Table 15.  The
subtotals for 1/4, 1/8, and zero loads on the Polaris and Rotax, however,
show higher factors at  1/4 and zero loads and a lower factor at  1/8  load.
This discrepancy is due to omission of the  1/8  load condition  from the
schedules of the  Polaris and Rotax at  several speeds,  which was the re-
sult of the apparently inaccurate assumption  that this condition was  not
important in the  duty cycle.   The  omission was compensated for by increasing
the weights of the 1/4 load and zero load conditions in such a  way as to keep
the composite horsepower (or load factor) constant.   The higher load  con-
ditions  for the Rotax were given somewhat  more weight than those for the
other engines because the weight/power ratio for the Bombardier Elan 250T
(which uses the  Rotax 248) is  about 31  lbf/hp (loaded), as compared to a
range of 19-22 for machines in which  the other three engines  are used.
                                 40

-------
          TABLE 16.  TIME-BASED WEIGHTING FACTORS FOR SNOWMOBILE ENGINE EMISSIONS RESULTS
             Arctic 440-% Time at rpm&i Load
Polaris 335 - % j. ime at rpm & Load
Load
full
7/ft
3/4
1/2
1/4
1/8
0
Subtotals
Load
full
7/8
3/4
1/2
1/4
1/8
0
Subtotals
Idle 2500

*#
**
*# 	
## 	
** 2
10 1
10 3
Rotax 248
Idle 2500
## **
** **
## *#
. .
*?*?
*# 	
** 2
10 1
10 3
4000


	
1
2
15
6
5500

i
2
6
20
18
3
24 50
- % Time at
3000
**
**
	


1
4
2
7
4000

	
1
2
5
14
5
27
7000 Subtotals Idle

? ^ **
2 4 **
4 11 **
3 25 **
1 36 **
	 20 10
13 10
rpm &c Load
5000 6500 Subtotals
1 2 3
1 5 6
25 8
55 12
16 5 27
* * 20
6 	 24
31 22
2500


*
*
	
2
1
3
OMC
Idle
**
**
*#
**
**
##
10
10
3500



	
1
4
3
4500


1
1
15
*
10
8 27
528 Rotary -
2500
*#
**
**


	
*
3
3
3500
##
*#
	


1
5
4
10
5500

1
2
5
26
#
8
42
% Time
4000

	
1
*
5
13
6
25
6500
1

2
4
*
*
	
7000
i
i

#
*
*
**
8 2
at rpm&cLoad
5000
1
1
2
5
17
13
4
43
6000
1
1
2
3
2
*
- _ — _
9
                                                                                                               Subtotals

                                                                                                                  2
                                                                                                                  3
                                                                                                                  5
                                                                                                                 10
                                                                                                                 42
                                                                                                                  6
                                                                                                                 32
                                                                                                              Subtotals

                                                                                                                  2
                                                                                                                  2
                                                                                                                  5
                                                                                                                  8
                                                                                                                 25
                                                                                                                 31
                                                                                                                 27
 * No data taken
** No data taken, and point computed to have zero weight

-------
       Earlier in the  report, it was noted that the Arctic 440 engine was
subjected to a special set of runs intended to assess  emissions changes
when the carburetor high-speed jet was set richer than normal.  This
change in jet setting is a recommended field adjustment when operating
temperatures get too high,  and the data obtained under rich conditions
were presented in Table 6.  Since the "rich" data were acquired at rel-
atively few operating conditions,  it was necessary to modify the weighting
factors  shown in Table 16 somewhat to apply to the Table 6  data.  The
aim of the changes was to keep the load factor as constant as possible
using available data points,  and this goal was essentially accomplished.
These same comments apply in general to emissions of aldehydes and
particulate from all the test engines.

       Based on calculation techniques from Section III. D.  and data
from Tables 5 through 9 and 16,  composite mass emissions and com-
posite brake specific emissions were calculated for the four snowmobile
engines tested (including the "rich" runs  on the Arctic 440).  These data
are presented in Table 17 along with calculated composite power outputs,
load factors on fuel and power  bases, and fuel rates.  These composite
results  show considerable variation from engine to engine,  but it appears
that most of the variations  can be explained by examining design and
tuning differences in the engines.

       To begin,  the most obvious design differences are between the
three 2-stroke engines (as  a group) and the rotary.  The absence of fuel
short-circuiting in the rotary as  compared to the 2-strokes explains the
rotary's lower specific hydrocarbon emissions; and this  same feature
had some effect on particulate  emissions, also.  The combustion process
in the rotary appears  more  like that in a  4-stroke  engine  than that in a 2-
stroke engine.   This  same  design difference contributed  to the higher  CO
and SOX emissions of the rotary,  since a greater fraction of the fuel
charge was  being burned in  the rotary.

       The  major variations between the individual 2-stroke engines can
probably be explained by (1) the relatively lean mixture used by the Arctic
(in stock configuration), as  compared to the Polaris  and  the Rotax; and
(2) the high delivery ratio used in the Rotax, as compared to the Arctic
and the Polaris.  The first of these explanations had a lot to do with the
Arctic's low CO,  HC, and RCHO  (compared to the Polaris).  Note that
mixture was singled out as a causative factor because the Arctic and
Polaris were otherwise quite similar (specific output, compression ratio,
and delivery ratio/port timing  as determined by fractions of fuel short-
circuited).  Additional credence is lent to this deduction by the fact that
the Arctic engine consistently ran hotter  than the Polaris under similar
conditions.
                                  42

-------
       TABLE 17.  CYCLE COMPOSITE MASS AND SPECIFIC EMISSIONS FOR FOUR SNOWMOBILE ENGINES
                     Load Factors
Composite Fuel Rate
Composite Emissions,  g/hr
Engine
Arctic 440
Arctic 440 (Rich)
Polaris 335
Rotax 248
OMC 528 Rotary
Engine
Arctic 440
Arctic 440 (Rich)
Polaris 335
Rotax 248
OMC 528 Rotary
Power Fuel Ib^/hr agal/hr
0.204 0.240 5.60 0.90
0.211 0.265 6.81 1.10
0.212 0.265 6.33 1.02
0.233 0.353 4.66 0.75
0.217 0.345 9.57 1.54
Composite
Power, hp Fuel Cons. , Ibr^/hp-hr
6.40 0.88
6.38 1.07
5.59 1.13
3.78 1.23
7.05 1.36
HC
567
701
662
739
145
CO
909
1720
1310
238
2510
NOX RCHO
9.15 5.7
6.18 	
10.1 14.
12.7 5.3
21.2 	
cpart
38. 1
13.8
9.40
10.2
bsox
0.85
1.02
0.95
0.59
1.81
Composite Specific Emissions, g/hp-hr
HC
88.6
110.
118.
196.
20.6
CO
142.
270.
235.
63.0
356.
NOY RCHO
1.43 0.88
0.97 	
1.81 2.5
3.36 1.5
3.01 	
cpart
6. 13
2.50
2.60
1.50
bSOY
0. 13
0. 16
0. 17
0. 16
0.26
aAssuming 6. 2 lbm/gal
^Calculated from fuel consumption assuming 0.043 percent by weight fuel sulfur content(23)
cBased on gasoline:oil ratios of 20:1 for the Arctic, 40:1 for the Polaris,  and 50:1 for the Rotax and the OMC

-------
        The second of the two explanations is probably responsible for
 the relatively high HC and NOX and the  relatively low CO emitted by
 the Rotax.   The high delivery ratio (diagnosed by the 35 percent of fuel
 short-circuited by the Rotax, compared to 23 percent for the Arctic and
 Polaris)  probably contributed to the high HC directly, and indirectly to
 the low CO and high NOX,  because the cylinders were probably scavenged
 more completely than those of the other two engines.  The high delivery
 ratio also contributed to the  much cooler running of the  Rotax as com-
 pared to  the Artie and Polaris.

        The particulate results tend to confirm several points in  the fore-
 going analysis.  First, the much higher specific value for the Arctic
 (even through it ran on a leaner mixture) can be traced to the 20:1 gas-
 oline:oil  mixture recommended for it, as compared to 40:1 for the Polaris
 and 50:1  for the Rotax.  In addition, the contribution of fuel short-circuiting
 to  particulate emissions  is emphasized by the higher  specific particulate
 value for the Rotax as  compared to the Polaris,  even though  the  latter
 used a. higher oil concentration.

        The special runs  on the Arctic 440 using a richer-than-normal
 high-speed jet setting resulted in the expected outcome,  namely,  lower
 NOX (and lower operating temperatures) and higher HC and CO.  The
 fraction of  fuel short-circuited was the same for  both sets of runs on
 the Arctic.

        The power-based load factors shown in Table  17  are fairly close
 for all the engines, but there is a slight variation (intentionally)  related
 to  the weight/power ratios of the machines in which the engines are used.
 The degree of difference between the power-based and fuel-based load
 factors for a particular engine reflect the difference in specific fuel con-
 sumption between the maximum-power condition and the  conditions under
 which the engines are assumed to be operated in service.  In order to
 gain an understanding of the variation in emissions and fuel consumption
 with load factor,  two other operating cycles  were constructed for each
 engine.   These alternate cycles both had higher load factors,  and the
 results of this analysis are presented in Table 18.  The alternate cycles
 are composed of the same  speed/load  conditions as used to make up the
 cycles shown in Table  16,  but with more weight given the higher power
 conditions.

       The  cycles based  on higher load factors generally produced higher
mass emissions,  except for CO from the Rotax and HC from  the  rotary
(both of which were quite minimal to begin with).  Specific emissions
varied less  strongly with changes  in operating cycles,and exhibited both
increases and decreases with increasing load factor, depending on the
particular engine and constituent being considered.  Fuel consumption
increased with increasing load factor in  all cases; but specific fuel con-
sumption  generally decreased,  indicating that  operating conditions nearer
to maximum power were  being used a greater percentage of the time.

                                 44

-------
TABLE 18.  VARIATION IN MAJOR EMISSIONS AND FUEL CONSUMPTION WITH OPERATING CYCLE LOAD FACTOR
                                                                   Composite
Engine
Arctic 440
Wans 335
Rotax 248
OMC 528
Rotary
Cycle
From Table 16
Alternate A
Alternate B
From Table 16
Alternate A
Alternate B
From Table 16
Alternate A
Alternate B
From Table 16
Alternate A
Alternate B
Load
Factor
0. 204
0.326
0.438
0. 212
0.333
0.455
0. 233
0.337
0.481
0.217
0.307
0.416
Fuel
lbm/hr
5.60
7.43
10.3
6.33
7.95
10.4
4.66
5.47
7.33
9.57
9.98
12.5
Rate
gal/hr
0.90
1.20
1.66
1.02
1. 28
1.68
0. 75
0. 88
1.18
1.54
1.61
2.02
Fuel Cons.,
lbm/hp-hr
0. 88
0. 73
0. 75
1.13
0. 90
0.87
1.23
1.00
0.94
1.36
0.98
0.90
Power,
6. 40
10. 2
13. 7
5. 59
8.80
12.0
3. 78
5.46
7. 79
7. 05
10. 2
13.9
Mass
HC
567
904.
1200.
662.
868.
1230.
739.
860.
1160.
145.
171.
155.
Emissions,
CO
909.
1910.
2490.
1310.
1710
2290.
238.
205.
275.
2510.
2700.
3610.
g/hr
NOV
9.15
19.0
29.0
10. 1
17. 7
28. 8
12.7
18.9
30.7
21.2
25.4
34.4
Specific
HC
88.6
88. 6
87.6
118.
98.6
102.
196.
158.
149.
20.6
16.8
11.2
Emissions,
CO
142.
187.
182.
235.
194.
191.
63.0
37.5
35.3
356.
265.
260.
g/hp-hr
NOX
1. 43
1. 86
2. 12
1. 81
2.01
2. 40
3.36
3. 46
3. 94
3.01
2.49
2.47

-------
                                                                      , II
       The data in Table 18 generally support the choice of the John
Deere operating data'^2) as ^Q basis for the assumed operating cycle
for the purposes  of this  report.  The primary factor involved is the fuel
consumption,  which seems quite a bit more reasonable for the  "Table 16'
cycles than for either of the alternates.  The lowest set of fuel consumption
figures gives  an average operating time for machines using the test engines
of 5. 3 hours per  tank of fuel, while the middle set yields 4. 3 hours  and
the highest set 3.3 hours.

       The total  engine  power required to  propel a  snowmobile under any
set of conditions  can be  considered as

       power - (velocity)(total drag/ drive  train efficiency).

The "total drag"  term in this equation is composed  of an undefined mix-
ture of forces including  sliding friction,  air resistance,  rolling resistance
of the track/ snow interface, force required to displace parts of the  snow
surface, and possibly others.  Some of these forces may be essentially
independent of velocity (V), while others are proportional to  V   or perhaps
even higher powers of V.  As a result,  the power to propel a snowmobile
is proportional to velocity raised to some  power, probably between  1 and 3
(power oc V  would be analogous to low-speed sliding friction, while power
ocV  would be roughly analogous to a displacement-hull ship, a fan,  or
an automobile).  Losses in the drive train  also vary with rotational  speed
of the components.  These ideas and some assumptions  about snowmobile
ground speeds can lead  to a (simplified) calculated load factor which can
be compared to those shown in Table 18.
       Referring back to data presented in Table IS   '', an average speed
for each category of snowmobile usage can be calculated from the bottom
set of numbers; and these averages turn out to be 22. 2 mph for "Northern"
owners and 20.5 mph  for "Metropolitan" owners.  If the average of these
two numbers (21. 4 mph) is considered typical, and if a typical  snowmobile's
top speed can be estimated at 45 mph,  then it remains only to choose a
velocity  exponent as described above to calculate a load factor  based on
operating speed.  In mathematical terms
       estimated load factor = (21.4 mph/45 mph)x,

where x is the velocity exponent.   Based on experience with other types
of machines,  the best estimate for the velocity exponent is 2.0;  less
than that for a planing-hull boat (2.5) but greater than that for a simple
sliding block (1.0).  Inserting this estimate into the equation above yields

       estimated load factor = (21. 4 mph/45 mph)2- ° = 0. 226,
                                 46

-------
   which is quite close to the 0.216 average load factor for the assumed
   operating cycle.  If the exponent chosen had been 1.8, the calculated
   load factor would be 0. 262.  If the exponent had been 2. 2,  the load factor
   would be 0. 195.  Consequently, small changes in the velocity exponent
   do not alter the conclusion that the operating cycle given in Table 16 is
   more representative than the alternate cycles.  It is conceded that the
   derivation of the assumed operating cycle is not rigorous, but in the
   absence of more comprehensive data  on field operation,  it is the best
   effort possible within the scope of the subject  contract.

          To arrive at emission factors  which have a  degree  of applicability
   to the snowmobile population as a whole, the logical starting point is to
   reiterate available data on the composition of that  population.  Considering
   machines in service as of the 1972-1973 season, the OMC  rotary engine
   is a minor factor, with approximately 5000 units in the field (or about
   0.34 percent,  as  will be shown later). The best estimates of a population
   breakdown by  size and other pertinent quantities comes from a survey of
   magazine subscribers^  ', which generated data shown in Table 19.  Some
  TABLE 19.  DESCRIPTION OF SNOWMOBILES OWNED AND OPERATING
    DATA OBTAINED FROM A SURVEY OF MAGAZINE SUBSCRIBERS
Engine
Displ. ,
cm
0-295
296-340
341-400
401-600
601 &up

Sizes
% of
Owners
22.5
27. 8
27. 0
17. 7
5. 1

Brand Ownership (Engine)

Brand
Ski-Doo (Rotax)
Arctic Cat (own)
Polaris (own)
Sno-Jet (Yam. )
Rupp (own)
Moto-Ski (BSE)
% of
Owners
31. 7
23.4
6.9
6.2
5.4
4.9
Scorpion (CCW, JLO) 4.9


Others
16.6
Fuel Mixtures
Ratio
20:1
24:1
40:1
50:1
% of Owners
69.3
16. 4
17. 9
2. 4
Machine
Time
Single Riding
Double Riding

Usage
14 hr/wk
75%
25%

Age of Machines
Model Year
1972
1971
1970
1969
1968
1967 & prior
% of
Owners
24.9
29.4
21.8
12.3
7. 4
4. 2
                                                       Consumption per Week
                                                       Gasoline
                                                       Oil
                                                       *Total Fuel
11.8 gal
 2.4 qt
12. 4 gal
*Sum of gasoline and oil

   of these data,  especially machine usage and fuel consumption, should
   probably be qualified because the survey respondents may be cbnsiderably
                                    47

-------
more active in snowmobiling than the average owner.  Since both usage
and fuel consumption were from the  same sample of people, however,
a comparison of the two should be valid.  This comparison yields an
average fuel consumption of 0. 89 gal/hr.

        To arrive at a reasonable estimate for machine size,  an average
displacement will be assumed for each displacement  class  in the table.
These assumptions are 250cm3 for the 0-295cm3  class, 325 for the 296-
340 class, 390 for the 341-400 class, 440 for the  401-600 class, and
630cm3 for 601 cm3  and over class.  Weighting the assumptions  by
owner percentages from Table 19 yields an estimated average displace-
ment of 362cm3.   Since a breakdown of the snowmobile population in
terms of rated power is not  available,  mass emissions will be restated
in terms of engine displacement; and characteristic emissions for 2-stroke
snowmobile engines will be estimated on that basis.

        Table 20 shows the results of dividing mass emissions,  fuel con-
sumption,  and power output  from 2-strokes by engine displacement.  The
last  line of the table also shows data resulting from taking  a weighted
mean of the data  on individual engines.  The weights used reflect the  de-
gree to which each engine is assumed to be representative  of the popu-
lation of engines  in service,  not the  relative popularity of the engines in
the marketplace.  A relatively small weight was given to the Rotax 248
data, because the high  delivery ratio of this engine made its emissions
quite different from engines  considered more typical of those in service.
The  weighted means in Table 20 are  considered to be  as representative
as possible of snowmobile engines in the field, so they can be considered
as estimates of characteristic snowmobile emissions  for the purposes of
this  report.  Applying these  estimates to the previously-approximated
average displacement of 362cm3 yields  the estimated  snowmobile emis-
sion factors given in Table 21 and an estimated  average fuel consumption
of 0.94 gal/hr (very similar to the 0.89 gal/hr figure calculated from
the data in Table 19^').  The mass emission rates given in Table 17  for
the OMC rotary will be assumed applicable to snowmobiles employing
that  engine.

B.      Estimation of National Impact

        To compute a figure  for snowmobile emissions on a national basis,
it is  necessary to know not only the emission factors but also total num-
ber of machines in service and annual operating time.  Commenting on
the latter item first,  one figure perhaps indicative of  annual usage has al-
ready  been given in Table 19, namely, 14 hours per week average obtained
from a survey of magazine subscribers^).  This  value, as already mentioned,
is  probably higher than the overall average because the subscribers are
probably more enthusiastic about their snowmobiling than the average owner.
                                 48

-------
                           TABLE 20.  EMISSIONS, FUEL CONSUMPTION,  AND POWER OUTPUT OF 2-STROKE
                                      SNOWMOBILE ENGINES DIVIDED BY ENGINE DISPLACEMENT
-4D
                       Composite Power/Displ. ,     Fuel Cons./Displ. ,
                                                                                        Emissions/Displ. ,  g/(hr)(liter Displ. ]
Engine (Displ. , cmj)
Arctic 440 (436)
Polaris 335 (335)
Rotax 248 (247)
* Weighted Mean
hp/liter Displ.
14.
16.
15.
15.
7
7
3
8
gal/(hr)(liter Displ
2.
3.
3.
2.
06
04
04
59
.) HC
1300.
1980.
2990.
1740.
CO
2080.
3910.
964.
2700.
NOX
21.0
30.1
51.4
27.7
RCHO
13.
42.
21.
25.
Part.
87.
41.
38.
**77.

4
2
1
1
soy
1.95
2.84
2.39
2.35
 * Weights are 0.5 for the Arctic, 0. 4 for the Polaris, 0. 1 for the Rotax (except participate)
** Based on mixture data from Table 19,  weights for particulate were:  Arctic--0. 78,  Polaris--0. 20, Rotax--0.02
   (after correcting for multiple answers, 78% of owners report approx. 20:1,  28% report 40:1, and  2%  report 50:1)
                    TABLE 21.  ESTIMATED SNOWMOBILE EMISSION FACTORS (ASSUMING 362 cm3 DISPLACEMENT)
                                                         Emission Factors in g/hr
HC
630.

HC
670.
CO
978.
Emission
CO
1000.
NOX
10.0
Factors
NOV
11.
RCHO
9.2
in g/gal Fuel
RCHO
9.8
Part.
27.9
Consumed*
Part.
30.
sox
0.85

sov
0.90
                                      * Assuming fuel consumption of 0. 94 gal/hr

-------
 Information submitted to ISIA by Massey-Ferguson'^ 9) (Ski-Whiz) is
 summarized in Table 22,  indicating about 50 to 100 hours' usage per
 year depending on the type of service expected of the machine.  Mr.
 John F.  Nesbitt,  Director of Engineering of ISIA,  reports that 100
 hr/year was a figure used previously but that 50 hr/year is now believed
 to be more accurate^   >.

       TABLE 22.  ESTIMATES OF ANNUAL OPERATING TIME
                     FROM MASSEY-FERGUSON

                      	Hours  of Usage	
                                                   Owners from
                      Owners from                Metropolitan
                      Northern Regions            Areas Spending
 Time Period         and in Mountains             Weekends North

 Day of Usage                 3                           4
 Week of Usage               8                           6
 Year  of Usage              100                          50

        Most snowmobiles are in the "snow belt" region,  defined as the
 area where there is 1 inch or more of snow on the ground for at least
 80 days per year'  '. The season for snowmobile usage,  then, is at least
 12 weeks long in most cases, which means that the 14 hr/week estimate
 from Table 19*1'  could translate into  as much as 168 hr/year.  Likewise,
 the weekly estimates from Table 22^ ^ could easily mean 72 hr/year to
 96 hr/year (or more, considering  the longer season in the northern regions
 and mountains).  Usage  cannot be resolved quantitatively from such figures,
 so an assumption must be made  to permit impact computation until such
 time as real usage data  are acquired.  This assumption will be that snow-
 mobiles are operated an average of 60 hours per year.

        Total snowmobile population is a more  accurately-known figure,
 because most states  require registration.  Data on registrations^^ are
 presented in Table 23 and were supplied through Mr. Nesbitt of ISIA.
 The  most notable features of these registration data are that the total
 is almost 1.5 million sleds in  the U.S., that over 70 percent of the snow-
 mobiles are registered in just four states ( Michigan,  Minnesota,  Wis-
 consin, and New York),  and that only about 12 percent of all snowmobiles
 are found in areas outside the northeast and northern midwest.

       For immediate purposes, the important figure is the total reg-
istration figure  of 1.46 million,  which will be assumed to be the total
population of snowmobiles in use during the 1972-1973 season for the
purposes  of this report.   Based  on this assumption,  the estimated average
annual usage figure of 60 hours,  and emissions  data from Tables  17 and
                                 50

-------
               TABLE 23.  DISTRIBUTION OF REGISTRATIONS  FOR  THE 1972-1973 SEASON
     State
Michigan
Minnesota
Wisconsin
New York
Maine
Massachusetts
New Hampshire
Vermont
Illinois
Iowa
North Dakota
Montana
Colorado
State  Total
                     U.S.  Total
                     Canada Total
    Percent of
U. S. Registrations
                                       State
368,
328,
196,
135,
65,
44,
43,
35,
28,
27,
21,
15,
14,
956
246
837
487
607
000
197
000
500
000
000
914
200
25.
22.
13.
9.
4.
3.
3.
2
1.
1.
1.
1.
1.
2
4
5
3
5
0
0
4
9
8
4
1
0
Idaho
Utah
Connecticut
Washington
Alaska
Indiana
California
Wyoming
South Dakota
Oregon
New Mexico
Nebraska
•f Penns ylvania
                  1, 462, 678
                     517, 132
                                                                             State  Total
  Percent of
U. 5. Registrations
14,
12,
11,
10,
7,
7,
6,
6,
6,
5,
1,

55,
000
000
963
500
580
500
470
000
000
161
235
325
000
1.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.

3.
0
8
8
7
5
5
4
4
4
4
1
-
8
* Estimated

-------
21,  national emissions impact has been calculated and appears as Table
24.  An assessment of the national  importance of these  emissions can

          TABLE 24.  ESTIMATED NATIONAL EMISSIONS
                    IMPACT OF  SNOWMOBILES
         Pollutant

       HC
       CO
       NOX
       RCHO
       P articulate
       *SOX
g/unit Y ear    Tons Emitted per Year
   37, 800
   58,700
      600
      552
    1, 670
       51
60,900
94,600
   967
   890
 2, 700
    82
       '''Calculated on the basis of fuel consumption and
        sulfur content of 0. 043 percent by weight

be made by comparing them to revised EPA Nationwide Air Pollu-
tant Inventory data'   ', which has been done in Table 25.  This com-
parison shows  snowmobile emissions to be  minimal on a national
basis, but effects in more  limited areas cannot be neglected.

TABLE 25.  COMPARISON OF SNOWMOBILE EMISSION ESTIMATES
   WITH EPA NATIONWIDE AIR POLLUTANT INVENTORY DATA
                 1970 EPA Inventory Data,
                 106 tons/yr(27) (Revised)
Pollutant

HC
CO
NOX
Particulate
All Sources
27. 3
100.7
22. 1
33.4
25. 5
Mobile Sources
15.2
78. 1
11.0
1.0
0.9
                      Snowmobile  Estimates as % of
                      All Sources

                         0.223
                         0.094
                         0.004
                         0.008
                         0.0003
             Mobile Sources

                   0.401
                   0. 121
                   0.009
                   0.270
                   0.009
       Since most snowmobile operation occurs in just a few states and
mostly during three or four months of the year,  the possible importance
of these machines as a localized source of pollutants cannot be dis-
counted.  In particular,  localized concentrations of CO and HC could
rise significantly where  a number of machines are operated in a  restricted
area.  In most cases, areas of concentrated activity are probably rural
rather than urban due to space requirements.

       A summary of estimated variation in snowmobile emissions by
season and region is  given in Table 26.  The northern  region includes the
                                 52

-------
         TABLE 26.  SUMMARY OF ESTIMATED SEASONAL AND
          REGIONAL VARIATION IN SNOWMOBILE EMISSIONS

               Percentage of Total Emissions by Season	
 Region       Dec-Feb     Mar-May    Jun-Aug     Sep-Nov   Subtotals

Northern        55.8         18.6         0.0          18.6        93.0
 Central         7.0          0.0         0.0           0.0         7.0
Southern         0. 0          0.0         0.0           0.0         0.0
Subtotals        62.8         18.6         0.0          18.6       100.0
 area between 49° and 43° North latitude, the central region is between
 43° and 37°,  and the  southern region is between 37° and 31°.  The
 basic breakdown comes from assuming a 5-month snow season in the
 northern region, a 3-month season in the central, and no season in  the
 southern region.  The other major variable considered is geographic
 distribution of snowmobiles (by states),  according to data from Table  23.
 It was assumed  that most snowmobiling  is done in the state and region in
 which the machine is  registered,  but operation was assumed to be in
 another state or region where such an occurrence seemed  obvious.  One
 example would be New York  state, which is placed in the central region
 by its population center, but in which most snowmobile operation is  pro-
 bably in the northern half (or in the northern region as defined here).
 Grass racing and other summer activities have not been considered.

        Regarding concurrence with emissions released by other sources,
 snowmobiles probably emit only very small amounts in most urban areas
 or during peak traffic hours.  In these respects,  snowmobile  emissions
 can hardly be considered additive to  other emissions in estimating con-
 tributions to most urban air pollution episodes.
                                  53

-------
                           VI.   SUMMARY
       This report is the end product of a study on exhaust emissions
from snowmobile engines, and it is Part 7 of a seven-part final report
on "Exhaust Emissions from Uncontrolled Vehicles and Related Equip-
ment Using Internal Combustion Engines, " Contract EHS 70-108.   It
includes  test data,  documentation,  and discussion on detailed emissions
characterization of four engines (three 2-stroke twins and one rotary),
as \vell as  estimated emission factors and national emissions impact.
As a part of the final report on the characterization  phase of EHS 70-108,
this  report does not include information on aircraft turbine emissions,
outboard motor crankcase drainage,  or  locomotive emissions control
technology. As required by the contract, these three latter areas  have
been or will be reported on separately.

       The emission measurements on the four snowmobile engines were
conducted in,and by the staff of,the Emissions  Research  Laboratory.  Data
were acquired  daring steady-state  "mapping" procedures, which included
idle  conditions  and 28 other speed/load combinations,  not all  of which
were the same  for any two engines.

       The exhaust products measured included total hydrocarbons by
FIA; CO, CO2,  NO, and hydrocarbons by NDIR; NO  and NOX by chemi-
luminescence; Q£ by electrochemical analysis; light hydrocarbons  by
gas chromatograph; aldehydes by wet chemistry;  particulates  by gravi-
metric analysis; and smoke by the  PHS light extinction smokemeter.
The  engines were operated with (nominal) 20° F intake air, fuel losses
by evaporation  (in the field) were considered negligible,  and SO  emis-
sions were calculated rather than being  measured.   Emission factors
and national impact were computed for hydrocarbons (total'), CO, NO  ,
RCHO (aldehydes),  particulate, and SOX.

        Expressing  snowmobile engine emissions as percentages of re-
vised 1970 national totals from all sources, snowmobiles appear to
account for approximately 0.  2 percent of hydrocarbons,  0. 1 percent of
CO, 0. 004 percent  of NOX, 0. 008 percent of particulate, and 0. 0003 per-
cent of SOX.  As percentages of revised 1970 mobile source  emissions,
snowmobiles are estimated to account for about 0.4 percent of hydrocar-
bons,  0. 1  percent  of CO,  0. 009 percent of NOjj,  0. 3 percent  of particulate,
and  0. 009  percent  of SOX.  All  these figures are  rather  minimal on a
national basis.

       Since emissions from snowmobiles occur mainly in a few states
and  during a few months of the year,  their local  impact may  be more
severe in some cases than indicated by national  comparisons.  Particular
instances may arise, for  example, in which a number of machines are
                                 54

-------
operated in a relatively small area; and this situation could lead to un-
desirable HC and CO levels.  It should also be noted, however,  that
snowmobile emissions,  being released primarily in  suburban/rural areas
and during leisure hours, should not be frequent  contributors to air
pollution episodes  associated with highway vehicles or industrial processes.
An estimate of seasonal and regional variation in snowmobile emissions
shows that about 93% of  such emissions occur in the  northern region and
7% in the central region.  About 63% of snowmobile emissions occur in the
Dec. -Feb. quarter, and  around 19% each in the late  fall and  early spring.

       After a number of years of very rapid growth, the snowmobile mar-
ket seems to be leveling  off.  This  factor leads to a slowly increasing snow-
mobile population projected for the near future,  with most sales as replace-
ment rather than expansion  of the population.   It is not expected that drastic
changes in snowmobile emissions will occur on a national basis  due to any
forseeable factor,  but fuel shortages or rationing could change the whole
picture.
                                     55

-------
                      LIST OF REFERENCES
 1.  "The Snowmobile Owner 1972, " Snow Goer Trade magazine,  August
     1972,  Webb Publishing Company,  St.  Paul,  Minnesota.

 2.  Federal Register, Volume 38, No.  124,  Part III,  June 28,  1973;
     Section 85. 074-10(a).

 3.  Altshuller, A.  P.,  et al, Determination of Formaldehyde in Gas
     Mixtures by the Chromotropic Acid Method,  Anal.  Chem. 33:621,
     1961.

 4.  Sawicki,  E. , et al, The 3-Methyl-3-benzathiazalone Hydrazone
     Test,  Anal, Chem. 33:93, 1961.

 5.  Federal Register, Volume 37, No.  221,  Part II,  November 15,  1972;
     Section 85. 874-13.

 6.  Federal Register, Volume 38, No.  124,  Part III,  June 28,  1973;
     Section 85. 074-26(d).

 7.  Federal Register, Volume 37, No.  221,  Part II,  November 15,  1972;
     Section 85. 774-18(1).

 8.  Hare, Charles  T.  and Springer, Karl J., "Exhaust Emissions from
     Uncontrolled Vehicles and Related Equipment Using Internal Com-
     bustion Engines, " Final Report Part 3,Motorcycles,  Contract No.
     EHS 70-108,  March 1973.

 9.  Hare, Charles  T.  and Springer; Karl J., "Exhaust Emissions
     from Uncontrolled Vehicles and Related Equipment Using In-
     ternal Combustion Engines, "  Final Report Part 4,Small Air-
     Cooled Spark Ignition Utility Engines, Contract No. EHS 70-108,
     May 1973.

10.  Hare, Charles  T.  and Springer, KarlJ., "Exhaust Emissions
     from Uncontrolled Vehicles and Related Equipment Using In-
     ternal Combustion Engines, "  Final Report Part 1,Locomotive
     Diesel Engines and Marine Counterparts, Contract No.  EHS 70-108,
     October 1972.

11.  Hare,  Charles  T.  and Springer, KarlJ., "Exhaust Emissions
     from Uncontrolled Vehicles and Related Equipment Using In-
     ternal Combustion Engines, "  (currently) Draft Final Report Part
     5,Heavy-Duty Farm,  Construction, and Industrial Engines, Con-
     tract No. EHS 70-108,  July 1973.

                                  56

-------
                   LIST OF REFERENCES (Cont'd)
12.  Hare,  Charles T. and Springer, KarlJ.,  "Small Engine Emissions
     and Their Impact, "  SAE Paper No. 730859,  Presented at the
     Society of Automotive Engineers Meeting in Milwaukee, Wisconsin,
     September 10-13, 1973.

13.  Eccleston, B. H.  and Hum, R. W. , "Exhaust Emissions from Small,
     Utility, Internal Combustion Engines, " SAE  Paper No.  720197,  Pre-
     sented at the Society of Automotive Engineers  Congress in Detroit,
     Michigan, January 1972.

14.  Donahue,  J.  A.,  et  al, "Small Engine  Exhaust Emissions and Air
     Quality in the United States, "  SAE Paper No. 720198, Presented
     at the Society of Automotive Engineers  Congress in Detroit, Michigan,
     January 1972.

1 5.  Optical Properties and Visual Effects of Smoke-Stack Plumes,  A
     Cooperative Study:  Edison Electric Institute and U.S.  Public Health
     Service, Publication No.  999-AP-30, Cincinnati,  Ohio,  1967.

16.  Halow,  John S. and  Zeek,  Susan J. , "Predicting Ringelmann Number
     and Optical  Characteristics of Plumes, " Journal of the Air Pollution
     Control Association, Volume 23,  No. 8, August 1973.

17.  Letter from Mr.  L. W.  Foster of Polaris to C. T.  Hare, March
     16,  1973.

18.  Letter from Mr.  Joe Budd of John Deere to C. T. Hare, October
     4,  1972.

19.  Letter from Mr.  J.  H. Rose  of Massey-Ferguson to John Nesbitt
     of ISIA, April 6,  1973, Submitted to C. T. Hare by Mr. Nesbitt.

20.  Ward,  Harry M. , Griffith, Michael J.,  Miller, George E. , and
     Stephenson,  Donald  K. ,  "Outboard  Marine Corp.'s  Production
     Rotary Combustion Snowmobile Engine," SAE  Paper No. 730119,
     Presented at the  Society of Automotive  Engineers Congress in
     Detroit, Michigan, January 8-12,  1973.

21.  Letter from Mr.  Harvey E.  Schultz of Kohler  Company to B. C.
     Dial of SwRI.

22.  Letter and Enclosures from Mr.  Martin A. Berk of John Deere to
     C.  T. Hare,  August 31, 1973.
                                 57

-------
                   LIST OF REFERENCES (Cont'd)
23.  Petroleum Products Survey No.  73,  U.S. Department of the Interior,
     Bureau of Mines, January 1972.

24.  Letter from Mr.  John Nesbitt of ISIA to  C.  T.  Hare, July 13, 1973.

25.  The Off-Road Vehicle  and Environmental Quality, Malcolm F.  Bald-
     win,  The Conservation Foundation,  Washington,  D. C. ,  1970.

26.  Product News,  May/June 1973 (Submitted by John Nesbitt of ISIA).

27.  1970 EPA Air Pollutant Inventory Estimates (Revised),  1973 Annual
     Report of the Council on Environmental Quality.
                                 58

-------
APPENDIX
   A-l

-------
Mode
      rpm
             Obs.
           Power,
        Fuel,
       lbm/hr
        Temp. , °F
        Int. I Exh.
      FIA
      HC,
     ppmC
                                 NDIR
                                 HC,
                                NDIR
                                 CO,
NDIR
 C02
                                                      NDIR
                                                       NO,
                                                      ppm
C. L.
 NO,
pprn
C.L.
NOX,
ppm
                                                                                       Elect.
  1
      1 OLE
                     I.TI
                15-
                                         4.3g
                                  Ji.
                                                                       - fa
            2.20
                     30?
                                                 73.
                                         39.6
                                        \310
                                  / 2.3k
                                  0.13
                                                f6-3
      SSOO
                iS"
             5-20
     14/00
                                                      D.ll
                                                               9S-./
                                                            /o/.
                                                                          3.4.
                    /2.-S
                2.3
             628
                                 3-104
                            7-1 /
                                                              6(0.0
                                                            8^-4
                    IS-
                          ZSkoo
                                  3-
                            l.ns'
                                                      2-44-
                                                                   4.3
      BS30
 ' i,A
l&.
     41? o&o
                                 /
        3-2-4
        2-1
                                  0.II
                            8.C?
                                                       11*.
                                                      no.?)
                            7-0
 13
      ZSoo
                     Z-iO
                           5330°
                                              2.2ZJ
                                         6.08
                                   34-
                                                             A 2,7
                                                                  jr. 6,
 14
                            2-3
                     2.5V
                                  2..1ID
                                  1, 60
 15
                            2-4
                           1&000
                                                39.
                                          ?.;
                                                                           7-6
 16
                                                      4-ss-
                                                                            «».»
 17
      4000
                                              .2.772-
                                                 7-33
                                                            si e.
                                                      4-4
 18
      4 coo
 /3-0
 9.00
8^8
                                        5.37
                                                                   4-3
 19
      4^000
         8-L.1
              Jl
                  348^0
                                                      4-76
                                               ^T
                                               10$.
 20
      Q-ODO
  7-34
 ^•35"
                                  208.
                                                                          /33-
                                                                          3.5"
 21
                            is-
                     4STS"
                   2.1*400
                     O.tl
                                                7.83
                                                                     14-
 22
      4500
                     302
                                       38*00
                          i.04?
                                  103.
                                                                   5-3.7
                                                                   fc-9
 23
      4000
P-40
2-34
                /8
                  5$ oocf
                                               44,6
 24
      7ooo
                2.0
                                         io.l
                                                                    137-
                                               105.
 25
                                 5-75-
                                       /1 040
                                         9-74
                                  j4£L
                                                                    310.
 26
      100O
                     9./1
                2.0
                                  3.55
                            &.OL
                                                                          /S"/,
                                                                          3.4
 27
      looo
             I ID. 2-
                                                 1-l\
                                                                           12-2.
                                                              &O.I
 28
      IBOO
^3.5-
                                                             g.e/
                                                        177.
                                                            j^)i.
                                                      4.8
 29
                                                             _ML
      7c>oo
3/. /
        12.
                                       30000
                                         ^.73
                                         747,
 31
       IDLE
                      1.32.
                           92000
                                                 4-/?4
                                                       g.2-4
                                                /fc.3
                                                                                        e.2.
 Engine  ARCTVC  CAT 440     Run J_  Date  3/7 3   Barometer   2.9.08
                                        A-2

-------


Mode
1

2
3
4
5
6

7

Q

9
10
11
12
13
14
15

16

17
18
19
20
21
22
23
24
25
26
27

28


£7


o i



rpm


55eo
55OO
5£o ;
-CSC 3

-b r o ('

-£"5~£>o

C.^i''<-
;-'•"--
2500
ZSoc
^-SOO
2 SOD
•2 Son




4-Doo
4000
4-ts ,
4-Occ-
4-0:--?
4.000
4000
'ICCiO
qooo
10CC

loco

looo

7oe:j



/OLc
Obs.
Power,
hp


1 • ') la
-5 . fc 2.
7 57
/4^

-- /• /

' -' 1

2-7-5
?.<,?
- £.£,7
-T7S-
^.T^
/•8 8
75"




14-S1
'3-4
11-3
';.fS
5-^r31
SS'4
"Tl
•1^7
:-t-
2S7

/ T 4

16'!
9oz
80S
'iss
4,5 T
ff^f
50 /
2-57
-»'£•
1-82-
6>/6









25-3
FIA
HC,
ppmC

8rt.ro
/ 3 5 jo
1 3o? C
/t So J
3^as:j>

.- 1 ~ ^ 9

J o &

.- 7 « -;
^-t. o^i[.-
boa g. 5
4G-: J^
3i- '--->
3bo---o
oo
fl'if'O
30800



_?72"0

4tC^=>

<}.2.OOe>

~)&ooo
NDIR
HC,
ppmC^

1 1 &00
152-
9 ; 7
(I 7/
3^5-34

2 ic7£

2-137

Z?. 84
45-J.S
40/6
3133
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c 75-6
J.S-/8

3 TSt

^83

3~2 il
NDIR
CO,
%

•4'iU
0 JS"
i).i)9
0.1 1
5.11

3.44

4-. 07

^.P4
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fo-43
N2.5-
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4-.OI
2..0O



^-•Sl.
l.l-l
4-4i.
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^•33
0.3. 1
0'2£
0,-,S
o-to
D.^S
3,.e>°i

S- 3V
} a /
o. 3fc

4./o

-?-36

s.s^
NDIR
CO2
%

3.43
9.8 *>
"?3Z
/a,S"
?.2'

'/.IS

fc.84

«,'i
7'8i
4.3o
fl.tffi
8^
5".<30
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9./7
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7,68
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?-^
7.8fc
»-9
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8.86

fc.io

8-/»

7.3d

,go

4'0°
NDIR
NO,
ppm

O.3
loO
63
^£•8
/fcff

^^•9

^88

1 1 00
Hi I
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1 i 2.
5S"
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toil.
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;ST.
^>r
79
76
96
2^2
H4

81

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144

S

b.lfl
I\1G
I1?~
K4
fo-4
30-7
44.fc
JA./
^8-4
/SB-
101

80.

J /O.

no.

4tt

5,84
C.L.
NOX,
ppm

/3
j£>.&
3/.9
IL')
//3

2-i^

4,4'

/.'Z2.
;i^4
•••" '_
H7
64...
i i . C
j 4--^"



/ j,&
/Z43
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s/,£>
38. fc
3/.f
/^r
10L.
4'i
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iS"£"

22-4

4-34

'D, J
Elect.
02
%

9.6.
X.<)
3.^
5-2.
'• 3

v :

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£T ' J
R-i.
- j . ^
-r ';
,- .'
.- 4
-"^t

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fj
. - -t
•S.'i
4-2-
3.6
3-3
jr.a
i.L
S.T-.
.7.4
J4
2-4

4'S

4-1

£".S"

s-.1?
o f~
8'^
Engine  ARC I  1C  C4T 44^     Run  2.   Date -3/73    Barometer  2. 6 •
                                         A-3

-------

Mode
1
2
3
4
5
6
7
8
9
10
11
12.
13
14
15
16
17
18
19
20
' 21
22
23
24
25
26
27
28
29
30
31
rpm
IDL€
5~£Too
CS'oo
575 o o
S'^o '-.•
5 5 SO
SSfo
ss'oo
-2SOO
iSOO
isroo
2_£-<90
1SOO
3--SOO
1S&0
IDLE
4 ooo
4-0(20
4C0'J>
^0 .'V>
4 DOJ
4000
40C-J
'IOOO
ioc-o
10 Of)
IOC
'1C CO
rlOOC
r!Coo
ICiLc
Obs.
Power,
hp


Z.1B
3.55
la- 4-0
/4'£"
J./ £"
-Z6-V
z9-/
7./f
^.i6»
.5V;? fc
-?-k3
/-f&
0.95


	
1 3.T
/3.0
1 ! . 1
7.ti
.3.Z9
I.&Z
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I, 05
4-2-1
8,04
/fc.5"
2S. (
if, 7
3J.0



Fuel,
lbm/hr
l.feC
3.2- 1
J./D
4.^5-
;^.3
Ik.
It.
i i>.
i. . O (">
-S".£"/
4.^£-
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2'/Z-
l,°ll
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1.51
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1,Lt>
P.<7 7
^r.^z
x . S 3
2-34
2- J?
3 ko
-5"-8/
8.oc
/r.
2i.
30,
2&.
/•5"<9
Temp. , °F
Int.
/9
/ 5
1 u>
10
'%
	
	
	
2.S-
17
n
15-
a
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IB
3-0
'£"
15"
1?
17
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n
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20
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— —
—
	
--
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Exh.
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1 i.3,00
l^koo
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23kOO
32.000
3°IOC o
sve^o
// : ^.-5 o
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JjOf 00
jq.8c3
i.? 8 r-'°
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(,32.00
•?4 400
2QIOO
37000
$ la ooo
2 le>o cm
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37fcO£>
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.' £T4 3 0
Cl 1 ZOO
i7 6od
37000
37 0£o
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HC,
ppmC^
/ OtoOO
/£>84
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9-»
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2-6
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3-/
4-3
4 -1
£~ '.
4--;
1 _L_
Engine  ARCTIC  CA I  440      Runb    Date 3/.' C    Barometer  X.'~> •
                                       A-4

-------

Mode
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
rpm

S~500


SSDO
SS'OO
£500
SSDO
iSCO


2£"CO


i.500
lOJ-P
4-ooo


4-ooo


4.000
1000


1 ooo
'IDOO
loco
7 OoO
IOL.C
Obs.
Power,
hp

l.lto


lA.k-
21-4
ijrH
^l-io
H Si


3.11






1 5'- 6


n.'n




t.OS


IS.4-
1S-I
i '? 0
'60-1
	 	

Fuel,
lbm/hr

-3.03


/3.4
(8-8
23.0
^3.0
7-So


4-14


l-«9
(•US'
14 -o


fc-4S


2./4
3<3D


H>-4
3.1, U
2.6.0
a^.1?
1-41
Temp. , °F
Int.

23


24
if
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; ?
23


/r


/£"
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n


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955
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692
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HC,
ppinC

/ 0 0 .' ' 0


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404^0

£-5 r r- o


560<*o


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83-T00
•4-&oo<5


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;s-«joo


4-z4oo
45~ioo
SSaoo
44&tf£>
8/600
NDIR
HC,
PPmC6

^fc8


20fe/
2860
I13&
342*q.
3z^t


/5"4/


^itoU
ga<4
27f 5"


2ti,4


4fc'9Z
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7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
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-------

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1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
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-------


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8
9
10
11
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14
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18
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20

21

22

23
24
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-------


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-------
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-------


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1

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3-7

•7
Engine
Run
                                                       Barometer
                                    A-il

-------
Mode
      rpm
      Obs.
     Power,
      hp
 Fuel,
lbm/hr
                           Temp. , °F
Int. Exh.
                           FIA
                           HC,
                          ppmC
                 NDIR
                  HC,
NDIR
 CO,
NDIR
 C02
NDIR
 NO,
ppm
C. L.
 NO,
ppm
C. L.
NOX,
ppm
                                                                                     Elect.
   1
      IDLE
              0.76
                           _Lk
                               ^2.000
      40^0
                               fcpBQC
                                  g-47
                                                       JL2_
                                                                                IL,
     4-ODO
             3.00
         J2-
                          Stooo
                                      J4-
                                                                                A3
                    3-6.0
        J2-_
                                                             87
                                                             Jo
                               47t,oo
                                                                    If
       ooo
                                                     s-47
                                                            JfiL
                                                     J£i_
                                                                   jLTe.
            t-31
                               SiBoo
                                         g.Ob
     4-000
      7-43
                    T-IC
                                                4(4
                                                             5/Z.
                    J-o1/
                                      5T/200
                                                                   5?
 10
                    i-83
                                                    fr./t
                                                     -sr.io
 11
                                2-3-4
                                                     0,10
                                                     770
                                                                   8.;
 IZ
                    /.so
                           tO.
                          '60
                                                                                .'4
                                                                                      o,
 13
                                      LZBoo
                                                     6.-6X
                                                      5.0
 14
                                             IZoo
                                                     n.l
                                                      35"
 15
                    4-9S
                                              3-iO
                                               JL5L
                                                                               4-0
 16
      li- L
                                             5-4^8
                                                                   31
                                                                         /o
                                                                   11.2.
 17
                    8-02.
                                              0.2Q
                                         9,01
                                                                   IB-T
                                                         JLfi.
 18
J^t_
                   ll-l
                                                     8.31
                                                                   7,0
 19
            •4-
                                                     g,78
                                                     7-/B
 20
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                                                      51 't
 21
                     ,4 0
                                       i: oc
                                                     V./4
                                               icon
                                                             CIO
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                                                          7.6
 22
                                                                  4^,7
                                                                  4Qi
                                                            +4.2
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 23
             '  -IT.
                                                                 ^/7_
                                                                        J/fi_
                                                                  JLL
 24
     So or
                                             3/^3
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                                         9.64
                                                      UJL
                                            m.
 25
      STn
                               392-OO
                                                                                       Li_
 26
       00
                           li-
                                     46800
                                                     0-32-
                                                10
                                                                    7Z
                                                                                      5-1
 27
                    /.3o
                           lt
                                                                         /I-
                                                                  10-5-
 28
     25TO
                           IT,
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                                               ^fi.
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 29
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                            It
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 30
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                           II
              2.22.
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                                                                          &J2-.
 31
OLE
                           ll.
                                                                  44
                                                                                9.-?
 Engine
                  2.48
                 Run  2-   Date
                                                    Barometer
                                                                 .^-* fl
                                       A-12

-------
Mode
      rpm
             Obs.
           Power,
             hp
              Fuel,
              lbm/hr
                           Temp. , °F
                            Int.  Exh.
                           F1A
                           HC,
                         ppmC
                                        NDIR
                                         HC,
                                                NDIR
                                                 CO.
NDIR
 CO2
NDIR
 NO,
ppm
C.JL.
 NO,
ppm
C.JL.
NOX,
ppm
                                                                                      Elect.
  1
                    0-97
                            10
                                     i (. 6
                                                                     3.S
     4000
                            10
                                     £•£•400
                                                      c ri
                                                            -£'•38
                                                                   -! If
                                      obftoo
                                                            6-24
                                                                         JL4_
                                                                                       7,0
     4300
            /.S2.
                           to
                                                                                4/
            3-41
                    4-43
                           10
                           402.
                                                                  _±3-
                                                                    Z3
                                                                                  0.8
                           n
                                                                         ID
                                                                                       6.1
     4 0 tf
                           ii
                                                      Q'SS
                           12-
                                                            1.10
                                                                         HI.
                                                      o So
                                                            U-ttQ
 10
     300O
                                             4754
                                                     O-IU
                                                       {,.11
                                                              34
                                                                                51*
                                                                                  7.0
 11
     .2000
                    ISB
                      /o
                    2,8
                                                      p.fc
 12
     3ooo
            0.28
               1.1*4
                                                                           "?. 0
 13
                    1.43
                           If)
                                             £1.30
                                                     Q-43
 14
                            n
                                201
                                                                         33
                                                                           43
                                                                          4-3
 15
            3.78
                    6- "73
                                -£"63
 16
      IDLE
                                                                         4.2,
 17
9-77
                           13
                                                0-*B
                                                            &.'/(>
                                                                          172.
 18
     tS'OO
           /3.o
                           10
                            608
                                                      374
                                                                    339
                           1.1
 19
     If SC
                                                                  SO*
                                                                          43-9
 20
            lie 5"
                           tg
                                                             •Soff
                                                                   444
                                                                                 fi.o
 21
     Sooo
                      ±L
                    ^ai
                                                     0,72.
                                                                               44?
 22
     SOOO
                           /3
                                iV/
                                                                          4-Jfc
                                                                                      7.S"
 23
5-000
            9-3 /
                         4440Q
                                                .lifcA
                                                            9.02.
                                                                  J7V
                                                                         /•?*,
                                                                          A3?
 24
     SOOO
                                      40600
                                                                  '48
                                                                                 7.7
 25
     5TOOO
              ^34.
                                     4*400
                                                                   81
 26
     Sooo
                           11-
                                     ,£•/;• 00
                                                            7.8o
                                                              .57
                                                              II
                                                                          A.U
 27
     2.^00
                    /,&£>
                           15
                                                .eJk
                                                       4.4?
                                                             S.I
 28
     isoo
                           II
                                               ^Ji.
 29
     3.50 O
                           10
                                2.09
                                     ^v? fioc
                                                                          /4
                                                                                      9.3
 30
55"oo
                           10
                                        1 00
                                                            8.76
                                                                    3.1
                                                                    34
                                                                                  8&
 31
     IDLE"
                    1,00
                           II
                                         00
                                                                    £-2
                                                                                     10.3
Engine
                   248
                              Run
                                 Date  7/73    Barometer  29-34-
                                      A-13

-------
Mode
      rpm
       Obs.
      Power,
       hp
             Fuel,
             lbm/hr
                           Temp. , °F
                           Int.
      Exh.
                   FIA
                   HC,
                 ppmC
                  NDIR
                   HC,
               NDIR
                CO,
NDIR
 C02
NDIR
 NO,
ppm
C. L.
 NO,
ppm
                                                                              C.L.
                                                                              ppm
                                                                                    Elect.
  1
     (OLE
                    j.CU
                      N
                           112-
                                               0.52-
                                 fe.f.2-
                                               3-7
                                                                                     10 -
                                                     C-41
                                                      *7.o6
                                                            J£_
4000
             1,11
                           to
                           £<><*
                                                      gas-
                                                             So
4000
             \-\tO
              A.bC
                      II
4.4.000
                                       43/5"
                          0-2.B
                                                                   7-4
       000
            J -'/-
                                                            524
                                                                        444
                                                           B-S"
 22
     sooo
                           II
                               52400
                                                   J241
                                                                  283
                                                   444
 23
             7.37
                     IT-
                                                                               J7_6.
 24
     S'OOC
4-^4
                           II
                               40800
                                       330 1
                                                     8-34
                                                    US'
                                                          J^_
 25
                   4.1*
                     10
                                                             31
                                                                       Ji4_
                                                                        ^2_
 26
 27
                           to
                          302-
                                            4417
                                                     7.4,3
                                       S2
                                                                         32-
                                                                             ^2_
                                                                    /
 28
     a^soo
                           10
 29
     S-S'CO
                   /•Si
J^_
                                                                         /9
                                                                                9.3
 30
 31
                           10
                                                           9.00
                                                                        .37_
      IDi-S
                                                    0,36
                                                            -IS"
                                                                                7.6
Engine   R 0 T^ X   2-
                             Run 4    Date, '7/93   Barometer
                                      A-14

-------


Mode
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
?(,

27

28
29
30
^!



rpm
IDLE
^000
4000
4W0
4000
4000
4-00D
^ 000
3 coo
leas
^ooo
3ooo
3ooo
le^OO
IsS 0 C
1 DL.E
L,£00
\e£00
kSoO
ft £V- 0
,\~ny^
3"ocf-
SOficJ
Coc€>
SCQO


5 S~£>O

iSco
JSco
2£oo


Obs.
Power,
hp
	
	
o.tu
/.fe o
3.4 t
-S--4/
fc-4:H
7- •/ •;
.S-.fcZ
.j.04




s.iB
e.sr
/•£
n,/
a^^.
4-iS
r/p
^^^t-
^•^4-
433.
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a.ojg'
2_XT
Hf
id/
4-«6
;-4c
727
S-7

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4-84 no
5"/zor>
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464«">
fTo 0i-'r
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hSS'tcc
£T84 0 0
/&4o
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S"i P^6,


41 coo
£-5-* • ^
4&8j.>0j

foi B >o
NDIE,
HC,
PPmC6
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42.6,6.
4338
44^^
4706
45"i8
£"38'/_
4243
5"3^4-
£-2.0*}
4674
470'?
^83
i£7/
:Tt84
' 6,7
tf.fcS
O.'t-T-
c.'Z

o ,t o
f\ IA
i/.J^
0-34
0-Z1
o,ZZ>
/) *, a
U • AT
NDIR
C02
%
5-.^ 5"
t-45"
7.4D
1-Bi
lp.^2.
7-37
7.3.1
7-2.4
9.^2.
1-76
b-$(,
fo.4L
i.o^
10-0
7 4-4
6 . P^'
7 fo4
v.e.j
7.44
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V-S£T
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1 r ?

^ C"^
i.&f
'*./£»
h-S/
r;,i,s-
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NO,
ppm
4P
£•?.
4-4
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76
!B°I
Mk
58$
si
M
SB
to
41
62.
I'll
^
ZOIr
31£
r^3
-T£-g
463
37fc
^0^1 I
_l£^_
80.

45^

•24-
^
• 4
s-i


C.L.
NO,
ppm
* tP
. 57fr
45-4
347
^72.
/IS
60

_^2__

^4
/4
'•f
X,0

/4-
Elect.
02
%
10- L,
i.f
5-z
7-4
7-7
7"f
8.0
O.i
7.4
(,,•2.
ff.'i

-------


Mode
1



3
4
5
6
7
8
9
10

11
12

13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31


rpm



3 TOO
3500
35 DO
3soo
Ssoo
3s-oo
2SOO
isoo

3-SOO
loOOO

loOOO



















Obs.
Power,
hp




3.0^
S.'ii,
//.*
>7-£T
2.3- O
9.5Z
3-i8


O'bO






















Fuel,
lbm/hr



5,0£~
fc-4*?
T-83
IO-5
I2-1
I5T.7
1-So
4-.no

3. Ill
°i-W
i er n
/5, /




















Tern
Int.

/ O

24
-10
2-0
2-4
It.
XT
it,
47

5.<5
17.






















P.,°F
Exh.

2.<}^

SS-f
fcsi
fc34
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NDIR
C02
%
/ ?4
fe"^T

.ff4
'j./O
M4
r?7

fc'4-C
i/»

/• **T



















NDIR
NO,
ppm

T}

^O
//4-
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i(.S
4^
6^5"
/o3
79

f-
•41
-5 T C"




















C. L.
NO,
ppm

Iff

50
31-
83
A4fc
t^6
fc/4
/05"
74

24-
/3-0
*3 /7 ^




















C.L.
NOX,
ppm
1 "2-


5*1
IP)
?1
^ss
12.fi
fe<4
/cr
£3

JS
/^T
" ^-i ^




















Elect.
02
%
V -J


O-4
0-*
0.5
P-1
0-4
0.5-
o.4
0,4

/'Z-
0.2,

V • t-



















Engine
Run  1   Date  t° /13  Barometer
                                     A-16

-------

Mode
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
rpm
IDLF
3r"oo
:-. ±t.o
y r-co
3£'0o
^""oc-
.": 5~O O
•2.500
26PO
3.600
boco
IfOOO
Loco
Iff COO
(fOoC

IcOOO
4000
4000
4-ODD
4000
4- coo
4.000
S"CO£>
S"0o£>
.rooo
-S"oo£>
£"OOO
500O
£DO 0

Obs.
Power,
hp
	
P. 88
2 • &!
^.1L>
II- h
11-1
23.7
7.4.7
5 U
P. SO
1,50
q.3^
l^t-D
i^.fc
3^.4-

33.1
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-4-/
iP-1
n.oi
3.4.;
0,5"9
0-75"
4-Zi-
7-c)7.
IS-,5"
2.3. S"
as./
J/.3


Fuel,
lbm/hr
3-2-1
-S~.T
fc.'Jt
'/.SO
/0-4
1 5 ,5"
/S.3
i./S
4.83
-?--:3
/O 3
/£:»
>t.^
A3-2.
31.0

i~n-T-
1O.W
n.fe
/s-.T
7.54
fc 4,7
-f.92
7-t /
/O-O
/o.9
/3-fe
18.0
2-1-1-
2-4- B

Temp. , °F
Int.
'1
Al
^4
/£-
'3
15
n
n
^4
10
i4
lie
!°l
lie,
17

i£T
AT
/?
i£-
i.4
-3
^4
AO
2-t
i3
'3
"f
/5"
16

Exh.
332.
5f7
leiD
£70
S20
^4
/ oii,
M4
5-tr
4^
'04;
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//st
i~2IZ
1/74,

^5-0
1021.
1004
/00&
8//
?Z4
46'
774
58?
^20
/OJ4.
//ll
ns-2
//ri

FIA
HC,
ppmC
^-TiffOO
13 200
1 3-floo
bZSO
S310
SI SO
S2.00
4?-5o
SiaOO
II •). 0 0
--,38
3 'IS
f35-o
2 5 So
^i6~o

Li'CC'
T4OO
5~?>eo
£100
qioo
STO0P
t,SoCt
', IpSc
3rSo
3-r.£"o
ZSoo
4fe
Lit,
181
158
J235
12.2-
l»l
2W
	
/OS"
/4^0
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2^7

ii .5"
' OO
+ *W
4(1-
15. <»4
3SO
33fc
2.5-8
53fc
<44i
J4^
to3r
i33r
,'-»3fc

NDIR
CO,
%
8-n
T.4B
0.3>,
-5--4I
f-74
4./0
t-06
'•5<)
3.74
fc.SZ
0.04
^.o?
3.4,2.
i ,00
L-lo

L.Tl
7.63
r.44
-SV4S"
5,47
4-^
t.?.74.
•': 13
'» ,"0

8.78
8.2 1
9.03
?.3fe
lo. 65"
<},t,<)
8.72.
/O.Tfc
10. Oi,
10-53
11. j)
'&-3B
4.1.S
9.^

NDIR
NO,
ppm
-?^
L.'S
'O^J.
.94-
a.^4
"70
/»4p
" .-' B
* ,-~ *
•,_r-
- :•/
•rf " —
C -
/, ^ i
--4i

J"IS
XJ-4
44^
40^?
-^
M'
^^
14-U
lie*
3Z4r
SS'a
4-40
337
.294

C. L.
NO,
ppm
/ 0
44
•*••*
114
153
222
0,^
431
IIP
31
IBS'
(37
:• VS
i'. )
^- l/ v>

^'•ie
c-rZ
-' *'i '->
Zkt.
lr<1
10?
£3
1/3
a»?
A«
320
34-i
J72-
220

C. L.
NOX
pprn
23
fT3
.^y
/^4
/5~3
523
•t96
^3;
;/fe
44
/?7
'^3
^ -j /,
271
i9t

^48
1*92-
34o
34,2.
IBS'
/C4
^
/ J-4
^l//
233
3 :•'.-,
-H7
i7i
17O

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-------

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11
12
13
14
15
16
17
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-------
                                    TECHNICAL REPORT DATA
                             (Please read Instructions on the reverse before completing)
 1 REPORT NO
        APTD-1496
                                                            3. RECIPIENT'S ACCESSI Or* NO.
 4. TITLE AND SUBTITLE
  Exhaust Emissions  from Uncontrolled  Vehicles and
  Related Equipment  Using Internal Combustion Engines
  Part 7:  Snowmobiles
             5. REPORT DATE
                April 1974
             6. PERFORMING ORGANIZATION CODE
 7. AUTHOR(S)
  Charles T. Hare and Karl J.  Springer
             8. PERFORMING ORGANIZATION REPORT NO


                   AR-946
 9. PERFORMING ORG'NNIZATION NAME AND ADDRESS
  Southwest Research  Institute
  Vehicle Emissions Research Laboratory
  8500 Culebra Road
  San Antonio, Texas   78284
                                                             10. PROGRAM ELEMENT NO.
              11. CONTRACT/GRANT NO.

                 EHS 70-108
 12. SPONSORING AGENCY NAME AND ADDRESS
  Environmental Protection  Agency
  2565  Plymouth Road
  Ann Arbor,  Michigan  48105
              13. TYPE OF REPORT AND PERIOD COVERED
                 Final	
              14. SPONSORING AGENCY CODE
 15. SUPPLEMENTARY NOTES
 16. ABSTRACT

      This  report includes  test data, documentation, and discussion on detailed  exhaust
  emission characterization  of four snowmobile engines (three  two-stroke cycle and  one
  rotary  combustion cycle).   It also covers  the estimation of  emission factors and
  national air quality impact.  Broad regional and seasonal estimates of the distribu-
  tion of these emissions are also made.

      The exhaust products  measured include HC,  CO,  C02, NO,  02,  light hydrocarbons,
  aldehydes,  particulate, and smoke; SOX emissions were calculated rather than measured.
  The engines were operated  with steady-state "mapping" procedures using 20°F intake
  air.
                                KEY WORDS AND DOCUMENT ANALYSIS
                  DESCRIPTORS
                                               b. IDENTIFIERS/OPEN ENDED TERMS  c.  COSATI Field/Group
 3. DISTRIBUTION STATEMENT

    Unlimi ted
19. SECURITY CLASS (This Report)
    Unclassified   	
20. SECURITY CLASS (This page)
    Unclassified	
                                                                           M. NO. OF PAGES
22. PRICE
EPA Form 2220-1 (9-73)
                                            A-21

-------