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EPA-AA-TSS-I/M-86-06
Technical Report
Inspection and Maintenance
of New Technology Vehicles
in Maryland
By
Larry C. Landman
September 1986
NOTICE
Technical Reports do not necessarily represent final EPA
decisions or positions. They are intended to present
technical analysis of issues using data which are
currently available. The purpose in the release of such
reports is to facilitate the exchange of technical
information and to inform the public of technical
developments which may form the basis for a final EPA
decision, position or regulatory action.
Technical Support Staff
Emission Control Technology Division
Office of Mobile Sources
Office of Air and Radiation
U. S. Environmental Protection Agency
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Table of Contents
Table of Contents i
List of Tables ii
List of Illustrations iii
1. Introduction 1
2. Test Fleet Selection 2
2.1 Representativeness of Recruited Vehicles 2
2.2 Description of the Test Fleet 4
3. Vehicle Testing 5
4. Initial Repairs 7
5. Types of Repairs 8
6. Effects of Maintenance on FTP Emissions 13
6.1 Effects of Maintenance Required to Pass I/M 13
6.2 Outliers " 17
6.3 Effects of Maintenance Performed after Passing I/M 21
6.4 Emissions before Repairs versus after Repairs 22
6.5 Effects of Individual Repairs 23
7. Cost of Maintenance . . . 29
8. Tampering and/or Malmaintenance among the Test Cars . . 35
9. Variability of Test Results .....' 38
10. On-Board Diagnostics 44
11. Conclusions . 47
Appendices:
A. Description of the cars tested A-l
B. Description of the cars rejected from the program B-l
C. FTP results for the cars tested C-l
D. Short-Test results for the cars tested D-l
E. Description of the repairs performed E-l
F. EG&G mechanic's narrative comments F-l
-i-
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List of Tables
Table 2.1:
Table 2.2:
Table 5.1:
Table 5.2:
Table 5.3:
Table 5.4:
Table 6.1:
Table 6.2:
Table 6.3:
Table 6.4:
Table 6.5:
Table 6.6:
Table 6.7:
Table 6.8:
Table 6.9:
Table 7.1:
Table 7.2:
Table 7.3:
Table 7.4:
Table 7.5:
Comparison of the Cars Tested in This Program
With 1981+ Cars in the EF Program
Distribution of the Cars Which Completed the
Program
Comparison of Cars Requiring Only Minor Garb
Adjustments to the Entire Sample
Frequency of Repairs by Control System
Frequency of Repairs to Closed-Loop Systems
by Model Year. .....
Vehicles Rejected Due to the Need for
Extensive Non-Emission Repairs
Average FTP Results
The Effects of Repairs on Error of Commission
Cars
The Effects of Repairs on Two Outliers
Average FTP Results (After Deleting Outliers) .
Cars Repaired after Passing I/M
The Increase in FTP HC Associated
with Types of Repairs
The Increase in FTP CO Associated
with Types of Repairs
The Increase in FTP Fuel Economy Associated
with Types of Repairs
Changes in Mean FTP Emissions Associated
with a Single Type of Repair
Average Repair Costs to Pass I/M
Distribution of Repair Parts .
Distribution of Repair Time
Distribution of Total (est.) Repair Cost. . . .
Percent of Attained HC Reduction by Cost. . . .
3
4
8
10
11
12
13
14
20
20
22
24
25
26
28
29
30
30
31
33
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List of Tables (Cont.)
Page
Table 7.6: Percent of Attained CO Reduction by Cost. ... 33
Table 8.1: Vehicles with Possible Misfueling 35
Table 8.2: Vehicles with Tampered Idle Limiter Device. . . 36
Table 9.1: Rejection Rate by Model Year 38
Table 9.2: Distribution of Rejected Vehicles (by Mfr). . . 39
Table 9.3: Distribution of Rejected Vehicles (by Tech) . . 40
Table 9.4: Cars with Low Idle Emissions which Were Not
Rejected 41
Table 9.5: Cars with Low Idle Emissions on All Four (4)
Initial Idle Tests 42
Table 10.1: Average Initial FTP Emissions of GM Cars ... 44
Table 10.2: Non-Trouble Code Repairs for the 5 GM Cars
Which Had Both Types of Repairs Performed. . 45
Table 10.3: Average Reduction of FTP Emissions of GM Cars. 45
List of Illustrations
Page
Figure 6.1: Histograms of FTP HC Emissions . ....... 15
Figure 6.2: Histograms of FTP CO Emissions 16
Figure 6.3: Scatter Plot of Reduction in FTP HC
Emissions versus Initial FTP HC Emissions. . 18
Figure 6.4:
Scatter Plot of Reduction in FTP CO
Emissions versus Initial FTP CO Emissions.
19
-ill-
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Inspection and Maintenance
of New Technology Vehicles
in Maryland
1. Introduct ion
In 1978 and 1979, EPA conducted an emissions test program
in Portland, Oregon. The Portland Study provided data which
have been useful in the development of mobile source models and
public policy regarding inspection and maintenance (I/M)
programs. Among these data is information about the emissions
behavior of a fleet influenced by I/M, the costs and
effectiveness of emission-related repairs, and how well I/M
short term tests can identify excess emissions. Since the
completion of the Portland Study, many changes have occurred in
the emission control technology of cars. The new technology
has the potential for altering the way cars perform on the
short tests of I/M programs, respond to repair, and behave in a
fleet. Since the changes have included the addition of complex
electronic controls, questions have arisen about whether most
mechanics can conduct effective repairs on these vehicles. To
obtain information about those new technology cars, EPA
conducted a program during the spring and summer of 1984 in
Washington, D.C.* That program was limited to the 1980 and
1981 model year cars.
This report summarizes a second effort to study these new
technology cars. In this program, the goal was to recruit and
test approximately 100 late-model year cars which failed the
Maryland I/M program. (The actual test results along with a
description of the associated repairs can be found in the
appendices of this report.) This contract had several
objectives, but the primary one was to determine the nature of.
in-use emissions problems on 1981 and later vehicles which fail
I/M short tests and the types of repairs needed to reduce their
emission levels to near or below the new car standards. EPA
hopes to use this information to better focus mechanic training
efforts, to formulate cost-effective policy towards repair cost
waivers in I/M programs, and to support development of emission
reduction estimates for I/M programs.
J. Adler, "Inspection and Maintenance of New Technology
Vehicles in Washington, D.C.," U.S. EPA, Emission Control
Technology Division, Technical Support Staff, Paper Number
EPA-AA-TSS-85-07, July 1985.
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2. Test Fleet Selection
The contractor, EG&G Automotive Research, Inc. (EG&G),
recruited 1981 and later model year passenger cars that failed
the Maryland I/M test at Stations #7 and #8, both of which are
located in Prince George's County. These stations were
selected because of their proximity to the EG&G testing
laboratory in Virginia. The I/M station personnel gave the
drivers of all such cars a letter stating the purpose of this
program and inviting them to call the lab if they wished to
participate. At the same time, the Maryland Division of Motor
Vehicles forwarded lists of I/M failures at stations tt7 and tt8
to EG&G. In order to assure that the selection of cars for
this program was a representative cross-section, EG&G
rearranged the full list including the volunteers by using a
random number generator in a Hewlett-Packard 9825A computer.
All incoming vehicles were initially road-tested in the
vicinity of the laboratory for approximately ten (10) minutes
to check for transmission or brake defects which would make
testing on the dynamometer unsafe. The vehicles were then
immediately given an I/M short test similar to that used in
Maryland. Vehicles that failed the Maryland I/M test
cut-points of 220 ppm for HC or 1.2 percent for CO at the
Maryland lanes, but passed based on the lab readings (using an
EPA-75 Sun machine on the fully warmed-up car) were returned to
the owner unless the vehicle had a significant emission control
problem (e.g., a computer trouble code). A margin was given to
the I/M cutpoints so that any marginal failures would not be
rejected solely due to moderate test variability. The margin
was 0.5% CO and 100 ppm HC. Thus, the cutpoints used at the
lab were 0.7% CO and 120 ppm HC.
2.1 Representativeness of Recruited Vehicles:
Of a total of 178 cars which were recruited for this
program, 107 were tested over the FTP driving cycle at least
once, and 100 of those completed the program. The contractor
was asked to give priority in recruiting to fuel injected
vehicles with the exception of the 1983-84 model year Chrysler
135 CID (2.2 liter) fuel injected cars equipped with automatic
transmissions (on which EPA had already accumulated repair
data). After 27 Chevettes/T-lOOOs had been recruited, EPA told
the contractor to stop recruiting any more of those cars.
In order to examine whether the recruited cars formed a
representative sample, we found in the Emission Factor data
bases (as of March 14, 1986) a typical sample of 1,689 1981 and
later cars. To determine which of those 1,689 cars would fail
a test similar to the Maryland I/M test, we found the vehicles
which had either idle HC emissions more than 220 ppm or had
idle CO .emissions more, than 1.2 . percent as measured on the
second idle of the 4-Mode Test (63 of the 1,689 cars) or on the
idle mode of the Restart Test (51 of the 1,689 cars). For
these populations and for the Maryland data, we calculated the
average FTP emissions for the open-loop carbureted cars, for
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the closed-loop carbureted cars, and for the closed-loop fuel
injected cars. The results of those calculations appear below:
Table 2.1
Comparison of the Cars Tested in This Program (MD)
With 1981+ Cars in the Emission Factor (EF) Program
Population
Fuel Cntrl Fail* Odom
Program Mtr. Conf. Idle No. Mile
MD (100 Garb Op-Lp — 32 49,719
cars) Carb Cl-Lp — 49 51,128
F.I. Cl-Lp — 19 41,471
MD (all Carb Op-Lp — 33 51,412
107 Carb Cl-Lp — 54 53,951
cars) F.I. Cl-Lp — 20 41,115
HC
1.726
1.919
2.121
1.692
2.141
2. 140
Ave FTP
CO
31.643
35.357
41.579
30.927
36.153
39.944
NQx
0.974
1. 112
0.930
0.979
1.142
0.896
EF
EF
EF
EF
Carb Op-Lp
Carb Cl-Lp
F.I. Cl-Lp
Carb Op-Lp
Carb Cl-Lp
F.I. Cl-Lp
Carb Op-Lp
Carb Cl-Lp
F.I. Cl-Lp
Carb Op-Lp
Carb Cl-Lp
F.I. Cl-Lp
4
4
4
R
R
R
B
B
B
E
E
E
17
30
16
15
22
14
14
17
9
18
35
21
57,169
58,001
41,166
58,322
58,176
37,981
56,591
59,970
41,383
58,579
57,154
38,950
2.525
3.043
0.485
2.761
3.706
0.550
2.850
4.102
0.411
2.468
2.946
0.560
39.321
48.667
8.720
42.068
54.464
8.240
43.768
66.339
9.077
38.152
47.750
8.247
0.879
1.023
0.934
0.999
0.980
1.158
0.834
1.016
0.934
1.013
0.999
1.083
"Fail Idle" refers to the Idle Test criterion used to determine
which Emission Factor cars were included in the analyses:
"4" Means the cars failed to pass the 220/1.2 cut-point on
the second idle of the 4-Mode Test.
"R" Means the cars failed to pass the 220/1.2 cut-point on
the idle mode of the Restart Test.
"B" Means the cars failed to pass the 220/1.2 cut-point on
the second idle of the 4-Mode Test and then either
failed or did not take the Restart Test.
."E" Means the cars failed to pass the 220/1.2 cut-point on
either the second idle of the 4-Mode Test or on the
Restart Test.
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From those results, we observe that the carbureted cars in
this study appear to be slightly cleaner than the average.
(However, the variations of the FTP HC, CO, and NOx were so
great that we can not make that statement with any degree of
statistical confidence.) The fuel injected cars in this study
were substantially dirtier on average than those corresponding
fuel injected cars from the Emission Factor data base. Most of
this discrepancy between the two populations of fuel injected
cars can be accounted for by five (5) cars in the Maryland
sample. Those five cars each required a new oxygen sensor, and
together they accounted for 66 percent of the fuel injected
fleet HC and 83 percent of the fuel injected fleet CO emissions.
2.2 Description of Test Fleet:
The distribution of the 100 cars which completed the
program is given in Table 2.2. All of the 81 carbureted cars,
described in Table 2.2, and almost one-half of the fuel
injected cars (i.e., 9 out of 19) were equipped with a
supplementary air injection system.
Table 2.2
Distribution of the Cars
Which Completed the Program
— Carbureted — Fuel Injected
Model Open- Closed- Closed-
Year Loop Loop Loop
1981 8 28* 2
1982 12 14 3
1983 62 10
1984 65 4
Totals: 32 49 19
* A twenty-ninth closed-loop, carbureted
car (a 1981 Chevrolet Caprice) was also
tested, repaired, and retested in this
program. Even though sufficient time was
not available to complete the repairs so
that the car could pass the Maryland I/M
test, the data from that car are used in
the analyses (in Section 6.5) to determine
the effect of repairs on FTP emissions.
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3. Vehicle Testing
The testing and maintenance for this contract was
performed at the Virginia Test Laboratory (VTL) operated by
EG&G Automotive Research, Inc. For this task, EG&G was
required to perform the following nine (9) steps:
1. Recruit late-model year (i.e., 1981 and newer) passenger
cars which failed the Maryland I/M program (which has cut-
points of 220 ppm HC and 1.2 percent CO),
2. Screen those cars (to remove cars which either passed the
screening cut-points, or which have already received some
repairs, or which were identified as requiring extensive
engine or transmission repairs),
3. Test those cars for evidence of the use of leaded gasoline
by using Plumbtesmo brand lead-sensitive paper in the
exhaust pipe and by using a wet chemistry lead detection
kit to measure to level of lead in the car's gasoline.
4. Test those cars for emissions (the FTP cycle, the 4-Mode
Idle Test, and the Restart Idle Test),
5. Examine those cars for malfunctions,
6. Repair those malfunctions which appeared responsible for
the I/M failure and which could reasonably be expected to
be part of a competent I/M field repair,
7. Return those cars to one of .the Maryland I/M lanes for a
passing retest,
8. Retest those cars for emissions (FTP & short tests), and
9. Identify those cars which still had high FTP emissions
(i.e., twice the .applicable standard) as candidates for
additional restorative maintenance followed by a third set
of emission tests.
This project was spread out over two individual tasks.
EG&G recruited the first car for the first task on February 21,
1985, and testing (i.e., preconditioning for the FTP) began
that same day. The testing continued through September 21,
1985, by which time FTPs had been performed on 97 cars. Of
these 97 cars, 90 completed the program. For the second task,
testing began on November 12, 1985 and continued through
December 21, 1985. Ten (10) cars were tested in this portion,
all of which completed the program. Of the seven cars which
did not complete the program:
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Two cars did not complete the program because the time
available under the first task for testing ran out. One
of those cars (a 1981 Chevrolet Caprice, IM5/052) had some
maintenance performed, and a second FTP was performed,
even though the car did not yet pass the Maryland I/M
cut-points.
One car was rejected prior to the repair step because it
had been so highly modified as to make access to the
engine and ECM extremely difficult.
Four other cars were rejected after the first FTP because
they required extensive, non-emission related repairs.
One car had high HC levels due to oil leaking into the
exhaust from the turbocharger. Each of the remaining
three cars required a valve job and/or new rings. (Those
four cars are examined in detail in Section 5.)
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4. Initial Repairs
The repairs were preceded by a thorough, non-altering
inspection of the vehicle's emission control components. For
the 101 cars which were repaired in this program, each
inspection reportedly averaged four hours and 26 minutes (4:26)
(ranging from 2:15 to 21:00).
All repairs were performed by the Contractor except for
warranty repairs on three cars. EG&G elected to send the
following three cars to the respective dealers because the EG&G
mechanic was having difficulty in determining the appropriate
repairs.
The warranty repairs on a 1981 Cadillac deVille (IM5/018)
involved replacing the 02 sensor, the upstream check
valve, and the throttle spring for the throttle position
sensor (TPS).
- The warranty repairs on a 1981 Ford Escort Wagon (IM6/043)
consisted of replacing a defective exhaust system
(excluding the catalyst).
The warranty repairs on a 1984 Chrysler Laser XE (IM8/123)
consisted of replacing the 02 sensor.
After completion of the first test seguence and the
vehicle inspection, the Contractor attempted to repair the test
vehicle to allow it to pass the I/M test cutpoints used in the
Maryland program for that vehicle. The Contractor mechanic
decided which repairs and adjustments in his judgment would
result in significant reductions in idle exhaust emissions, and
he then performed those repairs in a systematic fashion until
the vehicle's idle emissions passed the I/M test cutpoints with
a cushion to allow for test variability. Generally,
disconnected hoses and wires were the first item to be
repaired; beyond this, attention was given to the
manufacturer's recommended procedures. The mechanic attempted
to avoid any unnecessary repairs and adjustments or actions
which were not likely to affect idle exhaust emissions of
hydrocarbons (HC) or carbon monoxide (CO).
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5. Types of Repairs
A large portion (44%) of the 100 cars which completed this
program required only minor repairs in order to be able to pass
the Maryland I/M test. Ten (10) of the cars required only a
very simple carburetor adjustment (i.e., resetting idle speed
to specifications and/or cleaning the choke area) to pass I/M.
In addition, 20 other carbureted cars required only adjusting
the idle mixture (possibly in addition to resetting the idle
speed); of those 20 cars, 12 cars required only minor work
since the mixture plugs had already been removed. Combining
those minor carburetor adjustments with:
setting the idle timing to specification increased that
number by 3 cars, or
replacing the air filter increased that number by 2, or
- cleaning the choke area increased that number by 1.
Thus, a carburetor adjustment alone or in conjunction with one
of the preceding three minor repairs was sufficient to permit
36 of the 81 carbureted cars to pass the I/M test. In order to
determine whether those 36 cars which required only minor
repairs were "marginal" I/M failures (i.e., were those cars so
variable on an I/M test that the variability rather than those
minor repairs were the reason for passing I/M after the
repairs), we compared the performance of those cars on the four
idle modes that EG&G initially performed to that of all 107
cars which were tested. The results of that analysis appears
in Table 5.1.
Table 5.1
Comparison of Cars Requiring Only Minor Carburetor
Adjustment to the Entire Sample of 107 Tested Cars
Cars in the "As Received"
Condition That Passed* Requiring Only All 107
at EG&G: Garb Adjustment Cars
At least one idle test 52.8% 53.3%
At least two idle tests 50.0% 41.1%
At least three idle tests 44.4% 37.4%
All four idle tests 27.8% 21.4%
A car "passed" an idle test if the HC _< 220 ppm
and the CO < 1.20%.
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That analysis indicates that the variability in the idle
test pass/fail results on those cars was not substantially
different from the results on the rest of the cars in the
sample. (See Section 9 for a discussion of the variability of
the I/M test results.)
In addition to those 36 cars, three (3) fuel injected cars
also required only the setting of the idle speed and/or the
idle CO (only when the mixture plugs had already been removed)
to manufacturers' specifications. In addition, five (5) other
cars required either the cleaning or replacing of the
distributor cap, rotor, or coil; or the replacing of either
spark plugs or plug wires. Thus, a total of 44 of the 100 cars
(44%) needed only the minor repairs associated with what many
would consider a typical tune-up.
Of the 68 closed-loop cars, 31 (45.6%) of them required
the following (possibly overlapping) repairs to the closed-loop
electronic systems in order to pass the Maryland test:
- 24 required a replacement 02 sensor.
9 required a replacement ECM.
3 required a replacement PROM which plugged into the ECM
(for each of those cars, as the mechanic continued to work
through the "trouble trees," he was eventually led to also
replacing the entire ECM).
5 required a replacement throttle position sensor.
The frequency of each type of maintenance which was
required for the 100 cars to pass the Maryland I/M test is
summarized in Table 5.2 (page 10). From those data, the most
frequently performed maintenance on the 81 carbureted cars was
a carburetor adjustment to idle speed or A/F mixture (performed
on 62 cars, or 76.5%), followed by repairs to the supplementary
air system (performed on 20 cars, or 24.7%), and followed by
repairs to the closed-loop system (performed on 18 of the 49
closed-loop cars, or 36.7%). The most frequently performed
maintenance on the 19 fuel injected cars was the replacement of
one of the electronic sensors (performed on 13 cars, or
68.4%). Thus, 31 of the 68 closed-loop cars (45.6%) required
repairs to their closed-loop systems (most frequently the 02
sensor).
Of the 100 cars which were repaired to pass the Maryland
I/M test, 41 of them (39 carbureted and 2 fuel injected)
required resetting the idle mixture. However most of those 41
(22 carbureted and 2 fuel injected) were either missing or had
broken idle mixture limiting devices. (The topic of
missing/broken limiter devices is discussed later in this
report.) Also, of the 29 cars which completed this program and
had missing/broken limiter devices, 24 (82.8 per cent) required
the resetting of their idle mixture. Thus, a typical car in
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Table 5.2
Frequency (%)
System Repaired
Induction System:
Air Filter
TAG
Fresh Air Tube
TOTAL :
Garb. Replacement
Fuel Metering System:
Set Idle CO
Set Curb Idle
Mix. Solenoid
Clean/Rpl Choke
TOTAL:
Ignition System:
Distributor
Plug/Wires
Timing Module
TOTAL :
Reset Timing:
Advance' A)
Retard' R)
TOTAL :
EGR
Supplementary AIR
PCV System:
PCV Valve
PCV Hoses
TOTAL:
3-Way Electronics:
ECM
PROM
O2 Sensor
Misc (TPS)
TOTAL:
Cat. Replacement
Sample Size:
(A) The repair was to
(R> The repair was to
of Repairs by
Open-Loop
Garb
9.4
3.1
3.1
15.6
3.1
46.9
62.5
-
-
90.6
6.2
6.2
3.1
12.5
3.1
12.5
15.6
-
25.0
-
-
—
NA
NA
NA
NA
NA
-
32
advance the
retard the t
Control System
— Closed-Loop -
Carb FI
10.2 5.
4.1
2.0
16.3 5.
2.0 NA
51.0 10.
28.6 10.
6.1
8.2 NA
67.3 15.
6.1
6.1 10.
— —
12.2 10.
8.2
6.1
14.3
6.2 8.
24.5 10.
4.1
4.1
6.1
18.4
6.1
24.5 63.
8.2 5.
36.7 68.
6.1
49 19
timing to spec.
iming to spec.
—
3
3
5
5
8
5
5
2
5
2
3
4
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this study which had its idle mixture limiting device missing
or broken was almost 3l/2 times as likely to require
resetting as was a typical car in this study which did not have
its idle mixture limiting device missing or broken.
An examination of the frequency of repairs for the
closed-loop systems (Table 5.3), indicates that:
- Regardless of model year, about 40 percent of the closed-
loop cars required replacement of a sensor (usually 02).
- Replacement of the ECM and/or PROM was required for about
19 percent of 1981 and 1982 closed-loop cars, but for none
of the 1983 and 1984 models. This could indicate either:
o an improvement in ECM/PROM manufacture after the
1982 model year,
o a durability problem which appears after three years
of use, or
o an improvement in the service literature used to
identify problems (i.e., the decision or trouble
trees) allowing the EG&G mechanic to identify the
real problem as something other than the ECM/PROM.
(However, the PROM replacements on 1981 and 1982
. cars were generally accompanied by sizable emission
reductions, suggesting that most were necessary.
See Sections 6.5. and 7.0.)
Table 5.3
Frequency (%) of Repairs by Model Year
to Closed-Loop Systems
Model Year
Replace 1981 1982 1983 1984
ECM or PROM 20% 18% 0% 0%
Sensor (O2 or TPS) 40% 35% 42% 44%
Sample Size: 30 17 12
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Of the 100 cars which completed this program, three of
them (3%) required a catalyst replacement in order to pass the
Maryland I/M test. (The new catalysts were installed only
after all the repairs performed by the EG&G mechanic proved
insufficient to permit the cars to pass the Maryland I/M test.
Prior to the catalyst replacement, the cars were retested in
order to separate the effects on emissions of the two types of
repairs.) Those cars were a 1981 Pontiac Bonneville, a 1982
Oldsmobile Cutlass, and a 1982 Chevrolet Caprice (vehicles
numbered IM5/029, IM7/101, and IM7/203, respectively). The
1982 Cutlass exhibited evidence of misfueling (see Section 8).
The catalysts from those three cars were shipped to EPA for
future testing.
Of the 178 cars which were recruited, five of them (2.8%)
were not repaired and retested (even though they exhibited high
idle and FTP emissions) because they required extensive
repairs. Those five vehicles are described below in Table 5.4.
Table 5.4
Vehicles Rejected Due to Extensive Non-Emission Repairs
Model
Vehicle
Number
FTP
HC CO
IM6/017
IM6/042
IM7/112
IM7/167
IM8/191
81 Datsun 310
81 Dodge Omni
83 Chev
Cavalier
82 Buick Park
Avenue
84 Mits Colt
0.60 8.02
1.83 6.75
Not Tested
6.17
2. 50
30.59
8.89
Needed Repairs
Valves & Rings
Rings
Major engine work
needed to correct
oil leak.
Valve Job
Turbocharger
needs seals.
Average Emissions: 2.78 13.56
We can see that the average FTP HC emissions of those four
rejected cars, which were tested, substantially exceeds the
average fleet HC emissions (see Table 6.1). Those four
vehicles represented 5.18% of the total HC (or 5.53% of the
excess HC) emitted by all 107 cars that were FTP tested. Thus,
the overall effectiveness of an I/M program may depend to this
degree on whether these types of repairs (e.g., valve jobs,
ring jobs, repairing seals on turbochargers) are required and
accomplished properly.
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6. Effects of Maintenance on FTP Emissions
6.1 Effects of Maintenance Required to Pass I/M:
The effects of the maintenance, which was in the opinion
of EG&G's mechanic, required.for the cars to pass the Maryland
I/M test on FTP emissions are summarized below in Table 6.1:
. Table 6.1
Average FTP Results
(Cars Which Completed the Program)
HC CO NOx
Strata N
All 100
Cars
Cars 9
with
RM after
passing
I/M
Garb 81
Cars
F.I. 19
Cars
Closed- 68
Loop
Cars
Open- 32
Loop
Cars
Carb, 49
Closed-
Loop
(g/mi) (g/mi)
Initial
Passed
Percent
Initial
Passed
Percent
Final
I/M
Chg
I/M
Chg
1
0
2
1
1
Net Change
Initial
Passed
Percent
Initial
Passed
Percent
Initial
Passed
Percent
Initial
Passed
Percent
Initial
Passed
Percent
I/M
Chg
I/M
Chg
I/M
Chg
I/M
Chg
I/M
Chg
1
0
2
0
1
0
1
0
1
0
.896
.827
-56%
.197
.462
-33%
.218
-45%
.843
.874
-53%
.121
.628
-70%
.976
.812
-59%
.726
.861
-50%
.919
.883
-54%
35
11
46
26
17
33
13
41
6
37
10
31
14
35
12
.351
.891
-66%
.730
. 153
-44%
.689
-62%
.890
. 156
-61%
.579
.495
-84%
.095
.622
-71%
.643
.587
-54%
.357
.222
-65%
jq/mi)
1
0
0
0
0
1
0
0
l
1
1
0
0
1
0
.034
.968
- 6%
.957
.872
- 9%
.966
+ 1%
.058
.917
-13%
.930
.190
+26%
.062
.014
- 5%
.974
.873
-10%
. 112
.945
-15%
Fuel*
Economy
(mpq)
21
21
+
18
18
+
19
+
21
21
+
20
21
+
20
21
+
22
22
<
20
21
+
. 119
.826
3%
.452
. 722
1%
.292
4%
.301
.822
2%
.377
.844
7%
.675
.661
5%
.129
. 184
1%
.793
.661
4%
The "Fuel Economy" averages are all harmonic averages.
-------
-14-
Briefly, the average FTP HC emissions were reduced by 56
percent (from 1.896 g/mi to 0.827), and the average CO
emissions by 66 percent (from 35.351 g/mi to 11.891). The FTP
NOX emissions appear to be unaffected with the exceptions of
NOx from the 19 fuel injected cars which increased by 26
percent (from 0.930 g/mi to 1.190). The distribution of the
emissions is illustrated in the histograms in Figures 6.1 and
6.2.
Of the 107 cars which were tested over the FTP driving
cycle in this program, six (6) of them exhibited, prior to any
repairs, both FTP. HC and CO emissions below the applicable
standards; although, two (2) of those six had NOX emissions
in excess of the applicable standard. The FTP results for
those six cars are given in Table 6.2. As was expected, the
repairs to those six cars resulted in changes in both FTP
emissions and fuel economy which were significantly smaller
than the corresponding changes in the remaining 94 cars which
completed the program. It should be noted that these six cars
did pass the I/M test consistently after the repairs.
Table 6.2
The Effects of Repairs on Error of Commission Cars
Vehicle
Number
IM6/014
IM5/027
IM5/040
Test
Sequence
As Recvd
Pass I/M
As Recvd
Pass I/M
As Recvd
Pass I/M
As Recvd
Pass I/M
As Recvd
Pass I/M
As Recvd
Pass I/M
—FTP Emissions
HC- CO NOx
0.40
0.51
0.39
0.37
0.25
0.30
0.27
0.22
0.38
0.32
0.22
0.17
3.37
3.76
6.16
5.02
5.23
5.35
2.05
1.49
IM7/107
IM7/131
IM8/138
* Failed the FTP NOX standard.
5.26
3.55
2.95
2.37
2.34'
1.77
1.00
0.90
0.56
0.58
0.63
0.69
1.46'
1.44
0.57
0.62
17.84
17.38
27.91
27.76
26.28
27.75
29 .03
28.99
20 .86
20 .62
38.04
37.80
Repairs
Performed
Reconnected
EGR
Replaced 02
sensor
Cleaned dist,
vacuum hose,
set idl spd
Set idle spd,
rpl air fltr
Replace ECM,
set timing
Set idle spd
-------
-15-
F i qure 6.1
Histogram of Initial ('As Received') FTP HC
Percent
25 +
20 +
15 +
i r\ x
TO +
5 * 1—
I
o + i—
0.0
Percent
35 +
30 +
25 +
20 +
15 +
X
X
X
m + Y
10 + X
X
X
X
5 + X
X
X
X
X
x
x
X
X
| xxxxx
|—
X
X
X
X
X
X
X
X
X
X
X
x
x
x
x
x
X
X
X
X
X
X
X
X
X
H
X
X
Y
8
X
X
I
X
_
x
x
x
X
y
A
X
X
X
X
X
X
X
X
X
h
5
X
X
3
X
x
x
X
X
| xxxxx
— .
x
x
x
X
X
X
X
X
X
X
X
X
Mean: 1.896
St. Dev. : 1 .799
Median 1 . 32
• . «
X X i~~i *~
XX XX ™^
Xl^ X X — " X X XIX f™"™i ^ r— "^ ^^ r^"^
XIX X X X X X XIX *— I X | X I X I X [ ^ i™^ - [ A 1 ^ i i™"^ i~~i (^"^ — ™ f~^n i™"^ i— "— i
x|x xxxxx x|x x|x|x|x|x|x|x| |x|x| |x| |x| |x|x|x| |x| |x|
.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10. C
FTP HC Emissions (g/mi)
Histogram of FTP HC Emissions after Passing I/M
Mean: 0.827
St. Dev. : 0.727
Median 0.57
x
x
X
x —
X X
x x xfxl •— i
x x x 1 x 1 ™~ i~^ ••• ^~~i *~ x 1 — .
x x x|x|x[x|xrx|x x| 1x11x1
4-4- + + + + + + 4- + + + + + + + + + -)•
0.0
1 .0
2.0
3.0
4.0
5.0
6.0
7.0
8.0
9.0
10.C
FTP HC Emissions (g/mi)
-------
-16-
Fiqure 6.2
Histogram of Initial ('As Received') FTP CO
Percenl
25 +
20 +
15 +
5 +
0
k
x
X
X
X
X
X
X
X
X
-------
-17-
6.2 Outliers:
The repairs performed on the 100 cars which completed this
program resulted .in either increased FTP HC emissions for eight
(8) cars or in increased FTP CO emissions for 13 cars. (Six of
those cars exhibited increases in both HC and CO.) Of the
eight cars for which the HC increased:
- The increase was no more than 0.21 g/mi for six of
the eight cars.
- The increase was more than 1.00 g/mi for the
remaining two cars.
Of the 13 cars for which the CO increased:
- The increase was no more than 1.01 g/mi for eight of
the 13 cars.
- The increase ranged from 1.09 g/mi to 5.25 g/mi for
three of the 13 cars; however, each of those three
exhibited a decrease in HC.
- The increase was more than 45.00 g/mi for the
remaining two cars.
The two cars which experienced these substantial increases in
HC emissions were the same two cars that experienced
substantial increases in CO emissions. If we examine the plots
of the reduction in emissions'(i.e., "as received" minus "after
passing I/M") versus the "as received" emissions for each of
the FTP HC (Figure 6.3) and CO (Figure 6.4) (pages 18 and 19)
for the 100 cars which completed this program, we can easily
identify those two outliers (especially in Figure 6.4). Each
of those two data points represents a 1981 model year,
open-loop, carbureted car (a Datsun 310 and a Mercury Lynx,
vehicles numbered IM6/056 and IM6/057, respectively) which were
each repaired in the final week of the first task, and each car
exhibited substantial increases in FTP HC and CO emissions as
well as in fuel consumption.
The results of the repairs on those two cars are given in
Table 6.3 (on page 20).
-------
-18-
Fiqure 6.3
Reduction in FTP HC versus Initial FTP HC
Reduction in HC
10.0 +
8.0
6.0
4.0 +
2.0+ **
3* *
+ * * *
* *3*«*
9*74" * * ** *
0.0 + 464*5 * 2 «
-2.0 +
+ + + + __•_ + + + 1 + ^ 1 1 1 1- + + ^ + + ^ +
0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0 10.0
INITIAL HC EMISSIONS (g/tni)
-------
-19-
Fiqure 6.4
Reduction in FTP CO versus Initial FTP CO
Reduction in CO
225.0 +
200.0 + *
*
175.0 +
*
150.0 +
#
*
125.0 •*•
#
*
100.0 * . *
*
75.0 + * * *
*
50.0 + * *
22 2 *
*3 * *
25.0 -i- * *
* 3 * * * *
472**4 « » *
0.0 + 7X744* 3
*
-25.0 +
-50.0 + *
-75.0 * •
0 20 40 60 80 100 120 140 160 ' 180 200 210
INITIAL CO EMISSIONS (g/mi)
-------
-20-
Table 6.3
The Effects of Repairs on Two Outliers
Vehicle Test Seq.
IM6/056 As Received
After Repairs
Percent increase:
IM6/057 As Received
After Repairs
Percent increase:
HC
(q/mi)
0.86
2.46
186%
3.04
4.09
34.5%
CO
(q/mi)
12.50
76.77
514%
44. 69
91.18
104%
NOX
(q/mi)
0.58
1.28
120%
1.34
0.52
-61.2%
Fuel
Econ.
(mpq)
24.81
19.88
-24.8%
23.43
21.80
-7 . 5%
Deleting these two cars from the 100 cars which completed
the program, from the 81 carbureted cars which completed the
program, and from the 32 open-loop cars which completed the
program, we can then revise Table 6.1 as follows:
Table 6.4
Average FTP Results
(After Deleting the Two Outliers)
Strata
All
Cars
Carb
Cars
Open-
Loop
Cars
N
98 Initial
Passed I/M
Percent Chg
79 Initial
Passed I/M
Percent Chg
30 Initial
Passed I/M
Percent Chg
HC
(q/mi)
1.895
0.777
-59%
1.840
0.813
-56%
1.711
0.700
-59%
CO
(q/mi)
35.489
10.420
-71%
34.024
13.363
-67%
31.846
9.961
-69%
NOx
(q/mi)
1.036
0.969
- 6%
1.060
0.917
-13%
0.975
0.871
-11%
Fuel*
Economy
(mpq)
21.066
21.848
+ 4%
21.239
21.849
+ 3%
22.009
22.283
+ 1%
The "Fuel Economy" averages are all harmonic averages.
-------
-21-
The repairs on the Mercury Lynx (IM6/057) consisted of
repairing a vacuum leak which was leaning out the mixture and
causing a lean misfire and of resetting the curb idle from 850
rpm to the specified speed of 750 rpm. The EG&G mechanic
believes that the repair, which resulted in enriching the air/
fuel mixture, might have re-established a very rich air/fuel
ratio (itself presumably a factory defect since no external
cause for it was evident) and thus could have accounted for the
observed changes.
It is not clear why such large increases in FTP HC and CO
emissions from the Datsun 310 (IM6/056) resulted from the
following four repairs:
- replacing a dirty pulse AIR filter,
- resetting (i.e., advancing) the timing which had
been retarded off-scale,
- resetting a rich idle mixture to specifications, and
resetting the idle speed of 850 rpm to the specified
750 rpm.
One possible explanation for this increase in the Datsun's
emissions and fuel consumption is that the choke was sticking
intermittently. The car's owner had stated that the car had
been repaired to correct an intermittent choke problem. An
examination of the car's FTP emissions (bag-by-bag) also
suggests that a faulty choke could have been responsible for
the high emissions.
6.3 Effects of Maintenance Performed after Passing I/M:
Of those 100 cars which were repaired to pass the Maryland
I/M test, nine (9) were selected to have additional maintenance
performed after passing I/M. Each of those nine cars had
either FTP HC or CO emissions in excess of twice the applicable
standard. The additional maintenance was an attempt to further
reduce FTP emissions and to identify the reasons for the.
continued high FTP emissions after passing I/M. The additional
items replaced had not all necessarily been determined to be
defective; rather, the repairs were somewhat exploratory. As
shown in Table 6.5 (page 22), three of the nine displayed
substantial FTP reductions (HC reduced by an additional 34 to
50%, and CO reduced by an additional 53 to 60%). One car
experienced a substantial reduction in CO (49%) but only slight
HC reductions (5%). Repairs on the other five cars produced
little if any additional reductions in FTP emissions. The
average incremental benefit to FTP emissions of the maintenance
performed after those nine cars met. the Maryland I/M standards
was 12 percent for HC and 18 percent for CO. For those nine
cars, the average FTP emissions are also given in Table 6.1.
Complete descriptions of the repairs performed on each of those
nine cars appear in Appendix E.
-------
-22-
Table 6.5
Vehicle
Number
IM5/013
IM5/018
IM5/022
IM6/036
IM8/122
IMS/145
IM8/151
IM7/153
IM7/172
Cars Repaired
Test
Sequence
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
As Received
Passing I/M
Add. Repairs
after
— FTP
HC
1.66
1.07
0.24
3.32
0.77
0.87
2.45
2.66
2.70
1.92
1.23
1.01
1.96
1.73
1.05
3.22
1.35
1.28
1.50
1.00
0.90
2.42
2.06
2.14
1.32
1.29
0.77
Passing
I/M
Emissions
CO
51.89
33.27
5.57
121.15
24.57
27.71
21.55
20.26
22.17
41.02
23.29
20.48
49.06
37.29
11. 10
49.88
19 .40
9.99
45.07
30.46
28.22
18.95
24.20
24.60
22.00
22.64
9.36
NOx
0.36
0.23
0.40
0.77
0.87
0.97
1.99
1.59
1.56
0.26
0.28
0.32
0.86
0.38
0.61
0.56
0.55
0.71
0.49
0.54
0.57
2.26
2.40
2.41
1 . 06
1.01
1. 14
Fuel
Econ
(mpg)
22.10
23.81
24.41
11.41
11.73
12.07
18.33
18.16
18.29
17.82
17.49
19.30
22.96
24.33
24.82
22.87
22.75
24.46
18.63
19.33
19.28
18.09
18.29
18.32
20.83
20.08
20.57
6.4 Emissions before Repairs versus after Repairs:
A visual inspection of the plots of the reduction in
emissions versus the "as received" emissions for each of the
FTP HC and CO (Figures 6.3 and 6.4, respectively) indicates a
strong linear correlation between the reduction in emissions
and the initial emissions.
-------
-23-
By performing a linear regression analysis on each of the
HC and the CO emissions, we obtained the following equations:
Reduction in HC = -0.597 + (0.878) * (Initial HC),
with: R2 = 0.839.
Reduction in CO = -9.577 + (0.934) * (Initial CO),
with: R2 = 0.891.
If the two outliers (which were discussed in Section 6.2)
are deleted and then the regression analyses of emission
reductions versus the initial emissions are repeated for the
remaining 98 cars, the following new equations are obtained:
Reduction in HC = -0.558 + (0.883) * (Initial HC),
with: R2 = 0.878.
Reduction in CO = -7.942 + (0.930) * (Initial CO),
with: R2 = 0.947.
Using those two equations, it can be inferred that there was
virtually no reduction in emissions for cars with initial FTP
HC up to 0.632 and CO up to 8.540 g/mi. Above those levels,
the reduction in FTP HC increases, approaching 80 percent for
cars with initial FTP HC near 6 g/mi, .and the reduction in FTP
CO emissions increases, approaching 85 percent for cars with
initial FTP CO near 100 g/mi.
6.5 Effects of Individual Repairs:
A total of 101 cars were repaired and tested in this
program. Of those 101 cars, nine (9) received a second set of
repairs after passing I/M followed by a third FTP and three (3)
other cars received a third FTP after replacing their
catalysts, thus, producing 113 pairs of FTP results before and
after repairs. A (mean zero) linear regression was performed
to determine what changes in FTP emissions and fuel economy
were associated (i.e., not necessarily a "cause and effect"
relationship) with each type of repair. Prior to performing
the regression analyses, the population of 113 pairs of tests
were stratified into the following four distinct vehicle
populations:
1. tests of open-loop, carbureted cars with AIR (34 tests),
2. tests of closed-loop, carbureted cars with AIR (58 tests),
3. tests, of closed-loop, fuel injected cars with AIR (10
tests), and
4. tests of closed-loop, fuel injected cars with no AIR (11
tests).
-------
-24-
The results of those multi-variable, linear, mean zero
(i.e., the constant term is set equal to zero) regression
analyses for HC, CO, and fuel economy are given in Tables 6.6,
6.7, and 6.8, respectively.
Table 6.6
The Increase in FTP HC Emissions (g/mi)
Associated with Types of Repairs
(based on linear regressions)
System
Repaired
Induction
Carburetor
Replaced/
Rebuilt
Fuel Meter.
Ignition:
Distrib
Plug/Wire
Timing
EGR
AIR
PCV
3-Way Elect:
ECM/PROM
Sensors
Open-Loop Closed-Loop Closed-Loop Closed-Loop
Garb with
AIR
-0.374
-5.890
-0.278
0.193
-0.155
-0.775
0.380
-0.601
Carb with
AIR
0.170
0.907
-0.336
0.908
-0.474
-0.284
-1.433
-0.023
-1.547
-1.099
-1.224
FI with
AIR
0.100
-0.920
0 .285
FI with
No AIR
0.322
-0.283
-0.470
-3.341
-0.462
Cat. Replac
-2.203
-------
-25-
Table 6.7
The Increase in FTP CO Emissions (g/mi)
Associated with Types of Repairs
(based on linear regressions)
Open-Loop Closed-Loop Closed-Loop Closed-Loop
System
Repaired
Tn^nri-t- i <->n
Garb with
AIR
_C A1 7
Garb with
AIR
Q AOA
FI with
AIR
FI with
No AIR
Q T3R
Carburetor
Replaced/
Rebuilt -135.90
Fuel Meter. -3.248
Ignition:
Distrib
Plug/Wire
Timing
EGR
AIR
PCV
3-Way Elect:
ECM/PROM
Sensors
5.984
-7.016
-8.848
4.606
-15.607
28.646
-5.620
25.481
-21.222
-11.040
-47.314
3.289
-36.476
-30.796
-36.555
3.140
-0.540
-10.295
-7.393
-0.370
-78.539
-13.265
Cat. Replac
-11.513
-------
-26-
Table 6.8
The Increase in FTP Fuel Economy (mpg)
Associated with Types of Repairs
(based on linear regressions)
Open-Loop Closed-Loop Closed-Loop Closed-Loop
System
Repaired
T ri <^ n r* i~ T rin
Carb with
AIR
n o i a
Carb with
AIR
n co-j
FI with
AIR
FI with
No AIR
n on-3
Carburetor
Replaced/
Rebuilt
Fuel Meter.
Ignition:
Distrib
Plug/Wire
Timing
EGR
AIR
PCV
3-Way Elect:
ECM/PROM
Sensors
5
0
-2
2
-2
0
-o
.630
.438
.014
.990
.775
.328
. 185
-0
0
0
-0
-0
1
-0
i
.616
.520
.246
.029
.389
.230
.697
"3 QQ
. O Qs
O A Q
. zlo
1 C£
0.340
0.250
-1.490
0.250
0.010
3.260
-0.163
Cat. Replac
0.530
-------
-27-
Given the variety of vehicle designs even within each of
these four populations, the fact that even the best mechanic
may perform some unnecessary repairs, and the relatively small
sample sizes, it is not surprising that the analyses reported
in Tables 6.6 through 6.8 produced some inconsistent results.
However, there are some consistent results:
1. Replacing defective catalysts (on three cars)
reduces both FTP HC and CO emissions. Since the
three new catalysts were not aged, the long term
size of the reductions is no doubt overstated in
the tables. .
2. Replacing the spark plugs and/or wires (on eight
cars) was associated with lower FTP'HC emissions.
3. Replacing faulty ECMs and/or PROMs (on 11 closed-
loop cars) was associated with increased fuel
economy and lower FTP HC and CO emissions.
4. Replacing faulty electronic sensors (O2 or TPS)
for the closed-loop system (on 30 cars) was also
associated with increased fuel economy and lower
FTP HC and CO emissions.
5. The stratum of closed-loop, fuel injected cars
without a supplementary AIR system (10 test pairs
on 9 cars) was the only stratum in which both the
FTP HC and CO emissions always decreased after
repairs.
Using regression analyses (as above), has the disadvantage
of permitting the effects of multiple repairs to skew the
results. That problem can be avoided by identifying the cars
which had only a single type of repair performed. The results
of that analysis are given in Table 6.9 (page 28). The obvious
disadvantage with this approach is that some of the repair
types are 'represented by only a small number of vehicles (e.g. ,
the effects of replacing an air filter is based on a single
car).
Tables 6.6 through 6.9 generally indicate that the EG&G
mechanic, for the most part, replaced and repaired components
only when they were in fact defective.
-------
-28-
Table 6.9
Changes in
Associated with
Num-
System ber
Induction (Air Filter) 1
Replace Garb. 1
Fuel Metering:
Reset idle speed 10
Reset idle mixture 15
Reset both idle speed
and idle mixture 7
Rese,t idle speed
and/or idle mixture 32
Ignition System:
Only spark plugs
and/or wires 2
Both distributor
and spark plugs
and/or wires 1
Either distributor
or spark plugs
and/or wires 3
EGR 2
AIR 6
PCV 1
3-Way Electronics:
Sensors 14
PROM/ECM 3
Replace Catalyst 3
Mean FTP
a Single
rjf
m
Before
1.20
6.34
0.980
1.278
1.017
1.128
1.945
0.720
1.537
0.415
1.298
1.56
2.311
2.650
2. 633
Emissions
Type of Repair
1 r>r\
*
After
0.70
0.45
0.618
0.842
0.569
0.713
1.250
0.500
1.000
0.500
0.865
0.38
0.584
1.860
0.430
\^\j
Before
20.32
141.54
11.410
22.805
18.129
18.221
4.465
10.60
6.510
6.020
22.307
21.00
47.420
46.680
17.247
After
12.70
5.64
7.956
12.404
7.013
9.839
4.010
5.66
4.560
6.720
11.183
5.89
6.569
21.367
5.733
-------
-29-
7. Cost of Maintenance
The average (i.e., arithmetic mean) number of hours
required to repair the 100 cars which completed this program is
given in Table 7.1. (For these analyses we assumed that the
repair costs for the two cars which .received warranty repairs
were two hours labor and $100 in parts for the deVille and one
hour labor and $30 in parts for the Laser XE.) The repair time
includes only the time actually spent on repair work; it does
not include either the inspection or diagnostic work which was
quite extensive. (However, the inspection and diagnostic
procedure was deliberately thorough to ensure that all possible
malperformances were found; on many, if not most, of the cars
the malperformances which were eventually repaired might have
been found in less time.) Table 7.1 also includes the average
cost of the replacement parts those cars required. By assuming
a cost of labor of $30 per hour, we can calculate an estimated
total cost for repairing each of those cars, and the average of
that estimate also is included in the following table:
Table 7.1
Average Repair Costs to Pass I/M
Population
All Cars
Carb. Cars
F.I. Cars
Closed-Loop
Open-Loop
Carb, Closed-
Loop
Size Time
Repair Cost of Estimated
Parts
Total
100
81
19
68
32
49
1
1
0
1
1
:21
:29
:48
:30
:01
$
$
$
$
$
69
75
43
90
24
.47
.53
.63
.82
.09
1:46 $109.12
$109.95
$119.82
$ 67.84
$135.90
$ 54.80
$162.29
FI, Closed-Loop Identical to 'F.I. Cars'
Carb, Open-Loop Identical to 'Open-Loop Cars'
The mean values which appear in the preceding table can be
misleading since they can be skewed by a few disproportionately
high values. The distribution of each of those three values
(i.e., repair time, cost of parts, and estimated total cost),
for each population, is given in Tables 7.2 through 7.4. Using
the estimated total cost calculations, two-thirds of the 100
cars in this study were repaired for not more than $65.
-------
Table 7.2
All Cars
Garb. Cars
FI Cars
Closed-Loop
Open-Loop
Closed-Loop,
Garb.
No.
100
81
19
68
32
49
Distribution
5% 10% 20% 25% 30%
0000 0
0000 0
0 0 0 0 10
0 0 00 0
0000 0
0000 0
of Repair Pa
1/3 40%
0
0
30
0
0
0
0
0
30
0
0
0
rts (in do!
Percent il«
50% 60%
10 30
0 12
35 35
30 35
0 8
12 37
liars)
2/3 70%
35
35
40
50
10
80
40
37
44
80
10
90
75%
70
80
45
100
10
150
80%
100
130
100
150
15
265
90%
260
275
125
330
95
410
95%
390
410
150
420
140
450
Table 7.3
All Cars
Carb. Cars
FI Cars
Closed-Loop
Open-Loop
No.
100
81
19
68
32
Distribution of
5% 10% 20% 25% 30%
0:20 0:30 0:30 0:30 0:30
0:20 0:30 0:30 0:30 0:30
0:20 0:30 0:30 0:30 0:30
0:30 0:30 0:30 0:30 0:30
0:10 0:15 0:30 0:30 0:30
Repair
1/3
0:30 1
0:30 1
0:30 0
0:30 1
0:30 0
Time
40%
:00
:00
:30
:00
:30
(in hours:
Percentilt
50% 60%
1:00 1:00
1:00 1:15
0:30 1:00
1:00 1:00
1:00 1:00
minutes)
2/3
1:15 1
1:30 1
1:00 1
1:15 1
1:30 1
70%
:30
:30
:00
:30
:30
75%
1:30
2:00
1:00
2:00
1:30
80%
2:00
2:00
1:00
2:00
1:30
90%
2:00
2:30
2:00
3:00
2:00
95%
3:00
3:00
2:00
4:00
2:00
99.9%
600
600
150
600
250
600
1
u>
0
1
99.9%
15:00
15:00
2:00
15:00
2:00
Closed-Loop,
Carb.
49 0:30 0:30 0:30 0:30 0:30 1:00 1:00 1:00 1:30 1:30 2:00 2:00 2:00 3:00 6:00 15:00
-------
Table 7.4
Distribution of Total (estimated) Repair Cost (in
All Cars
Carb. Cars
FI Cars
Closed-Loop
Open-Loop
Closed-Loop,
No.
100
81
19
68
32
5%
15
15
15
15
5
10%
15
15
15
15
8
20%
15
15
15
15
15
25%
15
15
25
25
15
30%
29
29
30
30
15
1/3
30
30
45
30
15
40%
30
30
50
38
30
50% 60% 2/3
43
38
60
50
30
57
55
60
65
45
65
70
60
110
55
dollars)
70%.
74
90
70
130
55
75%
120
130
74
160
57
80%
160
190
135
210
60
90%
305
365
165
420
140
95%
465
495
185
590
195
99.9%
900
900
185
900
280
1
CO
Carb.
49
15
15
15
29
30
30
30
42
90 130 185 210 325 495
610
900
-------
-32-
To determine what the loss in the FTP emission reductions
(from the levels attained in Table 6.1) would have been if the
cars with estimated repair costs greater than a predetermined
value were waived without any repairs being performed (and
hence no emission reduction for the waived cars), we generated
Tables 7.5 and 7.6. (The reductions which appear in these
tables are the percentages of the corresponding emission
reductions given in Table 6.1.) In general, over one-half the
HC and CO reductions were obtained from the cars which were
repaired for not more than $90. The reductions vary greatly
with the type of control system. For the fuel injected
(closed-loop) cars, 89% of the total HC reduction attained by
the EG&G mechanic and 84% of the total attained CO reduction
was obtained from the cars which were repaired for a cost of
not more than $90. However, for the carbureted closed-loop
cars, only 29% of the total attained HC reduction and only 24%
of the attained CO reduction was obtained from the cars which
were repaired for not more than $200.
These analyses do not provide any insight on the emission
reductions from an I/M program in which at least partial
repairs are required up to a predetermined dollar value.
To understand why the repairs on the closed-loop
carbureted cars were much less cost effective than the repairs
either on the open-loop carbureted cars or on the fuel injected
cars, we sorted the cars within that stratum by emission
reduction. Of the 49 closed-loop carbureted cars which
completed this study, the six (6) cars with the largest HC
reductions (at least 2.5 g/mi HC) were also the six cars with
the largest CO reductions (at least 65 g/mi CO). Each of those
six cars required at least $275 to repair. Five of those six
cars received new ECMs as well as possibly other repairs. (The
fact the such large emission reductions resulted from these
repairs suggests that the ECMs actually needed to be
replaced.) The sixth car (IM5/029, the car with the largest
reductions of HC and of CO of any of the 100 cars) required a
replacement catalyst in addition to other extensive repairs
(see Appendix E).
Of the 19 closed-loop carbureted cars which exhibited CO
reductions of more than 10.00 g/mi, eight (8) required new ECMs
and one (1) required a new catalyst. Also, of the 15 closed-
loop carbureted cars which exhibited HC reductions of more than
1.00 g/mi, six (6) required new ECMs and three (3) required a
new catalyst. These cars, which received a new catalyst or a
new ECM, all had repair costs ranging from $275 to $900. If
repair costs are limited to $250 or less (as is the case in
Tables 7.5 and 7.6), then the emission reductions obtained must
be much less than the largest attainable reductions.
-------
-33-
Table 7.5
Percent of Attained Reduction in FTP HC Emissions
by Strata and by Estimated Repair Costs
All Cars
Carb. Cars
FI Cars
Closed-Loop
Open-Loop
Closed-Loop,
Carb.
No.
100
81
19
68
32
49
Open-Loop, Minus
Outliers* 30
All 1983+ Cars
33
Percent
All Cars
Carb. Cars
FI Cars
Closed-Loop
Open-Loop
Closed-Loop,
Carb.
by
No.
100
81
19
68
32
49
$50
31.1
34.1
23.0
24.3
50.7
25.0
46.3
41.1
$70
55.2
43.4
87.9
47.5
76.8
25.0
75.4
98.9
of Attained
Strata and
$50
26.5
29.1
19.7
19.3
49.9
19.3
$70
50.3
37.1
83.6
43.1
74.2
19.3
$90
55.2
43.0
88.9
47.5
76.8
24.4
75.4
99.8
Table
$110
55.6
43.6
88.9
48.2
76.8
25.4
75.4
99.8
7.6
$130
58.0
46.9
88.9
49.7
81.6
28.0
79.8
99.8
Reduction in FTP
by Est:
• Total
$90
50.6
37.2
84.1
43.4
74.2
19.4
$150
58.6
47.2
90.2
50.3
82.4
28.0
80.5
99.8
$175
61.1
47
99
53
82
28
80
99
.2
.7
.7
.4
.0
.5
.8
$200
60.9
46.9
100.0
54.7
78.6 .
29.3
80.6
100.0
$250
62.7
49.1
100.0
57.0
78.6
33.1
80.6
100.0
CO Emissions
imated Repair Costs
Repair Cost Limited To
$110 $130 $150 $175
50.6
37.4
84.1
43.6
74.2
19.6
53.9
42.0
84.1
45.2
82.7
22.3
54.4
42.3
84.8
45.4
83.7
22.3
58
42
99
51
83
22
.6
.2
.8
.0
.7
.3
$200
57.4
40.5
100.0
52.1
75.1
23.9
$250
59.6
43.6
100.0
54.9
75.1
28.6
Open-Loop, Minus
Outliers* 30
41.4 71.5 71.5 71.5 78.5 79.3 79.3 79.3
79.3
All 1983+ Cars 33 40.4 99.4 99.9 99.9 99.9 99.9 99.9 100.0 100.0
The two outliers are described in Section 6.2.
-------
-34-
Since catalyst replacements and ECM replacements were
limited to the 1981 and 1982 model years in this sample (see
Table 5.3), we repeated the analyses using only the 33 cars
from the 1983 and 1984 model years (see the "All 1983+ Cars"
entry in Tables 7.5 and 7.6). These analyses demonstrate that
virtually all of the emission reduction can be obtained from
the cars which were repaired for not more than $70. However,
care should be taken when examining those 33 cars since newer
cars are expected to require few if any major repairs. (These
33 1983-1984 cars had an average odometer mileage of 33,084 as
compared to 56,604 miles for the 67 1981-1982 cars.)
In reviewing the data in Tables 7.5 and 7.6, we note that
there is an apparent decrease in effectiveness occurring at
$200 for the overall sample, for the carbureted cars, and for
the open-loop cars. This anomaly is due to the two outliers
which were discussed in Section 6.2. If we delete those two
cars and repeat the analysis, the drop in effectiveness
vanishes.
It should be noted that, in all of the cost calculations
in this section, we not only included estimates for the cost of
repairs performed under warranty (for the deVille and Laser XE
discussed on page 29), but we also did not attempt to determine
whether any of the other repairs should have been performed
under the manufacturer's emission control warranty (sections
207(a) or 207(b) of The Clean Air Act as Amended 1977). If we
exclude the cost of repairs performed under warranty, then this
program becomes more cost effective.
-------
-35-
8. Tampering and/or Ma(maintenance among the Test Cars
Of the 107 cars that were tested over the FTP driving
cycle, 106 of them were inspected, and 43 of those 106 cars
(40.6%) exhibited signs of possible tampering. The most common
type of tampering or malmaintenance involved the idle mixture
limiting device; there was a total of 30 cars in which the
limiting device was either missing or broken. Those cars are
described in Table 8.2 (page 36). (The EG&G mechanic
determined whether the carburetor was set rich, lean, or to
specification by observing the engine speed when the mixture
was enriched by covering the carburetor or by injecting propane
and when the mixture was leaned by disconnecting a vacuum
line. This method cannot be considered completely reliable,
especially for closed-loop vehicles.)
Ten (10) cars (two of which also appeared in Table 8.2),
showed signs of possible misfueling (i.e., seven exhibited a
positive Plumbtesmo test result indicating the use of leaded
gasoline, two had lead levels in the car's fuel tank measured
at more than 0.050 grams of lead per gallon of gasoline, and
one had a damaged fuel inlet restrictor). One of those ten (a
1982 Oldsmobile Cutlass, number IM7/101) required a new
catalyst to pass the Maryland I/M test. Those ten cars are
described in Table 8.1. Of the nine with FTP tests, four
appear, from their HC levels, to have been significantly
damaged by misfueling.
Table 8.1
Vehicles with Possible Misfueling
Vehicle Description
CID/
Veh No.
IM5/012
IM6/039
IM7/101
IM8/110
IM7/114
IM7/117
IM7/143
IM8/154
IM7/164
IM8/202
Year
1981
1981
1982
1982
1983
1983
1983
1983
1983
1984
Make /Model
Chev.
Plym.
Olds.
Dodge
Chev.
Chev.
Chev.
Chry.
Chev.
Dodge
Chevette
Reliant
Cutlass
Chall anger
Chevette
Camaro
Cavalier
New Yorker
Chevette
Daytona
bbl.
98/ 2
135/ 2
231/ 2
156/ 2
987 2
151/FI
122/FI
156/ 2
98/ 2
135/FI
--Sign of Misfueling--
Lead
in Fuel Plumb- Fuel
jg/qal)
0
0
0
0
0
0
0
0
0
.027
.000
.025
.059
N.A.
.059
.006
.006
.000
.010
tesmo
Pos
Pos
Pos
Neg
Neg
Neg
Pos
Pos
Pos
Pos
Inlet
OK
OK
OK
OK
Bad
OK
OK
OK
OK
OK
--Best FTP —
Without a
New Catalyst
0
0
1
0
-
1
1
0
0
1
HC
.42
.54
.63
.50
.64
.07
.33
.45
.11
CO
8.11
8.89
5.94
5.66
4.84
10 . 23
3.38
3.55
3.73
-------
-36-
Table 8.2
Veh No.
IM6/001
IM5/012
IMS/014
IM5/015
IM5/023
IM5/029
IM5/030
IM5/033
IM6/036
IM5/041
IM5/044
IM5/052*
IM6/053
IM6/054
IM8/103
IM8/125
IM8/141
IM8/145
IM7/148
IM8/151
IM7/153
IM8/154
IM7/167+
IM7/172
IM8/181
IM8/186
IM8/190
IM7/201+
IM7/203
IM8/221
Vehicles with Tampered I
Vehicle Descriptio
Year Make/Model
1981 Datsun 210
1981 Chev. Chevette
1981 Ford Fairmont
1981 Olds Cutlass
1981 Pont. Grand Prix
1981 Pont. Bonneville
1981 Chev. Caprice
1981 Buick Skylark
1981 Mercury Capri
1981 Pont . Le Mans
1981 Chev. Chevette
1981 Chev. Monte Carlo
1981 Mercury Zephyr
1981 Ford Mustang
1983 Dodge Omni
1982 Ford Mustang
1983 Chrysler E-Class
1982 Ford EXP
1982 Olds Cutlass
1983 Datsun Maxima
1982 Chev. Malibu
1983 Chry. New Yorker
1982 Buick Park Ave
1982 Chev. Malibu
1982 Subaru Hatchback
1984 Ford EXP
1982 VW Rabbit
1982 Chev. Monte Carlo
1982 Chev. Caprice
1984 Ford Escort
die Limil
CID/
bbl.
91/ 2
98/ 2
255/ 2
231/ 2
231/ 2
231/ 2
305/ 4
173/ 2
140/ 2
231/ 2
98/ 2
267/ 2
200/ 1
200/ 1
135/ 2
140/ 2
156/ 2
98/ 2
231/ 2
146/FI
229/ 2
156/ 2
307/ 4
229/ 2
97/ 2
98/ 2
105/FI
229/ 2
229/ 2
98/ 2
:er Device
- Limiter Device —
Status
Missing
Missing
Missing
Missing
Missing
Missing
Missing
Broken
Broken
Missing
Missing
Missing
Missing
Missing
Missing
Broken
Missing
Missing
Missing
Missing
Missing
Missing
Broken
Missing
Missing
Missing
Missing
Broken
Missing
Missing
Mechanic ' s
Assessment
Too Rich
To Spec
To Spec
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Rich
Too Lean
Too Rich
Too Rich
Too Rich
Too Rich
Too Lean
Too Rich
Too Rich
To Spec
Too Rich
Too Rich
Too Rich
Too Rich
Too Lean
Too Rich
* Repairs were not completed on this car when the task ended.
* These two cars were inspected but not repaired.
-------
-37-
In addition to the 38 vehicles described in Tables 8.1
8.2, there were the following:
and
One car (a 1983 Cadillac deVille, number IM7/115)
had its AIR management line blocked with BBs.
Two cars (a 1982 Ford Mustang and a 1982 Oldsmobile
Cutlass, numbers IM8/125 and IM7/148, respectively)
were each missing the fan belt to the air pump in
addition to missing or broken limiter devices.
Two cars (a 1981 Ford Fairmont and a 1984 Ford
Escort, numbers IM6/014 and IM8/119, respectively)
had their EGR hoses either plugged or disconnected.
As indicated in Table 8.2, the former also was
missing its limiter devices.
One car (a 1983 Chevrolet Chevette, number IM7/164)
had the vacuum hoses to the choke and to the hot air
door disconnected in addition to exhibiting a
positive Plumbtesmo test result.
One car (a 1981 Datsun
missing its air filter.
280ZX, number IM6/008) was
One car (a 1981 Toyota Corolla,
its oxygen sensor disconnected.
number IM6/045) had
One car (a 1981 Chevrolet Malibu, number IM5/005)
had the bulb in its diagnostic warning light removed.
-------
-38-
9. Variability of I/M Test Results
Of the 178 cars obtained by EG&G, fully 33 percent
(59/178) were not kept for testing because each had:
- No apparent mechanical or electrical problem which could
account for the high idle emissions exhibited on the Mary-
land I/M test,
- HC emissions less than 120 ppm (as measured by EG&G during
the idle mode of the Restart Idle Test), and
- CO emissions less than 0.7 percent (as measured by EG&G
during the idle mode of the Restart Idle Test).
Had the screening cut-points been 1.2% CO and 220 ppm HC, 55.6
percent (99/178) would not have been kept for testing. Of
those 59 cars which were not tested, 50 are known to have been
returned to the Maryland lane (by the owners) without any
repairs being performed, and 47 (94%) of them then passed the
I/M test. Information on the remaining nine rejected cars was
not available. If we extrapolate from those results, we can
estimate that over 30 percent of the cars that initially failed
the Maryland I/M test could have passed a retest at the
Maryland I/M lane without any repairs being performed. The
rejection rate, by model year is given in Table 9.1. This
study provided no information on model years prior to 1981.
Table 9.1
Rejection Rate by Model Year
(based on EG&G screening test)
Total Recruited
Number Meeting 0.7/120
Percentage
Number Meeting 1.2/220
Percentage
'81
57
12
21%
27
47%
— nuu
'82
47
14
30%
25
53%
ej. lea.
'83
39
16
41%
26
67%
t
'84
34
16
47%
20
59%
'85
1
1
100%
1
100%
Over-
All
178
59
33%
99
56%
The rejection rate is further broken down by manufacturer
and by control system in Tables 9.2 and 9.3, respectively.
-------
-39-
Table 9.2
Distributions
of Vehicles
Manufacturer
General Motors
Recruited:
Rejected:
Ford
Recruited:
Rejected:
Nissan
Recruited:
Rejected:
Chrysler
Recruited:
Rejected:
Honda
Recruited:
Rejected:
Toyota
Recruited:
Rejected:
Mitsubishi
Recruited:
Rejected:
Fuji
Recruited:
Rejected:
AMC
Recruited:
Rejected:
VW
Recruited:
Rejected:
Toyo Kogyo
Recruited:
Rejected:
TOTALS :
Recruited:
Rejected:
of Vehicles
Rejected (i
M^
81
33
6
13
4
4
0
5
1
0
0
2
1
0
0
0
0
1
0
0
0
0
0
57
12
nu
82
18
5
10
3
8
3
3
1
1
0
1
1
1
0
2
0
0
0
1
0
1
0
46
13
:or lo\
del Ye
83
15
5
9
5
6
4
3
0
3
1
2
1
1
0
0
0
0
0
0
0
0
0
38
15
Recruited and
-------
-40-
Table 9.3
Distributions
of Vehicles
of Vehicles Rejected (:
M«
Technology
Carbureted Cars
Recruited:
Rejected:
F.I. Cars
Recruited:
Rejected:
Open-Loop Cars
Recruited:
Rejected:
Closed-Loop Cars
Recruited:
Rejected:
Open-Loop Carb.
Recruited:
Rejected:
Closed-Loop Carb.
Recruited:
Rejected:
Closed-Loop F.I.
Recruited:
Rejected:
TOTALS :
Recruited:
Rejected:
81
54
11
3
1
12
2
45
10
12
2
42
9
3
1
57
12
i'lVJ
82
42
12
4
1
21
7
25
6
21
7
21
5
4
1
46
13
for lo^
idel Ye
83
19
8
19
7
12
5
26
10
12
5
7
3
19
7
38
15
Recruited and
* idle
*+ *•
a.L
84
24
11
12
7
8
1
28
17
8
1
16
10
12
7
36
18
emissions)
85
1
1
0
0
1
1
0
0
1
1
0
0
0
0
1
1
Total
140
43
38
16
54
16
124
43
54
16
86
27
38
1-6
178
59
-------
-41-
In addition to those 59 rejected cars, four (4) others
were accepted into the program because they had obvious
mechanical problems (e.g., an 02 sensor warning light), even
though their emissions failed to exceed either of the two
preceding emission criteria. Those four cars are listed in
Table 9.4.
Vehicle
Number
IM6/008
IM7/105
IM7/109
IM7/150
Means:
Table 9.4
Cars NOT Rejected
But with Screening Emissions of:
HC 1 120 ppm and CO <. 0.7%:
— FTP Emissions —
HC CO NOx
0.49
0.26
0.71
0.50
5.96
7.76
8.72
8.33
1.10
0.34
0.79
0.26
The Reason the Car
Was NOT Rejected
02 sensor light on
02 sensor code
02 sensor code
TPS sensor code
0.49
7.69
0.62
Two of those four cars (in Table 9.4) plus 21 other
vehicles (all 23 of which appear in Table 9.5, on page 42)
exhibited idle emissions below the 220/1.2 cut-point on each of
the following four idle modes:
- the screening test,
the first and second idle modes of
(performed after the initial FTP), and
the 4-Mode Test
the idle mode of the Restart Test (performed
4-Mode Test which followed the first FTP).
after the
Among those 23 cars, were two-thirds (four of six) of all the
errors of commission cars (i.e., cars which passed the
applicable FTP standards but failed the I/M idle test).
-------
-42-
Table
Cars with
9.5
ALL Idle Emissions of:
HC <_ 220 ppm and CO <_ 1.2%:
Vehicle — FTP Emissions —
Number
IM5/002
IM6/008*
IM5/009
IM6/014*
IM5/015
IM6/017
IM5/037
IM6/039
IMS/040*
IM5/041
IM8/103
IM7/105*
IM8/113
IM7/117
IM7/124
IM7/131+
IM7/135
IM8/138+
IMS/139
IMS/147
IM8/178
IMS/186
IMS/216
Means :
1
0
0
0
0
0
0
0
0
1
0
0
1
2
0
0
0
0
1
0
1
0
0
0
HC
.05
.49
.32
.40
.61
.60
.76
.77
.25
.53
.91
.26
.78
. 11
.88
.38
.43
.22
.67
.35
.08
.73
.81
.80
12
5
3
3
12
8
10
10
5
20
10
7
3
5
7
5
8
2
21
5
6
6
16
8
CO
.54
.96
.60
.37
.24
.02
.68
.20
.23
.53
.97
.76
.72
.21
.60
.26
.67
.95
.96
.97
. 50
.35
.16
.76
NOx
0.
1.
3.
2.
0.
1 .
0.
1.
0.
0.
0.
0.
2.
1.
0.
1.
2.
0.
1.
0.
1.
0.
1.
1.
38
10
34
34
71
13
45
14
56
64
70
34
39
95
68
46
41
57
43
89
41
76
44
23
"Duplicate entry from Table 9.4
* "Error of Commission" car.
(See Table 6.2.)
Comparing the average emissions of these cars with the
averages appearing in Table 6.1, we can see that the cars
appearing in either Tables 9.4 or 9.5 are cleaner than the
typical cars in this study. However, they are clearly not a
random sample of in-use vehicles; they are higher emitters than
the average car on the street. About one-half of the cars
Listed in Table 9.5 (11 of 23) have FTP emissions above 1.0
g/mi HC or 10.00 g/mi CO.
-------
-43-
While we have not yet discovered why so many cars fail the
220/1.2 cut-point at the Maryland I/M lane and then pass that
same cut-point at VTL, we are preparing a new program to study
why this difference in idle emissions occurs. One significant
difference between the idle tests conducted at the Maryland I/M
lanes and those conducted by EG&G was the way in which the cars
were preconditioned. While no special or consistent type of
preconditioning was given to the cars in the Maryland lanes
beyond a brief period of "half throttle" operation, a loaded
preconditioning driving cycle was given to each car at EG&G
immediately prior to the idle tests. (i.e., the screening test
was preceded by a 10-minute road test, and the Restart Test was
preceded by a 4-Mode Test which was preceded by an FTP.)
Differences in the preconditioning cycle could result in
different idle emissions for several reasons:
- An extended period of idle prior to the test may permit
the car's catalyst to cool down, thus reducing its
conversion efficiency.
- An extended period of idle prior to the test might result
in a closed-loop car's oxygen sensor cooling down, thus
either slowing the response time of the car's computer
control to changing air/fuel ratios or causing the car to
function in its default (i.e., open-loop) mode.
- Different types of preconditioning cycles will trigger
different emission control strategies affecting such
things as shut-offs of some components or changes in
air/fuel ratios. (e.g., Some vehicles reguire an engine
shut-off prior to the short test to prevent diversion of
supplementary air.)
-------
-44-
10. On-Board Diagnostics
It has been suggested that an I/M program based on
examining the vehicle's on-board diagnostics would be more
effective in identifying FTP failures of late-model cars than a
program which measures tailpipe emissions. To study some
aspects of that hypothesis, we analyzed data from the 73
closed-loop cars in this program which were examined by the
EG&G mechanic.
The EG&G mechanic consistently used the vehicles' on-board
diagnostic systems only for the GM cars. Of those 73 closed-
loop cars, 46 were GMs, of which 13 displayed trouble codes.
The average "As Received" FTP emissions of those GM cars are
given below in Table 10.1. Those 13 cars are 28% of the GM
cars, and account for 40% and 53% of the HC and CO emissions,
respectively. The repairs performed on eight of those 13 GM
cars were exactly the ones specified by the trouble codes. The
remaining five GM cars (which appear in Table 10.2) required
repairs in addition to those specified by the trouble codes.
The corresponding emission reductions of the 43 GM cars which
completed the program (three of the 46 did not finish the
program) are given in Table 10.3 on the next page.
Table 10.1
Average Initial FTP Emissions (g/mi) of GM Cars
Count . HC CO NOx
All GMs 46 2.09 34.01 1.08
GMs without
Trouble Codes 33 1.76 22.16 1.23
GMs with
Trouble Codes 13 2.94 64.09 0.70
GMs for which Trouble
Codes Identified All
Items Repaired 8 1.84 44.24 0.60
GMs for which Trouble
Codes Identified Some
of the Items Repaired 5 4.69 95.85 0.87
-------
-45-
Table 10.2
Non-Trouble Code Repairs for the 5 GM Cars
Which Had Both Types of Repairs Performed
Vehicle
Number
IM5/005
IM5/006
IM5/029
IM7/101
IM7/148
Non-Trouble Code Repairs Performed
Reset ISC to specification. Replaced: PCV
hose, #2 spark plug wire, & mixture solenoid.
Reset idle mixture dwell.
oxygen sensor.
Replaced: ECM &
Reset timing. Replaced catalyst; EGR; idle
air bleed; mixture solenoid; upstream pipe,
check valve, and tubing for AIR system; and
oxygen sensor.
Replaced:
air pipe.
catalyst, check valve, & upstream
Replaced
Corrected hoses to EFE and TAG.
fan belt to air pump.
Table 10.3
Average Reduction of FTP Emissions (g/mi) of GM Cars
All GMs
GMs without
Trouble Codes
GMs with
Trouble Codes
GMs for which Trouble
Codes Identified All
Items Repaired
GMs for which Trouble
Codes Identified Some
of the Items Repaired
Count
43
30
13
HC
0.99
0.41
2.33
1.35
3.89
CO
21.70
6.66
NOx
0.14
0.26
56.38 -0.13
36.46 -0.12
88.24 -0.15
-------
-46-
We can determine (using a Student's t-Test at the 0.01
level) that the HC and CO emissions of the GM cars which both
displayed computer trouble codes and which were in this program
(i.e., failed the Maryland I/M test) were significantly greater
than the emissions of the GM cars which were in this program
but did not display computer trouble codes.
Of the six error of commission cars (described on page
14), four of them are GM cars. Three of the four had no
computer trouble codes; the fourth did have codes present which
identified all of the repairs performed. That three-to-one
ratio of error of commission cars approximates the ratio of all
GM cars in this study without codes to those with trouble codes.
From the data in Table 10.3, we can calculate that 71% of
the HC and 78% of the CO reductions from all 43 GM cars came
from the 13 cars which had trouble, codes. About 60% of the
13-car reductions were obtained from the five cars which had
both the repairs indicated by the trouble codes as well as
other repairs. These results cannot be used to determine what
emission reductions to associate with the trouble code repairs
for each of the five cars which had other repairs performed.
Consequently, the uncertainty of the contribution of the two
repair types to the 5-car reduction is important to any
conclusion on what percent of the 43-car reduction would have
been obtained if only trouble code identified repairs had been
performed. The CO emission reductions from the eight cars
which received only the repairs indicated by the trouble codes
exceeded the total CO reductions from the 30 GM cars that had
no computer trouble codes, and the HC emission reductions from
the eight cars which received only the repairs indicated by the
trouble codes equalled 88% of the total CO reductions from the
30 GM cars that had no computer trouble codes.
This testing program did not provide any information on
the FTP emissions of GM cars which pass the Maryland I/M test
but have trouble codes in their computers.
-------
-47-
10. Conclusions
This study showed that the average FTP HC and CO
emissions, from new technology cars that failed the Maryland
I/M program during 1985, were reduced substantially by repairs
which were targeted at reducing Idle Test emissions.
The most effective repairs (i.e., the repairs associated
with the largest emission reductions) to the closed-loop cars
were repairs to the electronics of the closed-loop system
(i.e., replacing defective sensors and/or, for the 1981-1982
cars, replacing the ECM).
The repair which was most effective in reducing HC or CO
emissions from the carbureted, closed-loop cars (i.e.,
replacing the ECM) was also the repair which was one of the
most costly. The 1983-1984, carbureted, closed-loop cars in
this study were able to pass I/M without the need of a new ECM,
possibly because those cars were newer or because the newer
ECMs were more durable.
The most frequently performed repair on the carbureted
cars (both open- and closed-loop) was a carburetor adjustment
to idle speed or to A/F mixture. The most frequently performed
repair to the fuel injected cars was the replacement of one of
the electronic sensors (either a TPS or an O2 sensor).
Approximately 40 percent of the cars inspected in this
study showed signs of either tampering or malmaintenance.
The data suggest that the preconditioning which a vehicle
receives just prior to an I/M test can significantly affect the
results of the I/M test. EPA is planning new test programs to
study this idle test variability and sensitivity to
preconditioning.
-------
APPENDIX A
Description of the 107 Vehicles Tested
-------
Description of the Cars Tested in This Program
Vehicle
Number
IM6/OO1
IM5/OO2
IM6/004
IM5/OO5
IM5/006
IM6/007
IMG/008
IM5/009
IM5/O12
IM5/013
IMG/014
IM5/015
IM6/017
IM5/018
IM5/019
IM5/022
IM5/023
IM5/O27
IM5/028
IM5/029
IM5/030
IM5/033
IM6/036
IM5/037
IM5/038
IM6/039
IM5/040
IM5/041
IM6/O42
IMS/043
IM5/044
IMS/045
Yr
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
81
Make
Datsun
Chevrolet
Plymouth
Chevrolet
Chevrolet
Ford
Datsun
Oldsntobi le
Chevrol et
Chevrol et
Ford
01 dsmob i 1 e
Datsun
Cadi 1 lac
Chevrol et
Chevrol et
Pont iac
Chevrol et
Chevrol et
Pont iac
Chevrol et
Buick
Mercury
Chevrol et
Chevrol et
P 1 ymouth
Chevrolet
Pont iac
Dodge
Ford
Chevrol et
Toyota
Model
210
Chevette
Horizon
Mai ibu
Chevette
Fai rmont
28OZX
Omega
Chevette
Chevette
Fai rmont
Cutlass Supr
310
De Vi 1 le
Mai ibu
Mai ibu
Grand Prix
Chevette
Chevette
Bonnevi 1 1 e
Capr i ce
Skyl ark
Capr i
Chevette
Chevette
Rel iant
Chevette
Le Mans Wgn
Omni
Escort Wgn
Chevette
Corol la
CID
91
98
135
229
98
14O
168
151
98
98
255
231
91
368
229
229
231
98
98
231
3O5
173
14O
98
98
135
98
231
105
98
98
1O8
£(l
Fuel
Mtr
2
2
2
2
2
2
PFI
2
2
2
2
2
2
PFI
2
2
2
2
2
2
4
2
2
2
2
2
2
2
2
2
2
2
igiuc
Fami ly
BNS1 .5V2AB6
1 1W2TNQZ
BCR2.2V2HA5
1 1E2AC
1 1W2TNQZ
2.3AX
BNS2 .8V5FB3
12X2NN
1 1W2TNQZ
1 1W2TNOZ
4.2/5.0MAF
14E2TM
BNS1 .5V2AB6
16T5ARB
1 1E2AC
1 1E2AC
14E2TM
1 1W2TNQZ
1 1W2TNOZ
14E2TM
1 1L4AC
1 1C2NDM
2. 3AX
1 1W2TNQZ
1 1W2TNQZ
BCR2 .2V2HA5
1 1W2TNOZ
14E2TM
BCR1 .7V2HJ1
1 .SAP
1 1W2TNQZ
BTY1 .8V2HF3
Tran
M-5
A-3
A-3
L-3
M-4
A-3
M-5
A-3
A-3
A-3
L-4
L-3
M-4
A-3
L-3
L-3
L-3
A-3
A-3
L-3
L-4
A-3
M-5
A-3
A-3
A-3
A-3
L-3
M-4
M-4
A-3
A-3
Supp.
AIR
Pul se
Pul se
Pump
Pump
Pul se
Pump
None
Pump
Pul se
Pul se
Pump
Pump
Pul se
Pump
Pump
Pump
Pump
Pul se
Pulse
Pump
Pump
Pump
Pump
Pul se
Pul se
Pump
Pul se
Pump
Pump
Pump
Pul se
Pump
Catalyst
Oxid
3-Way
3-Way +
3-Way +
3-Way
3-Way +
3-Way
3-Way +
3-Way
3-Way
3-Way +
3-Way
Oxid
3-Way +
3-Way +
3-Way +•
3-Way
3-Way
3-Way
3-Way
3-Way +
3-Way +
3-Way +
3-Way
3-Way
3-Way +
3-Way
3-Way
3-Way +
3-Way +
3-Way
3-Way
t
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Control
Conf i q
Open
Closed
Closed
Closed
Cl osed
Closed
Cl osed
Cl osed
Closed
Closed
Open
Closed
Open
Cl osed
Cl osed
Cl osed
Closed
Cl osed
Closed
Closed
Cl osed
Cl osed
Closed
Cl osed
Closed
Cl osed
Cl osed
Closed
Closed
Open
Closed
Cl osed
(
SI
3
7
7
7
7
3
3
3
7
7
3
7
3
7
7
7
7
7
7
7
7
7
3
7
7
7
7
7
7
7
7
3
:o
tan
.40
.OO
..OO
.00
.OO
.40
.40
.40
.OO
.OO
.40
.OO
. 4O
.OO
.OO
.OO
.OO
.OO
.OO
.OO
.OO
.00
.40
.00
.OO
.00
.OO
.OO
.OO
.OO
.OO
.40
MD
Fai
HC
HC
HC
HC
HC
CO
CO
CO
HC
CO
HC
HC
HC
CO
HC
HC
CO
CO
HC
HC
HC
HC
HC
HC
HC
HC
CO
CO
HC
HC
CO
HC
I/M
i lure
& CO
& CO
& CO
& CO
& CO
Only
Onl y
Only
Onl y
Only
& CO
Only
Only
Only >
& CO ,L
& CO
Onl y
Onl y
& CO
& CO
Onl y
& CO
a co
& CO
& CO
Only
Only
Only
Onl y
& CO
Onl y
Only
-------
Description of the Cars Tested in This Program (Continued)
Vehicle
Number
IM6/046
IM5/048
IM5/049
IM6/051
IMS/052
IM6/053
IM6/054
IM6/056
IM6/057
IM7/1O1
IM7/102
IM8/1O3
IM7/105
IM7/107
IM7/1O8
IM7/1O9
IM8/1 1O
IM8/1 13
IM7/1 14
IM7/1 15
IM7/1 17
IM8/1 19
IMS/122
IMS/123
IM7/124
IM8/125
IM7/131
IMS/134
IM7/135
IMS/ 136
IM7/137
IMS/138
IM8/139
Yr
81
81
81
81
81
81
81
81
81
82
82
83
83
84
84
82
82
83
83
83
83
84
82
84
83
82
82
84
82
83
82
83
82
Make
Ford
Chevrolet
Chevrolet
Ford
Chevrol et
Mercury
Ford
Datsun
Mercury
Oldsmobi 1 e
Oldsmobi le
Dodge
Chevrolet
Chevrolet
Pont iac
Buick
Dodge
Ford
Chevrol et
Cadi 1 1 ac
Chevrol et
Ford
Ford
Chrysl er
Pont iac
Ford
Chevrol et
Ford
Chevrolet
Honda
Pont iac
Toyota
PI ymouth
Model
LTD Wgn
Impala
Camaro
Mustang
Monte Carlo
Zephyr
Mustang
310
Lynx
Cutlass Supr
Cutlass Supr
Omni
Caval ier
Chevette
T1000
Skyhawk
Chal lenger
Escort
Chevette Set
De Vi 1 le
Camaro
Escort
EXP
Laser XE
J-2000
Mustang GL
Caval ier
EXP
Chevette
Civic DX
Grand Prix
Starlet
Horizon
CID
302
267
229
255
267
200
200
91
98
231
231
135
121
98
98
1 1O
156
98
98
249
151
98
98
135
1 1O
14O
1 12
98
98
91
231
79
105
-- engine
Fuel
Mtr Family
2
2
2
2
2
1
1
2
2
2
2
2
TBI
2
2
TBI
2
PFI
2
TBI
TBI
2
2
PFI
PFI
2
2
2
2
3
2
PFI
2
4.2/5
.OGCF
1 1D2AC
1 1E2AC
4.2/5
.OMAF
1 1D2AC
3.3GO
3.3GO
BNS1 .
1 .6AP
C4G3.
C4G3.
DCR2 .
D1G2.
E1G1 .
E1G1 .
C2G1 .
CMT2.
DFM1 .
D1G1 .
D6G4.
D2G2.
EFM1 .
CFM1 .
ECR2 .
D2G1 .
CFM2.
C1G1 .
EFM1 .
C1G1 .
DHN1 .
C4G3.
DTY1 .
CCR1 .
5V2AB6
8V2TMA5
8V2TMA5
2V2HAC3
OV5XAJ4
6V2NEA1
6V2NEA1
8V5TDG9
6V2BFD8
6V5HMF3
6V2NEAO
1V5AGA4
5V5TPG6
6V2GDK7
6V2GKC2
2V5HCF1
8V5TDGX
3V2GBB2
8V2NNAO
6V2GDK7
6V2TNR1
5V3ACF6
8V2TMA5
3V5FBBX
7V2HBF7
Tran
L-4
L-3
L-3
A-3
L-3
A-3
A-3
M-4
A-3
L-3
L-3
M-5
L-3
L-3
L-3
L-3
M-5
M-5
L-3
L-4
M-4
A-3
M-4
M-5
L-3
M-5
L-3
M-5
L-3
M-5
L-3
M-4
M-4
Supp.
AIR
Pump
Pump
Pump
Pump
Pump
Pump
Pump
Pul se
Pump
Pump
Pump
Pump
Pul se
Pump
Pump
None
Pul se
Pul se
Pump
Pump
None
Pul se
Pump
Pul se
None
Pump
Pump
Pump
Pul se
Pul se
Pump
None
Pump
Catalyst
3-Way +
3-Way +
3-Way +
3-Way
3-Way +
3-Way +
3-Way +•
Ox id
3-Way +
3-Way
3-Way
3-Way +
3-Way
3-Way +
3-Way +
3-Way
Oxid
3-Way
3-Way +
3-Way +
3-Way
3-Way +
3-Way
3-Way -••
3-Way
3-Way +
3-Way
3-Way
3-Way
Oxid
3-Way
3-Way
3-Way +
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Control
Conf 1q
Closed
Closed
Closed
Open
Closed
Open
Open
Open
Open
Closed
Closed
Cl osed
Cl osed
Closed
C losed
Closed
Open
Cl osed
Closed
Closed
Closed
Closed
Open
Closed
Closed
Open
Closed
Open
Closed
Open
Closed
Closed
Closed
CO
Stan
3.4O
7 .OO
7 .OO
3 .40
7 .OO
3-.4O
3 .40
3.4O
7.00
7 .OO
7 .OO
3.40
3 .40
3.4O
3 . 4O
7.00
3.4O
3 .40
3.40
3.4O
3.4O
3.4O
7.00
3.4O
3.4O
7.OO
7.00
3.4O
7.OO
3.40
7.OO
3.4O
7.OO
MD I/M
Fai lure
HC & CO
HC & CO
HC Only
HC & CO
HC & CO
HC & CO
HC & CO
CO Only
HC Only
HC Only
HC Only
CO Only
CO Only
CO Only
CO Only
HC & CO
CO Only
HC Only
HC & CO
HC Only
HC Only
CO Only
CO Only
HC & CO
CO Only
HC Only
HC Only
HC & CO
HC & CO
HC Only
HC & CO
HC Only
CO Only
-------
Description of the Cars Tested in This Program (Continued)-
Vehicle
Number
IM8/14O
IM8/141
IM7/143
IM8/144
IM8/145
IM8/147
IM7/148
IM7/150
IM8/151
IM7/153
IMS/154
IMS/159
IM7/164
IMS/166
IM7/167
IM8/168
IM7/169
IM8/17O
IM8/171
IM7/172
IM8/178
IMS/181
IMS/183
IMS/184
IM8/186
IM8/19O
IMS/191
IMS/ 19.5
IMS/196
IM8/2OO
IM7/201
IM8/2O2
Yr
82
83
83
82
82
83
82
83
83
82
S3
82
83
83
82
84
82
82
82
82
83
82
84
83
84
82
84
82
84
82
82
84
Make
Datsun
Chrysl er
Chevrolet
Ford
Ford
Plymouth
Oldsmobi le
Chevrolet
Datsun
Chevrol et
Chrysler
Datsun
Chevrolet
Honda
Buick
Mercury
Chevrol et
Datsun
Mercury
Chevrolet
Datsun
Subaru
Ford
Ford
Ford
VW
Dodge
Ford
Dodge
Ford
Chevrol et
Dodge
Model
28OZX
New Yorker
Caval ier
Escort
EXP
Sapporo
Cut lass Supr
Caval ier
81O/Maxima
Ma 1 ibu
New Yorker
Stanza
Chevette
Civic
Park Avenue
Lynx
Chevette Set
21O
Lynx
Mai ibu
280ZX
Hatchback
Escort
Escort
EXP
Rabbi t
Colt (Turbo)
Escort
Daytona
Escort
Monte Carlo
Daytona
CID
168
156
121
98
98
156
231
121
146
229
156
120
98
91
3O7
98
98
91
98
229
168
97
98
98
98
'1O5
98
98
135
98
229
135
— en
Fuel
Mtr
PFI
2
PFI
2
2
2
2
PFI
PFI
2
2
2
2
3
4
2
2
2
2
2
PFI
2
2
2
2
PFI
PFI
2
PFI
2
2
PFI
ig i MC
Fami ly
CNS2
DCR2
D1G2
CFM1
CFM1
DMT2
C4G3
D1G2
DNS2
C1G3
DCR2
CNS2
D1G1
DHN1
C3G5
EFM1
C1G1
CNS1
CFM1
C1G3
DNS2
CFJ1
EFM1
DFM1
EFM1
CVW1
EMT1
CFM1
ECR2
CFM1
C1G3
ECR2
.8V5FAF4
.6V2BAP2
.OV5XAJ4
. 6V2GKC2
. 6V2GKC2
.6V2BFD9
. 8V2TMA5
. OV5XAJ4
.8V5FAAO
. 8V2TMA8
. 6V2BAP2
.OV2AAF6
. 6V2NEAO
. 5V3ACF6
. OV4ARA8
. 6V2GDK7
. 6V2NEAX
.5V2AAF6
. 6V2GAF3
. 8V2TMA8
. 8V5FBF7
.6V2FAA1
. 6V2GDK7
. 6V2GDK6
. 6V2GDK7
. 7V6FAF8
. 6V5FFD4
. 6V2GKC2
. 2V5HCF1
. 6V2GKC2
. 8V2ACAO
. 2V5HCF1
Tran
M-5
A-3
L-3
M-4
M-4
M-5
L-3
L-3
L-4
L-3
A-3
A-3
L-3
M-5
L-4
A-3
M-4
M-5
A-3
L-3
M-5
M-4
M-5
A-3
M-5
M-4
D-4
A-3
M-5
M-4
L-3
A-3
Supp.
AIR
None
Pul se
Pul se
Pump
Pump
Pul se
Pump
Pul se
None
Pump
Pul se
Pul se
Pump
Pul se
Pump
Pump
Pump
Pul se
Pump
Pump
None
Pulse
Pump
Pump
Pump
None
Pul se
Pump
Pul se
Pump
Pump
Pul se
Catalyst
3-Way
Oxid
3-Way
3-Way +
3-Way +
Oxid
3-Way
3-Way
3-Way
3-Way +
Oxid
Oxid
3-Way +
Oxid
3-Way +
3-Way +
3-Way +
Oxid
3-Way +
3-Way. +
3-Way
3-Way
3-Way +
3-Way +
3-Way +
3-Way
. 3-Way
3-Way +
3-Way +
3-Way +
3-Way +
3-Way +
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Oxid
Control
Conf i g
Closed
Open
Closed
Open
Open
Open
Closed
C losed
Closed
C losed
Open
Open
Closed
Open
Closed
Open
Closed
Open
Open
Closed
Closed
Closed
Open
Open
Open
Closed
Closed
Open
Closed
Open
Cl osed
C 1 osed
CO
Stan
3.
3.
3.
7 .
7 .
3.
7 .
3.
3.
7 .
3.
3.
3.
3.
7 .
3
7
3.
7
7
3
7
3
3
3
3
3
7
3
7
7
3
40
4O
. 4O
00
00
,40
00
, 4O
4O
,00
40
4O .
.40
, 4O
.OO
.40
.OO
.40
.OO
.OO
.40
.OO
.40
.40
.40
.40
.40
.00
.40
.00
.OO
.40
MO I/M
Failure
HC
CO
CO
HC
HC
CO
HC
HC
CO
HC
CO
CO
HC
HC
HC
CO
HC
HC
CO
HC
HC
HC
CO
CO
HC
CO
HC
CO
HC
CO
HC
HC
& CO
Only
Only
& CO
& CO
Only
& CO
Onl y
Only
Onl y
Only
Onl y
& CO
& CO
Onl y >.
Onl y LO
& CO
& CO
Onl y
& CO
& CO
Only
Onl y
Onl y
& CO
Only
Onl y
Only
& CO
Onl y
a co
& CO
-------
Description of the Cars Tested in This Program (Continued)
Vehicle
Number
IM7/2O3
IM8/2O9
IM8/21O
IM8/212
IM8/214
IMS/215
IMS/216
IMS/219
IM8/22O
IM8/22 1
Yr
82
84
84
84
82
82
84
82
82
84
Make
Chevrolet
AMC/Renaul t
Ford
Ford
Datsun
Subaru
Mercury
Dodge
Honda
Ford
Model
Caprice
Al 1 iance
LTD
Tempo GL
Stanza
Wagon GL
Topaz GS
Omni
Prelude
Escort
CIO
229
85
231
140
120
1O9
14O
105
107
98
-- engine
Fuel
Mtr Family
2
PFI
2
1
2
2
1
2
3
2
C1G3.
EAM1 .
EFM3.
EFM2.
CNS2.
CFJ1
EFM2.
CCR1 .
CHN1
EFM1
8V2TMA8
.4V5FFA1
8V2GXF1
. 3V1HRFX
. OV2AAF6
. 8V2FAA2
. 3V1HFKO
. 7V2HBF7
.8V3AFE6
. 6V2GDK7
Tran
L-3
A-3
L-3
A-3
M-5
M-5
M-5
A-3
M-5
A-3
Supp.
AIR
Pump
None
Pump
Pump
Pul se
Pul se
Pump
Pump
Pul se
Pump
Catalyst
3-Way
3-Way
3-Way + Oxid
3-Way + Oxid
Oxid
3-Way
3-Way + Oxid
3-Way + Oxid
Oxid
3-Way + Oxid
Control
Conf ig
Closed
Closed
Open
Closed
Open
Closed
Closed
Closed
Open
Open
CO
Stan
7 .OO
3
3
3
3
3
3
7
3
3
.40
.40
.40
.40
.40
.40
.OO
.40
.40
MO I/M
Fai lure
HC
HC
HC
HC
CO
CO
CO
CO
CO
HC
Only
& CO
& CO
Onl y
Onl y
Onl y
Only
Onl y
Onl y
& CO
-------
APPENDIX B
Description of the:
71 Vehicles Rejected from the Program
and
7 Vehicles Which Were Tested but Did Not Finish
-------
B-l
Veh
No.
IM6/003
IM5/010
IM6/011
IM5/016
IM6/017
IM5/020
IM5/021
IM6/024
IM5/025
IM5/026
IM6/031
IM5/032
IM5/034
IM6/035
IM6/042
IM6/047
IM5/050
IM5/052
IM6/055
IM8/104
IM7/106
IMS/Ill
IM7/112
IM7/114
Model
Year
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1981
1982
1983
1982
1983
1983
Make
AMC
CHEV
PLYM
CHEV
DATSUN
PONT
PONT
MERC
CHEV
CHEV
FORD
PONT
CHEV
LINC
DODGE
TOYOTA
PONT
CHEV
MERC
DATSUN
CHEV
DATSUN
CHEV
CHEV
Model
EAGLE
CHEVETTE
RELIANT
CHEVETTE
310
T-1000
GrandPrix
COUGAR
CITATION
CHEVETTE
LTD(CrnVc)
LEMANS
CHEVETTE
CONTINENT
OMNI
TERCEL
GrandPrix
MontCarlo
MARQUIS
210
CAVALIER
STANZA
CAVALIER
CHEVETTE
Disp/
frbbl
258/2
98/2
135/2
98/2
91/2
98/2
231/2
255/2
173/2
98/2
V8/2
231/2
98/2
302/FI
105/2
89/2
231/2
267/2
V8/2
L4/2
121/FI
120/2
121/FI
98/2
Contrl
Config Tran
Open M-4
Closed ?
Closed ?
Closed ?
Open M-4
Closed M-4
Closed ?
Open A-3
Closed ?
Closed ?
Closed L-4
Closed ?
Closed A-3
Closed L-4
Closed M-4
Open ?
Closed L-3
Closed L-3
Closed L-4
Open ?
Closed ?
Open ?
Closed L-?
Closed L-3
MD I/M
Failure
HC
CO
CO
CO
HC
HC
HC
HC
HC
CO
HC
HC
HC
HC
HC
HC
CO
HC
HC
HC
CO
CO
HC
HC
Only
Only
Only
Only
Only
& CO
Only
& CO
Only
Only
& CO
& CO
& CO
& CO
Only
Only
Only
& CO
& CO
Only
Only
Only
& CO
& CO
Comments
Truck
Idle
Idle
Idle
Major
!!
Criteria
Criteria
Criteria
Repair
Driveability
Idle
Idle
Criteria
Criteria
Driveability
Idle
Idle
Idle
Criteria
Criteria
Criteria
Bad Brakes
Idle
Valve
Idle
Idle
Criteria
Job
Criteria
Criteria
Ran out of time
Idle
Criteria
Unsafe on Dyno
Idle
Idle
Major
Criteria
Criteria
Repair
Too Modified
-------
B-2
Veh
No.
IM8/116
IM8/118
IM7/120
IM8/121
. IM7/126
IM8/127
IM7/128
IM8/129
IM8/130
IM8/132
IMS/133
IM8/142
IM7/146
IM7/149
IM8/152
.IM8/155
IM8/156
IM8/157
IM8/158
IM8/160
IM8/161
IM8/162
IM8/163
IM7/165
Model
Year
1983
1983
1983
1983
1983
1984
1983
1983
1984
-1982
1984
1983
1982
1982
1983
1983
1983
1984
1982
1983
1983
1982
1984
1984
Make
DATSUN
FORD
CHEV
MERCUR
CHEV
FORD
OLDS
MERC
DATSUN
CHRY
MITS
TOYOTA
CHEV
PONT
FORD
HONDA
FORD
FORD
DATSUN
FORD
FORD
PONT
HONDA
CHEV
Model
MAXIMA
ESCORT
CAVALIER
COUGAR
CHEVETTE
T-BIRD
CUTLASS
LYNX
PULSAR
Le BARON
TREDIA
TERCEL
MALIBU Wg
T-1000
ESCORT
CIVIC
ESCORT Wg
ESCORT
STANZA
T-BIRD
EXP
T-1000
PRELUDE
CELEBRITY
Disp/
#bbl
168/FI
98/FI
121/FI
231/2
98/2
140/FI
231/2
98/2
98/FI
156/2
122/2
89/2
305/4
98/2
98/FI
91/3
98/2
98/FI
120/2
140/FI
98/2
98/2
112/2
173/2
Contrl
Conf ig
Closed
Closed
Closed
Open
Closed
Closed
Closed
Open
Closed
Open
Closed
Closed
Closed
Closed
Closed
Open
Open
Closed
Open
Closed
Open
Closed
Closed
Closed
Tran
7
A-3
7
A?L
7
7
7
7
7
A-3
L-3
M
L-3
7
7
7
A-3
7
7
M-5
7
7
7
7
MD I/M
Failure
HC
CO
HC
CO
CO
CO
HC
CO
CO
CO
HC
HC
HC
HC
CO
HC
HC
HC
CO
CO
CO
CO
CO
CO
Only
Only
Only
Only
Only
Only
Only
Only
Only
Only
& CO
Only
Only
Only
Only
Only
& CO
Only
Only
Only
Only
Only
Only
Only
Comments
Idle
Criteria
Unsafe on Dyno
Idle
Idle
Trans
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Trans
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Criteria
Criteria
. problems
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
. problems
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
-------
B-3
Veh
No.
IM7/167
IM7/173
IM7/174
IM7/175
IM7/176
IM7/177
IM8/179
IM8/180
IM8/182
IM7/185
IM8/187
IM8/188
IM8/1S9
IM8/191
Model
Year
1982
1982
1984
1984
1984
1983
1983
1982
1982
1984
1982
1984
1984
1984
Make
BUICK
CHEV
CHEV
CHEV
CHEV
BUICK
DATSUN
TOYOTA
FORD
OLDS
FORD
DATSUN
FORD
MITS
Model
PARK AVE
CHEVETTE
CAVALIER
CHEVETTE
CHEVETTE
REGAL
PULSAR
CELICA
EXP
CUTLASS
ESCORT
SENTRA
EXP
COLT(TRB)
Disp/
#bbl
307/4
98/2
121/FI
98/2
98/2
231/2
91/FI
144/2
98/2
231/2
98/2
98/2
98/2
110/FI
Contrl
Config
Closed
Closed
Closed
Closed
Closed
Closed
Closed
Open
Open
Closed
Open
Closed
Open
Closed
Tran
L-4
7
7
9
7
7
7
7
7
L-3
?
7
7
M-5
MD I/M
Failure
CO
CO
HC
HC
HC
HC
CO
HC
CO
HC
CO
HC
HC
CO
Only
Only
Only
& CO
& CO
Only
Only
& CO
Only
Only
Only
& CO
& CO
Only
Comments
Needs
Idle
Idle
Some
Idle
Idle
Idle
Idle
Idle
Idle
Idle
Idle
.Idle
Valve Job
Criteria
Criteria
RM done
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
Critesria
Criteria
Criteria
Turbocharger
needs $1600
in repairs.
IM8/192
IM8/193
IM8/194
IM8/197
IM7/198
IM8/199
IM7/201
1984
1982
1983
1983
1984
1984
1982
SUBARU
DATSUN
DATSUN
DATSUN
CHEV
MERC
CHEV
Wgn 4WD
310
MAXIMA
SENTRA
CAVALIER
MARQUIS
MontCarlo
109/2
91/2
168/FI
98/2
121/FI
231/FI
229/2
Open
Open
Closed
Open
Closed
Closed
Closed
7
7
7
•7
7
L-?
L-3
CO
HC
HC
HC
CO
HC
HC
Only
Only
& CO
S CO
Only
Only
& CO
Truck
Idle
Idle
Idle
Idle
Idle
!!
C r i te r i a
Criteria
Criteria
Criteria
Criteria
Ran out of time
IM8/204 1984 FORD EXP 98/FI Closed M-5 CO Only
IM8/205 1984 PLYM Grand r'uiy 318/2 Closed A-3 HC & CO
on Contract
Idle Criteria
Idle Criteria
-------
B-4
Veh
No.
IM8/206
IM7/207
IM8/208
IM8/211
IM7/213
IM8/217
IM7/218
Model
Year
1982
1983
1982
1985
1982
1984
1984
Make
MAZDA
BUICK
MERC
FORD
CHEV
FORD
OLDS
Model
626
REGAL
MARQUIS
MUSTANG
CORVETTE
TEMPO
CIERA
Disp/
ttbbl
120/2
231/2
302/2
302/4
350/FI
140/1
231/2
Contrl
Config
Open
Closed
Closed
Open
Closed
Closed
Closed
Tran
A-3
L-3
L-4
M-5
L-4
A-3
L-3
MD I/M
Failure
HC
CO
CO
CO
CO
CO
CO
Only
Only
Only
Only
Only
Only
Only
Comments
Unsafe on Dyno
Idle
Idle
Idle
Idle
Idle
Idle
Criteria
Criteria
Criteria
Criteria
Criteria
Criteria
-------
APPENDIX C
FTP Results for the 107 Cars tested
-------
C-1
Vehicle
Number
IM6/001
IM5/002
IM6/004
IM5/005
IM5/006
IM6/007
IM6/008
IMS/ 009
IM5/012
IM5/013
IM6/014
IM5/015
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
57,300
57,366
41,337
41,403
67,765
67,825
115,833
115,923 .
62,280
62,350
68,781
68,842
45,968
46,029
57,472
57,529
87,515
87,578
54.981
55,057
55,080
51 ,033
51.093
66,645
66,703
— Emi
HC
0.78
0.37
1.05
0.85
2.24
0.76
6.27
1 .46
3.68
0.42
3.23
0.74
0.49
0.35
0.32
0.26
0.84
0.42
1 .66
1 .07
0.24
0.40
0.51
0.61
0.50
ssions (g/mi ) —
CO NOx
12.50
4.22
12.54
11.87
48.31
8.31
165.64
10.98
74.50
3.16
95.58
17.33
5.96
2.43
3.60
2. 11
9.02
8.11
51.89
33.27
5.57
3.37
3.76
12.24
10.59
0.65
0.86
0.38
0.37
1.19
1.21
0.43
1 .74
0.56
1 .78
0.73
0.53
1. 10
1 .47
3.34
3.19
0.97
0.49
0.36
0.23
0.40
2.34
1 .77
0.71
0.81
Fuel
Econ
(mpg)
27.79
28.66
24.55
24.13
24.37
23.80
15. 10
1.9.07
23.04
26.77
18.96
18.95
18.58
18.54
22.38
22.04
27.64
26.32
22.10
23.81
24.41
17.84
17.38
19.10
18.98
IM6/017 As Received: 105.583
Rejected after first FTP
0.60
8.02
1.13
30.39
-------
C-2
Vehicle
Number
IM5/018
IM5/019
IM5/022
IM5/023
IM5/027
IM5/028
IM5/029
IM5/030
IM5/033
IM6/036
IM5/037
IM5/038
Test
Sequence
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
FAILING I/M:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
44,374
44,483
44,515
69,096
69. 159
62,529
62,589
62,614
55,702
55,763
58,287
58,347
40, 1 17
40, 174
71,004
71, 120
71, 146
58,861
58,922
54,758
54,820
67,748
67.807
67,832
44,978
45,037
27,353
27,444
— Emissions (g/mi
HC CO
3.32
0.77
0.87
5.23
0.32
2.45
2.66
2.70
3.06
2.74
0.39
0.37
1 .56
0.38
9.69
4.35
0.76
0.55
0.27
0.54
0.35
1 .92
1 .23
1 .01
0.76
0.62
1 .44
0.84
121.15
24.57
27.71
144.92
5. 14
21.55
20.26
22. 17
34.68
26.91
6. 16
5.02
21 .00
5.89
209.78
29.27
10.93
12.42
7.32
10.21
4.54
41 .02
23.29
20.48
10.68
11.42
33.77
14.56
) —
NOx
0.77
0.87
0.97
0.20
0.60
1 .99
1.59
1.56
2.41
2.16
1.00
0.90
0.29
0.32
0.78
2.56
0.09
0.52
0.70
0.65
0.65
0.26
0.28
0.32
0.45
0.33
0.98
1 .09
Fuel
Econ
(mpq)
11 .41
11.73
12.07
15.33
19.95
18.33
18.16
18.29
18.39
18.94
27.91
27.76
. 24.41
24.97
13. 15
17.47
17.91
15.88
15.81
20.29
21.05
17.82
17.49
19.30
26.80
26.54
24.24
24.23
-------
C-3
Vehicle
Number
IM6/039
IM5/040
IM5/041
IM6/042
IM6Y043
IM5/044
IM6/045
IM6/046
IM5/048
IM5/049
IM6/051
IM5/052
IM6/053
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
FAILING I/M:
As Received:
Passing I/M:
Odometer
(mile)
35,566
35,635
44,024
44,085
41 ,085
41,157
123,847
first FTP
48,482
48,591
40,043
40, 115
47,399
47,605
55,359
55,513
38,767
38,826
48,505
48,584
52,045
52,135
99, 119
99,219
57,660
57,762
— Emi
HC
0.77
0.54
0.25
0.30
1.53
0.83
1 .83
6.34
0.45
0.62
0.32
2.15
0.30
4.53
1 .58
1 .69
0.43
1 .20
0.70
3.72
0.60
5.88
4.74
1.32
0.57
ssions (g/mi
CO
10.20
8.89
5.23
5.35
20.53
14.67
6.75
141 .54
5.64
9.80
5.41
49.27
5.01
121 .62
47. 19
40.51
9.24
2.0.32
12.60
37.18
2.12
57. 17
31.30
10.50
3.53
) ~
NOx
1.14
1.06
0.56
0.58
0.64
0.67
1 .41
0.60
0.66
0.83
0.71
0.91
0.57
0.62
0.33
1.08
0.29
0.42
0.48
1.85
2.85
0.90
1.13
2.46
2.81
Fuel
Econ
(mpg)
22.31
22.07
26.28
27.75
17. 17
17.72
25.66
18.64
24.27
24. 17
23.77
24.94
25.71
12.25
12.51
18.30
17.58
18.54
18.67
18.92
18.64
16.37
16.44
20.04
20. 14
-------
C-4
Vehicle
Number
IM6/054
IM6/056
IM6/057
IM7/101
IM7/102
IM8/103
IM7/105
IM7/107
IM7/108
IM7/109
IM8/110
IM8/113
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
FAILING I/M:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:.
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
76,442
76,569
85,130
85,209
70,616
70,677
89,018
89,086
89, 146
56,927
57,085
15,327
15,827
49,038
49,097
17,023
17,082
11 ,797
11 ,856
40, 194
40,255
71 ,746
71,858
40,596
40,656
— Emi
HC
2.67
1.25
0.86
2.46
3.04
4.09
2.02
1.63
0.29
0.70
0.79
0.91
0.74
0.26
0.22
0.27
0.22
0.77
0.43
0.71
0.40
0.72
0.50
1.78
0.86
ssions (g/mi
CO
54.05
21.78
12.50
76.77
44.69
91. 18
8.20
5.94
2.39
8.13
8.50
10.97
6. 13
7.76
5.74
2.05
1 .49
5.75
2.86
8.72
3.75
10.60
5.66
3.72
3.18
) ~
NOx
0.84
0.76
0.58
1.28
1 .34
0.52
1 .27
1.35
0.50
4.04
0.99
0.70
0.74
0.34
0.66
0.63
0.69
0.58
0.59
0.79
0.92
1 .04
1.15
2.39
2.58
Fuel
Econ
(mpg)
16.89
16.97
24.81
19.88
23.43
21.80
18. 1 1
18.39
1.9.39
18.44
20.37
23.27
25.32
23.98
23.93
29.03
28.99
27. 14
26.55
26.87
26.47
19.32
19.07
26.57
26.82
IM7/114 As Received: 36,876
Rejected after first FTP
2.15
42.37
0.43
24.67
-------
C-5
Vehicle
Number
IM7/115
IM7/117
IM8/119
IMS/ 122
IM8/123
IM7/124
IMS/125
IM7/131
IMS/134
IM7/135
IMS/136
IM7/137
IMS/138
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
35,628
35,690
60,621
60,686
9,084
9,145
56, 174
56,279
56,312
6,523
6,584
54,264
54,355
62,591
62,675
62,714
62,795
23,613
23,673
38,938
39,005
37,073
37, 139
42,743
42,814
29,809
29,869
— Emi
HC
0.50
0.28
2.11
1.64
2.28
0.42
1.96
1 .73
1.05
8.89
0. 17
0.88
0.60
5.50
1 .03
0.38
0.32
0.72
0.67
0.43
0.49
0.54
0.52
4.08
3.66
0.22
0. 17
ssions (g/mi
CO
4.55
2.00
5.21
4.84
40.41
3.51
49.06
37.29
11.10
189.11
2.15
7.60
4.20
96.84
11.37
5.26
3.55
5.55
4.38
8.67
9.68
2,66
2.86
24. 14
11.65
2.95
2.37
) —
NOx
0.46
0.81
1.95
1.76
1.23
0.48
0.86
0.38
0.61
0.19
0.91
0.68
0.66
1.08
0.82
1 .46
1 .44
0.38
0.40
2.41
0.61
1.25
1 . 14
1.19
1 .44
0.57
0.62
Fuel
Econ
(mpg)
17.93
17.89
21. 14
21. 15
25.31
25.45
22.96
24.33
24.82
14.64
21.85
25.93
25.51
19.33
16.55
20.86
20.62
22.59
21.54
25.01
24.21
31 .74
32.78
18.60
18.67
38.04
37.80
-------
C-6
Vehicle
Number
IMS/ 139
IMS/140
IMS/141
IM7/143
IMS/144
IMS/145
IMS/147
IM7/148
IM7/150
IMS/151
IM7/153
IMS/154
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
Odometer
(mile)
56,395
56,461
47,471
47,451
33,846
33,907
35,289
35,356
52,931
52,992
54,283
54,356
54,386
24,009
24,070
73,064
73,215
3.0.746
30,804
28,497
28,577
28,602
51 .272
51 ,423
51,449
41 ,532
41 .593
— Emiss
HC
1.67
1.59
1.45
1.08
0.74
0.40
3.46
1.07
2.32
0.63
3.22
1 .35
1.28
0.35
0.34
1 .79
1.05
0.50
0.22
1.50
1 .00
0.90
2.42
2.06
2.14
0.56
0.33
ions (g/mi
CO
21.96
19.76
9.81
5.55
30.68
8.72
50. 14
10.23
40.78
6.04
49.88
19.40
9.99
5.97
5.14
21.15
10.59
8.33
5.04
45.07
30.46
28.22
18.95
24.20
24.60
19.82
3.38
) --
NOx
1 .43
1.75
1. 16
1.55
0.82
0.74
0.30
0.38
0.92
0.84
0.56
0.55
0.71
0.89
0.82
1.31
1.01
0.26
0.24
0.49
0.54
0.57
2.26
2.40
2.41
0.86
0.81
Fuel
Econ
(mpg)
28.05
29.08
20.30
20.42
19.26
19.93
20.40
22.58
27.63
28.09
22.87
22.75
24.46
20.36
20.51
18.07
18.55
21.94
23.88
18.63
19.33
19.28
18.09
18.29
18.32
17.56
18.68
-------
C-7
Fuel
Vehicle
Number
IM8/159
IM7/164
IM8/166
IM7/167
IM8/168
IM7/169
IM8/170
IM8/171
IM7/172
IM8/178
IM8/181
IM8/183
IM8/184
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
70,347
70,405
24,590
24,652
46,483
46,586
69,735
first FTP
17,931
17,996
41,566
41,648
40,935
41,027
52,310
52,372
46,370
46,460
46,484
52,420
52,488
48,373
48,454
17,513
17,578
58,890
58,951
— Emissions (g/mi) —
HC CO NOx
0.52
0.34
0.80
0.45
0.53
0.33
6. 17
2. 13
0.42
4.65
2.85
1.29
0.34
2.85
0.67
1 .32
1 .29
0.77
1 .08
1 .00
0.53
0.26
1.34
1 .27
0.56
0.55
19.65
15.00
8.28
3.55
3.43
1.92
30.59
52.76
5.09
99.47
56.40
20.00
3.06
48.26
8.33
22.00
22.64
9.36
6.50
5.34
4.61
3.65
4.37
4.89
8.94
8.89
0.46
0.43
0.66
0.50
0.87
0.87
3.44
0.29
0.59
0.59
0.84
0.46
0.48
0.64
0.50
1 .06
1 .01
1 . 14
1.41
1 . 17
1.35
1 .08
0.52
0.72
0.52
0.51
Econ
(mpg)
23.13
22.02
28.23
25.66
30.51
30.38
15.45
22.16
25.04
22.33
25.97
26.00
27.88
23.90
23. 16
20.83
20.08
20.57
20.61
20.33
30.51
31.18
22.02
21 .53
24.40
24.22
-------
C-8
Vehicle
Number
IM8/186
IM8/190
IM8/191
IM8/195
IM8/196
IM8/200
IM7/201
IM8/202
IM7/203
IM8/209
IM8/210
IM8/212
IM8/214
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Received:
FAILING I/M:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
29,769
29,845
56,762
56,835
34,351
first FTP
91,873
91,933
31 ,427
31,503
56,651
56,725
78,522
first FTP
33,578
33,635
59,595
59,695
59,818
64,749
64,810
19,810
19,895
48,745
48,805
60,386
60,479
— Emi
HC
0.73
0.72
0.49
0.19
2.50
2.34
1.02
5.96
0.43
0.83
1 .04
5.52
4.70
1.11
1 .97
1.92
.24
2.00
.37
2.57
1 .03
3.63
2.24
.46
.44
ssions (g/mi
CO
6.35
7.44
7.40
0.41
8.89
79.90
33.55
115.54
3.95
13.36
12.62
82.91
123.45
3.73
17.23
16.53
3.88
67.03
3.47
47.00
19.26
59.61
17.50
12.02
11.96
) —
NOx
0.76
0.73
2.95
1.91
0.24
0.80
0.28
0.70
1.60
0.52
0.60
1.01
0.71
3.04
1 .87
1.78
.23
.46
.91
1.00
.93
1.52
2.20
3.53
.76
Fuel
Econ
(mpg)
24.25
24.66
28.46
28.75
28.04
24.32
21.42
17.38
22.55
23.25
23.77
15.86
17. 12
21.68
17.89
17.84
17.99
24.33
26.34
16.61
17.22
20.94
23.54
24.44
24.95
-------
C-9
Vehicle
Number
IM8/215
IM8/216
IM8/219
IM8/220
IM8/221
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Odometer
(mile)
55,898
55,595
25,697
25,763
46,341
46,414
35,734
35,820
35,863
35,928
— Emissions (g/mi) —
HC CO NOx
1 .49
.64
.81
.76
.89
.44
.82
.26
2.50
1.33
17.96
11.64
16.16
18.34
14.54
7.60
9.38
1.50
58.98
20.04
1.06
,85
1.44
1.61
2.04
1.61
.92
.88
.57
.49
Fuel
Econ
(mpg)
24.24
23.77
21.51
21.93
22.82
27.31
25.21
26.92
24.47
26.28
-------
APPENDIX D
Short-Test Results for the 107 Cars tested
-------
Vehicle
Number
IM6/O01
IM5/O02
IM6/OO4
IM5/OO5
IM5/OO6
IM6/OO7
IM6/OO8
IM5/O09
IM5/012
IM5/O13
IM6/014
IM5/O15
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received :
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Pass i ng .I/M :
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:.
Passing I/M:
As Received:
Passing I/M:
--1st
HC
(ppm)
45O
25
110
30
150
26
145
5O
30O
70
215
21
1O
15
45
20
250
1O
13O
5
5
10
15
10
40
Idle--
CO
5.7O
.04
. 15
.04
3.40
.05
2.O5
. 1O
8. 2O
. 10
4.30
.08
.04
.02
.02
.02
. 12
.03
1 .60
.04
.02
.03
.02
.65
.55
--2500
HC
(ppm)
4O
25
20
15
30
10
60
23
170
1O
175
30.
10
5
10
15
12
12
140
45
5
3
8
2O
20
- •* muue
rpm--
CO
.04
.04
.07
..15
.20
.04
2 .20
. 12
5.00
.02
6.00
. 2O
.06
.04
.02
.03
. 10
. 20
4.20
1 . 10
.03
.03
.02
.25
.25
--2nd
HC
(ppm)
7OO
3O
55
20
150
4O
14O
25
285
10
210
2O
8
15
1O
10
3OO
8
130
5
5
5
8
70
35
Idle--
CO
(%)
6. 2O
.02
.09
.04
3.40
.04
2.00
.05
7.95
.02
4 .40
.08
.04
.03
.02
.02
.08
.04
1 .60
.04
.02
.03
.02
.65
.60
Idle-in-Driv
HC CO
(ppm) (%)
160
50
2OO
50
165
10O
285
25
12
15
1 15
12
175
5
5
15
18
85
10
.08
.06
3.40
. 10
2.45
.20
3.90
.07
.03
.02
.06
.05
1 .85
.04
.02
.03
.02
.70
.25
--2500
HC
(ppm)
4O
30
15
10
15O
10
15
2O
150
12
185
30
1O
1O
10
1O
45
15
13O
1O
9
5
8
2O
7O
ixesian
rpm--
CO
.04
.04
.03
.02
.05
.04
.38
. 1O
4 .OO
.02
6 . 1O
. 16
.06
.05
.21
.04
. 1O
. 10
2.60
.03
.02
.03
.02
. 25
.04
lesi
Idle-in-Neut
HC CO
(ppm) (%)
650 6.75
3O .04
35
1O
150
2O
138
5O
28O
1O
2 2O
25
12
2O
2O
1 1
265
8
14O
5
9
5
8
1O
70
.05
.02
3.4O
.06
1 .95
. 1O
7.6O
.02
3.8O
.06
.03
.03
.05
.02
.08
.04
1 .25
.04
.02
.03
.02
.75
.60
IM6/017 As Received: 30 .03 35 .02 40 .02 45 .03 5O .03
Rejected after first-FTP
-------
Vehicle Test
Number Sequence
IM5/O18 As Received:
Passing I/M:
Add. Repairs:
IM5/019 As Received:
Passing I/M:
IM5/022 As Received:
Passing I/M:
Add. Repairs:
IM5/O23 As Received:
Passing I/M:
IM5/027 As Received:
Passing I/M:
IM5/028 As Received:
Passing I/M:
IM5/029 As Received:
FAILING I/M:
Passing I/M:
IM5/O3O As Received:
Passing I/M:
IM5/O33 As Received:
Passing I/M:
IM6/036 As Received:
Passing I/M:
Add. Repairs:
IM5/037 As Received:
Passing I/M:
IM5/O38 As Received:
Passing I/M:
--1st
HC
(ppm)
17O
2O
2O
500
20
460
19O
350
43O
3OO
10
20
240
5
51O
75O
50
1OO
10
170
25
365
30
20
21O
20
34O
35
Idle--
CO
2 .50
.04
.02
7 . 25
.05
.50
. 18
.31
1 .75
.55
.03
.04
. 19
.03
8.60
1 .50
.09
.40
.03
4 .80
.03
6.40
.07
.03
. 10
.05
5.20
.04
--2500
HC
(ppm)
6O
19
2O
4O
10
75
4O
60
125
80
2O
1O
1OO
10
185
120
15
15
1O
25
10
55
28
20
40
30
170
40
- «t-rooae
rptn--
CO
1 .70
.03
.02
. 18
. 14
.25
.30
.30
1 .05
.70
. 15
.06
1 .40
. 12
8 .BO
.70
.30
.08
.04
.05
.06
.02
.04
.04
.25
.45
5.60
1 .00
i esi -
--2nd
HC
(ppm)
100
1 1
18
440
10
250
50
220
480
325
50
5
220
5
45O
600
5O
30
5
30
15
390
1 10
15
200
10
300
35
Idler-
CD
(%)
2.5O
.04
.02
7 .60
.05
.80
.05
.40
1 . 7O
.70
. 10
.02
.20
.03
8 .40
1 . 4O
. 15
.48
.03
.65
.03
5.8O
1 .60
.03
.20
.04
3.OO
.05
Idle-1n-Driv
HC CO
(ppm) (%)
1 6O 4 . 00
1O .04
10 .02
43O
1O
18O
50
1 10
255
. 250
5O
7O
3OO
5
490
480
6O
75
5
15O
12
80
35
375
32
8. 10
. 10.
.80
.08
.09
.75
.50
.07
.06
. 15
.03
8. 10
1 . 30
.23
.45
.03
4.60
.04
.08
.05
5.60
.04
--2500
HC
(ppm)
60
2O
15
35
5
15O
65
70
8O
85
2O
1O
130
5
2OO
100
10
5
8
95
12
75
35
28
35
60
8O
5O
Kesxarx
rpm--
CO
(%)
2. 2O
.03
.02
.05
.02
1 .20
.60
.30
.80
.80
. 10
.02
2 .30
.04
8 . 3O
.70
. 28
.03
.04
.80
.04
.05
.04
.04
.04
1 .OO
.70
1 .OO
i es^
Idle-in-Neut
HC CO
(ppm) (%)
70 2 . 5O
12 .04
12 .02
44O
7
33O
6O
19O
3 SO
38O
20
5
185
5 .
495
500
28
50
5
45
1 1
370
135
2O
90
5
26O
9O
6.9O
.05
.50
.05
. 2O
1 . 7O
.80
.08
.03
.40
.03
8 .GO
1 .40
. 12
1 . 10
.03
.75
.03
6.00
1 .70
.03
.07
.03
4 .60
1 . 1O
-------
Vehicle
Number
IM6/O39
IM5/040
IM5/O41
IM6/042
IM6/O43
IM5/O44
IM6/045
IM6/O46
IM5/O48
IM5/O49
IM6/051
IM5/052
IM6/053
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Rece i ved :
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
FAILING I/M:
As Received:
Passing I/M:
--1st
HC
(ppm)
60
35
5
30
1 1O
100
49O
first
335
30
255
5
220
5
255
25
240
70
40
130
580
25
92O
1400
600
150
Idle--
CO
(%)
.04
.03
.03
.04
1 .20
.70
.03
FTP
6.4O
,O2
3.3O
.04
1 .70
.03
5.3O
.04
2 .60
.27
.08
. 15
2.5O
.01
2. 20
2.45
1 .80
.04
--2500
HC
(PPtn)
15
18
5
22
23
10
100
28O
35
25
5
230
15
18O
12
85
20
18
3O
95
15
100
19O
80
5O
•» muuc
rpm--
CO
(%)
.03
.03
.06
.08
. 19
. 10
.04
5.40
.02
.04
.04
4 .20
.08
4 . 1O
.04
4.5O
.22
.25
. 1O
.02
.01
1 .00
1 .20
.04
.04
--2nd Idle--
HC
(ppm)
50
35
5
20
50
20
4OO
33O
15
250
8
210
5
1O90
15
245
15
35
155
570
20
910
1300
7OO
1OO
CO
(%)
.04
.03
.03
.04
.60
.28
.03
6 . 3O
.02
3.30
.04
1 .80
.03
4 .90
.06
2 .90
. 10
.08
. 15
2.50
.01
2 . 2O
2.30
1 .70
.04
Idle-in-Driv
HC
(ppm)
80
3O
8
20
185
2O
345
5
250
5
400
12
295
60
35
2O
60O
25
1000
135O .
3OO
85
CO
(%)
.24
.03
.05
.06
1 .20
. 10
2.90
.04
1 .40
.03
4.90
• 12.
2.80
. 10
. 18
.02
3.70
.01
2.40
2.30
1 .90
.04
r
--2500
HC
(ppm)
25
12
1O
2O
4O
28
1OO
375
22
3O
1O
25O
22
19O
5
3O
1O
25
5O
5O
15
100
180
9O
1 1O
-------
Vehicle
Number
IM6/054
IM6/O56
IM6/057
IM7/101
IM7/1O2
IMS/ 103
IM7/1O5
IM7/107
IM7/1O8
IM7/1O9
IMS/1 1O
IM8/1 13
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
FAILING I/M:
Passing I/M:
As Received:
Passing I/M:
As Received:
Pass i ng I /M :
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
--1st
HC
(ppm)
210
85
68
125
65
9O
65
40
10
10
10
5O
30
15
10
5
20
315
25
360
10
45
30
60
40
Idle--
CO
2.OO
.05
.30
. 18
.08
.06
. 15
.08
.05
.05
.03
.03
.03
.04
.03
.03
.05
2.45
.03
8 .80
.05
1 .00
.04
.08
.04
--2500
HC
(ppm)
65
3O
4O
80
13O
120
13O
75
10
15
45
25
30
1O
10
1O
1O
50
25
SO
. 12
130
25
4O
35
- *t muue
rpm--
co
.04
.04
.20
.25
2.60
2.26
.20
. 1O
.04
.04
. 12
.05
.07
.03
.03
.03
.04
.04
.03
.28
.05
.05
.04
.35
. 19
i e& i
--2nd
HC
(ppm)
2OO
80
80
120
70
ao
270
13O
15
6OO
10
70
15
10
8
5
10
280
15
320
8
35
45
80
55
Idle--
CO
2.3O
.04
. 35
. 18
.09
.06
.20
.04
.05
.50
.05
.03
.03
.03
.03
.03
.04
2.63
.03
6.20
.04
.80
.03
.40
.23
Idle-i
HC
(ppm)
3OO
11O
12O
12O
175
13O
20
10
1O
5
8
5
10
400
25
38O
8
'
n-Driv
CO
1 .20
.04
. 15
.05
.20
. 10
.07
.05
.03
.03
.03
.02
.04
2.90
.03
9.00
.04
i
--250O
HC
(ppm)
70
3O
45
6O
14O
140
150
1 10
10
10
50
3O
30
10
15
1O
25
35
4O
9O
2O
25O
30
60
3O
nesiar i
rpm--
CO
.04
.03
.25
.32
2.60
2.20
.20
.08
.03
.04
.20
.06
.07
.05
.03
.03
.04
.04
.03
. 2O
.05
.06
.04
. 18
. 14
ies»i.
Idle-in-Neut
HC CO
(ppm) (%)
23O 1.8O
SO .03
9O
13O
170
1OO
250
14O
10
600
1O
8O
28
10
10
8
1O
250
15
25O
15
35
40
100
7O
.42
. 19
. 10
.06
.20
.04
.07
.50
.03
:S i
.03
.03
.03
.04
2.25
.03
8.OO
.05
1 .40
.04
.42
.42
IM7/114 As Received: 25 .05
Rejected after first FTP
3O
.04
20
.04
50
.03
3O
.05
1O
.04
-------
Vehicle
Number
IM7/115
IM7/1 17
IM8/1 19
IM8/122
IM8/123
IM7/124
IM8/125
IM7/131
IM8/134
IM7/135
IMS/136
IM7/137
IMS/138
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
--1st
HC
(ppm)
33O
3O
200
165
250
35
11O
7O
30
38O
10
165
25
87O
10
15
5
20
20
75
1 10
265
25
660
605
22O
1OO
Idle--
CO
. 12
.02
.21
.21
2.50
.03
2.8O
.04
.03
7 .60
.02
.50
. 12
1 .00
.04
.03
.02
.04
.03
.50
.20
.31
.03
.70
.28
. 18
. 12
--2500 rpm--
HC CO
(ppm) .__(%)
5 .03
12 .02
2O
1O
19O
12
76
9O
45
6OO
10
65
65
255
10
10
5
20
18
1O
18
25
60
300
200
15
1O
. 13
.05
2. 10
.02
2.50
2.25
.40
10.00
.02
. 10
. 12
7.70
.06
.03
.02
.04
.02
.05
.08
.08
.70
1 .00
1 .00
.03
.03
: i ea i
--2nd
HC
(ppm)
75
28
150
150
24O
40
105
60
30
1OO
8
75
40
1O80
10
5
0
15
10
50
20
330
35
620
570
150
20
Idle--
CO
. 10
.02
. 19
. 19
2 .50
.03
2 .60
.04
.04
2 .80
.02
.60
.23
2 .45
.03
.03
.01
.03
.02
.28
. 1O
.34
.04
.85
. 23
. 10
.07
i
Idle-in-Driv --250O
HC CO HC
(ppm) (%) (ppm)
16O .09 5
2O .02 12
20
12
290 3.00 15O
40 .03 2O
Q c;
O O
— 110
50
235
1O
200 .70 1 50
70 .13 70
28O
1O
15 .02 1O
5 .01 45
40
21
17O . 10 1O
150 .08 18
8O
---- 10O
760 1 . 10 220
500 .20' 250
2O
12
nesiari
rpm--
CO
.03
.02
. 10
. 1O
1 .20
.03
2 .40
3.4O
.50
7 .40
.03
. 12
.08
8.OO
.04
.03
.02
.04
.02
.20
.08
.50
1 .25
.80
.68
.03
.03
i esi
Idle-in-Neut
HC CO
(ppm) (%)
12O .09
28 .03
22O
190
250
38
1 1O
95
4O
860
5
180
3O
1 13O
10
8
3
2O
1O
50
3O
375
60
650
570
15O
25
. 15
. 1O
2.40
.02
2.6O
.60
.04
7.5O
.02
.80
.31
2. 15
.03
.02
.02
.04
.02
. 1O
.40
. 3O
.05
.75
.28
. 12
.08
-------
Vehicle Test
Number Sequence
IM8/139 As Received:
Passing I/M:
IM8/140 As Received:
Passing I/M:
IMS/141 As Received:
Passing I/M:
IM7/143 As Received:
Passing I/M:
IM8/144 As Received:
Passing I/M:
IM8/145 As Received:
Passing I/M:
Add. Repa i rs:
IM8/147 As Received:
Passing I/M:
IM7/148 As Received:
Passing I/M:
IM7/150 As Received:
Passing I/M:
IM8/151 As Received:
Passing I/M:
Add. Repairs:
IM7/153 As Received:
Passing I/M:
Add. Repai rs:
IMS/154 As Received:
Passing I/M:
--1st
HC
(ppm)
80
185
4O
28
138
15
44O
1O
275
40
52O
55
45
15
10
125
60
150
15
215
10
10
700
170
220
75
15
Idle--
CO
.60
.32
.08
.04
5.7O
.02
9.6O
.04
5.60
.03
9. 2O
.08
.03
.04
.03
1 .63
.45
.20
.02
4.60
.03
.04
. 18
. 39
.32
4.30
.04
--2500
HC
(ppm)
3O
30
28
30
4O
20
45
15
185
3O
175
3O
55
10
20
400
25
15
2O
45
8
10
60
45
5O
5O
2O
rpm--
CO
.20
.30
.23
.08
.05
.02
. 12
.04
3.00
.02
4 .60
.05
.09
.04
.05
.60
. 14
.03
.02
.09
.05
.06
.70
.75
.60
.OG
.03
Test -
--2nd
HC
(ppm)
9O
13O
25
2O
130
15
20
10
275
2O
43O
28
45
8
10
68O
320
120
10
180
6
1O
6OO
175
280
50
20
Idle--
CO
.95
.30
.09
.03
5.60
.02
.07
.04
5.00
.02
8.7O
.05
.03
.04
.03
.65
.25
.25
.02
4.70
.03
.05
. 17
.30
.40
3.40
.03
Idle-in-Driv
HC CO
(ppm) (%)
75
1O
220
5
.
190
190
9O
1O
35
10
10
285
170
16O
60
1O
3 .90
.02
5 .OO
.04
1 .60
.30
. 15
.02
.08
.04
.04
. 10
.30
. 18
5 .60
.55
--2500
HC
(ppm)
50
60
40
35
15
20
8O
30
16O
20
180
120
45
15
12
45O
6O
130
20
75
50
15
8O
4O
30
60
25
rpm--
CO
.40
.20
. 18
.08
.06
.02
1 . 7O
.04
2 .60
.02
4 . 7O
2 . 3O
.08
.05
.05
.30
.35
6 .40
.02
2 .40
2.35
.06
. 17
. 15
.40
. 35
.03
Idle-in-Neut
HC CO
(ppm) (%)
125
12O
3O
22
1 10
2O
2O
20
265
20
44O
50
45
1O
5
72O
23O
180
15
175
1O
8
50O
25O
2OO
70
15
.78
.40
.07
.04
6. 1O
.02
.05
.04
4 .80
.02
3 .60
.09
.05
.04
.03
.49
.20
6.OO
.02
4.6O
.03
.04
. 18
.25
.20
4.4O
.04
-------
Vehicle
Number
IMS/159
IM7/164
IMS/166
IM7/167
IMS/ 168
IM7/169
IM8/17O
IMS/171
IM7/172
IM8/178
IMS/181
IMS/ 183
IMS/ 184
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
Add. Repairs:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received-
Passing I/M:
--1st
HC
(ppm)
28
55
325
25
305
18O
70O
f irst
180
18
190
40
580
32
29O
40
285
270
150
22
20
200
170
30
20
35
30
Idle--
CO
.04
.60
3.6O
.02
. 16
.08
.90
FTP
3.20
.03
3.60
.06
9.5O
.05
2.95
.03
2 .60
2. 10
. 10
.07
.04
. 1O
.30
.08
.03
.05
.04
--2500
HC
(ppm)
15
12
5O
25
1 1O
6O
22O
165
8
460
210
60
45
19O
50
5O
3O
3O
1O
12
20
15
45
28
55
4O
- H-plUU'S
rpm--
CO
.05
.04
. 10
.02
.80
.45
.58
2.60
.02
7.50
3. 10
.05
.05
3.45
.04
. 18
.20
.20
.04
.03
. 1O
. 10
.08
.08
.04
.04
iesi i
--2nd Idle-- Idle-in-Driv --2500
HC CO HC CO HC
(ppm) (%) (ppm) (%) (ppm)
25 .04 90 1 .50 15
65 1.25 15 .03 12
290
20
3OO
235
7OO
180
18
41
30
610
30
. 280
40
285
255
50
12
30
270
250
25
10
50
45
3.4O 325
.02 15
.30
.08
.SO 485
3.00 230
.03 15
3. 10
.05
9.6O
.05
3.30 340
.03 50
2 . SO 305
2. 2O 255
. 10 60
.04
.08
.20
. 15
.04
.03
.04 3O
.03 50
3.80 110
.02 2O
13O
95
.48 155
3.60 185
.03 8
42O
21O
65
4O
3 . 00 1 9O
.03 5O
2.75 4O
1 .85 25
. 10 2O
15
15
4O
2O
35
5
.07 4O
.03 6O
nesTart
rpm--
CO
.06
.03
.05
.04
.90
.40
.40
2 .60
.03
7.6O
3 .40
.05
.05
3. 1O
.05
.03
.01
.04
.04
.03
. 10
. 18
. 10
. 1O
.03
.06
i esi
Idle-in-Neut
HC CO
25 .04
90 . 75
265
20
32O
23O
45O
18O
2O
22O
30
69O
22
26O
45
33O
23O
3O
18
20
35O
22O
3O.
1O
50
SO
3. 2O
.03
.70
.07
. 21
3. 1O
.03
4.0O
.05
9.7O
.04
3.OO
.02
1 .60
1 .40
.04
.04
.03
.20
. 1O
. 18
.03
.04
.03
-------
Vehicle
Number
IMS/186
IM8/19O
IM8/191
IMS/195
IMS/196
IM8/200
IM7/201
IM8/202
IM7/203
IM8/209
IM8/21O
IM8/212
IMS/214
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Rece i ved :
Passing I/M:
As Received:
Passing I/M:
As Received:
Rejected after
As Received:
Passing I/M:
As Received:
FAILING I/M:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing. I/M:
As Received:
Passing I/M:
--1st
HC
(PPm)
47
35
160
60
1330
first
255
32
290
20
85
42
150O
f irst
820
90
500
440
2O
37O
25
1540
1500
400
460
120
40
Idle--
CO
.03
.02
4 .20
.02
.65
FTP
5. 5O
1 . 2O
6.40
.03
. 15
.01
10.00
FTP
7 .90
.03
. 75
.SO
.05
4 . 20
.05
10.OO
10.OO
. 1O
.09
1 .00
.30
--2500
HC
(ppm)
35
2O
2O
6O
170
27O
65
260
2O
8O
4O
430
320
40
150
1OO
20
150
20
270
170
90
90
30
25
rpm--
CO
.03
.02
.03
.02
.30
6. 1O
.45
9.OO
.04
.23
.20
5.80
7. 10
. 10
.75
.70
.08
1 .80
.05
.05
.04
.40
.60
.05
.05
: 1 1£2> l -
--2nd
HC
(ppm)
4O
25
160
55
1500
28O
65
52O
20
95
38
163O
34O
55
5OO
400
20
340
3O
1450
1OOO
220
370
1OO
1OO
Idle-- Idle-in-Driv
CO HC CO
(%) (ppm) (%)
.02
.01
4.20
.02
.85
5.15 275 5.90
1 . 3O 4O ' 1 . 60
7.40
.02
1.30
.01
9.6O 95O 9.80
3.20 490 8.20
.03 45 .03
.75 280 .60
.70 35O .60
.04 2O .05
3.7O 340 4.OO
.04 30 .04
10.00 800 1O.OO
1O.OO 630 1O.OO
.08 180 .OS
.08 260 .05
.90
1.6O
KestarT
--2500 rpm--
HC CO
(ppm) (%)
28 .02
25 .02
70
50
270
25O
82
43O
50
65
58
24O
32O
35
2OO
2OO
2O
200
2O
150
15O
SO
8O
3O
30
.60
.02
.20
5.90
.45
1O.OO
.05
.80
.50
. 1O
6. 3O
. 13
.25
. 15
.04
3. 2O
.04
.05
.04
.25
.60
.04
.04
iesi
Idle-in-Neut
HC CO
(ppm) (%)
4O .01
3O .01
17O
5O
1330
27O
7O
58O
20
9O
40
88O
86O
6O
430
44O
2O
360
3O
138O
SO
7O
360
16O
1OO
3.9O
.02
.80
4.9O
1 . 3O
7.30
.03
1 .35
02 7
00
9.3O
7 .40
.03
. 75
. 12
.04
3.20
.04
1O.OO
.04
.07
.05
2.6O
.80
-------
Vehicle
Number
IM8/215
IM8/216
IM8/219
IM8/22O
IM8/221
Test
Sequence
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
As Received:
Passing I/M:
--1st
HC
(ppm)
3OO
2O
20
35
100
2O
48O
28
48O
30
Idle--
CO
4.OO
. 10
. 1O
.02
1 .30
.04
4.OO
.04
8.50
.04
--2500
HC
(ppm)
60
20
3O
50
40
25
22O
25
32O
180
rpm--
CO
.04
. 12
.50
.40
. 15
.04
4.OO
.04
6.0O
2.20
• esi -
--2nd
HC
(ppm)
27O
25
20
30
120
20
500
28
5OO
30
Idle--
CO
4.20
.20
. 2O
.02
1 .20
.04
4 . 5O
.04
9.00
.04
Idle-in-Driv --2500
HC CO HC
(ppm) (%) (ppm)
80
18
3O
30
1 10 2.70 35
20 .03 30
24O
20
45O 8.OO 32O
1OO .08 180
nesxar* lest
rpm-- Idle-in-Neut
CO HC CO
(%) (ppm) (%)
. 2O 3OO 3 . 9O
. 1O 20 .OB
.70
.70
. 12
.04
3 .50
.04
5.50
2.00
2O
20
12O
25
53O
22
48O
40
.08
.01
1 . 10
.03
4 .20
.04
8 .OO
.04
a
-------
APPENDIX E
Description of the Repairs Performed
on the 101 Cars Repaired in This Program
-------
E-l
Repair
Vehicle Repaired Time Parts MD I/M
Number To: H:M_ ($) Failure
IM6/001 Pass I/M 0:30
IM5/002 Pass I/M 1:15
0 HC & CO
0 HC & CO
IM6/004 Pass I/M 2:00 150 HC & CO
IM5/005 Pass I/M 2:30 420 HC & CO
IM5/006 Pass I/M 2:00 550 HC & CO
IM6/007 Pass I/M 0:30 260 CO
IM6/008 Pass I/M 0:30 150 CO
IM5/009 Pass I/M 2:00 50
IM5/012 Pass I/M 1:00 80
IM5/013 Pass I/M 15:00 450
CO
HC
CO
Type of Repairs
Reset idle mixture &
curb idle.
Reset idle mixture
dwell (after removing
plug).
New air pump & belt.
Cleaned choke area.
Set ISC to spec.
Replaced: ECM, PCV
hose, tt2 spark plug
wire, mixture
solenoid, & TPS
sensor.
Reset idle mixture
dwell (after removing
plug). Replaced:
ECM, 02 sensor, &
TPS sensor.
Replaced ECM.
Replaced 02 sensor
& missing air filter.
Replaced upstream
check valve & pipe
assembly.
Set: fast & curb
idles, timing, & idle
mixture dwell.
Replaced PAIR
shut-off solenoid &
reconnect PAIR hose
to air cleaner.
Replaced ECM, PROM, S<
mixture solenoid.
Mixture plug removed
& reset idle mixture.
AFTER
1:00 50
Replaced 02 sensor.
-------
E-2
Repair
Vehicle
Number
IM6/014
IM5/015
IM5/018
Repaired
To:
Pass
Pass
Pass
I/M
I/M
I/M
Time
H:M
0
0
0
:30
:30
:00*
Parts
($)
0
0
0
MD I/M
Failure
HC & CO
HC
CO
Type of Repairs
Reconnected EGR.
Reset mixture
solenoid dwell .
Replaced 02 sensor,
upstream check valve,
& throttle spring
(for TPS) .
(Repairs were covered by Warranty and were
estimated to be 2:00 hours and $100)
IM5/019
IM5/022
IM5/023
IM5/027
IM5/028
AFTER
Pass
Pass
AFTER
Pass
Pass
Pass
I/M
I/M
I/M
I/M
I/M
1
2
2
1
1
1
0
:00
:30
:00
:30
:30
:00
:30
0
390
30
310
0
35
0
HC & CO
HC Sc CO
CO
CO
HC & CO
Reset ISC motor .
Replaced ECM, PROM,
TPS.
&
Replaced Oz
sensor. Reset idle
mixture dwell .
Replaced ECM.
Reset idle mixture.
Replaced 02 sensor.
Replace PCV valve
&
IM5/029 ALMOST
4:00 350 HC & CO
Pass I/M
IM5/030 Pass I/M
2: 00
0:30
250
0
IM5/033 Pass I/M 0:30
HC
HC & CO
hose. Reset idle
mixture dwell.
Reset timing.
Replace: mixture
solenoid, idle air
bleed, AIR (check
valve, tube, &
upstream pipe), O2
sensor, TPS, & EGR.
Replace catalyst.
Reset idle mixture
(using air bleed
screw).
Reset
dwell.
idle
mixture
-------
E-3
Vehicle Repaired
Number To:
IM5/044
Repair
Time Parts
H:M ($)
AFTER
IM6/043 PRIOR
Pass I/M
Pass I/M
0:30
IM5/037 Pass I/M 1:00
IM5/038 Pass I/M 1:00
IM6/039 Pass I/M 0:30
IM5/040 Pass I/M 0:30
IM5/041 Pass I/M 1:00
0:00
0
MD I/M
Failure
IM6/036 Pass I/M 1:00 140 HC & CO
HC & CO
HC & CO
HC
CO
CO
Type of Repairs
Replaced 02 sensor
& all spark plug
wires. Reset idle
mixture & curb idle.
Repaired fresh air
tube.
Repaired leak in
diverter valve.
Reset curb idle
(again).
Cleaned
distributor
Reset idle
timing.
corroded
cap.
speed &
Cleaned idle air
b1eed. Removed
mixture plug & reset
dwell.
Reset idle speed &
timing.
Cleaned distributor
cap. Reset idle
speed. Replaced
vacuum hose to vacuum
break.
Reset idle
(using air
screw).
mixture
bleed
HC & CO Replaced defective
(leaky) exhaust
system prior to FTP.
(Warranty repairs were performed by dealer
and estimated to be 1:00 hours and $120)
1:00 250 Replaced carburetor.
0:30 0 CO Reset idle mixture &
speed.
-------
E-4
Vehicle
Number
Repaired
To:
Repair
Time Parts MD I/M
H:M_ ($) Failure
IM6/045 PRIOR
1:30
110
Pass I/M 1:00
IM5/049 Pass I/M 1:00
12
HC
IM6/046 Pass I/M 2:00 265 HC & CO
IM5/048 Pass I/M 2:00 70 HC & CO
HC
IM6/051 Pass I/M 0:10 0 HC & CO
IM5/052 ALMOST 6:00 800 HC & CO
IM6/053 Pass I/M 1:00 0 HC & CO
IM6/054 PRIOR 1:00 50 HC & CO
Pass I/M 0:15 1
Type of Repairs
Repair leaky exhaust
system prior to FTP.
Reconnected 02
sensor. Reset: idle
mixture, timing, and
idle speed.
Replaced: ECM, 02
sensor, PCV valve &
filter, AIR bypass
solenoid, & AIR
management valve.
Replaced: air pump
check valve, air
filter, PCV filter, &
02 sensor.
Replaced air filter &
canister filter.
Reset idle speed.
Replaced: carb, 02
sensor, PCV valve &
filter, 8 spark plugs
& 2 wires, oil & oil
filter, air filter,
canister filter, &
check valve. (Ran
out of time on
contract.)
Reset idle mixture.
Replaced defective
ignition module prior
to FTP.
Reset idle mixture.
Repaired leaky vacuum
lines in AIR system.
-------
E-5
Vehicle Repaired
Number To:
IM7/101 ALMOST
IM7/102 Pass I/M
IM7/105 Pass I/M
IM7/107 Pass I/M
IM7/108 Pass I/M
IM7/109 Pass I/M
IM8/110 Pass I/M
Repair
Time Parts MD I/M
H:M ($) Failure
IM6/056 Pass I/M 1:30 12
IM6/057 Pass I/M 2:00 130
1:30 41
Pass I/M 1:30 250
1:30 37
IM8/103 Pass I/M 1:15
IM8/113 Pass I/M 0:30 10
CO
HC
HC
HC
CO
0:20 35 CO
0:20 19 CO
0:30 0 CO
0:30 45 HC & CO
1:30 95 CO
HC
Type of Repairs
Replaced pulse AIR
filters. Reset:
idle timing, idle
mixture (after
removing plug), &
idle speed.
Repaired power brake
booster (vacuum
leak). Reset idle
speed.
Replaced: O2
sensor, check valve
for upstream air, &
upstream air pipe.
New catalyst (Plumb-
tesmo positive).
Reset ISC motor.
Secured distributor
cap. Replaced EGR.
Reset idle mixture &
curb idle. Cleaned
choke area.
Replaced 02 sensor.
Reset curb idle.
Replaced dirty air
filter.
Reset curb idle.
Replaced 02 sensor.
Replaced: spark plug
wire,distributor cap,
rotor, coil, & coil
wire. Reset idle
mixture (after
removing plug).
Replaced broken #3
plug wire.
-------
E-6
Vehicle Repaired
Number To:
IM7/115 Pass I/M
IM7/117 Pass I/M
IM8/123 Pass I/M
Repair
Time Parts MD I/M
H:M
0:30
0:30
Failure Type of Repairs
IM8/119 Pass I/M 0:30
IM8/122 Pass I/M 1:30
10
AFTER 0:30
HC Removed BBs from AIR
management line.
HC Reinstalled plug wire
& repaired boot.
CO EGR hose reconnected,
repaired vacuum line
to dump valve.
CO Reset curb idle.
Repaired vacuum hoses
to: EGR, AIR,
canister purge, &
vacuum advance.
Repaired small leak
at TVS.
1:00 0* HC & CO Replaced O2 sensor.
(Repairs were covered by Warranty and were
estimated to be $30.)
IM7/124 Pass I/M 1:00
IM8/125 Pass I/M 1:30
40
10
CO
HC
IM7/131 Pass I/M 1:30
IM8/134 Pass I/M
IM7/135 Pass I/M
IM8/136 Pass I/M
IM7/137 Pass I/M
260
HC
0
0
0
4
:30
:30
:30
:00
0
0
0
90
HC
HC
HC
&
&
HC
&
CO
CO
CO
Replaced 02 sensor
& radiator cap.
Reset timing & idle
parameters. Replaced
air pump belt.
Tightened check valve
connection.
Replaced ECM. Reset
timing.
Reset curb idle.
Reconnected ported
signal hose.
Reset curb idle.
Rebuilt carb.
Replaced: vacuum
break & O2 sensor.
IMS/138 Pass I/M
0:30
HC
Reset idle speed.
-------
E-7
Repair
Vehicle Repaired Time Parts MD I/M
Number To: H:M ($) Failure
IM8/139 Pass I/M 1:00
0
IM8/140 PRIOR
IM8/145 Pass I/M 1:00
AFTER 1:30
IM8/147 Pass I/M 0:10
IM7/148 Pass I/M 3:00
35
0
330
AFTER 1:00 275
IM8/154 Pass I/M 0:30 0
CO
2:00 100 HC & CO
Pass I/M 0:30 120
IM8/141 Pass I/M 0:30 0 CO
IM7/143 PRIOR 1:00 80 CO
Pass I/M 0:30 35
IM8/144 Pass I/M 1:30 10 HC & CO
0 HC & CO
CO
HC & CO
IM7/150
IM8/151
IM7/153
Pass I/M
Pass I/M
AFTER
Pass I/M
1:00
0:30
0:30
1 : 00
44
0
110
0
HC
CO
HC
CO
Type of Repairs
Reset timing &
mixture (after
removing plug).
Repair leaky exhaust
system prior to FTP.
Replaced 02 sensor.
Reset idle mixture.
Repair leaky exhaust
system prior to FTP.
Replace 02 sensor.
Reset idle mixture.
Replaced TVS for AIR.
Reconnected hoses to
VOTM (in carb) & to
TAG. Reset idle
speed & idle mixture.
Replaced TVS switch.
Reset idle speed.
Corrected hoses to
EFE - & TAG.
Replaced: ECM, PROM,
& air pump belt.
Replace TPS.
Reset idle mixture.
Replace 02 sensor.
Reset carb. mixture
screws & dwell.
Replaced ECM.
Reset idle mixture.
Reconnect bowl vent
hose.
-------
E-8
Vehicle
Number
Repaired
To:
Repair
Time Parts MD I/M
H:M ($) Failure
IMS/159 Pass I/M
1:00 15
IM7/164 Pass I/M 0:30
IM8/168 Pass I/M 2:00
IM8/171 Pass I/M 1:00
AFTER
IM8/178 Pass I/M
IM8/181 Pass I/M
CO
0 HC & CO
IM8/166 Pass I/M 0:30 20 HC & CO
CO
IM7/169 Pass I/M 3:00 275 HC & CO
IM8/170 Pass I/M 2:00 10 HC & CO
CO
IM7/172 Pass I/M 2:00 88 HC S< CO
3:20 0
2:00 125 HC & CO
1:00 0 HC
Type of Repairs
Replaced filter air
and PAIR filter.
Reset idle speed
after replacing
filters.
Reconnected hoses to
vacuum break & to hot
air door. Removed
plug & reset mixture
dwell.
Reset idle speed.
Replaced dirty air
filter & cracked
distributor cap.
Reset idle mixture
(after removing plug).
Replaced: air
filter, ECM, & O2
sensor.
Replaced all spark
plugs. Reset: idle
speed, idle mixture,
& idle timing.
Repaired vacuum
lines. Reset idle
speed & timing.
Replaced check valves
& tubes for AIR.
Reset: idle speed,
idle mixture, & curb
idle.
Replaced 02 sensor.
Reset idle speed &
idle mixture.
IM8/183 Pass I/M 0:30
0
CO
Reset idle speed.
-------
E-9
Vehicle Repaired
Number To:
IM8/184 PRIOR
Pass I/M
IM8/186 Pass I/M
Repair
Time Parts MD I/M
H:M ($) Failure
2:00 125 HC & CO
0:10 0
1:10 8 HC & CO
IM8/190 Pass I/M 1:00 0 CO
IM8/195 Pass I/M 2:00 60 CO
IM8/196 Pass I/M
IM7/200 Pass I/M
IM8/202 Pass I/M
IM7/203 ALMOST
1:00 30 HC & CO
2:00 0 CO
1:00 30 HC & CO
4:00 110 HC Only
Pass I/M
IM8/209 Pass I/M
IM8/210 Pass I/M
2:00 300
0:30 35 CO Only
0:30 0 HC & CO
IM8/212 Pass I/M 0:30 35 HC Only
IM8/214 PRIOR
1:00 125 CO Only
Pass I/M 1:50 140
Type of Repairs
Repair leaky exhaust
system prior to FTP.
Reset idle speed.
Replaced air filter.
Reset idle speed &
idle mixture.
Reset idle speed &
idle mixture.
Reset idle timing &
idle speed. Replaced
AIR management valve.
Replaced O2 sensor.
Removed idle mixture
adjustment limiter
plug & reset idle
mixture.
Replaced O2 sensor.
Replaced: spark plug
wires, O2 sensor,
and check valve &
tubes. Reset idle
mixture. Canister
hoses reconnected.
Replaced catalyst.
Replaced O2 sensor.
Reconnected dump
valve in AIR system.
Replaced
choke.
electric
Repair leaky exhaust
system prior to FTP.
Replaced electronic
timing module. Reset
curb idle speed.
-------
E-10
Repair
Vehicle Repaired Time Parts MD I/M
Number To: H:M ($) Failure
IM8/215 Pass I/M 1:00 10 CO Only
IM8/216 Pass I/M 0:30
IM8/219 Pass I/M 1:00
IM8/220 Pass I/M 1:00
IM8/221 Pass I/M 1:00
0 CO Only
0 CO Only
0 HC & CO
HC & CO
Type of 'Repairs
Replaced air filter.
Freed up the choke.
Reset idle mixture
(after removing plug)
and idle speed.
Reset idle speed.
Reset idle mixture
(after removing plug).
Reset idle speed.
Reconnected hose to
air bleed check
valve. Unpinched
hose to accel pump.
Reset idle mixture
and idle speed.
-------
APPENDIX F
EG&G Mechanic's Narrative Comments
-------
Vehicle Test
Number Sequence
IM6/001 As Received:
Mechanic's Comment s
Idle mixture limiting device is missing.
speed is 200 rpm above the spec.
Idle mixture is too rich. Idle
Passing I/M:
Idle CO adjusted to 1.5%. Curb idle set to 800 rpm.
results: HC=124 ppm COO. 18%.
Reinspection
IM5/002 As Received:
Idle CO is OK, but mixture dwell is at upper limits, about 50 (54 is
max). Initial lane results: HC=260 ppm C0=2.49%.
Passing I/M:
Idle mixture plug removed & dwell set to spec of 30. Reinspection
results: HC=19 C0=0.07; not a good candidate for third sequence testing.
IM6/004 As Received:
Air pump is frozen & belt is broken. Upstream air hose clamp is missing.
Carburetor is exceptionally dirty. Initial lane results: HC=267 CO=5.97.
Passing I/M:
Choke area cleaned. New air pump & belt installed. Upstream air hose
clamped tightly. Reinspection results: HC=30 C0=0.02.
IM5/005 As Received:
PCV hose kinked shut. Both canister purge hose and EFE hose are off at
temp switch, also incorrect switch has been installed (2 port switch
should be a 4 port switch). Number 2 plug wire is cut. Mixture solenoid
inoperative. 6 deg fixed dwell. ECM is bad. Diagnostic bulb had been
removed. Throttle position sensor is inoperative. Idle CO is rich. EGR
valve is stuck open/closed. Canister is coated with fuel. Load sensor
has high resistance. Idle speed control is bad. Air/fuel control
stepper motor is stuck. Inspection results: HC=315, C0=4.88.
Passing I/M:
PCV hose replaced (kinked shut). New EFE/canister purge temp switch
installed and all hoses connected. #2 plug wire replaced. New ECM &
mixture solenoid installed. New check bulb installed. Idle CO is OK
(<0.5). Build date is not available. Replaced TPS sensor. The ISC was
set to spec. EGR valve is stuck open/closed. Canister is saturated with
fuel. Reinspection results: HC=106 ppm, C0=0.01%.
-------
Vehicle
Number
Test
Sequence
IM5/006 As Received:
Mechanic's Comment s
The TPS sensor is bad & the ECM computer is not operative. Code 21 is
present (TPS). Mixture dwell remains at 6 at all times. EGR valve is
stuck open/closed. Build date is not available. Inspection lane
results: HC=729 ppm, 00=10.01%.
Passing I/M:
New ECM & TPS sensor installed. Idle CO is now .04. Dwell is no longer
fixed at 6 degrees. Build date is not available. Installed new 02
sensor since old one had very "slow" reaction time. Removed mixture plug
& "centered" dwell. Reinspection results: HC=78 ppm, C0=0.09%.
IM6/007 As Received;
The computer timer system is bad, sending signal to solenoid switch to
dump air continuously. ECM will not go into test mode. Engine oil is
excessively dirty. Initial lane results: HC=159ppm, C0=1.53%.
Passing I/M:
New ECM unit installed, does not dump air continuously, CO is now .01.
Engine has excessive external oil leakage. Reinspection results: HC=21
ppm, .C0=0.01%.
ts>
IM6/008 As Received:
Idle tailpipe readings are too high and 02 sensor light is on. Idle CO
is rich. No air filter element present. Excessive external oil leakage.
Valve lash over spec. Vehicle passed our idle screening but was kept
because the 02 sensor light was on. Initial inspection lane results:
HC=169 ppm, C0=2.59%.
Passing I/M:
New air filter & new 02 sensor installed; idle CO is .08. Reinspection
results: HC=2 ppm, C0=0.01%.
IM5/009 As Received:
Upstream air pipe rusted; leaks air to 02 sensor. Fresh air duct is
damaged. Initial inspection lane results: HC=117 ppm, C0=1.81%.
Passing I/M:
Replaced upstream check valve & pipe assembly. Reinspection results:
HC=92 ppm, C0=0.30%.
-------
Vehicle
Number
Test
Sequence
IM5/012 As Received:
Mechanic's Comment s
Carburetor very dirty, may have been on fire. Timing advanced too much.
EGR valve not working. Idle speed is high. Pulse air shut-off solenoid
rusted open allowing air into exhaust upstream of 02 sensor. Initial
inspection results: HC=300 ppm, C0=0.05%. Idle mixture limiting device
is broken off.
Passing I/M:
Set fast idle & curb idle. Set timing. EGR valve is broken. Replaced
pulse air shut-off solenoid. Set idle mixture dwell. Reinspection
results: HC=39 ppm, C0=0.03%. Reconnected pulse air hose to air cleaner.
IM5/013 As Received:
ECM may be bad, dwell 6 deg always. Packet delayed for completion of
maintenance. Initial inspection lane results: HC=144 ppm, C0=2.77%.
Passing I/M:
New ECM installed, trouble codes 23, 41, 51, 54 present. New PROM
installed. New mixture solenoid installed, mixture plug removed & set.
Reinspection results: HC=7 ppm, C0=0.03%.
Add. Repairs: 02 sensor replaced, very heavily corroded.
IM6/014 As Received:
Engine is very dirty & leaks oil. EGR hose is plugged. Carburetor or
catalyst may have been loaded up during idle test; choke stuck, etc.
Initial inspection lane results: HC=239 ppm, COS.37%.
Passing I/M: EGR reconnected. Reinspection results: HC=0 ppm, CO=0.02%.
IM5/015 As Received:
Idle air bleed screw is misadjusted. Mixture dwell on high end of scale.
Initial inspection lane results: HC=350 ppm, C0=0.6%.
Passing I/M:
Set mixture solenoid dwell to center of band 30 deg. Reinspection
results: HC=20 ppm, C0=0.75%.
-------
Vehicle
Number
Test
Sequence
IM6/017 As Received:
IM5/018 As Received:
Mechanic's Comment s
Blue smoke pours out of tailpipe. Probably needs valve job & rings.
Valves very noisy. Initial inspection results HC=317, C0=0.78. Vehicle
was rejected due to need for major engine work (valves & rings).
02 sensor is bad. Upstream check valve burned out. Throttle switch code
present. Check engine light stays on. Initial inspection lane results:
HC=66 ppm, C0=2.83%. Packet delayed for maintenance.
Passing I/M:
02 sensor replaced. Upstream check valve replaced. Throttle spring
replaced; weak causing false TPS signal. Engine decarboned from rich
condition. Reinspection results: HC=18 ppm, C0=0.03%. Repair costs
covered by warranty.
Add. Repairs:
IM5/019 As Received:
Reset ISC motor with cruise control. Linkage disconnected. Idle speed
was hanging up causing car to run richer than needed. FTP trace is out
of spec on last hill due to brake failure.
Idle CO & HC extremely high. Several codes present in computer. Initial
inspection lane results: HC=427 ppm, C0=6.68%. Codes present: 25, 31,
32, 34, 44, 45, 51, 52, 54.
•-P-
Passing I/M:
New ECM & PROM installed which led to replacement of TPS (because codes 21
& 35 appeared). Tailpipe is clean now. Reinspection results: HC=6 ppm,
C0=0.02%.
IM5/022 As Received:
Car stays in open loop. Vehicle has no emission label. Catalyst may be
damaged. Canister filter is dirty. Oxygen sensor malfunction-rich.
Initial inspection lane results: HC=451 ppm, C0=6.10%.
Passing I/M:
02 sensor replaced. Car now goes into closed loop. Idle bleed cover
removed & dwell set. Catalyst still may be marginal. Vehicle has no
emission label. Catalyst may be loaded up. Canister filter is dirty.
Reinspection result: HC=67 ppm, C0=0.00%.
Add. Repairs:
Car takes too long to go into closed loop. VSS code 24 now present.
Replaced ECM. Car smokes blue smoke very bad. Maybe coating 02 sensor &
affecting operation & temp. Vehicle has no emission label. Canister
filter is dirty. Catalyst may bad.
-------
Vehicle Test
Number Sequence
IM5/023 As Received:
Mechanic's Comment s
All 5 mixture plugs are missing. Carburetor is way out of adjustment.
Build date is not available. Initial inspection lane results: HC=173
ppm, C0=1.70%.
Passing I/M:
IM5/027 As Received:
Carburetor is out of spec-set parameters. Catalyst may have been
damaged. No third sequence. Problem cannot be pinpointed. May be
catalyst or carburetor. Build date is not available. Reinspection
results: HC=157 ppm, COO.61%.
Car appears OK, heavy deposits on 02 sensor.
results: HC=169 ppm, C0=2.95%.
Initial inspection lane
Passing I/M:
IM5/028 As Received;
Passing I/M:
IM5/029 As Received:
Deposits on 02 sensor, replaced.
C0=0.01%.
Reinspection results: HC=18 ppm,
Dwell fixed at 54 deg. PCV body is cracked & hose collapsed.
"Emissions" flag is covering most of odometer. Initial inspection lane
results: HC=247 ppm, C0=1.46%.
Installed new PCV & hose. Set mixture dwell. Emissions flag is still
covering odometer. Reinspection results: HC=9 ppm, C0=0.01%.
Upstream air tube rusted in half. EGR valve inoperative, stuck open.
TPS plunger stuck down (full rich). 02 sensor completely shot. Mixture
solenoid spring broken. Idle air bleed needle is bent. Timing is
retarded 7 deg from spec. Packet delayed for completion of maintenance.
Ambient CO was out of spec during FTP due to rusted out upstream air tube
on the car's engine. Initial inspection lane results: HC=380 ppm,
C0=9.22%.
01
FAILING I/M:
New check valve & tube installed. New EGR valve installed. New TPS
installed. New 02 sensor installed. New mixture solenoid installed.
New idle air bleed installed. Timing set to spec. Car will not pass MD
I/M inspection without a new catalyst. Packet was delayed for
corrections. 50 highway miles were accumulated on car before this test
sequence. Initial inspection lane results: HC=597 ppm, C0=1.41%.
Passing I/M: New catalyst installed. Second reinspection: HC=9 ppm, C0=0.04%.
-------
Vehicle Test
Number Sequence
IM5/030 As Received:
Mechanic's Comments
Air bleed cover missing. Idle mixture too rich. Carburetor bolts are
loose. Idle speed too high. Initial inspection lane results: HC=305
ppm, C0=0.56%.
Passing I/M: Set idle mixture using air bleed screw. Reinspection results: HC=18 ppm,
00=0.01%.
IM5/033 As Received:
Idle mixture is too rich, mixture dwell is 54 deg. Initial inspection
lane results: HC=259 ppm, C0=6.77%.
Passing I/M:
Mixture is too rich. Set dwell to 35 deg using mixture screw.
Reinspection results: HC=19 ppm, C0=0.01%.
IM6/036 As Received:
Replaced oxygen sensor, reading rich. Repaired fresh air tube. Idle
mixture plug was broken out. Mixture reading 6.2% at idle. Plug wires
shorting to ground through the plug boots. Initial inspection lane
results: HC=237, C0=4.10%.
Passing I/M: Replaced oxygen sensor. Repaired fresh air tube. Adjusted idle mixture.
Replaced all plug wires. Set curb idle to 850 rpm. Inspection lane
results: HC=28, C0=0.09.
Add. Repairs: Curb idle was too high, set to spec. Small leak in divertor valve hose,
(repaired) causing to dump prematurely.
IM5/037 As Received:
Initial timing 20 deg btdc, set to 16 deg btdc. Distributor cap
corroded, cleaned. Engine rpm at 800, set to 700. Initial inspection
lane results: HC=263 ppm, C0=1.37%.
Passing I/M: Reinspection results: HC=19 ppm, COO.01%.
-------
Vehicle
Number
Test
Sequence
IM5/038 As Received:
Mechanic's Comment s
Carburetor is very dirty. Idle CO is high. Valve cover is leaking.
Initial inspection lane results: HC=286 ppm, C0=8.04%.
Passing I/M:
Cleaned idle air bleed with carburetor cleaner. Valve cover is leaking.
Car failed reinspection, mixture plug removed & dwell set to lower end of
spec, tailpipe is now 60 HC + .08 CO. Inspection lane results: HC=57,
C0=0.04.
IM6/039 As Received: Idle speed out of spec 750, should be 900 rpm. Timing out of spec 13 deg
btdc, should be 10 deg btdc. Initial inspection lane results HC=328 ppm,
C0=0.98%.
Passing I/M:
Set idle speed to 900 rpm. Set timing to 10 deg btdc. Reinspection
results: HC=21 ppm, C0=0.01%.
IM5/040 As Received:
As received idle speed 850 rpm, set to 700 rpm. EGR valve inoperable.
The hose to the vacuum break has a hole in it. Cleaned the distributor
cap. Initial inspection results: HC=114 ppm, C0=4.05%.
-•j
Passing I/M:
Replaced the vacuum hose going to the vacuum break. Set idle speed to
700 rpm. Cleaned the distributor cap. EGR valve defective, but not
replaced since the car now passes MD I/M. Reinspection results: HC=37
ppm, C0=0.00%.
IM5/041 As Received:
Air bleed screw is misadjusted. Engine is covered with oil. Inspection
lane results: HC=205, C0=4.93.
Passing I/M: Set idle air bleed adjustment. Inspection lane results: HC=36, C0=0.23,
IM6/042 As Received: Compression is too low. Needs rings. Initial inspection results:
HC=222, C0=0.08. Vehicle was rejected due to the need of major engine
work, (ring job).
-------
Vehicle Test
Number Sequence
IM6/043 As Received:
Mechanic's Comments
Exhaust system checked OK. Car sent to dealer for high CO and HC.
Dealer replaced complete exhaust system, did not help problem. Bad
carburetor. Build date not on door. Inspection lane results: 236 ppm
HC, 7.39% CO.
Passing I/M: Carburetor replaced. Reinspection results: 8 ppm HC, 0.05% CO.
IM5/044 As Received: Idle mixture is too rich. Inspection lane results: HC=196, C0=4.05.
Passing I/M: Set idle mixture & idle speed.
IM6/045 As Received:
Passing I/M:
Muffler and extension pipe rusted. Replaced before first FTP. Oxygen
sensor disconnected. Initial inspection lane results: 662 ppm HC, 0.07%
CO.
Adjust timing. Adjust carburetor. Reconnected oxygen sensor wire.
Reinspection results: 7 ppm HC, 0.02% CO.
00
IM6/046 As Received:
Electronic control unit bad. PCV valve and filter dirty. Oxygen sensor
bad. Initial inspection lane results: 730 ppm HC, 10.01% CO. Air pump
bypass solenoid and air management valve bad.
Passing I/M:
Replaced electronic control unit. Replaced PCV valve and filter.
Replaced air pump bypass solenoid and oxygen sensor. No third sequence.
Replaced air management valve, both diaphragms were leaking. C0=.04,
HC=25 ppm. Reinspection results: 13 ppm HC, 0.01% CO.
IM5/048 As Received:
Defective oxygen sensor. Dirty air filter and PCV filter. Defective air
pump check valve. Initial inspection lane results: 245 ppm HC, 3.05% CO.
Passing I/M:
Replaced air filter, air pump check valve, PCV filter and oxygen sensor.
Reinspection results: 92 ppm HC, 0.11% CO.
-------
Vehicle Test
Number Sequence
IM5/049 As Received:
Mechanic's Comments
Air filter is very dirty. Canister filter is missing.
inspection lane results: 347 ppm HC, 0.28% CO.
Initial
Passing I/M: < Replaced air and canister filters. Reinspection results: 8 ppm HC, 0.04%
CO.
IM6/051 As Received:
Idle speed: 900 rpm, spec: 650 rpm. Idle CO: 1.6%, idle HC: 440 ppm.
Initial inspection lane results: 372 ppm HC, 3.02% CO.
Passing I/M:
Adjusted idle speed to spec: 650 rpm. Final inspection lane results: 133
ppm HC, 0.00% CO.
IM5/052 As Received:
Carburetor apparently defective, idle mixture limiting device damaged,
idle CO rich. Idle speed maladjusted, plugs fouled, check valve dirty.
PCV not seated, PCV filter dirty, evap canister saturated w/fuel, vacuum
line plugged, 02 sensor malfunctioned. Inspection lane results: 956 ppm
HC, 2.25% CO.
FAILING I/M:
Replaced: check valve, air cleaner, PCV filter, 8 plugs, carburetor, 02
sensor, canister filter, PCV valve, oil, 2 spark plug wires, and oil
filter. Inspection lane results: HC 0741 ppm hexane, CO .04%. Ran out
of time on contract to complete repair in order to pass I/M.
IM6/053 As Received:
Idle mixture limiter missing. Idle HC & CO high: 0.70% CO, 700 ppm HC.
Initial inspection lane results: 813 ppm HC, 7.60% CO.
Passing I/M:
Adjusted idle mixture to manufacturer's specifications. Reinspection
lane results: 50 ppm HC, 0.01% CO.
-------
Vehicle Test
Number Sequence
IM6/054 As Received:
Mechanic's Comment s
Idle mixture limiting device missing. Vacuum hose nipple broken at TVS
switch causing air pump to dump continuously to atmosphere. Idle mixture
rich. Repair cost of $50 (and 1 hour) is for the replacement of a bad
ignition module prior to FTP to correct stalling problem. Inspection
lane results: 294 ppm HC, 2.80% CO.
Passing I/M:
Repaired vacuum hose that caused air pump to dump to atomosphere.
idle mixture to spec. Reinspection results: 9ppm HC, 0.02% CO.
Set
IM6/056 As Received:
Pulse air filters are very dirty. Timing retarded off-scale and is
unreadable. Idle mixture rich (2.40% CO). Idle speed 100 rpm high.
Inspection lane results: 140 ppm HC, 2.14% CO.
Passing I/M:
Replaced pulse air filters. Adjust timing to spec. Adjust idle mixture
to spec. Adjust idle speed to spec. Reinspection results: HC 91 ppm, CO
.39%.
I
I—•
o
IM6/057 As Received:
Curb idle 100 rpm above spec. Uneven cylinder compression: cyl #1 &
2=130 psi, cyl #3 & 4=160 psi. Power brake booster diaphragm leaking,
causing vacuum leak and apparent lean misfire. Initial inspection lane
results: HC=1252 ppm, C0=0.06%
Passing I/M:
Set idle speed to spec.
85 ppm HC, 0.01% CO.
Replaced brake booster. Reinspection results:
IM7/101 As Received:
Check valve & pipe rusted out for upstream air of air injection system.
02 sensor fouled. Diagnostic system has code 13 for oxygen sensor
circuit. I/M lane results: HC=256 ppm, C0=0.02%.
FAILING I/M:
Check valve replaced for upstream air. Upstream air pipe replaced. 02
sensor replaced. Reinspection results: HC=319 ppm C0=0.01% (failed HC).
Passing I/M:
New catalyst installed. Final reinspection results: HC=98 ppm C0=0.01%,
Two reinspection attempts were made.
-------
Vehicle Test
Number Sequence
IM7/102 As Received:
Mechanic's Comments
Distributor cap is loose. EGR valve inoperative (if stuck open can
increase HC). Initial lane results: HC=841
C0=0.06.
Passing I/M:
Distributor cap secured. EGR valve replaced. The base idle screw found
to be in too far, causing the electrical advance not to release. This
condition takes place only on decel in neutral. Otherwise the ISC
overrides this condition upon placing gear selector in drive, which
reduces the rpm. Centered ISC motor to middle of spec, allowing adv to
reset. Reinsp #1: HC=960 ppm C0=0.06%. Reinsp #2: HC=1019 ppm C0=0.14%.
Waiver obtained after 2nd reinsp; final repairs above were performed
after the waiver. Third reinspection: HC=190 ppm, COO.02%.
IM8/103 As Received:
Carburetor choke area very dirty. Idle mixture slightly rich. Curb idle
extremely low causing engine to lug. Idle mixture limiting device is
missing. Initial lane results: HC=35 ppm C0=1.32%.
Passing I/M:
Cleaned choke area of carb. Set idle mixture.
Reinspection results: HC=62 COO.00.
Set curb idle to 800.
IM7/105 As Received:
Engine appears OK, but has 02 sensor code present in computer. Idle
speed is set at factory and is not adjustable. Initial inspection
results: HC=175 ppm, C0=5.74%.
Passing I/M:
New 02 sensor installed. Engine idle speed is not adjustable; there is
no spec. Reinspection results: HC=8 ppm, C0=0.01%.
IM7/107 As Received:
Curb idle is slightly low. Air filter element is very dirty. Initial
inspection results: HC=177 ppm C0=2.34%.
Passing I/M:
Curb idle adjusted & new air filter installed, Reinspection results:
HC=0 ppm, C0=0.02%.
-------
Vehicle Test
Number Sequence
IM7/108 As Received:
Mechanic's Comment s
Curb idle is too low, causing engine to lug & CO to stay high.
Inspection lane results: HC=168 ppm C0=3.58%.
Passing I/M:
Curb idle was too low, causing engine to lug and CO to creep up at idle.
May be due to air pump turning too slowly. Curb idle set to spec, CO
remains steady at .02. Reinspection results: HC=25 ppm C0=0.01%.
IM7/109 As Received:
Car appears OK, but has 02 sensor code. No build date available.
Inspection lane results: HC=278 ppm, C0=5.31%. Vehicle passed our idle
screening test but was kept because the diagnostic system indicated the
car has a problem.
Passing I/M:
New 02 sensor installed because code 44 present.
Reinspection results: HC=1 ppm, C0=0.00%.
Car is OK otherwise.
IM8/110 As Received:
Coil wire arcing at coil castle causing engine to miss & idle to
fluctuate. Initial inspection results: HC=23 ppm, C0=2.10%.
L
NJ
Passing I/M:
New coil & coil wire installed. Engine was breaking down due to coil
arcing. Distributor cap, rotor & spark plug wires repl. Since coil
arcing can cause minute cracking and/or fatigue in these parts. Idle
mixt plug removed & CO set to help catalyst recover from previous engine
miss from bad coil/coil wire connection. Two reinsps were required. 1st
reinsp results: HC=53 ppm, C0=2.66%. After this, the mixture plug was
removed and CO was set. 2nd reinsp results: HC=49 ppm, C0=0.01%.
IM8/113 As Received:
#3 spark plug wire broken causing partial miss. Idle speed is computer
controlled and not adjustable. No spec is given. Initial inspection
lane results: HC=234 ppm, COO.49%.
Passing I/M:
Replaced broken #3 plug wire. Idle speed is computer controlled and not
adjustable. No spec is given. Reinspection results: HC=196 ppm,
C0=0.19%.
-------
Vehicle
Number
Test
Sequence
IM7/114 As Received:
Mechanic's Comment s
Initial inspection results: HC=298 ppm, C0=7.02%. Vehicle was rejected
because non-OEM a/c made access to ECM virtually impossible. (The
Chevette Scooter does not come with a/c.)
IM7/115 As Received:
Hose to air management valve has 2 bb's in it. Causing no downstream
air. Engine idle speed is computer controlled.. No spec is given.
Initial inspection lane results: HC=190 ppm, C0=0.08%.
Passing I/M:
Removed bb's from air management line allowing air to flow downstream.
HC is 65 ppm. Engine idle speed is computer controlled. No spec is
given. Reinspection results: HC=36 ppm, 00=0.01%.
IM7/117 As Received:
#1 spark plug wire is arcing to ground causing engine miss.
inspection results: HC=233 ppm, C0=0.03%.
Initial
Passing I/M:
Repaired boot & reinstalled plug wire. Car should clean up since engine
no longer misses. Build date is not available. Reinspection results:
HC=128 ppm, C0=0.12%. Idle speed is not available.
"Tl
I
IM8/119 As Received:
The hose to the dump valve has a cut in it from rubbing against the
battery tray. EGR hose is disconnected, but not plugged. Initial
inspection results: HC=208 ppm, C0=3.79%.
Passing I/M:
EGR hose reconnected. Vacuum line to dump valve repaired, allowing air
to both up stream & down stream. CO is .3, HC is 100. Reinspection
results: HC=17 ppm, C0=0.01%.
-------
Vehicle Test
Number Sequence
IM8/122 As Received:
Mechanic's Comment s
Hose to vacuum advance sloppy fit. Hoses that control EGR/air management
valve & canister purge valve have all been broken at TVS switches &
repaired very poorly. They all leak or are not connected properly. Air
management valve is getting no signal at all. Curb idle set very high
(1600 rpm). No fuel sample was taken by testing, thus no lead analysis
is available. Initial inspection results: HC=104 ppm, C0=2.43%.
Passing I/M:
Repaired vacuum signal hoses to EGR system, air management system,
canister purge system & vacuum advance. Set curb idle to spec.
Reinspection results: HC=28 ppm,
C0=0.00%.
Add. Repairs:
Small leak at TVS under intake manifold. Dump valve was not receiving
full signal. Signal weak and bleeding down too early. Repaired leak.
Lead content of vehicle fuel is not available due to technician error.
IM8/123 As Received:
02 sensor is bad (Code 51).
C0=7.77%.
Initial inspection lane results: HC=321 ppm,
Passing I/M:
New 02 sensor installed. Reinspection results: HC=8 ppm, CO=0.01%. No
cost for repair parts- repaired under warranty.
IM7/124 As Received:
Car appears to be OK, but there is a code 13 in computer which is 02
sensor circuit. Radiator cap leaks, allowing water to spurt out during
testing. Initial inspection results: HC=199 ppm, C0=1.53%. No spec for
engine idle speed is available.
Passing I/M:
New 02 sensor installed (code 13 was present in computer before).
Replaced radiator cap. Packet delayed for corrections. Reinspection
results: HC=66 ppm, C0=0.07%.
-------
Vehicle Test
Number Sequence
IM8/125 As Received:
Mechanic's Comment s
Carburetor is set too lean. Air pump belt is missing. Timing is off 6
deg. Air injection check valve connection is very loose. Fresh air hose
is falling apart. Idle mixture limiting device is broken. Fast idle
speed is too high. Crankcase vent hose is broken. Initial inspection
lane results: HC=546 ppm, C0=0.36%.
Passing I/M:
Set timing, set idle parameters. Installed air pump belt. Tightened
check valve connection. Reinspection results: HC=9 ppm, C0=0.01%. Fresh
air hose is falling apart. PCV fresh air hose is broken.
IM7/131 As Received:
Timing is retarded 8 deg from spec. Car does not idle. No measured
speed. 02 sensor output is 0. Does not go to closed loop more than a
moment at a time. No idle speed spec. ECM has got to be bad. About 30
codes present in computer. Inspection results: HC=283 ppm, C0=0.02%.
Passing I/M:
New ECM installed may have had bad connection in wiring harness to
computer. Reinspection results: HC=8 ppm, COO.01%. Unknown idle rpm
spec. Set timing to spec. Reinspection results: HC=8 ppm,
COO. 01%.
-1
I—•
Ul
IM8/134 As Received;
Car appears to be OK, but curb idle is so low engine lugs & almost
stalls. Packet delayed for corrections. Initial inspection results:
HC=315 ppm, C0=4.89%.
Passing I/M:
Set curb idle, engine runs 100% better. CO is .02, HC is 30 ppm.
Reinspection results: HC=17 ppm, C0=0.01%.
IM7/135 As Received;
Vacuum hose disconnected at 3-way tee, affects EGR, purge valve, &
distributor. Initial inspection lane results: HC=258 ppm, C0=2.22%.
Passing I/M:
Reconnected ported signal hose at 3way tee. Car now has EGR, ported
vacuum advance & canister purge. Reinspection results: HC=34 ppm,
C0=0.04%.
-------
Vehicle Test
Number Sequence
IM8/136 As Received:
Mechanic's Comment s
Curb idle speed is 1100, probably affecting air system operation & idle.
Circuit operation of CVCC system valves are out of adjustment.
Inspection lane results: HC=251 ppm, C0=0.26%.
Passing I/M:
IM7/137 As Received:
Set curb idle to spec CO is .03. HC is 95 ppm. Valves are out of
adjustment. Reinspection results: HC=44 ppm, C0=0.00%.
Needs carburetor overhaul. Packet delayed for maintenance. Build date
is not available. Idle CO is too rich. Choke is not working. Catalyst
may be loaded up. Oxygen sensor may be damaged. I/M lane results:
HC=560 ppm, C0=2.77%.
Passing I/M:
IM8/138 As Received:
Overhauled carb. Replaced vacuum break. Replaced 02 sensor. Catalyst
may be loaded up. Build date is not available. No third sequence. The
vehicles exact problem cannot be found, but is probably a bad catalyst
and/or a vacuum leak. Reinspection results: HC=121 ppm, C0=0.13%.
Curb idle is just a little bit too low, but HC numbers are very
susceptable to idle speed. No other problems found. Initial inspection
lane results: HC=240 ppm, C0=0.01%.
-o\
Passing I/M:
IM8/139 As Received:
Idle speed set to spec. HC is 110. Reinspection results: HC=71 ppm,
C0=0.00%.
The carburetor is too lean at idle with some dripping off idle. Timing
is way off. Initial inspection lane results: HC=90 ppm, C0=1.25%.
Passing I/M:
IM8/140 As Received:
Set timing to spec. Removed mixture plug & set mixture. Still has some
carburetor dripping off of idle. No third sequence. Reinspection
results: HC=123 ppm, C0=0.44%.
02 sensor bad. Muffler replaced before first test due to an exhaust
leak.
Passing I/M:
New 02 sensor installed. Canister filter is dirty.
results: HC=10 ppm, C0=0.01%.
Reinspection
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Vehicle Test
Number Sequence
IM8/141 As Received:
Mechanic's Comment s
Idle mixture plug is missing. Idle CO is too high.
lane results: HC=161 ppm, C0=7.74%.
Initial inspection
Passing I/M:
IM7/143 As Received:
Set idle mixture. CO is now .03. Reinspection results: HC=8 ppm,
C0=0.03%.
Car has bad 02 sensor. Diagnostic Codes 42 & 44 are present.
Initial inspection lane results: HC=205 ppm, C0=4.16%.
Passing I/M:
IM8/144 As Received:
New 02 sensor installed, idle readings came down to 130 HC & 0.4 CO. No
third sequence since no obvious problem, clean at idle. Reinspection
results: HC=22 ppm, C0=0.01%.
Nipple broken at TVS for air system. Carburetor is rich. Initial
inspection lane results: HC=226 ppm, C0=3.67%.
Passing I/M:
IM8/145 As Received:
Replaced TVS for air system. Removed mixture plug & set mixture.
Reinspection results: HC=110 ppm, C0=0.01%.
Idle speed is too low. Idle mixture is too rich. VOTM signal & air
cleaner temp sensor lines reversed. Idle mixture limiting device is
missing. Initial inspection lane results: HC=469 ppm, C0=9.26%.
Passing I/M:
Set idle speed & mixture. Reconnected hoses to VOTM and air cleaner temp
sensor. Reinspection results: HC=86 ppm, C0=0.01%.
Add. Repairs:
IM8/147 As Received:
Air switching TVS had broken nipple on inside of hose connector, replaced
TVS switch.
Pulse air system very sensitive to misadjusted idle speed. Idle speed is
too high. PCV filter is dirty. Initial inspection lane results: HC=41
ppm, C0=1.68%.
Passing I/M: Set idle speed to spec. PCV filter is very dirty (but not replaced).
Reinspection results: HC=17 ppm, C0=0.00%.
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Vehicle Test
Number Sequence
IM7/148 As Received:
Mechanic's Comments
Computer not working properly (dwell in fixed mode). Almost all diagnostic
codes (42, 44, 51 - 55) are present. Air pump belt is missing.
Lines to hot air door & EFE are reversed. Build date is not
available. Dwell is locked at 30 degrees. Idle mixture limiting device
is missing. Initial inspection lane results: HC=471 ppm, C0=1.84%.
Passing I/M:
Corrected hoses to EFE & hot air door. Installed belt on air pump.
Replaced ECM & PROM dwell was in fixed mode. Build date is not
available. Three reinspections required to pass. Packet delayed for
possible third sequence inspection. First reinspection: HC=809 ppm,
COO.05%. Second reinspection: HC=362 ppm, C0=1.13%. Third
reinspection: HC=218 ppm, C0=0.03%.
IM7/150 As Received:
TPS sensor bad, code 21. Idle speed is high. Initial inspection lane
results: HC=237 ppm, C0=0.18%.
Passing I/M: New TPS sensor installed. Reinspection results: HC=25 ppm, C0=0.01%.
IM8/151 As Received:
i—•
00
Idle plug missing, set too rich. Idle speed is high. Initial inspection
lane results: HC=104 ppm, C0=2.98%.
Passing I/M:
Set idle mixture, CO is .06 HC is 70 ppm. Reinspection results: HC=4
ppm, C0=0.01%.
Add. Repairs:
Replaced 02 sensor since idle readings are low but FTP numbers are still
high.
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Vehicle Test
Number Sequence
IM7/153 As Received:
Mechanic's Comment s
Carburetor mixture screws are in too far causing lean miss, dwell is 6
deg. Catalyst may be bad. Carburetor loose on manifold. Idle mixture
limiter is missing. Initial inspection lane results: HC=617 ppm,
C0=0.17%.
Passing I/M:
Set carburetor mixture screws and dwell. Catalyst may be loaded from
lean miss. Failed first reinspection. Added 1 can gm top engine cleaner
to decarbonize motor. CO is now 0.5%, HC is 140 ppm. Carburetor is
loose on manifold. Two reinspections required. First results: HC=288
ppm, C0=0.78%. Second results: HC=220 ppm, C0=0.25%.
Add. Repairs:
Code 41 is present, baro/map sensor. Diagnostics lead to bad ECM which
was replaced. Idle readings are still high. Catalyst may be bad.
Carburetor is loose on manifold.
IM8/154 As Received:
Idle mixture is too rich. Mixture plugs are missing. Bowl vent hose is
off. Valves are out of adjustment. Inspection lane results: HC=36 ppm,
C0=3.25%.
Passing I/M:
Set idle mixture. Reconnected bowl vent hose.
Reinspection results: HC=32 ppm, C0=0.01%.
Valves out of adjustment,
IM8/159 As Received:
Both air filter & pulse filter are extremely dirty.
lane results: HC=185 ppm, C0=4.86%.
Initial inspection
Passing I/M:
New air filter & pulse air filter installed, this system is marginal to
start with. Adjusted idle speed after new filters installed.
Reinspection results: HC=34 ppm, C0=0.06%. No third sequence for this
car because no obvious problem could be found.
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Vehicle Test
Number Sequence
IM7/164 As Received:
Mechanic's Comments
Vacuum break hose off (leak). Hot air door hose off (leak). Dwell fixed
at 54 deg. Initial inspection lane results: HC=492 ppm, C0=8.05%.
Passing I/M:
Reconnected hose to vacuum break. Reconnected hose to hot air door.
Removed plug & set mixture dwell. Inspection lane results: HC=10,
COO. 03.
IM8/166 As Received: Air filter extremely dirty. This caused the CO to be high. Distributor
cap was cracked causing the high HC readings. Idle speed too high
(1025). Inspection lane results: HC=300, C0=2.04.
Passing I/M: Replaced air filter, replaced distributor cap, adjusted idle speed to 700
rpm. Inspection lane results: HC=115, COO.02.
IM7/167 As Received:
Vehicle has bad valve guides. #3 cylinder has 120 pounds of compression.
Removed valve cover and #3 intake valve guide is bad. Initial inspection
results HC=591, CO=0.64. Vehicle was rejected due to the need for major
engine work (valve job).
N>
O
IM8/168 As Received: Idle CO rich. Inspection lane results: HC=181, C0=4.68.
Passing I/M: Adjusted idle mixture to spec. Inspection lane: HC=6, C0=0.01.
IM7/169 As Received: Dwell fixed at 6 deg. ECM bad. 02 sensor very fouled. Inspection lane
results: HC=455, C0=9.91.
Passing I/M: New ECM installed. New air filter installed. New 02 sensor installed.
No third sequence. Needs new carburetor. Inspection lane: HC=10,
C0=0.01.
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Vehicle Test
Number Sequence
IM8/170 As Received:
Mechanic's Comments
CO high, HC high, spark plugs bad. Inspection lane results: HC=754,
C0=10.01.
Passing I/M:
Reset timing. Set idle CO. Set carburetor idle. Install spark plugs.
Inspection results: HC=6, COO.02.
IM8/171 As Received:
No vacuum to air pump, vacuum gun shows blockage. Each hose checked for
blockage. Hose to cold weather modulator stuck with glue. Fresh air
duct missing. Timing out of spec. Idle speed out of spec. Inspection
lane results: HC=158, C0=1.86.
Passing I/M: Hoses checked and repaired. Timing set. Idle speed set. Inspection
lane: HC=180, C0=0.07.
IM7/172 As Received: Check valve rusted. Manifold tubes rusted. Idle mixture plugs missing.
CO in spec. Inspection lane results: 239 ppm HC, 1.68% CO.
Passing I/M: Check valve and tubes replaced. Idle mixture plugs missing. CO was in
spec. Reinspection results: 169 ppm HC, 0.01% CO.
Add. Repairs: Set carburetor parameters to spec using mixture screws & idle air bleed.
IM8/178 As Received: Oxygen sensor bad. Initial inspection lane results: 540 ppm HC, 8.29%
CO.
Passing I/M: Replaced oxygen sensor. Reinspection results: 113 ppm HC, 0.31% CO.
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Vehicle Test
Number Sequence
IM8/181 As Received:
Mechanic's Comment s
Idle mixture set too rich. Initial inspection lane results: 306 ppm HC,
0.34% CO.
Passing I/M: Set idle mixture & idle speed. Reinspection results: 140 ppm HC, 0.17%
CO.
IM8/183 As Received: Idle speed is slightly off. Car appears to be clean. Initial inspection
lane results: 156 ppm HC, 2.62% CO.
Passing I/M: Set idle speed to manufacturer's specifications. Reinspection results:
1 ppm HC, 0.01% CO.
IM8/184 As Received:
Passing I/M:
Exhaust system rusted out. Replaced exhaust pipe, muffler, and tailpipe
prior to first FTP. Initial inspection lane results: 81 ppm HC, 2.30%
CO. Idle speed high-950 rpm, spec:750 rpm.
Adjusted idle speed to spec. No third sequence. Reinspection results:
20 pprn HC, 0.01% CO.
[S3
•|S3
IM8/186 As Received: Air filter element is very dirty. Idle mixture rich- 280 ppm HC, 1.50%
CO. Idle speed 700 rpm, spec: 800 rpm. Initial inspection results: 457
ppm HC, 3.31% CO.
Passing I/M: Replaced air filter element. Set idle mixture to manufacturer's
specifications. Set idle speed to manufacturer's specifications. Final
inspection results: 63 ppm HC, 0.01% CO.
IM8/190 As Received:
Idle mixture set too rich. 4.0% CO, 170 ppm HC. Initial inspection lane
results: 166 ppm HC, 5.41% CO.
Passing I/M:
Set idle mixture & idle speed to manufacturer's specifications.
Reinspection lane results: 79 ppm HC, .25% CO.
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Vehicle Test
Number Sequence
IMS/191 As Received:
IM8/195 As Received:
Mechanic's Comments
Turbocharger seals worn - allowing lubricating oil past seals and into
turbo cavity. Est repair cost (per dealer)=$1600. Reject 9/10/85.
Initial inspection lane results: 442 ppm HC, 0.23% CO. Vehicle was
rejected due to need for major engine work (turbocharger seals).
Air system dumps continuosly, diaphragm is leaking. Idle is too high,
1000 rpm (spec=750 rpm); idle CO rich. Timing .is advanced 17 deg above
spec (27 deg BTDC instead of spec of 10 deg BTDC), causing lean miss.
Car leaks oil, air diverter valve is stuck open. Inspection lane
results: 118 ppm HC, 5.29% CO.
Passing I/M:
IM8/196 As Received:
Replaced air management valve. Set timing to spec. Set idle speed to
spec. Reinspection results: HC 60 ppm, CO .52%.
02 sensor is bad. Malfunctions rich. Inspection lane results: 644 ppm
HC, 9.24% CO.
Passing I/M:
IM8/200 As Received:
Replaced 02 sensor. Reinspection results: 10 ppm HC, 0.00% CO.
Carburetor is too rich at idle. Noisy lifter. Reinspection results: HC
65 ppm, CO 1.27%.
1S5
LO
Passing I/M:
IM7/201 As Received:
IM8/202 As Received:
Removed idle mixture adjustment limiter plug and set idle mixture to
spec. Reinspection lane results: 87 ppm HC, 0.05% CO.
Idle CO rich. Idle speed high. Idle mixture limiting device altered.
Inspection results: 965 ppm HC, 8.68% CO. Vehicle rejected after first
sequence due to lack of time remaining on contract.
02 sensor is bad - malfunction rich. Inspection lane results: 843 ppm
HC, 8.54% CO.
Passing I/M: 02 sensor replaced. Reinspection results: HC 66 ppm, CO .01%.
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Vehicle Test
Number. Sequence
IM7/203 As Received:
Mechanic's Comments
Check valve & tubes rusted out on driver side. 02 sensor fouled up.
Carb completely maladjusted, screws in too far. Spark plug wires cut &
worn. Canister signal & purge hoses off at carb. Cat may be damaged.
Initial inspection lane results: HC=299 ppm, co o=.65%.
FAILING I/M:
New check valve & tubes installed. New 02 sensor installed. New plug
wires installed. Carb completely readjusted. Hoses reconnected at carb
for canister purge & signal. Cat still probably damaged. Not much
change in HC & CO readings. Probably due to bad cat & reconnection of
hoses (two vacuum leaks repaired). Second MD inspection results: HC=476
ppm, C0=.72%. Note: Car was driven approximately 50 miles at highway
and city speeds to see if any ECM codes would appear; none did.
Passing I/M:
IM8/209 As Received:
New cat installed, big change in HC S. CO readings HC is 185 & CO is .03.
Third MD inspection results: HC=12 ppm, C0=0.01%.
02 sensor is fouled, no change in HC & CO when disconnected. MD
inspection results: HC=170 ppm, C0=3.02%.
Passing I/M:
IM8/210 As Received:
Replaced 02 sensor. CO is 0.15, HC is=150. MD reinspection results:
HC=47 ppm, C0=.01%.
Delay valve in dump system has been removed. Car dumps immediately upon
returning to idle speed. MD inspection results: 952 ppm HC, 9.53% CO.
Passing I/M:
IM8/212 As Received:
Delay valve re-installed in hose to dump valve. MD reinspection
results: 28 ppm HC, .22% CO. Third sequence declined. Mechanic
believes that with time (and driving) catalyst will become more
efficient.
Electric choke not operating (does not open at all). MD inspection
results: HC 271 ppm, CO .01%.
Passing I/M:
New electric choke assembly installed operates OK. No way of knowing
catalyst condition. MD reinspection results: 205 ppm HC, .02% CO.
Third sequence declined; catalyst replaced. Muffler & tailpipe
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Vehicle
Number
Test
Sequence
IM8/214 As Received:
Mechanic's Comment s
rusted, replaced. Valves are a little noisy. Electronic timing
module defective, no spark from #2 coil to exhaust spark plugs.
Curb idle is too high. MD inspection results: 138 ppm HC, 1.68% CO.
Passing I/M:
New timing module installed. Curb idle set to 650. Valves are still a
little noisy. MD reinspection results: 47 ppm HC, .13% CO. Third
sequence declined. Catalyst replaced. Mechanic believes the catalyst
condition will improve with time.
IM8/215 As Received:
Air filter is very dirty. Some back flow thru air suction valve. Choke
stuck in 1/2 position. Garb is too rich. MD inspection results: 191
ppm HC, 2.91% CO.
Passing I/M:
New air filter installed. Choke freed up, now operating OK. Carb
mixture plug removed & mixture adjusted, curb idle adjusted. Air
suction valve is a little slow in shutting off back flow. MD
reinspection results: 26 ppm HC, .11% CO.
IM8/216 As Received:
Curb idle is way too high, possibly preventing electronics to "clear"
(timing may not return to base, air switching may be delayed due to
throttle plate position, etc.). MD inspection results: 151 ppm HC,
2.56% CO.
Passing I/M:
Set curb idle to spec. HC is 65 ppm, CO is 0.02. MD reinspection
results: HC 41 ppm, CO .01%. Mechanic believes that with time and
driving condition of catalyst will improve. Third sequence declined;
however, catalyst was replaced.
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Vehicle Test
Number Sequence
IM8/219 As Received:
Mechanic's Comments
Mixture plug is intact, but carb has gone very rich.
results: 139 ppm HC, 4.27% CO.
MD inspection
Passing I/M: Mixture plug removed & carb mixture adjusted. MD reinspection results:
16 ppm HC, .01% CO.
IM8/220 As Received:
Hose pinched under air cleaner to accel pump / servo. Hose off to air
bleed check valve assembly. Curb idle is way too high (1100 rpm). MD
inspection results: 220 ppm HC, 3.0% CO.
Passing I/M:
Corrected pinched hose to accel pump servo. Reconnected hose to air
bleed check valve. Reset curb idle. MD reinspection results: 8 ppm HC,
.01% CO.
IM8/221 As Received: Mixture screw back out too far. Idle speed too high. MD inspection
results: 368 ppm HC, 8.35% CO.
.^
NJ
Passing I/M: Set curb idle & idle mixture. MD reinspection results: 13 ppm HC, .01%
CO.
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