EPA Report No.:
EPA^AA-CPSB-83-04
Technical Report
The Effects of Test Vehicle
Mileage on Corporate Average
Fuel Economy Calculations
November, 1983
NOTICE
This is a technical support report for regulatory action and
it does not necessarily represent the final EPA decision on
regulatory issues. They are intended to present a technical
analysis of issues and recommendations resulting from the
assumptions and constraints of that analysis. Agency policy
constraints or data received subsequent to the date of release
of this report may alter the recommendations reached. Readers
are cautioned to seek the latest analysis from EPA before using
the information contained herein.
U. S. Environmental Protection Agency
Office of Air, Noise, and Radiation
Office of Mobile Sources
Certification Division
Certification Policy and Support Branch
2565 Plymouth Road
Ann Arbor, Michigan 48105
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I. Purpose
The purpose of this analysis is to estimate the annual
CAFE credit manufacturers obtain by testing vehicles at greater
than 4,000 miles accumulation.
II. Background
A. A vehicle's fuel economy performance usually improves
with mileage accumulation due to the gradual reduction in fric-
tion between various drivetrain parts. This improvement is
most rapid during the initial "break-in" period of the vehicle
(the first few thousand miles) and gradually levels off at
higher mileages (twenty thousand to thirty thousand miles)
before eventually declining in fuel economy at very high mile-
ages due to losses in engine efficiency.
B. In 1975, Congress passed the Energy Policy and
Conservation Act (EPCA) which mandated a 100 percent improve-
ment in vehicle fuel economy by 1985. The baseline used for
this improvement standard was the EPA fuel economy data base
using the 1975 test procedures. This data base consisted of
emission test vehicles that were required to be at 4,000 miles,
+ 250 miles. Thus, any general increase in average CAFE test
vehicle mileages over 4,000 miles will result in CAFE benefits
due only to test vehicle mileage effects.
C. Data from several different types of test vehicles go
into the CAFE calculation. These vehicle types along with
their mileage restrictions are as follows:
1. Certification emission-data vehicles:
These are test vehicles used to demonstrate
compliance with emission standards to obtain initial certi-
fication. Prior to the issuance of certification cost
reduction regulations on October 13, 1981, emission-data
vehicles were required to have 4,000 miles (+ 250 miles)
accumulated at the time of testing. The new regulations now
allow emission-data vehicles to have accumulated any mileage,
as long as it is greater than a minimum mileage for vehicle
stabilization, established by the manufacturer. However, if an
emission-data vehicle accumulates more than 6,200 miles, the
fuel economy results must be factored back to the 4,000-mile
baseline.
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2. Certification running change vehicles:
These are treated the same as emission-data
vehicles, but are used to demonstrate compliance for design
changes made after original certification. There has generally
been no mileage limitations on these vehicles, except that they
be stabilized. However, historically, running change test
vehicles averaged 4,000 miles. Unlike emission-data vehicles,
data from running change vehicles are not factored for mileage
accumulation over 6,200 miles.
3. Fuel economy data vehicles:
These are vehicles used specifically for
generating fuel economy data. These vehicles may, for example,
have originally been emission-data vehicles, running change
vehicles, or development vehicles. These too must be stabi-
lized, but there is an upper limit of 10,000 miles accumulation.
EPA allows up to 10,000 miles on FEDV's so that manufacturers
can make increased use of the vehicles by repeated reconfig-
uration and retesting. In providing this greater test mileage
flexibility, EPA did not intend nor expect that the fuel
economy data would become biased so as to decrease the repre-
sentativeness of label values or the stringency of the fuel
economy standards.
D. To the extent that manufacturers now use test
vehicles for fuel economy testing that have accumulated greater
than 4,000 miles, their CAFE's will be higher than they would
have been if the 4,000 miles had been adhered to since 1975.
This increase is not due to design improvements that are re-
flected in actual in-use reductions in fuel consumption.
Therefore, manufacturers may be getting false credit in their
CAFE's due to a technical loophole.
E. Average FEDV mileages have increased since 1975. For
all manufacturers, the average FEDV mileage was 4,900 for the
1983 model year (non-sales weighted), and peaked at 5,500 miles
in the 1980 model year. Although this does not appear to be a
significant increase over the 4,000-mile 1975 baseline, there
was a wide variance in the test mileages for each model year
(standard deviations of 950 miles to 1,600 miles). A signi-
ficant amount of tests were conducted at mileages much greater
than the average. Since CAFE is a sales-weighted average, the
CAFE benefit from high-mileage test vehicles depends upon the
sales representation of the test vehicle as well as the mile-
age. This report quantifies that benefit.
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III. Data Analysis
A. General Methodology
The basic approach used to quantify the CAFE credit
attributable only to test vehicle mileage was to adjust test
results generated at over 4,250 miles to the 4,000-mile level
and evaluate new CAFE's. These were then subtracted from the
original CAFE's to obtain the mileage credit for each manu-
facturer and each CAFE class.
The equation used to factor test results to the 4,000-
mile level was developed as part of a proposed fuel economy
rulemaking (FR 26698, June 9, 1983), in which EPA proposed the
equation to adjust test values generated from vehicles at over
6,200 miles, for labeling purposes only. This same equation
was implemented in the October 13, 1981 rulemaking, applying it
to emission-data vehicles at over 6,200 miles (FR 50498, October
13, 1981) . The equation is as follows:
FE4,OOOm = FET [0.969 + 0.842 X 10~5 (m) ] ~1
Where: FE4,OOOm = Fuel economy data adjusted to
4,000-mile test point
= Tested fuel economy value
The equation was derived by examining mileage effects
on fuel economy within the fuel economy and certification data
base for the 1977 through the 1981 model years. A detailed
report on this derivation is attached and is titled, "The
Effect of Vehicle Mileage Accumulation on Tested Fuel Economy."
For each CAFE category, individual test results that
went into the original CAFE calculation were factored (adjusted
to the estimated level at 4,000 miles) if the vehicle that
generated the results had accumulated more than 4,250 miles.
The CAFE was then recalculated with the adjusted test results
using the same sales distribution as the original CAFE calcu-
lation. The fuel economy "mileage credit" is the original CAFE
value minus the adjusted CAFE value, for each model year,
manufacturer, and CAFE category.
Summary statistics were also derived for average test
vehicle mileages in order to illustrate trends in mileage accu-
mulation. These are illustrated in Figures 1 through 3.
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B. Data Base Used
CAFE recalculations were performed for the 1979
through 1982 model years.1 The 1981 model year was the last
model year for which we had a complete CAFE data base at the
time of the analysis. The 1982 model year was partially incom-
plete, missing final CAFE data for AMC and Chrysler. In order
to reduce the complexity of the analysis, only the top ten
sales manufacturers' CAFE's were examined. They account for
approximately 95 percent of U. S. sales. These manufacturers
are American Motors, Chrysler, Ford, General Motors, Honda,
Nissan, Toyo Kogyo, Toyota, Volkswagen, and Fuji. Separate
CAFE standards apply to the categories of passenger auto-
mobiles, 2-wheel-drive trucks, and 4-wheel-drive trucks.
Therefore, those categories were examined for each of the ten
manufacturers.
For the mileage accumulation trend analysis, data
were available for the 1976 through the 1983 model years. This
data base consisted of all passing valid tests used to support
certification, fuel economy labeling, and CAFE's. The vehicles
generating the data were emission-data vehicles, fuel economy
data vehicles, and running change vehicles. This amounted to
about 33,000 data points.
IV. Results
A. Mileage Accumulation Trends
Figures 1 and 2 illustrate average test vehicle
mileages for the 1976 through the 1983 model years. As can be
seen from the overall trend line, the average mileage of vehi-
cles when tested has generally increased over these years.
Although the average test mileage for these years was only
approximately 4,500 miles (only a 500-mile increase over the
1975 baseline), nearly 20 percent of the test mileages were in
the 5,000- to 10,000-mile range. The impact of these higher
mileage vehicles is not necessarily indicated by their pro-
portion in the total population. Their impact on CAFE is
1. CAFE standards went into effect in the 1978 model year;
however, EPA records for that year are not readily accessible
and may not be analytically compatible with subsequent model
years.
-------
5600
5400 -.
_ . Overall
a- - -a AMC
A A Chrysler
O O Ford
+ + GM
5200 - -
5000
4800 -
4600
4400 -.
4200
4000
\
-6-
Figure 1
3800
76 77 78
79 80
Model Years
81 82 83
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Figure 2
5600
- Overall
0 --- Q Honda
5400 - -
A VW
O -- -O Nissan/Toyo Kogyo/Toyota/Fuji
5200 -
5000 -
4800 - -
4600 -
4400 - .
4200
4000 -
3800
76 77
78 79 80
Model Years
81 82
83
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dependent on the sales fraction they represent in a manu-
facturer's product line. Thus, these mileage data only serve
the purpose of illustrating the trends toward higher test
vehicle mileages since 1975, but do not accurately reflect CAFE
impacts.
On a manufacturer-specific basis, Figures 1 and 2
also illustrate individual manufacturer trends and compare
general manufacturer positions. Domestic manufacturers,
particularly General Motors and Ford, test their vehicles at
significantly higher mileages than the foreign manufacturers.
General Motors, Ford, and Chrysler also have tended to increase
their average test mileages over those model years. American
Motors tended to look more like the foreign manufacturers until
1982 when they exhibited a drastic increase in average test
mileage. In general, with the exception of Honda, foreign
manufacturers do not appear to have made an overall effort to
test at higher mileages. Their averages have remained at near
the 4,000-mile baseline through the years. It appears that
Honda has greatly increased test mileage in 1982 and 1983.
Average test mileages of each of the previously
described vehicle types are plotted by model year in Figure 3.
It can be seen that on an overall average, FEDV's test mileages
increased rapidly until the 1980 model year, then dropped off.
It is not clear why this peak occurred, but from Figure 1 it
appears to be heavily influenced by General Motors. (However,
the General Motors peak is also unexplained.) Running change
vehicles have exhibited a steady rise in test mileages, also
exhibiting a slight peak in the 1979 model year. As expected,
the EDV test mileages remained steady at around 4,000 miles,
until the 1983 model year. For the 1983 model year, new rules
took effect that allow manufacturers to test EDV's at any mile-
age. Although this was originally intended to save manufac-
turers money by running them at less than 4,000 miles, average
EDV mileage data indicate an increase in mileage, presumably
to obtain a fuel economy advantage. This increase in overall
average EDV test mileage was nearly entirely due to the in-
creases of American Motors, Chrysler, and Honda for 1983.
(General Motors had a small increase of 200 miles over 1982.)
To summarize the test mileage trends, the over-
all trend from the 1975 baseline of 4,000 miles had to
increase test mileage. The domestic manufacturers have
tended to accumulate significantly more miles than the for-
eign manufacturers. Manufacturers appear to be using the new
flexibility to test EDV's at higher mileages beginning in
the 1983 model year, as evidenced by the increase in average
EDV test mileages between the 1982 and 1983 model years.
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5600
. . EDV's
0 O R/C's
. . FEDV's
5400 .-
5200 --
5000 --
4800 --
4600 --
-9-
Figure 3
/
\
\
\
\
\
\
\
4400 - -
4200 -
4000
3800 - -
^
76 77 78
79 80
Model Years
81 82 83
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B. CAPE Impacts
The results of the CAFE recalculations for the 1979
through 1982 model years are shown in Tables 1 through 3. Each
table represents a CAFE category and lists the mpg offset from
high test vehicle mileage for each manufacturer and model year.
For the latest available complete model year (1982) the pas-
senger automobile overall sales-weighted CAFE offset is 0.18
mpg. For two-wheel drive light-duty trucks the 1982 offset is
0.44 mpg, and for four-wheel drive light-duty trucks, the 1982
offset is 0.19 mpg.
Table 1
Passenger Automobiles
[CAFE original " CAFE Adjusted1
Manufacturer
AMC
Chrysler
Ford
Fuji
GM
Honda
Nissan
Toyo Kogyo
Toyota
VW
Sales Weighted Average;
1979
0.01
0.06
0.18
0.06
0.21
0.05
0.02
0.00
0.00
0.07
0.17
1980
I mpg)
1981
0.18
0.29
1982
0.01
0.25
0.20
0.03
0.23
0.14
0.01
0.02
0.02
0.01
0.18
Table 1 shows the passenger automobile CAFE offsets
for each manufacturer. The overall averages for the 1979
through 1982 model years appear to be fairly constant except
for the 1981 model year average. Looking more closely at the
sources of the 1981 increase, Table 1 shows that three manu-
facturers, AMC, Chrysler, and GM, accounted for virtually all
of the 1981 offset. GM, in particular, had nearly double the
offset of either AMC or Chrysler, and since the overall aver-
ages are sales-weighted, the high GM offset had a strong
influence on the average value. However, in the 1982 model
year, AMC and GM significantly reduced their offsets to values
closely in line with the 1979 and 1980 model years. In
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contrast, for 1982, Ford exhibited an increase in tneir offset
after showing decreases for the 1979 through 1981 model years.
Given these fluctuations in offsets over these years, there
does not seem to be a clear trend of increasing or decreasing
offsets for any domestic manufacturer.
As reflected in the mileage accumulation trends
(Figures 1 and 2), the domestic manufacturers have consistently
exhibited higher passenger automobile CAFE offsets than the
foreign manufacturers. The exception to this is VW, which is
actually a domestic manufacturer but shows consistently very
small offsets as do the Japanese manufacturers. All of the
Japanese manufacturers had negligible offsets for all model
years for passenger cars, except for Honda which showed a
significant increase for 1982. This increase is also reflected
in Honda's mileage accumulation trend (Figure 2).
Table 2
Light-Duty Trucks, 2-Wheel Drive
- CAFEAdjusted]
(mpg)
Manufacturer 1979 1980 1981
AMC
Chrysler
Ford
GM
Nissan
Toyo Kogyo
Toyota
VW
Sales Weighted Average: 0.16** 0.29 0.19
** - Combined with 4-wheel drive trucks as a manufacturer
option.
1982
0.30
0.01**
0.23**
0.19**
0.00**
0.00**
0.00**
0.00**
No
Vehicles
0.13
0.34
0.36
0.00
0.00
0.00
0.00
No
Vehicles
0.08
0.34
0.14
0.07
0.00
0.01
0.00
0.00
0.16**
0.30**
0.81
0.01
0.00
0.01
0.00
0.44
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Table 3
Light-Duty Trucks, 4-Wheel Drive
[CAFE0riginal - CAFEAdjusted]
Manufacturer
AMC
Chrysler
Ford
GM
Nissan
Toyota
Sales Weighted Average:
1979
0.00
**
**
**
**
**
**
1980
(mpg)
0.18
1981
0.09
0.13
0.24
0.34
0.03
0.00
.16
1982
0.02
0.16**
0.30**
0.18
0.00
0.00
0.19
** - See 2-wheel drive trucks for combined 2-wheel drive and
4-wheel drive results.
Tables 2 and 3 show the 1979 through 1982 CAFE
offsets for the two light-duty truck classes. These classes
are more difficult to analyze because some manufacturers in
some model years elected to combine the two-wheel drive (2WD)
and four-wheel drive (4WD) vehicles into one CAFE class.
(These occurrences are indicated in Tables 2 and 3.)
The overall 2WD averages widely fluctuate over the
1979 through 1982 model year span. This fluctuation appears to
be caused primarily by GM's offset fluctuation over that
period. In particular, the overall 1982 2WD average of 0.44
mpg was due to GM's offset of 0.81 mpg which is more than twice
any other manufacturer's offset. As with the passenger car
class, Volkswagen and the Japanese manufacturers exhibited
virtually no offset due to test vehicle mileage accumulation,
whereas the domestic manufacturers were usually in the 0.15 mpg
to 0.35 mpg range.
The 4WD class (Table 3) showed much the same pattern
as the 2WD class concerning domestic manufacturers versus the
Japanese manufacturers, although there were only two Japanese
manufacturers in this class. However, AMC showed virtually no
offset for its 4WD trucks. Overall, the offsets for this class
tended to be lower than in the 2WD class, and GM did not exhibit
the same fluctuations as they did in the 2WD class. (In fact,
GM showed a significant offset drop in 1982 for this class.)
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In summary, for the four model years where we have
been able to recalculate CAFE'S, the CAFE offsets vary greatly
between manufacturers. However, domestic manufacturers tend to
account for virtually all of the overall offsets. Except in a
few cases, the CAFE offsets show no definite model year trends.
However, our average vehicle test mileage data for the 1976
through 1983 model years indicates a general trend of increasing
test vehicle mileage accumulation.
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EPA-AA-CPSB-81-03
ATTACHMENT _14_
The Effect of Vehicle Mileage Accumulation on Tested Fuel Economy
by
Kevin R. Tuckey
February 1981
Notice
This is a technical support report for regulatory action and it does not
necessarily represent the final EPA decision on regulatory issues. They
are intended to present a technical analysis of issues and recommendations
resulting from the assumptions and constraints of that analysis. Agency
policy constraints or data received subsequent to the date of release of
this report may alter the recommendations reached. Readers are cautioned
to seek the latest analysis from EPA before using the information contained
herein.
Technical Support Section
Certification Policy and Support Branch
Office of Mobile Source Air Pollution Control
U.S. Environmental Protection Agency
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Background
EPA currently accepts fuel economy test data generated by vehicles with up
to 10,000 miles accumulation on the drivetrain system. These data and data
generated near the standard 4,000-mile test point are all used in the
calculation of fuel economy values for the fuel economy labels and the
Corporate Average Fuel Economy (CAFE). The vehicles tested above the
standard 4,000-mile test point tend to produce higher measured fuel economy
values than they would at the 4,000-mile test point. This increase is
perhaps due to the effect of vehicle break-in which reduces drivetrain
friction. The higher measured fuel economy value tends to bias upward the
fuel economy calculations for labeling and CAFE when compared to calcula-
tions using only data generated close to the standard test point. EPA is
proposing to adjust test values back to the projected 4,000-mile level when
the mileage accumulation at the test point significantly influences the
measured fuel economy value. This document presents the derivation of the
proposed adjustments.
Data
We have examined several previous studies of mileage effects on tested fuel
economy values. All of these previous studies were based on either certi-
fication emission durability vehicles, tested to 50,000 miles, or data from
in-use fleets of vehicles. The durability data includes only two test
points, at 5,000 and 10,000 miles, within the allowable range of testing
for fuel economy calculation data. The in-use data included the effects of
different drivers, vehicle maintenance, weather, etc. These variables can
effect measured fuel economy values as much or more than the increase in
vehicle mileage, thus preventing an analysis of the data for mileage
effects alone. Therefore, we judged the existing studies of mileage
effects on fuel economy as inadequate for our purposes.
To perform our own study of the effect of mileage accumulation on measured
fuel economy values, we used the actual data being submitted to EPA for
fuel economy calculation, i.e., the emission certification and fuel economy
data vehicles. We examined all data with valid and passing emission tests
that could have been used for fuel economy calculations, even if that
particular test had not been selected or needed for the fuel economy
calculation.
These data were then grouped by subconfiguration (a unique combination
of engine displacement, fuel system, transmission, engine calibration, axle
ratio, test weight, and road-load horsepower). Those groups were sorted to
find groups that contained at least one city/highway test pair at (or
within 250 miles of) the standard 4,000-mile test point, and another
city/highway test pair at a test point more than 4,000 miles. There were
over 800 tests that met these criteria. Multiple tests were averaged to
include all available data, thus minimizing lab-to-lab and test-to-test
differences in these data. These averaged data were normalized to a ratio
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Th is equation gives a maximum correction factor of 5.3 percent at 10,000
miles. For example, a vehicle tested at 10,000 miles with, test results of
25.0 mpg city and 35.0 mpg highway would be adjusted to the 4,000-mile test
point fuel economy with values of 23.7 and 33.2 mpg. The benefit of the
increased mileage on these test results were thus estimated to be about 1.3
mpg in the city and 1.8 mpg in the highway value.
Attachments
-------
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ATTACHMENT I
Sources, of the Data Points Used in the Analysis
Distribution by Manufacturer and Model Year
Model Year
Manufacturer
AMC
Chrysler
Ford
GM
Fiat
1977
_w
4
8
*~
1978
4
8
36
54
_«
1979
__
8
46
78
8
1980
__
26
64
32
4
1981
12
32
40
36
^^
Mfr.
Total
16
74
190
208
12
Model Year Total 12 102 140 126 120 500
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ATTACHMENT II
Regression Results
Regression
Linear
Logarythmic
2nd Order
3rd Order
Data
City
Highway
All
City
Highway
All
City
Highway
All
City
Highway
All
R. Coef.
0.421
0.407
0.413
0.427
0.422
0.424
0.429
0.439
0.432
0.439
0.440
0.435
Std.
Error
0.027
0.030
0.029
0.027
0.030
0.028
0.027
0.029
0.028
0.027
0.029
0.028
i
Correction Factors at
Various Test Points
Equation*
.969 +
.969 +
.969 +
.596 +
.566 +
.581 +
.940 +
.899 +
.920 +
.764 +
.853 +
.808 +
.820 x
.862 x
-842 x
.488 x
.526 x
.507 x
.182 x
.331 x
.256 x
.109 x
.571 x
.832 x
10-5(m)
10~j?(m)
10 (m)
10~J(ln
10~ (In
10 (In
10~4(m)
10 £(m)
10 (m)
_3
10 J(m)
10~Xm)
10 (m)
m)
m)
m)
+ -.
+ -.
+ --
+ -.
+ -.
+ -.
795 x 10 p(m)~
195 x 10 8(m>2
138 x 10 (m)
-7 2 -12 3
157 x 10 '(m)^ + -770 x 10 ,~(mK
587 x 10~*(m), + -202 x 10~ ,,(mK
108 x 10 (m) + -485 x 10 (m)
4000
1.0018
1.0035
1.0027
1.0007
1.0023
1.0015
1.0001
1.0002
1.0003
0.9981
1-0004
0-9990
6200
1.0198
1.0224
1.0212
1.0221
1.0253
1.0237
1.0223
1.0293
1.0257
1.0198
1.0295
1.0243
10000
1.0510
1.0552
1.0532
1.0455
1.0505
1.0480
1.0425
1.0350
1.0380
1.0540
1.0390
1.0450
m = System miles accumulated prior to test point- For system kilometers, divide the kilometers by 1.609344 to
get miles or adjust the multiplicative constants in the equations.
To find the percent increase, substract one from the factor and multiply by 100.
factor at 10,000 miles = 1.0532 or 5.32 percent increase.
For example, linear correction
00
I
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ATTACHMENT III
the following pages contain the data points used in this analysis. Each
grouping of data contains the individual test result(s) for a given
subconfiguration at a test point (separately for city and highway tests).
The last line in each group, denoted by an indented manufacturer's name,
contains the following:
A. The harmonically averaged fuel economy value.
B. The standard four thousand mile test points harmonically
averaged fuel economy values (FE 4K).
C. The ratio of (A) divided by (B).
The headings are defined as follows:
MFR - Manufacturer of the vehicle.
ACYR - Active model year the test point is used for.
K - Code number, unique for each subconfiguration. This number has
been assigned by the computer to sort the groups but cannot be
used to identify what parameters were unique to the subconfiguration.
TNUM - Test number, assigned by EPA.
TPRO - Test procedure: C:l - City test cycle; H:2 - Highway test cycle.
ODD - Odometer, in miles, at the test point.
RWMG - Rounded miles per gallon at the test point.
TTYP - Test type: EM:1 - Emission data vehicle;
FE:2 - Fuel economy data vehicle.
CTD - Certification test disposition;
PCRT - Passed emission standards, used for emission certification.
PNCT - Passed emission standards, not used for emission certification.
FED - Fuel economy disposition;
2
USED - Used for fuel economy calculations.
2
NTUS - Not used for fuel economy calculations.
1. PCRT, PNCTEPA uses only one test, coded PCRT, to issue on Emission
Certificate of Conformity, the other tests that pass the emission standards
but are not used are coded PNCT.
2. USED, NTUSEPA is restricted in its selection of fuel economy data for
use in fuel economy calculations. Data that is used in these calculations
are coded USED, data that were not selected are coded NTUS.
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MFR ACVR
TNUM TPTO
RWMG TTVP CTO PCD ]HT» VRSN VID
FORO 77
FORD 7T
PORO 77
FORO 77
FORD 77
FORO 77
FORO 77
-FORD 77
FORO 77
FORD 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM 77
CM T7
CM 77
CM 77
CM 77
CM 77
AMC 71
AMC 79
AMC 78
AMC 7<
AMC 78
AMC 71
AMC 78
AMC 7t
AMC 7«
CHRY 76
CHRY 76
CHRV 78
CHRY 78
CHRY 78
CHRY 78
- - - - CHRY 78
CHRV 78
-CHRY 78
CHRY 78
CHRY 78
C H R Y 78
CHRY 78
----CHRV 78
CHRY 78
CHRV 78
- - - CHRY 78
CHRV 76
- - -CHRY 78
FORO 76
FORD 78
-- - -FORO 78
FORO 78
FORD 78
FORD 78
FORO 78
FORO 78
FORO 78
FORO 78
FORO 78
FORO 78
FORD 78
-FORD 78
FORD 78
-FORD 76
FORD 76
FORD 78
- -FORD 78
FORO 76
-- - -FORD 78
FORD 78
FORO 78
FORO 78
351
356
381
III
356
358
358
356
3(1
111
668
666
666
666
666
668
666
668
666
661
661
661
666
661
666
582
582
582
562
512
562
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17.2 RATIO : 1 .021 1
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16.3 RATIO : 1 O666
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25
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29
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25
30
32
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21.1 RATIO: 1.0000
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31.4 RATIO: 1 . OOOO
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31.4 RATIO : 1 .0114
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11.4 RATIO: 1 .OOOO
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11.4 RATIO: 0. 9939
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22.1 RATIO: 1.0219
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13 . 9 RATIO: 1.0117
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20.1 RATIO: 0 1952
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FNCT USED 331100
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19.4 RATIO : 1 . OO47
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FNCT NTUS 434100
18.8 RAT 10: 1 . OOOO
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FNCT NTUS 434600
21 . 9 RATIO : 1 . OOOO
FNCT USED 434100
21.9 RATIO: 0.9913
FNCT NTUS 396309
11.9 RATIO : 1 . OOOO
FNCT USED 359309
18.1 RATIO : O. 9511
PNCT NTUS 398309
23 . 3 RATIO : 1 .OOOO
PNCT NTUS 318309
PNCT USED 36S309
23 . 3 RATIO : 1.0171
PNCT NTUS 336000
PCRT USED 331000
PNCT USED 353100
PNCT NTUS 393100
19.4 RATIO: 1 . O5BO
PNCT USEO 336000
PNCT NTUS 331000
20. 1 RATIO : 1 . OOOO
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20.1 RAT I 0 : 1 . O7O8
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18.2 RATIO : 1 . 09O9
PNCT USEO 213900
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13.5 RATIO : 1 . OOOO
PNCT NTUS 34O900
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94J4-871 16F
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96JC1 17
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CHRY IO
CHRY 10
CHRY 10
CHRY 10
CMRY 10
CHUY IO
CMRY 10
CHRY 10
CHRV 10
CHRY 10
CHRY 10
CMRY 10
FORD 10
FORD 10
FORD 1O
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
FDRD 10
FORD 10
FORD 10
FORD 10
FORD IO
FORD 10
FORD 10
FORD 10
FORD 10
FORD 10
--FORD 10
FORD 10
FORD 10
FORD 1O
FORD 10
--FORO 10
FORD 10
FORO 10
---FORO 10
FORD 80
--FORD 10
FORD 10
-FORD 10
FORO 10
FORD 10
FORO 10
FORD 10
FORO 10
FORD 80
FORD 80
FORD 80
FORO 8O
FORD 10
- -FORD 80
- - -FORD 80
FORD 80
FORO 80
- - -FORO 80
FORD 80
-FORD 80
FORD 80
FORD 80
FORD 80
FORD 80
FORD 80
FORD 80
FORD 80
FORO 80
FORD 80
-FORD 80
FORO 80
FORO 10
- - FORO IO
FORD 80
FORD 80
FORD 80
FORD 10
---FORD 10
FORD 10
FORD 10
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FORD IO
FORD 10
-FORD 10
K
3111
3981
1101
3101
3101
3101
3101
3101
310*
3101
3101
3101
3(O1
3101
3I1O
3110
3110
3110
3IIO
3110
311O
3110
3680
311O
3B10
3110
3771
3717
3727
37J7
3727
37Z7
3727
3727
3727
3727
3727
3727
3743
3743
3743
3743
3743
3743
3743
3743
3743
3743
3772
3772
3772
377J
3772
72
72
72
72
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3787
3787
3787
3787
3787
3787
3787
3787
3787
3717
3703
3793
3793
3793
3793
3793
3793
3793
3793
3793
3793
3793
3793
31t 1
381 1
38! 1
38 1 1
311 1
3tt 1
311 1
311 1
311 1
3t1 1
311 1
TNUM
91321
9B4S2
7X272
97301
799191
91413
97B2I
17310
791117
91729
91914
91731
91911
91730
91913
91721
91912
97S7I
799(11
91024
91141
97171
799(11
91021
91 147
991(1
100(31
99103
99119
100732
99 1O4
91910
99711
1023(1
98979
99832
802212
94127
797610
9S66 1
94828
797611
95(10
94826
797601
98317
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94125
797109
98358
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96O7O
951 81
796333
95133
951(2
798334
95834
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4325
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4111
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11.3
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24 . 1
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CTD FED INTO VRSN
PNCT USED 5IBIO7
11.7 RATIO: 1 .OJt 1
PNCT NTU1 542100
PCRT USED 5424OO
1.3 RATIO: 1 .0000
FHCT NTUt 5424O3
PNCT U1CO (42403
1.3 RATIO: 1.0333
PNCT USED 542400
PNCT USED 542400
11.7 RATIO: 1 . OOOO
PNCT NTU1 542403
PNCT USED 542403
11.7 RATIO: 1 . OI24
PCRT USED I21IO1
PNCT USED (21(01
1(.( RATIO: 1 .OOOO
PNCT USED (01305
PNCT USED BO130I
1(.( RATIO: 1 .O2II
PNCT USED (21501
PNCT USED (215O1
23 . 1 RATIO: 1 OOOO
FNCT USED (O13O5
PNCT USED (01305
23. 4 RATIO : 1 .OO41
PNCT NTUS 1OI700
PCRT USED IOI700
11.7 RATIO: 1 . OOOO
PNCT USED 11(100
11.7 RATIO: 1 . O2 1 1
PHCT NTUS 1OI700
PNCT USED 1OI7OO
21 . 3 RATIO: 1 .OOOO
PNCT NTUS 111(00
PNCT USED 819900
25 . 3 RATIO: 1 . O4 1 5
PNCT NTUS (30OOO
PCRT USED (3OOOO
15 . ( RATIO: 1 .OOOO
PNCT USED (14(02
1(.( RATIO: 1.00(3
PNCT USED 1300OO
PNCT NTUS 530000
19.1 RATIO: 1 .OOOO
PNCT USED 614102
11 . t RATIO: 1 .0732
PCRT USED 571001
11.2 RATIO : 1 .OOOO
FNCT USED 571OO4
11.2 RATIO : O. 9181
PNCT USED 571OO1
20. ( RATIO : 1 .OOOO
PNCT NTUS 571004
PNCT USED 571 O04
20. ( RATIO : 0. (994
PNCT NTUS 529900
PCRT USED 529900
l(.l RATIO: 1. OOOO
PNCT USED 561102
16.6 RATIO: 1.O329
PNCT USED 529900
PNCT NTUS 529900
22.1 RAT ID: 1 . OOOO
PNCT USED 561802
22 . 1 RATIO: 10(14
PNCT NTUS ' 52(100
PCRT USED 529800
PCRT USED 529101
11.0 RAT ID: t . OOOO
PNCT USED 513101
11 . 0 RATIO. I 0581
PNCT NTUS 529100
PNCT USED 529100
PNCT USCO 529101
20 .0 RATIO : 1 OOOO
PNCT USCO 5(3(01
PNCT USED 513(01
PNCT NTUS 5S3IOO
PCRT USED 5531OO
17.0 RATIO: 1 .OOOO
PNCT USED 571700
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PNCT NTUS 553100
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PNCT NTUS 571700
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C30I
C301
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C309
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001-4
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OAI -5
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1U245
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BU245
OF 1 - 4
OF 1 -4
OP 1 - 4
1F259
OF t -4
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3-P
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3-F
3-F
0-F
0-F
0-F
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3-0
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0-F
0-F
0-F
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9 -F
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9-F
9-F
9-F
9-F
9-F
9-F
9-F
9-F
9-C
9-C
9-C
9-C
9-C
9-E
9-E
-241
231
231
241
231
231
-335
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325
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31 1
31 1
-305
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-321
321
-321
321
-321
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556
555
551
551
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221
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CM 10
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CM IO
CM 10
CM 80
CM 60
CM 60
CM 80
CM 80
CM 60
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3113
3111
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Oil
Oil
Oil
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oil
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Oil
Oil
Oil
Oil
012
012
0(2
0(2
0(2
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0(2
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112
1 52
112
4112
4112
4112
4112
4 171
4171
4171
4 171
4171
4176
4176
4175
4171
4171
207
207
4207
42O7
4207
4207
4207
4 2O7
4207
4207
4223
4223
4223
4223
4223
4223
4223
4223
4223
4223
4223
4223
4234
4234
4234
4234
4234
4234
4234
4234
4237
4237
4237
4237
4237
4237
4237
4237
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4447
4447
4447
4447
4447
4447
4447
4447
TNUM
111(1
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99O71
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98115
8OO5I6
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101 125
91111
91(11
11 17
91112
1 I7O
19544
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91131
7181 14
91011
96137
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97051
97319
9tB77
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37390
96171
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101972
99351
996(1
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801971
99359
99652
98846
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96649
99400
96128
99 178
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12972
95419
791212
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5111
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4142
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4959
4159
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CTD FED INT* VRSN
17.0 RATIO : 1 .OOOO
PNCT USED (13104
17.0 RATIO: 1 .00(1
PNCT USED 127(00
1* . 1 RATIO : 1 .OOOO
PNCT USED 1*2700
PCRT NTUS 1*2700
14.1 RATIO : 0. 1717
PNCT USED 137100
PNCT NTUI (27(00
22. 1 RATIO: 1 .OOOO
PNCT USED 1*3700
PNCT NTUS I4270O
22. 1 RATIO: O 9618
PNCT USED (10102
11 . t RATIO: 1 .0000
PCRT USED (10103
11.1 RATIO: 0.1113
FNCT USED 510(02
24.7 RATIO: 1 .0000
FNCT USED 580803
24.7 RAT ID: 1 . OO6 1
FNCT NTUS 5863O4
21.1 RAT 10: 1 . OOOO
PNCT USED 1(1304
21.1 RATIO: O.99O6
PNCT NTUS 586304
PNCT USIO 0130*
31.1 RATIO : 0. >l«3
PNCT NTUS ((2200
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PNCT NTUS ((2202
18.9 RATIO: O. (122
PNCT NTUS 552200
34 . 5 RATIO: 1 .OOOO
PNCT NTUS ((2202
24 . 5 RATIO: 1 .03*7
PNCT NTUS (31301
PNCT USED (31301
1 a . 1 RATt 0 : 1 . OOOO
PCRT USED 531302
1 t . 1 RATIO: O. 9503
PNCT NTUS (31301
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PNCT USCO 531302
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17.1 RATIO: 0. 9843
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PNCT USED 553305
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30.4 RATIO: 1 . 1OSI
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27 . 1 RATIO: 1 .OOOO
PNCT USED 739001
37 . 1 RATIO: 1 .0211
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44 . 4 RATIO : 0. 994S
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PNCT USED 749901
20. 7 RATIO: t .OOOO
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20.7 RATIO . 1 .0052
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11.9 RATIO: 1 .OOOO
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11.1 RATIO: 1 .0074
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30.1 RATIO: 1 . OOOO
PNCT USED 779S02
3O. 1 RATIO: 1 .0473
PCRT USED 710400
14.1 RATIO: 1 .OOOO
PNCT USED 73S1OO
14.1 RATIO: O. 9921
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11.3 RATIO: 1 .OOOO
PNCT USED 735100
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11.3 RAT ID: 1 . O52 1
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PCRT USED 17S40O
17.4 RAT 10: 1 . OOOO
17.4 RATIO: t O219
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PNCT USED 6751OO
22. 9 RATIO: 1 .OOOO
PNCT USED 730102
22.9 RAT 10: 1 . O 1 75
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PNCT USIO 721100
14.1 RAT 10: 1 . OS72
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CM 11
CM 11
CM 11
CM 11
CM 11
CM 11
CM 11
CM 11
CM 11
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CM 11
CM 11
CM 11
CM 11
CM SI
CM I 1
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COUNTS! »K) :
K
Sit 1
941 1
till
5415
IIIS
5415
5415
5*11
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5415
14 IS
5415
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6415
94 19
9415
94 17
9417
9417
5417
9417
54 17
5417
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5417
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5417
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5411
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94 11
51
51
54
91
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54
94
94
94
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9420
5420
5420
5420
9420
5420
9420
5420
942O
5420
5420
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CITY . CMISS
TNUM
20371
902110
20090
20012
109411
197OI
102111
2OOI1
20OI3
Of I3O
11111
90390O
11142
2O20I
1 1114
01924
11141
20207
11419
20192
20194
20201
20210
20212
17751
11431
20153
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103790
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c
c
c
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HW
MW
HW
HW
HW
C
C
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BMISS
000
7771
77S2
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3171
4732
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7120
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3144
3119
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4743
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7959
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27
27
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11
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19
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21
21
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29
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27
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21
21
21
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29
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PNCT USED 710100
27. 0 RATIO: 1 .OOIS
POT USED 991400
11.0 RATIO: 1.0000
PNCT UStO 191403
11.0 RATIO: 1 .0222
FNCT NTUS 799200
PMCT USED 799200
11.0 RATIO: t .Oil 1
PNCT NTUS 991400
PNCT USED 99IIOO
23. I RATIO : 1 . OOOO
PNCT USED I9I4O3
23. 1 RATIO: 1 .0119
PNCT NTUS 7992OO
PNCT USED 799200
21 . 9 RATIO: 1 . 1717
PNCT NTUS 711700
PCRT USED 711700
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17.4 RATIO: 1 . OOOO
PNCT USED 7SI20O
17.4 RATIO: 1 .0423
PNCT NTUS 71 1700
PNCT USED 711700
PNCT NTUS 711700
21 . 1 RATIO: 1 .OOOO
PNCT USED 75I2OO
21 . 1 RATIO: 1 . 03SO
PCRT USED 72410O
PNCT USED 721001
PNCT USED 72IO01
17.1 RATIO: 1 .OOOO
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PNCT USED 751300
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PNCT USED 724 1 OO
PNCT USED . 721001
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23 . I RATIO: 1 .OOOO
PNCT USED 751300
23.9 RATIO: 1 O129
PNCT NTUS 720900
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11.7 RATIO : 1 .OOOO
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18.7 RAT 10: 1 . O 1 10
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PNCT USED 720900
29 . 1 RATIO : 1 .OOOO
PNCT NTUS 751201
PNCT USED 751201
29 . 4 RATIO : 1 O729
HW . F E > 29
HW.FE 99
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I4E4-507IF
10131
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BI0111
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B901 19
BIOI 11
BIO1 11
I4F4-101 15F
0101 11
8101 11
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1IF4-«01 19F
BIOI 17
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-27-
------- |