EPA-AA-IMS/80-9
                        Evaluation of the Applicability
                        of  Inspection/Maintenance Tests
                            On A Toyota  Celica Supra
                                 December  1980
                                   Bill Smuda
                                     NOTICE

Technical Reports  do not  necessarily  represent final  EPA decisions  or posi-
tions.  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.
                          Inspection/Maintenance Staff
                      Emission Control Technology Division
                 Office of Mobile Source Air Pollution  Control
                      U.S. Environmental Protection Agency
                           Ann Arbor,  Michigan  48105

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ABSTRACT

This  report  presents  test  results  which  were  gathered  to  determine  the
suitability of existing I/M  short  tests  on  a Toyota car with  a  computer based
emission control  system.   This car had  a microprocessor based  fuel injection
system and a small  light-off catalyst followed  by  a  three-way  catalyst.  After
suitable basfl-ines  were established, various components were  made inoperative
in the emission control system.  Complete FTP,  HFET  and  I/M  tests  were run for
each vehicle condition.

This report presents the measured data taken during the tests.

BACKGROUND

Beginning  with the  1981  model year,  electronics and  computers  will  control
many of  the vital  functions of automotive  operation now  regulated  by mech-
anical  means.    As  the  Inspection/Maintenance  effort  is   expanded  it  is  a
prerequisite that  the  test procedures  used  by  Inspection/Maintenance  programs
be  capable  of  identifying  vehicles  with  equipment   failure  and  parameter
maladjustment which  result in excessive  in-use emissions.  With the advent of
the use  of advanced  electronics  on automobiles,  it is necessary to  evaluate
the suitability  of existing and  proposed I/M  tests to these  future  automo-
biles.   To accomplish this  evaluation,  several prototype cars  containing  the
most advanced  and  representative  electronics  of  the  future have  been tested
according  to both  the Federal Test Procedure and  various  I/M  test procedures.
The data obtained  should  indicate which I/M  test  best  suits  these  automo-
biles.   This report presents the  data collected on  the  fourth such automobile
tested by  EPA, a  1980 Toyota  Celica  Supra with  a microprocessor controlled
emission control system.

HISTORY

The Toyota Celica  Supra  is a 1980  production  vehicle rented  from  a  local
Toyota dealer.   This  particular vehicle, which has  a 50-state  emission pack-
age, was delivered  to  EPA  on 15 May 1980.  The vehicle was  delivered with over
3000 miles and  used  briefly  in   another  test  program.   At  3351 miles,  I/M
baseline testing started.

After  two   baseline sequences  were run,  the  vehicle  was  tested with  eight
different  component  deactivations.   Two  final  confirmatory  baseline sequences
were then run.   The testing was completed on 15 October 1980.

TESTING PROCEDURE

In order to test the vehicle the following test sequence was  used:

    a.  Federal Test Procedure  (FTP) 1979 procedure,  non-evaporative,   no  heat
    build.

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    b.  50  MPH Cruise.  This test  consists  of a three minute  steady state run
    at  50  MPH.   HC and CO measurements  are taken with a garage type analyzer.
    This test is performed with the hood  open and fan on.   The three minute 50
    MPH cruise  also  serves  as  preconditioning  for  the highway  fuel  economy
    test.

    c.  Highway Fuel Economy Test (HFET).  Immediately after the 50 MPH cruise.

Each  of the following steps required  a  six minute  idle preconditioning, hood
open, fan on.

    d.  Four Mode  Idle Test with  raw HC/CO garage  type  analyzer.   Emissions
    were  tested  at   idle  (neutral),  2500  rpm,  idle  (neutral),  and  idle
    (drive).  The hood was open and the fan was on.

    e.  Loaded Two  Mode.   Raw  HC  and  CO  measurements  were  taken with  the
    dynamometer  set  at  9.0 A.H.P.  at  30  MPH with the  I.W.  =  1750  pounds.
    Immediately afterward  measurements were  taken at  idle  (neutral) using  a
    garage  type analyzer.   The hood was open and the fan was on.

    f.  Propane  Injection  Procedure  for  three  way  catalyst  vehicles.   A
    description of this test and a sample data sheet are given in Attachment 1.

The  propane  injection procedure  is   still in  the  development  stage.   Some
difficulties were  encountered by  the  technicians  in  applying  the  test  to this
vehicle.    In  some  tests,  tachometer  fluctuations  mask  the  theoretically
expected results.   Bear in mind when reviewing the  obtained  data  that  this is
still an experimental procedure.

I/M test  HC and  CO measurements were recorded  before,  between and  after the
catalysts.  A worksheet recording  the  I/M test results  is shown  in Attachment
2.

VEHICLE DESCRIPTION

The Toyota  Celica  Supra used  for this testing was a production vehicle  with  a
50-state Emission Package.  The most important  components  of  this  automobile's
emission  control  system were  the sensors,  actuators,  and the microprocessor
unit.    A  complete  description  of  these  components  is  given  in Attachment  3.
Attachment 4 lists specific vehicle parameters.

BASELINE DATA

To accurately determine the effect of the  various  component  deactivations,  it
was necessary to  have an  accurate  baseline determined  for  each pollutant  in
each  mode  of  every  test  type.   This  baseline   data  is  displayed with  the
component deactivation data.

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TEST CONFIGURATIONS

After the  baseline  testing,  several components of the  emission control system
were, one by one, deactivated prior to vehicle testing.

    a.  Idle  Adjust  Connector Shorted  -  Test numbers 80-5387  and  80-5388 were
    run  with the  idle adjust  connector  shorted.   Shorting  the  idle  adjust
    connector  causes  the feedback control  circuit to  be  in an  open  loop
    configuration.

    b.  C>2  Sensor  Disconnected  and  Grounded  -  Tests  Numbers  80-5389  and
    80-5390  were run  with  the  exhaust  gas  oxygen sensor  disconnected  and
    grounded.   This unit  supplies  a  voltage  signal to  the  feedback  control
    circuit based on the  oxygen content of  the  exhaust  stream.   By disconnect-
    ing  and  grounding the sensor lead the  voltage  sensed  by  the  computer is
    insured to be zero and the closed loop system goes to full rich.

    c.  (>2 Sensor  Disconnected and Open  - Test numbers  80-5391  and  80-5392
    were run with the exhaust gas oxygen  sensor disconnected  and the lead left
    open-circuited.  This test  is similar  to the  previous  test except that the
    voltage sensed  by the computer  is  not necessarily zero.   In this  case the
    feedback system is cut off and the vehicle operates  in open loop mode.

    d.  One Injector Disconnected  - Test numbers  80-5393  and 80-5394 were run
    with  the number  5  fuel   injector  electrically  disconnected.  The  deacti-
    vated  cylinder  continues  to  draw air  and  some residual  fuel from  the
    intake manifold resulting in a leaner then normal exhaust.

    e.  Throttle  Position Sensor  Disconnected  -  Test  numbers  80-6291  and
    80-6292  were  run with   the  throttle  position   sensor  electrically  dis-
    connected.  This device informs  the microprocessor when  the throttle is in
    idle  or  full  load  positions.   Disconnecting this  device  eliminates  idle
    and full load enrichment.

    f.  EGR Disconnected  - Test numbers  80-6293 and  80-6294 were  run with the
    signal vacuum sources to EGR  valves  A  and  B   disconnected and  plugged.
    When  properly  operating  this  device  resubmits   a  portion  of  the  burned
    exhaust gas into the  combustion  chamber.  This exhaust gas  lowers  the peak
    combustion chamber temperature resulting in reduced  NOx formation.

    g. Baseline - Test numbers  80-6328 and 80-6329  were in a  baseline  config-
    uration.

    h.  Spark  Control  BVSV Closed - Test  numbers  80-6355 and  80-6356 were run
    with  the vacuum  lines  to  the  spark  control Bimetalic  Vacuum  Switching
    Valve (BVSV) disconnected and plugged  to simulate a closed BVSV.  The BVSV
    is a thermally  operated vacuum  routing switch.   The BVSV  is closed  during
    cold engine operation resulting in advanced ignition timing.

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TEST RESULTS

The test results are given in several attachments.

    a. The  FTP and HFET  results  are given in  attachment  5.  The HC,  CO,  C02
    and NOx readings are in grams/mile  while fuel  economy is  in miles  per
    gallon.

    b. Attachment 6 presents the  I/M test  data.   Since  there are two catalytic
    converters on  this  vehicle,  values  are given  for  readings  taken  before,
    between and after the catalysts.

    c. Attachment  7  presents the results  of  the  propane  injection  diagnostic
    procedure for three-way catalyst vehicles.

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                                  ATTACHMENT 1
     Propane Injection Diagnostic Procedure for Three-Way Catalyst Vehicles

The purpose  of  this procedure is  to identify a  failed  feedback  control  sys-
tem.   If  a running  engine  with a functioning  feedback  control  system  is
suddenly given a volume of  propane gas,  the engine should give  a characteris-
tic response: the  CO  emission levels, and possibly engine speed, should first
increase,  but  then return  to normal  as  the  carburetor  compensates  for  the
richer mixture.

For this experimental procedure,  four  propane  gas flow  rates  were  used  for
each vehicle: 1, 2, 3, and 4 cubic feet  per hour  (cfh).   Each  rate was pre-set
with  a   flowmeter,  and  then  suddenly  presented  to  the  carburetor  through  an
inlet to the air cleaner.  A large  bottle of  propane was purchased  for  this
project, and a system of regulators was attached to easily set  the flow rates.

The vehicle was  at curb idle in Neutral  or Park gear, fully  warmed-up, and all
accesories  off.   Before  each  measurement the  engine speed was  increased  to
approximately 2500 rpra  in  neutral  gear  for  30  seconds.   The  propane  was
admitted within  30 seconds  after the engine  was returned to idle.   Readings
were taken within 60 seconds  after the propane was flowing.  The propane  flow
was then shut off to the vehicle and  further readings were taken  and  recorded.

One data sheet was  filled out for each  flow  rate.   If  a flow rate  caused  the
engine to  stall, notation of  that was  made at  step 3 of  the  data sheet and the
procedure stopped for that vehicle.

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     Propane Injection Diagnostic Procedure for Advanced Technology Vehicles

Vehicle # 	       Make/Model 	

Date      	       CID        	

1.  Preset Flow Rate.  Record Flow Rate                             cfh
    Operate engine at 2500 RPM for 30 seconds, then return to idle.

2.  Record:   Idle RPM	 (Neutral/Park gear, no propane flowing)
              ICO      	

3.  Induce propane quickly,  observe  vehicle behavior over a  period not larger
    than 60 seconds.

Codes    Check one:
  1      	 RPM rises smoothly
  2      	 RPM decreases smoothly
  3      	 RPM rises smoothly to 	 (record RPM), then falls.
  4      	 RPM falls smoothly to 	 (record RPM), then rises.
  5      	 Engine runs rough, then stabilizes
  6      	 Engine dies (stop procedure here)
  7      	 No Change

4.  When engine stabilizes (maximum 60 seconds) record:  RPM 	
                                                        ICO
5.  Withdraw propane quickly, observe vehicle bahavior

Codes    Check one:
  1      	 RPM rises smoothly
  2      	 RPM decreases smoothly
  3      	 RPM rises smoothly to 	 (record RPM), then falls.
  4      	 RPM falls smoothly to 	 (record RPM), then rises.
  5      	 Engine runs rough, then stabilizes
  6      	 Engine dies
  7      	 No Change

6.  When engine stabilizes record: RPM 	
                                   ICO

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                                  ATTACHMENT 2
DATE
DISABLEMENT
DISABLEMENT TESTING - SHORT TEST DATA SHEET

         TEST  NO.                   VEHICLE
                           OPERATOR
                                      Before
                                      Catalysts
                                Between
                                Catalysts
             After
             Catalysts
50 MPH Cruise
4 Speed Idle

Idle (N)
2500 RPM
Idle (N)
Idle (M)
2 Mode Loaded

Loaded* (Pendant Mode)
Idle (N)
                                      HC
                          CO
HC
CO
HC
CO
* The loaded mode is a 30 mph cruise @ 9.0 AHP.
  For D208 this is equivalent to IHP =7.3.

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ELECTRONIC  CONTROL  SYSTEM

The  EFI  computer receives signals from various
sensors  indicating  changing   engine  operating
conditions such as:
     Intake air volume
     Intake air temperature
     Coolant temperature
     Engine load
     Acceleration/deceleration
     Exhaust oxygen content ete.
These signals are utilized by the EFI computer to
determine the injection duration necessary for an
optimum air-fuel ratio.
                                      ATTACHMENT  3

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       PRESSURE
       REGULATOR'
OXYGEN
SENSOR
                      THROTTLE
                      POSITION
                      ccKicna
                      SENSOR
                     START INJECTOR
                     TIME SWITCH
                     JO
                      WATER TEMPERATURE
                      SENSOR
 SYSTEM DESCRIPTION
 The EFI used on Toyotas has three basic systems:
 FUEL SYSTEM
                           AIR INDUCTION SYSTEM

                           The air induction system provides sufficient air
                           for engine operation.
 An  electric  fuel pump supplies sufficient fuel,
 under a constant pressure, to the  EFI injectors.
 These injectors inject a metered quantity -of fuel
 into  the  intake manifold  in  accordance with
 signals from  the EFI  computer.  Each injector
 injects, at the same time, one half of the fuel
 required for idea) combustion with each  engine
 revolution.

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                                               10
FUEL  SYSTEM
FUEL FLOW
Fuel Tank.
4*
Return Pipe
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gh pressure
3w pressure


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Delivery Pipe
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Injector Cold Start Injector

Fuel is drawn from the fuel tank by the fuel pump
and  distributed  through the  fuel  filter,  under
pressure, to the injectors and  cold  start injector
respectively.
The pressure regulator controls  the pressure of the
fuel line (high pressure side).  Excess fuel is return-
ed to the fuel tank through the return pipe.
The pulsation damper acts to absorb the slight fuel
pressure fluctuations due to fuel injection.
The injector performs the injection of fuel into the
intake manifold in accordance with the computer-
calculated injection signals.
The cold start injector is provided to improve start-
ing by injecting fuel into the air intake chamber
only when the coolant temperature is low.

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                           11
         EMISSION CONTROL SYSTEM - Catalytic Converter (CCRO) System
3-23
CATALYTIC CONVERTER (CCfio)  SYSTEM
OPERATION
Fig. 3-51
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* 	 ' CCRO "No.1 ^ 	 '
(Monolithic) ?BC?0.Nj-,2
(Palletized)

To reduce CO, HC and NOx emission, they are oxidized, reduced and converted to dinitrogen
(N2 ), carbon dioxide (C02 ) and water (H2 0) in the catalytic converters. No. 1 and No. 2.
Exhaust port Converter No. 1 and No.2
U
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te
nburnt HC CO . "^ OXIDATION AND K
Ox air and proper . 3> REDUCTION
r- r • j^. j,
mp. /Temperature is I
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Exhaust gas
x co*
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N, '
                                       INSPECTION

                                       1.  Inspect exhaust pipe assembly.

                                       (1)  Inspect connections.
                                           Look for looseness or damage.

                                       (2)  Inspect clamps.
                                           Look for weakness, cracks or damage.

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ELECTRONIC  CONTROL SYSTEM

The electronic control system contains sensors which detect various engine conditions as electrical signals, and
a computer, which determines the duration of injection according to the electrical signals from these sensors.
SENSORS AND FUNCTIONS
SENSOR
Air Flow Meter
Throttle Position Sensor
Water Thermo Sensor
. Air Thermo Sensor
O? Sensor
Start Injector Time Switch
Ignition Primary Signal
Starter Signal
FUNCTION
Detects intake'air volume as a voltage ratio using a potentiometer.
Detects the heavy load and idle conditions according to the throttle
valve opening.
Detects coolant temperature.
Detects the intake air temperature.
Detects the oxygen density inside the exhaust pipe.
Is activated when the coolant temperature is low and signals the
computer operate to the cold start injector during starting.
Detects injection timing and engine rpm by means of an ignition
primary signal.
Detects engine cranking.

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                                              13

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  4M-E  ELECTRONIC  CONTROL UNIT (COMPUTER)
C
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     IOL
       ST
    TERMINAL
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WATER THERMO
   SENSOR
C
     PSW
                         FEEDBACK
                        INTERRUPTION
                                        FUEL CUT
                                         START
                                       ENRICHMENT
                                       AFTER START
                                       ENRICHMENT
 WARM-UP
ENRICHMENT
                                      ACCELERATION
                                       ENRICHMENT
                                     DURING WARM-UP
                                       POWER
                                     ENRICHMENT
                                       OVER-TEMP.
                                       ENRICHMENT
                                          IDLE
                                       ENRICHMENT
                                        FEEDBACK
                                       CORRECTION
                        O
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                        O
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                                                             5
                       OXYGEN SENSOR

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                                                             INJECTOR
                                    35 ^
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                                    35
                                    O H
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                                              AIR-FLOW
                                               METER
                                                                                  AIR THERMO
                                                                                    SENSOR
                                                                                   BATTERY
                                                                                            17

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    2. START ENRICHMENT

         To improve  the startability, the  injection
         quantity during starting is increased.
    3. AFTER START  ENRICHMENT
0
      Ui
      5
      u
        1.0
                       COOLANT TEMP. -20°C
    STARTER STARTER
          ON    OFF
                   8    12
                   TIME (SEC.)
                                      16
                                            20
0
After  the  engine has  started (the starter
motor no  longer cranking),  injection pulse
duration will be increased for a limited time.
The quantity  increase will be at maximum
while cranking and  will gradually  decrease
with  time. The enrichment  ratio will vary
with the water temperature.
                                                                      I WARM-UP ENRICHMENT
                                                                       SIGNAL
           AFTER START ENRICHMENT THEORY

(1)  When the starter switch is closed (ON), both
    transistor Tri and Tr2 are turned "ON"
    However, the current from Tr2  to the en-
    richment  correction  circuit is grounded by
    Tri, so there is no current flow to the after
    start  enrichment  circuit and there is no
    enrichment. In this state, condenser Ci is in a -
    discharged condition.

(2)  When the engine is started, the starter switch
    will open and, accordingly, so will Tri.
    The base current of Tr2 becomes the charging
    current for Ci and Tr2 remains on. Thus, an
    after  start enrichment  signal  is sent to the
    enrichment correction circuit.
       Reference only —
       As for the after start enrichment, a condensor is
       utilized for correction  of the enrichment ratio
       variation.
         EX.
         The reason the after start enrichement ratio
         varies according to the coolant temperature is
         because the coolant temperature enrichment
         signal is utilized as the power source of the
         after start enrichment.
                                                 (3)  As  Ci  is gradually charged, the voltage  at
                                                     point  "A"  becomes  higher,  base  current
                                                     of  Tr2 decreases  and  the  current to the
                                                     enrichment correction circuit is also decreased.
                                                     In  other words, the  after start enrichment
                                                     signal  voltage  drops  a:;  the condensor  is
                                                     charged (the voltage at point "A" rises).

                                                 (4)  After a limited time (time varies in accordance
                                                     with the warm-up  enrichment signal voltagel
                                                     Ci  will become fully  charged, Tr? js cut off
                                                     and after start enrichment is terminated.
                                                                                                     19

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 4. WARM-UP ENRICHMENT
                                     EX.
  c
  i-
  IU
  5
  o
  c
  z
  ut
   1.0
       -20
 20     45     80
COOLANT TEMP. (°C)
                                                        COMPUTER
                                 	I	--
                               (WATER THEftMO\   \-^^\	(~
                               VSENSOR      )   WATER
                                               THERMO SENSOHf-
                                                                                           NRICHMENT
                                                                                           ORRECTION
 WARM-UP
ENRICHMENT
SIGNAL
                                                                 WARM-UP ENRICHMENT THEORY
     This enrichment is for the purpose of main-
     taining drivability before the engine is com-
     pletely warmed  "P- When  the  coolant tem-
     perature is low, the water thermo sensor will
     send  a signal  to  increase injection pulse
     duration. Using 80° C as the standard operating
     temperature,  enrichment will stabilize above
     45°C.

  Reference only —
  The various  correction  to the pre-determined
  injection  quantity  is performed by either in-
  creasing or decreasing the current flow. In other
  words,  when there  is more current flow to the
  enrichment correction circuit, the fuel quantity
  is increased accordingly.  Conversely, if there is
  less current flow to the circuit, the fuel quantity
  decreases accordingly.
                                     There is more water thermo sensor resistance
                                     when the coolant temperature is low. Thus,
                                     there is high  voltage in the warm-up enrich-
                                     ment signal flowing from the transistor to the
                                     enrichment correction circuit.
                                     As  the  voltage rises, there is  more current
                                     flow to the circuit and there is more enrich-
                                     ment. Conversely, as  the coolant temperature
                                     rises there is  less water thermo sensor resist-
                                     ance, the voltage drops, there js less current
                                     flow and there is less enrichment.
20

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5. ACCELERATION ENRICHMENT
   DURING WARM-UP
  o
  (C
  IU
   1.0
        I
        02       4       6       8
     TIME AFTER IDLE CONTACT POINT OPENED (SEC)

     Fuel  quantity is increased for  acceleration
     during engine warm-up in order to improve
     drivability when  the engine is still cold. Fuel
     quantity is increased when the  idle contact
     point of the throttle position sensor is opened.
     The enrichment  ratio will  change in relation
     to the coolant temperature.
                               ENRICHMENT
                               CORRECTION
                                                   THROTTLE POSITION!
                                                   SENSOR
                                                                 flDL
                    POWER ENRICHMENT SIGNAL
       POWER ENRICHMENT THEORY
7. OVER TEMPERATURE
   ENRICHMENT

    To prevent the catalyst converter from over-
    heating, the fuel injection will be  enriched
    when the  intake air exceeds certain amount
    (More than 165m3 /h).

         Enrichment Ratio    1.14

    This is detected by the air flow meter output
    Us/Us.
6. POWER ENRICHMENT

     When the throttle valve is open 60° or more
     (from closed  position),  the  engine output
     power  range  will be  detected  from the
     throttle  position  sensor and,  by this signal,
     the fuel injection will be enriched by  1.19
     over the pre-determined injection quantity.
8. IDLING ENRICHMENT

    The enrichment is supplied for a stable idling
    condition  by  a  signal  from  the throttle
    position switch which is  transmitted  to the
    electronic control unit.
— Reference only —
   The power enrichment ratio remains constant
  because the current flows through a non-variable
  resistance circuit.
                                                                                             21

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                                                                                                     16
9. AIR-FUEL RATIO COMPENSATION
   (FEEDBACK CORRECTION)
OXYGEN
SENSOR
DETECTED

MUCH OXYGEN
CONTENT IN
EXHAUST GAS
LOW EMF
LEAN SIGNAL
INJECTION QTY.
DECREASED


i i
"1 JUDGED TO l~
i BE LEAN \
L 	 J
EFI COMPUTER
, 	 „,
| JUDGED TO j
4 BE RICH N
1 	 _ 	 j

j,
INJECTION QTY.
INCREASED
HIGH EMF
i
RICH SIGNAL
LITTLE OXYGEN
CONTENT IN
EXHAUST GAS
i
~~ DETECTED
OXYGEN
SENSOR
                         PROPER RANGE
               RICH —A/F RATIO— LEAN
    RELATION BETWEEN AIR-FUEL RATIO AND
    3-VVAY CATALYTIC CONVERTER PURIFICATION RATE
    When the air-fuel ratio is greater (leaner) than
    the  theoritical air-fuel ratio, there will  be
    more air than is required for combustion and,
    as  a result, the  exhaust  gas will  contain
    cxygen. Conversely, if the ratio is less (richer)
    than the theoritical ratio, the exhaust gas will
    contain no oxygen. The 02 sensor will detect
    oxygen density in the exhaust gas and  deter-
    mine whether the air-fuel  ratio  is  richer or
    leaner than the theoritical  ratio. The  signal
(either rich  or  lean) from the O2  sensor is
compared within  the  computer, and  if it is
higher, the air-fuel ratio is judged to be richer
(rich signal)  than the theoretical ratio and the
fuel  injection  quantity  will  be  decreased.
Conversely,  if it  is lower, the ratio will be
computed as being leaner (lean signal) and
injection quantity will  be increased. Normally,
the quantity is maintained near the theoretical
ratio range and the 3-way catalytic converter
purification  performance  will  be  maintained
at high efficiency.
In the illustration above, the  cycle is conti-
nuous and the air-fuel mixture is controlled to
within a fraction of the theoritical ratio.
There  is  no feedback during the  following
conditions:
1.   When the  coolant temperature is below
     40° C.
2.   When the start and after start enrichment
     is in operation.
3.   When  the  amount  of  intake  air  is
     increased more than 165 m3/h.
 22

-------
                                                19
3-4
EMISSION CONTROL SYSTEM  - Component Layout & Schematic Drawing
COMPONENT LAYOUT &  SCHEMATIC  DRAWING

Fig. 3-1
Fig. 3-2
   Oxygen
   Sensor
   To EFI
   Computer
                                                 VCV
                                                         ,VCV
                                Charcoal
                                Canister
                    VSV for Air Con.
               BVSV for EVAP
               (Light Blue)
            BVSV for SC
            (Black)
                                                        EGR Vacuum
                                                        Modulator
                                                                    EGR Valve
             Distributor
                                  'BVSV for EGR
                                   (Black)
                                                                    Advancer Port
                                                                    Purge Port
                                                                    (Atmosphere)
                                                                  Gas Filter
                                                             Idle Up for Air Con.
                                            Pressure Regulator (for EFI)


                                        Vacuum Limiter
                                                                      BVSV
                                                               EGR
                                                               Vacuum
                                                               Modulator

-------
                                                                 20
                                                      ENGINE ADJUSTMENT  - Idle Speed & Idle Mixture
                                                                          4-5
                       Fig. 4-10
sensor
                        Rubber Plug
                            \
            Rubber Caps
                       Fig. 4-11
                                                    -SST
                                                       Idle Mixture
                                                       Adjusting
                                                       Screw
                                                       Protective
                                                       Cover
  f.  Put the rubber plugs into the  holes of
     the idle mixture adjusting screw and idle
     speed adjusting screw.
  g.  Remove the EFI checker and install the
     rubber caps on to the service connectors.
                                        h. (California only)
                                          Install the idle mixture adjusting screw
                                          protective  cover  using  SST  [09243-
                                          00020].
                      Fig. 4-12
                         Voltmeter
(Red)  (Black)
         SST [09842-14010]
                                                    Service Connector
B: (ALTERNATE METHOD)
   Adjust idle speed and idle mixture with a
   voltmeter.

 a. Remove the  rubber cap from service
    connector  and   connect  an  EFI  idle
    adjusting  wiring  harness  (SST  No.
    09842-14010) to it.
      Service connector location:  on the
      left fender apron as illustrated.

 — Warning —
 Do not connect the testing probes of the
 voltmeter to the service connector directly.

 b. Connect  (+) testing  probe to the red
    wire of the SST and (-) testing probe to
    the black wire.

-------
                                                   21
4-6
ENGINE ADJUSTMENT - Idle Speed & Idle Mixture
Fig. 4-13
                                                                                                       Fig. 4-'
                 Voltmeter
                                               c.  Warm-up the bxygen  sensor with  the
                                                  engine  at  2,500  rpm  for about 2
                                                  minutes.
                                               d.  Verify  that needle of the voltmeter is
                                                  fluctuating at this time.
                                               e.  If the needle does not fluctuate, adjust
                                                  the  idle mixture adjusting screw until
                                                  needle fluctuation is obtained.
Fig. 4-14
                                                           f. Set  the  idle  speed  with  the  IDLE
                                                             SPEED ADJUSTING  SCREW.
                                                                Idle speed:  800 rpm

                                                      - Note -
                                                      Set the  idle speed immediately after warming.
                                                      The needle of the voltmeter should be fluctuating
                                                      at this time.
                                                                                                        Idle Ai
                                                                                                        Connw

                                                                                                       Fig. 4-1
Fig. 4-15
                        Throttle Position Sensor
 Idle Adjusting
 Connector
                                               g. Remove the rubber cap from the idle
                                                  adjusting  connector and  short  both
                                                  terminals of the connector with a wire.
                                                     Idle adjusting connector location:
                                                     near the throttle position sensor.
                                               h. Rewarm-up the oxygen sensor with the
                                                  engine at 2,500 rpm for about 2 minutes.
Fig. 4-16
               Voltmeter Vp
                         +<§>-•*
                                                i. Note the indicated voltage (VF) of the
                                                  voltmeter at idle.
                                                                                                                   Fig. 4-1!
                                                                                                                        ^
                                                                                                             Id
                                                                                                             Sc
Fig. 4-2C
Rubber P
   X}
                                                                                                                       31
                                                                                                                       *

-------
                                                                   22
                                                        ENGINE ADJUSTMENT -  Idle Speed & Idle Mixture
                                                                     4-7.
                         Fig.4-17
with the
about  2

:meter  is
Throttle Position Sensor
                           Idle Adjusting
                           Connector
                         Fig. 4-18
                                        Voltmeter Vp
                         Fig. 4-19
                               Idle Mixture Adjusting
                               Screw Protective Cover
                         Fig. 4-20
                          Rubber Plug/
j.  Remove the short-circuit wire from the
   id le adj ust i ng con nector.
k. Race the engine to 2,500 rpm once.
                                  I.  Adjust  the IDLE  MIXTURE ADJUST-
                                     ING  SCREW until the median of the
                                     indicated voltage  range is the same as
                                     the VF  voltage indicated in item (i).
                                                                              - Note -
                                                                              For  California, remove the idle mixture adjust-
                                                                              ing screw protective cover and adjust the idle
                                                                              mixture  adjusting  screw  using  SST  [09243-
                                                                              000201.
                                  m. Put the rubber plugs into the holes of
                                    the idle mixture adjusting screw and idle
                                    speed adjusting screw.
                                  n. Remove the voltmeter and SST [09842-
                                    140101.
                                  o. Install the rubber caps to the service
                                    connectors.
                                                                                                                        1  II1'II i

-------
OXYGEN SENSOR
                                                                EMF
. 	 1 	

c
ti-m
L-i —
         WATERPROOF TUBE
                                        JS5}~-ATOMOSPHERE
CONNECTOR
                                                                                      HOUSING
                                                                            ^J  PLATINUM ELECTRODE
                                                                                (ATOMOSPH53ESIOE)
                                                                                SOLID ELECTRODE
                                                                                (ZIRCONIA ELEMENT)
                                                                                PLATINUM ELECTRODE
                                                                                (EXHAUST SIDE)
                                                                                COATING (CERAMIC)
 (1)  This  solid electrolyte type oxygen  sensor,
     installed in the exhaust manifold, utilizes the
     oxygen concentration cell principle to produce
     electromotive force  (emf)  by means of the
     oxygen density difference in the exhaust gas.
     A thin layer of platinum is bonded to both
     surfaces of  the  test tube-shaped  zirconia
     element. Atmospheric air  is directed to the
     inner surface while the outer surface is exposed
     to  the exhaust  gas.  The electromotive  force
     (signal) is sent to the computer.
                  (2)  If there is an oxygen density difference on
                       both surfaces of the zirconia element, it will
                       produce electromotive power.  If the air-fuel
                       ratio is leaner  than the theoretical air-fuel
                       ratio, the electromotive power  will be low;  if
                       it is richer,  the electromotive force will be
                       high. Also, the emf indicates the characteristic
                       of the theoretical air-fuel mixture surrounding
                       when it suddenly changes toward the bound-
                       ary.

                  (3)  Characteristics of the oxygen sensor generat-
                       ing power.
                                           actual air-fuel ratio
                                                           Excess sir ratio
                                                                             theoretical air fuel ratio
                                                                    THEORETICAL AIR-FUEL MIXTURE
                                                                                 SPECIFIC VOLTAGE
                                                                 u.
                                                                 Ill
                                                                              1.0
                                                                 LOW — EXCESS AIR RATIO — HIGH
 14

-------
                            o.. .i/ij   .oj                   o®
INJECTOR
                  SOLENOID COIL TERMINAL
               PLUNGER
 NEEDLE VALVE
                    SPRING
The injector performs  the injection of fuel in
accordance with  a  computer-calculated injection
signal. When a pulse from the computer is received
by  the solenoid coil, the plunger is pulled against
spring tension. Since the needle valve and plunger
are a single unit, the valve is also pulled off of the
seat and  fuel is injected as shown by the arrows.
Because the needle valve stroke is fixed, injection
continues as long as the needle valve is open and
fuel volume is controlled  by the duration of the
electrical pulse.
COLD START  INJECTOR
                                                                                           FUEL
                                                                  SOLENOID
                                                                  COIL
                                                                   -  SPRING    PLUNGER
A cold start injector, installed in the center area of
the air distribution chamber, is provided to improve
starting when the engine is cold.
This injector functions in accordance with  direc-
tions  from the start injector time switch and only
during engine cranking when the coolant tem-
perature is below  35° C.
The injector tip employs a special design to improve
mist spray.
When the start injector time switch signal is applied
to the solenoid coil, the plunger is pulled against
spring tension. Thus, the valve will open and fuel
will flow over the plunger and through the injector
tip. Once the engine has been started, current to the
start injector is cut off and injection is terminated.

-------

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                                                                                                     25
THROTTLE  POSITION SENSOR
      TERMINAL
                                   POWER POINT
                                   LEVER

                                 GUIDE CAM
                                   MOVING POINT
                                   IDLE POINT
                                                    TERMINAL
                                                                          IjL- GUIDE GAM

                                                                            CLEVER

                                                                            -POWERPOINT

                                                                            AMOVING POINT
                                                                              IDLE POINT
The.throttle position  sensor  is attached to the
throttle body.
It senses  the throttle valve opening  (degree) to
detect a heavy load condition. Using this signal, the
computer  determines  whether  to   increase  or
decrease fuel quantity.

CONSTRUCTION

(1)  Lever (secured to the same axis as the throttle
     valve)
(2)  Guide Cam (functions by the lever (1))
'(3)  Moving Contact Point (this moves  along the
     guide cam groove)
(4)  Idle Contact Point   )                 .   .
                        } output power terminals
(5)  Power Contact Point J
                                                      OPERATION

                                                      (1)  When  the throttle valve is in  the closed
                                                          position, the moving point and idle point will
                                                          make  contact, and  idle  condition  will  be
                                                          detected. This signal is also utilized to cut off
                                                          fuel when declerating.

                                                      (2)  When  the throttle valve is open about 60°
                                                          (from closed position), the moving point and
                                                          power  point  make  contact  and  full  load
                                                          condition is detected.

                                                      (3)  At  other times, the moving contact point is in
                                                          a  neutral state and  no points are making
                                                          contact.
                                                          Idle condition       Throttle valve  opening
                                                                              ......  less than 15°
                                                          Full load condition  Throttle valve  opening
                                                                              ......  more than 60°
 12

-------
3-16
                                 26
EMISSION  CONTROL SYSTEM - Exhaust Gas Recirculation (EGR) System
EXHAUST GAS RECIRCULATION  (EGR) SYSTEM

Fig. 3-33
                      VCV (2)

                  VCV (1)
                                         EGR Vacuum
                                         Modulator
                                                   Exhaust Manifold
                                                             EGR Cooler
                                                                      EGR Valve
                                        (Valve B)
                                    Air Intake
                                    Chamber
           BVSV (Black)
                 Purge Port
                 (Atmosphere)
OPERATION

Fig. 3-34
  Intake Vacuum Below 435 mmHg (17.13 in.Hg)

  Hot(1)
                              vcvd)
                              (Open)
                                   s
                                                                   __ VCV (2)
                                                                     (Closed)
                                                                  EGR Vacuum
                                                                  Modulator(Open)
                                                                   Valve A
                                                                   (Closed)


                                                                   Valve B
                                                                   (Open)
                                                    EGR Valve

-------
                                                                           27
                                  E(MISSION  CONTROL  SYSTEM  - Exhaust Gas Recirculation (EGR) System
                                                                                                  3-17
Ive
>en)
                          Fig. 3-35
                              Intake Vacuum Below 435 mmHg (17.13 in.Hg)
                              Hot (2)
                                                                                                           Advancer Port
                              Intake Vacuum Between 465 mmHg (18.31 in.Hg)
                              and 600 mmHg (23.62 in.Hg)
                                                                                                                        VCV (2)
                                                                                                                        (Closed)
                                                                                    EGR Vacuum
                                                                                    •Modulator
                                                                                    (Closed)
                                                                                    Valve A
                                                                                    (Open)
                                                                                    Valve B
                                                                                    (Open)
                                                                                                                        VCV (2)
                                                                                                                        (Open)

                                                                                                                        EGR Vacuum
                                                                                                                        Modulator
                                                                                                                        (Open)

                                                                                                                        Valve A
                                                                                                                        (Closed)
                                                                                                                        Valve B
                                                                                                                        (Open)
                             To reduce NOx emission, part of the exhaust gas is recirculated through the EGR valve to the intake
                             manifold in order to lower the maximum combustion temperature.
                            Coolant
                            Temp.
                            Below
                            50°C
                           (122°F)
                            Above
                            64°C
BVSV
Closed
                                  Open
Throttle Valve
Opening Angle
                                        Positioned below
                                         advancer port
      Positioned above
       advancer port
                   VCV (II
                   Closed
                                                      Open
Intake Manifold
   vacuum
                                                                Below 435 mmHg
                                                                 (17.13 in.Hg)
                                                                   Between
                                                             465 mmHg 118.31 in.Hg)
                                                                     and
                                                             600 mmHg (23.62 in.Hgl
                                                                Above 600 mmHg
                                                                 (23.62 in.Hgl
                                              VCV (21
                                               Closed
                                               Open
Pressure in the EGR
 Pressure Chamber
                                                                                        Low
                                                                                       High
                                                     'Pressure
                                                     constantly
                                                     alternating
                                                      between
                                                    Low and high
                                              Remarks
                                                         Pressure increase -
                                                                            • Moi
                                               Open
                                                                               idulator closes	
                                                                                EGR valve closes-
EGR Vacuum
 Modulator
                                                                        Opens
                                                                      passage to
                                                                      atmosphere
                                          Close)
                                        passage to
                                        atmosphere
                                                                                                                    EGR Valve
                                                                                                                  Valve A
                                                                                Closed
                                                                                Closed
                                                                                                                  Closed
                                                                                                                   Open
                                                                                Closed
                                                                                Closeil
                                                                                                                         Valve B
                                                                                        Open
                                                                                                                          Open
                                                                                                                          Open
                                                                                        Open
                                                                                        Closed
                                                                                              Exhaust Gas
                                                                                          Not
                                                                                       recirculated
                                                                                          Not
                                                                                       recirculated
                                                                   Not
                                                                recirculated
                                                                                                                                Recirculated
                                                                                              recirculaned
                                                                                          Not
                                                                                       recirculatec
                                                               • EGR valve opens	
                                                               	Modulator opens -
                                                                                                                      • Pressure drops -

-------
                                                                                    PSHf
                                                                                                 28
WATER THERMO SENSOR
                     AIR THERMO SENSOR
                          20
                          IO
                        UJ  .
                        o  I
                         O.I
\
                            -20 O 2040 6O SO
                       COOLANT TEMP. (°C)—
                                                  AIR THERMO
                                                  SENSOR
This sehsor detects coolant temperature using an
internal thermistor.
In accordance with the signal from this sensor, fuel
quantity  is increased in proportion to the coolant
temperature.
Thermistor resistance increases when the coolant
temperature is low, and gradually decreases as the
coolant temperature rises.
                     In order to detect the intake air temperature, this
                     sensor is built into the air flow meter and, like the
                     water temperature sensor, employs an internal
                     thermistor.
                     In accordance with the signal from this sensor, fuel
                     quantity is increased in proportion to the intake air
                     temperature.
                     The thermistor characteristics are the same as for
                     the water themo sensor.
                                                                                             13

-------
                                                     29

                                     EMISSION CONTROL SYSTEM - Spark Control (SO System
                                 3-11
jsed.
roper lo-
                    SPARK CONTROL (SC) SYSTEM

                    Fig. 3-19
                                   BVSV
                                   (Black)
            Advancer Port
            (Throttle Body)
            Purge Port
            (Atmosphere)
                     OPERATION

                     Fig. 3-20
                      COLD
                           Check
                           Valve
                                               Advancer
                                               Port

                                        Air Intake Chamber
                          Sub-Diaphragm Main Diaphragm
HOT
                                                                       Sub-diaphragm
                                                                        (Not pulled)
To improve cold engine performance, this ignition system advances the ignition timing only when the
engine is cold. The disributor is equipped with two diaphragms that have different vacuum advance
characteristics.
Coolant
temp.
Below
50°C
(122°F)
Above
64°C
(1479F)
BVSV
CLOSED
OPEN
Distributor
sub-diaphragm
Pulled by intake
manifold
vacuum
Released by
spring tension
Throttle valve
opening
Positioned below
advancer port
Positioned above
advancer port
Positioned below
advancer port
Positioned above
advancer port
Distributor
main diaphragm
Not pulled
Pulled by advancer
port vacuum
Not pulled
Pulled by advancer
port vacuum
Vacuum ignition tinning
8° (Sub) ©
(Initial timing)
8° (Sub)©
Main vacuum adv.
angle© (Initial timing)
(Initial timing)
Main vacuum adv.
angle ©(Initial timing)

-------
                         EFI WIRING  DIAGRAM  FOR  4M-E EfMGSIME
O
CO
                                                T	'-/  BATTERY FUSIBLE
IDLE ADJUSTING CONNECTOR
                                                                         INJECTORS SERVICE CONNECTORS

-------
                                      31
                                  ATTACHMENT 4

                            Test Vehicle Description
Model/Year
Make
Emission Control System
Engine Configuration
Engine Type
Bore x Stroke
Displacement
Rated Horsepower
Transmission
Chassis Type
Tire Size
Inertial Weight
Vin
AHP
Engine Family
Fuel Type
Compression Rato
1980
Toyota Celica Supra
EGR, Closed Loop EF1, 3-Way, catalysts (TWO)
1-6
Otto Spark
80 MM y 85 mm
2563 cc
108
A 4 OD
Sedan
195/70 HR 14
3000 Ibs.
MA46100183
10.2
4-ME
Unleaded - IND HO
8.5:1

-------
                                                                        ATTACHMENT 5

                                                                   DILUTE SAMPLE TESTING
Date
               Teat Numbers
3 Sept. 80
4 Sept. 80
11 Sept. 80
24 Sept. 80
25 Sept. 80
30 Sept. 80
1 Oct. 80
2 Oct. 80
7 Oct. 80
8 Oct. 80
9 Oct. 80
15 Oct. 80
80-5383,
80-5385.
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357,
80-6359,
84
86
88
90
92
94
93
94
29
56
58
60
HC
.160
.214
2.747
2.819
.280
.199
.219
.161
.176
.216
.191
.193
CO
1.25
1.67
61.74
84.15
2.01
.81
2.21
1.32
1.95
1.52
1.57
1.48
CO?
432.
418.
357.
318.
414.
424.
416.
406.
404.
405.
416.
441.
NOx
.40
.36
.55
.38
2.38
1.32
.59
.36
.38
.36
.40
.30
FE
20.4
21.0
19.2
19.3
21.2
20.8
21.1
21.7
21.8
21.7
21.2
20.0
HFET
HC
.012
.010
1.658
1.955
.017
.011
.008
.007
.007
.005
.006
.011
CO
.34
.32
48.76
72.92
0.0
0.0
.19
.19
.22
.12
.11
.36
COj
324.
316.
253.
240.
315.
337.
316.
321.
318.
292.
316.
343.
NOic
.10
.07
.21
.11
2.38
.69
.24
.07
.09
.10
.12
.08
FE
27.3
28.0
26.5
24.6
28.1
26.3
28.0
27.6
27.9
30.3
28.0
25.8
                                                                                                                                Comnents

                                                                                                                                Baseline
                                                                                                                                Baseline
                                                                                                                                Closed  Loop  disabled
                                                                                                                                02  sensor lead  grounded
                                                                                                                                02  sensor lead  open
                                                                                                                                Injector  disconnected
                                                                                                                                EGR disabled
                                                                                                                                T.P.S.  disconnected
                                                                                                                                Baseline
                                                                                                                                S.C.  BVSV closed
                                                                                                                                Baseline
                                                                                                                                Baseline

-------
                                                                        ATTACHMENT 6

                                                                I/M Testing Before Catalysts
Date

3 Sept. 80
4 Sept. 80
11 Sept. 80
24 Sept. 80
25 Sept.
30 Sept.
1 Oct.
2 Oct.
7 Oct.
8 Oct
9 Oct
15 Oct.
  80
  80
80
80
80
80
80
 80




50 Cruise
HC/CO
Test Numbers
80-5383,
80-5385,
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357.
80-6359,
84
86
88
90
92
94
93
94
29
56
58
60
160/.55
160/.60
220/3.7
240/5.1
140/.08
260/2.7
150/.63
170/.55
160/.50
170/.50
150/.55
120/.50
                                                                  4 Mode Idle
                                                                                                                       2 Mode Loaded
HC/CO
Idle
140/.50
120/.60
155/2.5
200/4.1
130/.40
240/1.95
140/.50
135/.53
140/.50
250/.50
140/.50
130/.42
HC/CO
2500 RPM
60/.60
130/.90
110/2.7
175/4.9
70/.60
235/7.2
50/.55
38/.5P
60/.50
70/.50
50/.58
60/.5S
HC/CO
Idle
ISO/. 55
TO/. 50
170/2.25
19S/3.95
160/.30
235/7.0
200/.55
135/.57
140/.60
170/.50
140/.50
140/.55
HC/CO
Drive
180/.40
180/.45
120/2.05
275/7.8
170/.30
300/1.8
ISO/. 40
175/.46
170/.40
200/.40
180/.50
180/.40
HC/CO
30 MPH
199/.55
1R5/.50
260/3.55
2»0/4.9
ISO/. 20
250/2.45
205/.55
185/.50
200/.45
230/.50
190/.45
19V. 45
HC/CO
Idle
103/.55
120/.50
165/2.20
225/4.1
ISO/. 30
220/2.2
135/.45
140/.58
150/.50
160/.50
140/.45
130/.55
                                                                                                                                                  u>

-------
                                                                I/M Testing Between Catalysts
Pate

3 Sept.
4 Sept.
11 Sept.
24 Sept.
25 Sept.
30 Sept.
1 Oct.
2 Oct.
7 Oct.
8 Oct.
9 Oct.
15 Oct.
 80
 80
  80
  80
  80
  80
80
80
80
80
80
 80




50 Cruise
HC/CO
Teat Number*
80-5383,
80-5385,
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357,
80-6359,
84
86
88
90
92
94
93
94
29
56
58
60
407. 04
457. 05
230/3.7
260/5.2
30/.02
40/.06
30/.10
307.15
407. 12
407.10
307.05
207.11
J
HC/CO
Idle
25/.02
25/.02
155/1.95
199/4.0
30/.02
40/.06
407.06
157.02
40/.12
40/.02
30/.02
20/.05
4 Mode
HC/CO
2500 RPM
22/.02
25/.02
110/1.7
170/5.0
30/.03
20/.06
25/.08
10/.03
35/.15
30/.04
30/.02
20/.06
Td'e
HC/CO
Tde
25/.02
257.02
170/2.2
210/3.9
30/.03
207.08
307.08
107. 02
407.12
307. 0?
307.02
30/.05

HC/CO
D»-i ve
21/.02
2V. 0'
125/1.85
260/3.6
30/.03
25 '.08
25/.07
15/.03
40/.15
407.06
207.02
207.06
                                                                                                                      2 Mode Loaded
RC/CO
30 MPH
557. 04
50'. 06
260/3.4
2R5/4.85
SO/. 03
40/.15
60/.15
38/.05
60/.15
70 '.05
60/.05
60/.12
HC/CO
I -Me
207.02
25/.02
180/2.1
220/4.0
30/.03
20/.0*
357.06
25/.02
40/.12
40/.03
30/.02
25/.06
OJ
-p-

-------
                                                                 I/M Testing After Catalysts
Pate

3 Sept.
4 Sept.
11 Sept
24 Sept
25 Sept
30 Sept
1 Oct
2 Oct
7 Oct
8 Oct
9 Oct
15 Oct.
 80
 80
  80
  80
  80
  80
80
80
80
80
80
 80




50 Cruise
HC/CO
Teat Number a
80-5383,
80-5385.
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357,
80-6359,
84
86
88
90
92
94
93
94
29
56
58
60
20/.02
35/.03
225/3.6
245/4.95
207. 02
10/.03
20/.05
10/.05
20/.05
30/.02
20/.02 '
19/.04
                                                                  4 Mode Idle
                                                                                                                     2 Mode Loaded
22/.02
20/.02
160/1.9
210/3.95
20/.02
20/.06
25/.06
15/.02
35/.02
30/.02
30/.02
20/.04
HC/CO
2500 RPH

25/.02
20/.02
105/2.65
165/4.8
20/.03
20/.OS
25/.06
10/.02
30/.02
30/.011
30/.02
20/.0":
HC/CO
Id'e

20/.02
20/.02
180/2.0
220/3.95
20/.03
20'.08
25/.06
12/.02
35/.02
30/.02
30/.02
20'.0 =
HC/CO
Drive

21/.02
20'.02
140/1.95
24V3.5
20/.03
70/.08
25/.06
15/.02
30/.02
30'.02
20/.02
20'. 0*
HC/CO
30 MPH
20/.02
30/.03
260/3.4
27V4.55
30/.03
20'. 06
35/.08
10/.02
40/.02
40'. 03
20/.02
2C '.06
HC/CO
Idle
20/.02
25/.02
180/2.2
•>20/4.0
30/.03
20/.06
35/.06
18 '.02
35/.02
35/.03
20/.02
25/.06
U)
Ul

-------
                                                                         ATTACHMENT 7

                                                      Results of  Propane  Injection  Diagnostic  Procedure


                                                                        1 CFH  Propane
Date
Test Humbers
                             RPM
                                     ICO
                                              Code
                                                        RPM
                                                                 RPM
                                                                          ICO
                                                                                     Code
3 Sept. 80
4 Sept. 80
11 Sept. 80
24 Sept. 80
25 Sept. 80
30 Sept. 80
1 Oct. 80
2 Oct. 80
7 Oct. 80
8 Oct. 80
9 Oct. 80
15 Oct. 80
80-5383,
80-5385,
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357,
80-6359,
84
86
88
90
92
94
93
94
29
56
5B
60
_
880
930
950
840
880
850
900
840
1010
920
850
_
.02
2.05
3.95
.07
.06
.05 .
.03
.02
0
.02
.05

2
3
3
3
2
3
7
7
7
7
3

945
960
895

860




880
855
940
960
890
865
860
900
840
1010
920
875
,02
3.4
5.0
.07
.06
.05
.03
.02
.02
.02
.05
2
4
4
4
2
4
7
7
7
7
4
                                                                                               RPM
                                                                                               975
                                                                                               °5tl
                                                                                               840

                                                                                               820
                                                                                               850
                                                                                                           RPM
                                                                                                                       ICO
850
°?0
"40
840
860
840
900
840
1010
920
850
.02
, 2.2
3.8
.07
.06
.06
.03
02
.02
.02
.05
Comments

Baseline
Baseline
Hosed Loop disabled
02 sensor- lead grounded
07 sensor lead open
Injector disconnected
EGR -'isabled
T.P.S. disconnected
Baseline
S.C. BVSV closed
Basel;ne
Baseline
                                              Notes     1) The data 'Presented on t'-'s-attachment c"«-<-eapon*R to the data entry  blanks  on  Attachment 1.
                                                        2) The 1 CFH propane test 'Segment was not accomplished for the initial  baseline.

-------
                                                                        2 CFH Propane
Date
             Test Numbers
                             RPM
                                     ICO
                                             Code
3 Sept. 80
it Sept. 80
11 Sept. 80
24 Sept. 80
25 Sept. 80
30 Sept. 80
1 Oct. 80
2 Oct. 80
7 Oct. 80
8 Oct. 80
9 Oct. 80
15 Oct. 80
80-5383,
80-5385,
80-5387,
80-5389,
80-5391 ,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357,
80-6359.
84
86
88
90
92
94
93
94
29
56
58
60
840
860
940
960
840
860
840
950
820
1010
920
850
.02
.02
2.05
3.95
.07
.06
.05
.03
.02
.02
.02
.06
3
3
3
3
3
2
3
1
3
1
1
3
                                                      RPM
                                                               RPM
                                                                         ICO
                                                                                    Code
                                                                                               RPM
                                                                                                          RPM
                                                                                                                      ICO
900
910
960
965
925

900

840


910
840
910
965
963
920
855
8"0
975
840
1040
970
910
.02
1.22
4.20
6.0
1.6
.06
1.15
.03
1.2
1.0
1.2
.90
4
4
4
4
4
1
4
2
2
2
2
4
840
860
9''0
955
84"

8SO




850
8 '40
860
040
955
8'*0
860
850
950
800
1010
900
850
.0'
.02
2.2
?.8
.07
.06
.Of.
.03
.02
.02
.O^
.06
Comments

Baseline
Base1 ine
C'oaed Loop disabled
0-> sensor lead grounded
02 sensor lead open
Injector disconnected
EGR -Hs*Med
T.P.S. disconnected
Pase'ine
S.C. BVSV closed
Baseline
Baseline
                                                                                                                                                          LO

-------
                                                                        3 CFH Propane
Date
             Teat Humbert
                             RFN
                                     ICO
                                             Code
                                                      RPM
                                                                RPM
                                                                          ICO
                                                                                    Code
3 Sept. 80
4 Sept. 80
11 Sept. 80
24 Sept. 80
25 Sept. 80
30 Sept. 80
1 Oct. 80
2 Oct. 80
7 Oct. 80
8 Oct. 80
9 Oct. 80
15 Oct. 80
80-5383.
80-5385.
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291.
80-6328.
80-6355,
80-6357,
80-6359.
84
86
88
90
92
94
93
94
29
56
58
60
-
-
935
925
840
860
840
975
800
1010
880
850
-
-
2.1
3.8
0.2
.05
.05
.03
.02 .
.02
.02
.06
-
-
3
4
3
3
3
1
3
1
1
3
960
910
935
880
920

860


930
955
900
935
850
920
990
860
1045
9fiO
930
5.2
6.8
2.45
.05
1.15
.03
2.2
1.8
2.0
1.8
4
3
4
4
4
2
2
2
2
4
                                                                                               RPM
                                                                                               935
                                                                                               03-;
                                                                                               84"
                                                                                               820
                                                                                               840
                                                                                               850
                                                                                                           RPM
                                                                                                                     ICO
°30
975
840
860
850
950
800
1010
880
850
7.25
3.8
.07
.06
.05
.03
.02
.02
' .02
.06
Commenta

Baseline
Baseline
Closed Loop disabled
03 sensor lead grounded
02 sensor lead open
Injector disconnected
ECR disabled
T.P.S. disconnected
Baseline
S.C. BVSV closed
Baseline
Baseline
oo
                                             Mote:     The 3 CFH propane test  segment was not accop>plis><*-' for initial  baselinea one and two.

-------
                                                                        4 CFH Propane
Date
             Test Number*
                             RPM
                                     ICO
                                            Code
                                                     RPM
                                                              RPM
                                                                        ICO
                                                                                   Code
                                                                                               RPM
                                                                                                          RPM
                                                                                                                     ICO
3 Sept. 80
4 Sept. 80
11 Sept. 80
24 Sept. 80
25 Sept. 80
30 Sept. 80
1 Oct. 80
2 Oct. 80
7 Oct. 80
8 Oct. 80
9 Oct. 80
15 Oct. 80
80-5383,
80-5385.
80-5387,
80-5389,
80-5391,
80-5393,
80-6292,
80-6291,
80-6328,
80-6355,
80-6357,
80-6359,
84
86
88
90
92
94
93
94
29
56
58
60
840
850
935
925
820
860
850
1000
820
1010
860
850
.02
.02
2.05
3.8
.07
.06
.06
.03
.02
.02
.02
.06
3
3
3
4
3
3
3
5
3
1
1
3
940
940
940
900
940
880
935

860


930
940
935
950
900
945
885
935
990
860
1055
940
930
.02
3.10
6.0
7.5
3.2
.07
2.7
.03
2.8
2.6
3.0
2.6
4
4
4
3
4
4
4
2
2
2
2
4
640
850
930
040
B'.O
780
«40




850
840
850
"40
040
840
860
850
950
800
1010
860
850
.02
.02
'.25
3.8
.06
.06
.06
.03
.02
.02
.0?
.05
Comment*

Baseline
Baseline
Closed Loop disabled
02 sensor lead grounded
02 sensor lead open
Injector disconnected
ECR Hisab'ed
T.P.S. disconnected
Basel'ne
S.C.  BVSV closed
Base1ine
Base'ine
                                                                                                                                                          VO

-------