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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r
.. .- . . ..
(cAV/i *Vl rl E"liv- J ; 'Y'N r-"' °- '/."••••] »,i (I P "1 r ! tfO l! v'
^ i ' s5 '• ' ' '— 'V i ' ^ 'll ^ '•^"•i n •( n " ' • I !'s^'' N
.»fl ..: ' aifeji
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
^i
**T"
«•
.___ K
*
._.,.,. H
. .
gh pressure
3w pressure
I
Delivery Pipe
i'
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
c
»t-»
HCCONO.AIRC\
Wl
v\ .
\\ .-n ..-'Tn-w /vat»«w*li^asffi«a
I r' ^ — =^TH-^3---in^^^^^
^
* ' 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
N
te
nburnt HC CO . "^ OXIDATION AND K
Ox air and proper . 3> REDUCTION
r- r • j^. j,
mp. /Temperature is I
\increased. /
Exhaust gas
x co*
/ H20
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
«r-:*.*,-• as.*.*?*.
yv'•**?'' ""*.J ""^i?"
aiH^Sfer.
4M-E ELECTRONIC CONTROL UNIT (COMPUTER)
C
c
IG. COIL
IOL
ST
TERMINAL
c
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
i
m
Z
O
O
§
5
OXYGEN SENSOR
\7
INJECTOR
35 ^
m >
35
O H
O
o «-
O rn
C
AIR-FLOW
METER
AIR THERMO
SENSOR
BATTERY
17
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r» 3'#r^.:
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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
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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
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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.
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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
*
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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
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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.
-------
•v, -I'W*
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k^ya^^^
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
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