EPA/AA/CTAB-87-04
Technical Report
Evaluation of a Resistively Heated Conductive
Ceramic Fiber Diesel Particulate Filter
by
Robert I. Bruetsch
June 1987
NOTICE
Technical Reports do not necessarily represent final EPA
decisions or positions. They are intended to present technical
analysis of issues using data which are currently available.
The purpose in the release of such reports is to facilitate the
exchange of technical information and to inform the public of
technical developments which may form the basis for a final EPA
decision, position or regulatory action.
U. S. Environmental Protection Agency
Office of Air and Radiation
Office of Mobile Sources
Emission Control Technology Division
Control Technology and Applications Branch
2565 Plymouth Road
Ann Arbor, Michigan 48105
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Table of Contents
Page
I. Background of Diesel Particulate Control 1
II. Test Vehicle and Fuel 5
III. RPFD Description and Bench Evaluation 5
IV. Periodic Regeneration Optimazation 9
V. Flowrate Optimization 12
VI. Continuous "Clean Trap" Regeneration 13
VII. Regeneration Efficiency 17
VIII. Exhaust Emissions and RPFD Filter
Efficiency Testing 18
IX. Conclusions 24
X. Recommendations 27
XI. References 30
XII. Appendices
Appendix A: Mileage Records
Appendix B: Vehicle Specifications
Appendix C: Regeneration Data
Appendix D: Flowrate Schedules
Appendix E: Regeneration Efficiency Data
Appendix F: Exhaust Emissions Data
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Background of Diesel Particulate Control
New vehicle emission standards for diesel particulate
exhaust emissions (see Table 1) which necessitate the use of
more stringent control strategies for diesel-powered vehicles
have generated considerable interest in the development of
diesel particulate filtering and regenerating devices. Studies
of various systems by a number of diesel vehicle manufacturers
and related companies have been reported in the literature and
a number of test programs have been performed by EPA and MVEL.
Diesel engines are generally more efficient than similarly
sized gasoline-fueled engines. This phenomenon is particularly
prevalent when the price of crude oil is high. Currently,
gasoline prices in the United States are relatively low and not
much more expensive than diesel fuel. This has accounted for
much of the sluggish light-duty diesel sales currently seen in
the United States market. Gasoline prices are, however,
unlikely to stay as low in the future as more small oil
companies are forced out of the market and foreign sources cut
back on production. Trends in diesel emission standards,
ambient air concentrations, and diesel sales are listed in
Table 2.
The decrease in sales of diesel vehicles is not as
prevalent in Europe, particularly in West Germany, where
gasoline prices have remained much higher relative to diesel
fuel prices and where diesels have always been a large part of
the light-duty passenger car market.
North American delivery trucks and other medium-duty
trucks continue to be, as they have been in the past, largely
comprised of diesel-powered vehicles and have seemingly been
unaffected by changes in fuel prices.
Heavy-duty vehicles have always been dominated by
diesel-fueled engines and will probably continue to be in the
future due to the better fuel economy, durability and torgue
characteristics of these larger sized diesel engines compared
to similarly sized gasoline-powered truck engines.
Diesel emissions of primary concern are particulates which
are emitted in very small (most less than 1.0 micron in
diameter) soot particles and are therefore inhalable. These
inhalable particulates are widely believed to be human
carcinogens. Animal studies have shown them to deteriorate
pulmonary functions and cause tumors. Exhaust particulate is
comprised of carbonaceous organics, sulfates, and lead. The
hydrocarbon compounds in diesel fuel exhaust generally cause
the characteristic unpleasant odor experienced by motorists who
have had the opportunity to drive behind 'a diesel-powered
vehicle. Also, the inverse relationship between particulate
and NOx emissions makes simultaneous control of both pollutants
difficult. Noble metal catalysts, which are used to lower the
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Table 1
EPA Promulgated Diesel
Particulate Emission Standards
Model Year
Pre-1982
1982-86
1987
1988-90
1991-93
1994 +
Passenger Cars
NC
0.60 g/mile
0.20 g/mile[A]
0.20 g/mile
0.20 g/mile
0.20 g/mile
Light Trucks
NC
0.60 g/mile
0.26 g/mile[B]
0.26 g/mile
0.26 g/mile
0.26 g/mile
Heavy Engines
NC
NC
NC
0.60 g/BHP-hr
0.25 g/BHP-hr[C]
0.10 g/BHP-hr[D]
NC = No controls.
A = Emission averaging may be used to meet this standard.
B = Emissions averaging may be used to meet this standard
provided that trucks produced for sale in California or
designated high-altitude areas may be averaged only within
each of those areas.
C = Emissions averaging may be used to meet this standard, but
these emissions may not be averaged with HD gasoline
emissions. Averaging is restricted to within useful life
subclasses. Also, averaging is restricted regionally—the
two regions are California and the other 49 states. For
urban bus engines, the standard is 0.10
g/BHP-hr—particulate averaging is not allowed with this
standard, but emissions from these engines may be used in
NOx averaging.
D = Emissions averaging may be used to meet this standard.
However, averaging is restricted to within useful life
subclasses. Also, averaging is restricted regionally—the
two regions are California and the other 49 states.
Emissions from engines used in urban buses may not be
included in the averaging program.
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TA6UE 2.
DIESEL PARTICULATE EMISSION STANDARDS, EXPOSURE ESTIMATES, AND DIESEL SALES TRENDS
U.S. ENVIRONMENTAL PROTECTION AGENCY
DIESEL PARTICULATE STANDARDS
Light-Duty Vehicles
Standard (gram/mile)
Year
1981 and prior
1982-1986
1987 and later
Cars
0.60
0 20*
Trucks
0.60
0.26*
Year
Heavy-Duty Vehicles
Approximate Fleet
Standard Average
(gram/brake -
horsepower-hour)
1987 and prior
1988-1990
1991-1993
1994 and later
0.60
0.25*
0.10"
0.10
(gram/mile)
1.42
0.55
0.23
Emissions averaging may be used to meet
this standard. For trucks and heavy-duty vehi-
cles, some restrictions apply.
For urban bus engines, the standard is 0.10
g/Bhp-hr beginning in 1991. Paniculate averag-
ing is not allowed with this standard.
PRELIMINARY DIESEL PARTICULATE
EXPOSURE ESTIMATES IN URBAN AREAS
Year
1986
1995 Low Sales
1995 High Sales
Annual Personal
Exposure (ug/m3)
2.8
1.0
1.4
CURRENT AND PROJECTED
DIESEL SALES
Light-Duty Vehicles Light-Duty Trucks
Year
1986
1995
Low
Medium
High
Percent of
Sales
0.9
0.9
5.0
11.5
Heavy-Duty
Percent of
Year
1986
1995
Low
Medium
High
Vehicles*
Sales
2.6
2.6
15.0
33.9
Percent of Sales
Year
1986
1995
* 2B =
3-5 =
6 =
7-8 =
2B 3-5
19.0 24.7
30.0 30.0
8.500 to 10,000 Ibs.
10,001 to 19,500 Ibs.
19,501 to 26,000 Ibs.
26,001 Ibs. and up.
6
54.0
71.2
7-8
86.8
88.3
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soot ignition temperature and oxidize HC and CO emissions in
some diese'l particulate control devices, have the adverse
characteristic of increasing sulfate emissions. Base metal
catalysts generally don't create large amounts of sulfates from
diesel vehicles, but unfortunately, don't oxidize many HC or CO
emissions either. The characteristics of diesel particulate
emissions, aside from their concentrations, are similar for all
types of diesel vehicles.
Most EPA diesel trap testing done to date has involved
evaluation of a variety of non-conductive ceramic wall-flow
type diesel particulate filters for light-duty application
provided by NGK, Matsushita, Mercedes-Benz (Corning) and
Babcock & Wilcox on a bench fixture close-coupled to the
exhaust pipe of a 1975 Mercedes 300D. These tests have shown
some degree of success with trapping efficiencies ranging from
roughly 60 to 90 percent and regeneration times as low as 10
minutes or so. Catalyzed and uncatalyzed filters have been
evaluated with face-mounted and/or axial heaters with 800-1000
W power applied to initiate soot combustion. Various problems
have been encountered in performing these evaluations,
particularly, heater wire short-circuiting and poor flame
propagation, which together reduce regeneration efficiency
significantly. With most diesel particulate control systems
developed to date, soot collection is not a problem. Efficient
and complete regeneration with no deterioration of diesel
control system durability, however, is a significantly more
difficult task. In most wallflow filters, hot spots usually
develop at the center of the outlet end of the filter. Other
problems develop from nonuniform loading and/or electrical
heating of these systems. Design considerations when
developing a feasible diesel particulate regeneration system
include: filter porosity, filter surface area, system costs,
durability, adaptability to regeneration (self-cleaning)
techniques, impact on engine (performance, fuel economy, engine
durability), and space requirements.
As a result of these test programs, we became interested
in fiber and foam-type ceramic filters which have been shown in
the literature to be more conductive and ignitable than the
wall-flow types. In addition, we became interested in ceramics
which offer the ability to be resistively heated uniformly,
i.e., potentially eliminating the propagation problem and
shortening regeneration time.
Though various types of resistively heated ceramic foam
filters are currently being developed, most of EPA's evaluation
has involved the Coloroll (formerly Fogarty) filters since they
have been developed into an onboard vehicle regenerable
particulate filtering device (RPFD) complete with diesel
particulate filters, power supply and container. Only machined
ceramic materials have been received from other suppliers. The
following discussion, therefore, describes EPA evaluation of
the Coloroll RPFD.
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Test Vehicle and Fuel
The test vehicle being used for diesel trap evaluations is
a 1975 Mercedes-Benz 300D Sedan (Vehicle Identification No.
011511412019885) . This vehicle is equipped with a mechanically
fuel injected, naturally aspirated, 183 cubic inch, in-line
5-cylinder diesel engine. Vehicle inertia weight is 4,000
Ibs. The vehicle is fueled with No. 2 diesel fuel from
Phillips Oil Co., Bartlesville, OK. Vehicle exhaust flow
ranges from about 16-20 cfm at idle to about 50 cfm at 60 mph.
Exhaust gas temperatures range from about 275°F at idle to
about 725°F at 60 mph at the inlet of the test device. Exhaust
gas temperatures are generally 50°F to 100°F higher at the
exhaust manifold outlet.
RPFD Description and Bench Evaluation
A diagram of the Coloroll regenerable diesel particulate
filtering device is shown in Figure 1. Three hollow
cylindrical silicon-carbide filter elements are spring loaded
(at 20-25 kg) between two stainless steel electrical leads.
This assembly is sandwiched between two solid ceramic insulator
rings which are attached to two metal plates inside of a
10-inch diameter cylindrical can. Exhaust flows into the can
around the front end plate and radially inward through the
filters. Diesel soot accumulates mainly on the outside of the
filters and is burned off during regeneration when voltage is
applied through the electrical leads. The remainder of the
exhaust products flow through the filter walls and escape at
the open outlet end of the hollow filters. These filters were
uncatalyzed, but were flame-sprayed on the ends with metal
alloys to improve ceramic to metal interface electrical
contacts and resist oxidation at high temperatures. Some
properties of these porous filters are listed below:
Power Density 10-1600 W/cm3
Normal Range 10-300 W/cm1
Power Dissipation 0.01-0.75 W/cm2
Response Time milliseconds
Heat Up Time 20-30 seconds (@ 800 watts/filter)
Heat Transfer:
Surface/Volume 400-750 cm2/cm1
Operating Temperature Up to 1000°C
Material Density 0.1-0.5 gm/cm3
The original test plan for the Coloroll particulate trap
initially involved a backpressure determination to define a
"clean" trap value (in inches H20), prior to loading the trap
with soot. It was decided that the trap would be loaded at 40
mph steady state to no greater than three times the initial
backpressure at first to condition the filters and determine
characteristic load-up time. New filters usually exhibited an
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OF THR66
Si-C PI6S6L
SYSTEK
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initial backpressure of about 10-20 in. H2O and roughly 30-40
in. H20 after a few regenerations. Filters have been loaded
to greater than 200 in. H2O (5-7 grams soot) in under 20
miles (less than 2 LA-4s) with no reported driveablity problems
on the Mercedes 300D test vehicle.
The Coloroll particulate regeneration system was tested
both in a bench fixture and onboard the Mercedes test vehicle.
The bench fixture consists of an insulated plywood box with a
hinged top and a hole at either end for inlet and exhaust
pipes. A plan view of the bench fixture is shown in Figure 2.
The bench fixture was used to place the trap and measurement
instruments in close proximity to the technician and engineer
during regenerations. For onboard testing, the vehicle was
equipped with a rack along the passenger side on which the
particulate trap was placed. The vehicle exhaust system was
insulated and rerouted to couple with the side-mounted trap
system. With this setup, the trap was located about three feet
downstream of the exhaust manifold.
With both bench and onboard configurations, continuous
measurements of several parameters were made during
regeneration. An MGA-90 Sun Analyzer allowed instantaneous
measurement of percent oxygen, percent CO, percent CO2 and
ppm HC emissions. Continuous values were recorded on an
Esterline strip chart recorder. The power supplied to the RPFD
was monitored by two Fluke 8600A multimeters, one monitoring
volts and the other monitoring amps. Since the amount of power
supplied to the regeneration system is critical, these meters
were monitored throughout each test sequence and were checked
frequently for precision with hand-held Fluke meters.
Backpressure was measured before and after each regeneration to
determine the effectiveness of the regeneration procedure and
the completeness of the burn.
The Coloroll power controller consists of a thyristor
controller, a three terminal temperature controller with a
K-type thermocouple for sensing outlet gas temperature, and a 5
KVA transformer for voltage output of either 25V or 50V, all
contained in a 26" x 18" x 18" power supply box.
The power controller is a single-phase unit capable of
being operated at 220/240 volts (a.c.), and frequencies of 50
or 60 Hz. The primary voltage is fed to the transformer via a
25 amp thyristor. The thyristor is fitted with a current
limiter and this controls the power (or current) applied to the
heater. The current limit is controlled by a dial indicator on
the front of the power supply box. The temperature controller
controls the temperature on the outlet of the Coloroll diesel
filter assembly to the set temperature on the dial indicator.
Opposite the thyristor inside the power supply box are two 2.5
KVA transformers. Power can be obtained in one of two modes:
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FIGURE 2-. PLAN VIEW OF DIESEL PARTICULATE TRAP DEMCII TECT FIXTURE
OD
OUTSIDE BOX DIMENSIONS = 26.375"L X 13.312"W X 13.062"H
INSIDE BOX DIMENSIONS
(WITH INSULATION) = 24.5"L X 10.0"W X 10.0"I!
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1. 50 volts @ 100 A = 5 KVA (connected in series); or
2. '25 volts @ 200 A = 5 KVA (connected in parallel).
Through all testing, power was obtained with the
transformer in mode 2. The unit is fitted with an external
isolation plug as a safety shutoff device.
Prior to operation, the dial indicator and the temperature
controller are set to zero and the isolation plug is pulled
out. To obtain digital readout of outlet temperature, the
thermocouple from the heater outlet is plugged into the rear of
the power supply box. The temperature controller is then set
to the desired temperature (900°C for maximum power). Plugging
in the isolation plug will then light up the temperature
readout.
The heater can then be switched on. The dial indicator is
turned up to the desired current as indicated on the ammeter.
The Coloroll RPFD is designed to take about a maximum of 100A
(at 25V, a maximum power input of 2.5KW). At the completion of
a test, the dial is turned back to zero. Air supply to the
Coloroll RPFD, if any, is then shut off, the isolation plug is
unplugged, trap backpressure is checked, and the heater is
allowed to cool to room temperature.
Periodic filter resistance checks were made. The
electrical resistance across each filter is typically 0.5-0.6
ohms. Filter deterioration and/or failure is usually
characterized by a drastic change in electrical resistance. A
low reading (e.g., 0.1 ohm) usually indicates filter element
failure due to cracking, chipping, or other filter
deterioration which contributes to current short circuiting or
channeling. A high resistance (e.g., 5 ohms) indicates bad
electrical contacts in the form of flame spray deterioration,
element pitting, or power supply wire terminal failure.
Generally, the thyristor fuse is checked in the event of
element failure. Maximum power supplied to the heater was
determined by the material supplier to be 2.5 kW (833 watts per
filter) though it was found later to operate quite efficiently
at much lower power settings.
Originally, the RPFD supplier requested that at least 1 or
2 CFM air or exhaust flow be added throughout regeneration.
Eventually, through experimental observation, it was found that
no flow during the first minute of regeneration was preferred
while the filters were heating up to a stabilized temperature.
Periodic Regeneration Optimization
Initial tests were conducted to determine how efficiently
these filters could be regenerated. Though the filters loaded
up quickly, it was observed that they could load up to
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backpressures in excess of 200 inches of H2O (7.2 psi)
measured at 60 MPH (steady-state loading performed at 40 MPH)
without any noticeable deterioration in vehicle driveability.
In the interest of preserving the integrity of the filters, low
power settings were used initially during regeneration and
small amounts of air were injected any time the filters were
heated. Since they are not mass produced, filter elements were
in short supply, so we decided not to test their regenerative
capabilities in a failure mode in the preliminary test phase.
These initial tests showed that the system was extremely
efficient at burning soot both uniformly and completely from
the silicon-carbide filters. The filters heated up quickly and
soot ignition occurred with little or no oxygen injected. As
expected, regeneration characteristics improved with higher
filter loadings and higher power input.
The first set of filters were bench tested with 1360 watts
(453 watts per filter) applied @ 85 amps with constant room
temperature (74°F) air at a flowrate of 4 cfm through the
device. Outlet temperature stabilized in roughly 5 minutes at
480°F+4°F, which is close to the soot ignition temperature.
The RPFD was then loaded with soot by a warmed-up Mercedes
vehicle cruising at 40 MPH from an original backpressure of 10
inches of H20 measured at 60 MPH to three times the initial
backpressure (30 in. H20). The filter backpressure increased
2.35 in. H2O per minute and had increased threefold in 8-1/2
minutes or less than six miles (Figure 3). This is an
extremely fast backpressure rise compared to most diesel
particulate filters currently being developed. Apparently,
though diesel particles are very small in diameter, the pore
size of the filter material is also quite small such that
particulate tends to load on itself on the outer surface of the
filter rather than throughout the filter volume. As a result,
though the filter has a void volume of 90 percent, it loads
quickly as small pores get clogged with agglomerating soot.
These filters were then regenerated in the bench fixture
at the same power setting and flowrate until outlet temperature
again stabilized. From the drop in oxygen content in the RPFD
we observed that most of the burn occurred several minutes
before outlet temperatures stabilized. The RPFD backpressure
was then checked @ 60 MPH and had returned to the initial 10
in. H2O.
Regenerations were continued with higher and higher
loadings and power settings. It was found that with 2.5 kW
applied (833 watts/filter) complete regeneration could be
achieved in less than 3 minutes. Several test runs were
performed at this "maximum" power input setting and quick
thorough regenerations were obtained. However, it soon became
obvious that these were not the most ideal conditions for
regenerating the Coloroll RPFD, especially when engine exhaust
was flowed through the system instead of shop air.
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OF INITIAL
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01 2945-678
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Regeneration under these full power conditions was
achieved with some degree of success. However, as was
determined experimentally, operation at these high power
settings leads to rapid filter deterioration in the form of
ceramic filter/stainless steel interface pitting, filter
cracking, and overheating due to the high thermal loading on
the filter. Often, the current supplied would short circuit
across the filter or overload and burn out the power supply
wiring.
This situation was apparently exascerbated by exposure of
the very hot filters to diesel exhaust during regeneration.
The extent of filter deterioration due to exhaust exposure
(oxidation) versus that due to thermal shock and short
circuiting is unknown. However, filter durability was much
better when shop air was used as an oxygen source rather than
engine exhaust. Also, only a minimum amount of air flow (1-2
cfm) was found to be desirable since too much flow caused soot
to blow off the filter into the can rather than enhance the
burn rate and reduce filter temperature at the same time. High
temperature flow (near 900°F) did not cool the filter as much.
However, the soot flaking problem still occurred even when one
filter outlet was fitted with a plate to restrict flow when
only this filter was powered during regeneration.
Flowrate Optimization
As more filters became damaged at elevated power settings,
airflow optimization was pursued in an attempt to enhance
filter durability. Even though it was surmised that the power
input was somewhat high for an onboard commercial RPFD in terms
of power and fuel economy penalties, quick complete uniform
regeneration was seen as a decided improvement over other
systems and a capability of the RPFD not to be compromised.
Therefore, other parameters were initially investigated to
improve RPFD durability.
Both shop air and engine exhaust flow were alternately
pumped through the RPFD during regenerations under various
loadings and time durations. Filters deteriorated much more
rapidly at all flowrates when engine exhaust was used rather
than shop air. It was hypothesized that the elevated
temperatures of high diesel exhaust flowrates had a more severe
oxidizing effect than room temperature shop air, particularly
on the ends of the filters where pitting occurred, or where
accumulating soot decreased the actual surface where the
ceramic and metal come in contact and current is exchanged.
Though soot particles are somewhat conductive, they are
probably not as conductive as the filter material as judged by
the higher surface resistances of sooted filters. High exhaust
flowrates also tended to increase backpressure faster than soot
could be burned.
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Shop air was then used exclusively and a trap bypass
system was configured. It was observed that the RPFD worked
best when no airflow was added during the first minute or so as
the filters were heating up. Then during the next two minutes
(when most of the burn occurs) a minimal airflow (1-2 cfm)
appeared to provide the oxygen needed to sustain the burn
without having a cooling effect on the filters. Finally, as
more soot was burned and backpressure decreased (after about 3
minutes) less airflow was needed to complete the regeneration
and lower flowrates (0.5-1.0 cfm) were found to be optimum.
Continuous "Clean Trap" Regeneration
Even with soot loading and airflow optimized, problems
with filter failures continued as long as maximum power was
applied during regeneration. The thermal stress of the high
current across the interface of solid metal to porous ceramic
was still a significant problem and investigations of various
methods of bonding the ceramic to the metal electrical leads
were then initiated.
Concurrent with these efforts to improve the ceramic to
metal contact, ways were investigated to lower the power demand
for regeneration while still maintaining the quick and thorough
regeneration characteristics displayed at high power. A
variable porosity filter, with maximum filter density at the
ends (electrical interfaces) and maximum porosity in the middle
of the filter for better soot loading capacity, was suggested
as a solution to the ceramic/metal interface problem. The
ceramic material suppliers considered this alternate filter
design when efforts to improve metal flame-spraying techniques
showed little benefit. However, in order to ensure the uniform
electrical properties of the filters were maintained when
powered, they had spent considerable development effort and
company resources to produce uniform density filters.
Production of uniform density ceramic filters is a significant
contribution to this technology in the RPFD application.
Therefore, a variable cross-section filter was proposed as
an alternate solution to the problem. The idea was to have
greater cross-sectional area at the ends of the filters than in
the middle to increase interface contact area and increase
current density in the middle of the filters where the most
soot ignition is desired to take place. This type of filter
configuration was being developed and tested in the laboratory
when a transition in company management caused some
discontinuity in the test program.
In the meantime, it was decided to pursue a "continuous"
regeneration test sequence in which just enough power was
continuously input to the RPFD to maintain a constant
backpressure, with variable flow from the changing exhaust
flowrates of transient speed/load engine operation. Graphs of
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exhaust flow versus power to the RPFD were expected to show
that the exhaust flow would actually have a cooling effect on
the filters and that higher power was needed at higher exhaust
flowrates. Figure 4 shows this expected effect which was later
observed in the laboratory, but with little data and at a cost
of more ceramic filters. High speed simultaneous loading and
burning of the soot destroyed the ceramic filters faster and
more severely than before even though lower current was being
applied. This is attributed to the combined effects of higher
exhaust flow rates and oxidation at elevated exhaust
temperatures. A few data points were plotted to show the
general trend displayed in Figure 4, but it was decided to
determine filter surface temperature vs. power to see if the
heat from the exhaust gases was of any benefit at all during
regeneration.
It appeared the bypass system was the best configuration
for the RPFD since, if filter surface temperature was as high
as believed, the exhaust gases would only be cooling (and
oxidizing) the filters even at high speeds (maximum exhaust
temperatures) and the RPFD close-coupled to the exhaust
manifold.
It was believed that at maximum power, filter temperature
was over 1000°F (538°C) perhaps even 1200°F (650°C). Exhaust
gas temperature never exceeded 900°F (482°C) at the exhaust
manifold outlet even at 60 MPH. Filter surface temperature
could not be measured accurately with standard thermocouples
and it was desired not to create hot spots on the filter
surface attempting to make such measurements. We did not have
access to our own optical pyrometer that operated in the same
temperature range of the ceramic filters during regeneration
even though a guartz window was installed in the side of the
RPFD to observe the filters as they burned soot. The ceramic
material supplier did have an optical pyrometer, however, and
took some measurements of some clean (unsooted) filters at 800
watts and varying (room temperature) air flowrates. The
results are shown in Figure 5.
As displayed in Figure 5, with no flow through the
filters, the filter surface temperature stabilized in about l
minute at 600°C, well above the soot ignition temperature.
This supported the perception that the filters had the ability
to self-ignite, even in the absence of excess oxygen. When
nitrogen was flowed through the RPFD prior to a regeneration to
purge all oxygen from the RPFD, the filters still ignited when
current was applied.
As flow rate was increased, little effect on filter
surface temperature was noticed up to 1.0 cfm. Above 1.0 cfm
filter surface temperature dropped almost linearly at a rate of
approximately 20°C (36°F) per 1.0 cfm in the range of 1-10 cfm.
Regeneration with shop air at room temperature did not have a
greater cooling effect on the filters than the relatively hot
exhaust gases as long as flowrates were kept low, (i.e., below
2 cfm. )
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-17-
It was surmised that another way to reduce the power
requirement to the RPFD for regeneration was to only burn one
filter at a time. A "revolver configuration" was envisioned in
which a sealed revolving plate rotated at the inlet to the RPFD
such that two filters were exposed to diesel soot, while the
third was burned. When the burning filter was completely
regenerated, the plate would revolve 120° and block or restrict
total flow to the next filter to be burned. We did not modify
the RPFD to test this configuration nor did we have an adequate
system for sealing the filter ends to the revolving plate.
However, with the idea of optimizing the RPFD geometry for a
feasible diesel automobile or truck production application, and
keeping in mind the need to regenerate these filters
frequently, the revolver idea was submitted as a means of
decreasing power demands on the vehicle by a factor of three at
any time during normal urban or highway vehicle operation.
Now that airflow requirements to the RPFD appeared to be
more rigorously defined, a test sequence to determine how
regeneration efficiency varied with the power applied to the
RPFD was performed to further optimize the system for practical
vehicle operation.
Regeneration Efficiency Evaluation
In order to compare the results of subsequent
regenerations a more standardized procedure was adopted. It
was decided that test regenerations would be 5 minutes in
duration with the optimized airflow schedule already
determined, such that power could be varied to determine the
relationship between power, frequency of regeneration, and
regeneration efficiency in terms of change in backpressure.
For the purposes of this experiment, regeneration
efficiency was defined as:
Regeneration efficiency* = 100 (BPL - BPF) (%)
BPL - BPI
Where:
BPL = Backpressure of filters loaded (in. H2O)
BPF = Final (post-regeneration) backpressure (in H20)
BPI = Initial (prior to loading) backpressure (in. H2O)
The relationship of power supplied to the RPFD and
regeneration efficiency was plotted for four different
combinations of filter loadings and airflow rates. The
four-phase test sequence began by loading the RPFD to a
"moderate" loading of 160 in. H20 (approximately equivalent
to one cold start urban FTP drive cycle) on the Mercedes 300D
test vehicle. The RPFD was then regenerated onboard the
All backpressures measured at 60 MPH steady-state vehicle
operation.
-------
-18-
vehicle with exhaust gas bypassed and the optimized shop air
flow schedule used (i.e., no flow for first minute, 1.0 cfm for
next 2 minutes, and 0.5 cfm for the final 2 minutes) at the
first power setting. Continuous measurement of cfm, O2, CO,
CO2, RPFD inlet and outlet temperatures were recorded and
regeneration (glowing filters in RPFD) was visually observed
through the glass port on the side of the RPFD. Backpressures
were measured and recorded before and after RPFD loading on the
urban driving cycle (FTP), and after regeneration. The change
in backpressure for each test and each new power setting was
used to determine the regeneration efficiency of each phase of
the test program. At least ten power settings were tested for
each phase of the test program. This procedure was repeated
for Phases II, III, and IV at the following BPLs: 160 in.
H20, "1/2 airflow schedule;" 200 in. H2O; and 110 in.
H20. The results are shown in Figure 6.
Figure 6 shows that greater than 90 percent regeneration
efficiency can be obtained with less than 1275 watts (425
watts/filter) or almost one-half the energy supplied to the
RPFD under full power conditions. This figure also shows that
under 600 watts (200 watts/filter) almost none of the loaded
soot will burn off. Over 40 regenerations were performed on
the same three Sic ceramic filter elements during this test
program with no deterioration of filter elements. This is
probably due to the lower thermal stress of power settings 40
to 80 percent lower than those used to obtain maximum
regeneration efficiency (2500 watts). These test results also
show that the filters tend to burn better when more heavily
loaded and little difference when the already low airflow rate
schedule is cut in half. This minimum airflow rate schedule
seems to mainly serve as a safety precaution to protect the
filters from overheating or cooling too fast after regeneration.
Exhaust Emissions and RPFD Filter Efficiency Testing
In addition to RPFD filter durability problems experienced
throughout this test program, several equipment problems, in
particular heated flame ionization detector (HFID) problems
were encountered. In fact, heated hydrocarbon and particulate
analyzer malfunctions paralyzed the test program for eight
months between initial baseline exhaust emissions and RPFD
filter efficiency determinations during the winter of 1986 and
subsequent continued exhaust emissions characterization from
November 1986 through May 1987. Accurate quick response
exhaust flowmeter measurement was also a continuing problem.
During the spring and summer of 1986, however, the air
flowrate optimization, continuous regeneration, and power vs.
regeneration efficiency test sequences were performed to fill
in the downtime of the exhaust analyzers. As regenerations
were optimized, certain trends in RPFD concentrations became
quantified as well.
-------
Figure 6
Regeneration Efficiency vs. Power Input
Five-Minute Regenerations
REGENERATION ER- ICIENCY *
100
-B-
Backpressure
and Airflow
3.9 PSI, 0.5 OEM
7.1 PSI, 0.5 CFM
5.7 PSI, 0.5 CFM
5.7 PSI, 1 CFM
5 6 7 8 9 10 11 12 13 14 15 16
POWER INPUT (100 Watts)
(BPL-BPF)/(BPL-BPI)
-------
-20-
As is shown in Figure 7, when 1500 watts are applied to
the RPFD at a loaded backpressure of 200 in. H20 (7.2 psi)
certain trends in the concentrations of products and reactants
become apparent. Oxygen concentration starts out close to its
normal air concentration, 22-23 percent, and quickly drops as
it is consumed in the reaction after power is applied to the
RPFD. If regeneration conditions don't vary, O2 usually
bottoms out near 5 percent 2 to 3 minutes after power is
applied, and returns to 15 percent after 5 minutes as less soot
remains to be burned. CO rises sharply as the burn begins and
hydrocarbons have not been completely combusted. As soot
ignition occurs, CO drops off momentarily as the reaction
kinetics favor CO2 formation. As regeneration rates reach a
maximum (shortly after 2 minutes), peak concentrations of both
CO and COZ occur. As the burn tapers off, CO goes to zero
and CO2 tapers off to background levels. RPFD outlet
temperature stabilizes in the range of 450 to 500°F (205-260°C)
at the end of these regenerations, and final backpressure is
generally reduced to less than 30 in. H2O (1 psi) with
regeneration efficiency greater than 90 percent.
In spite of exhaust emission analyzer problems, a number
of hot and cold start Federal Test Procedures (FTPs) were
performed on the Mercedes test vehicle with and without the
Coloroll RPFD located in the exhaust system. This testing was
performed to determine the unit's efficiency at removing the
vehicle's engine-out particulate emissions under simulated
cyclic urban conditions and compare RPFD-out emissions to the
promulgated U.S. diesel particulate emission standard. The
results of this testing are shown in Table 3.
The Mercedes test vehicle was found to have very
repeatable particulate exhaust emissions of about 0.45 g/mile
over the FTP similar to emission levels of previous test
programs on the vehicle. The RPFD-out particulate emissions
were below the 0.20 g/mile standard on all 15 tests run and the
particulate emissions reduction ranged from 60 to 80 percent.
As mentioned, most equipment problems centered around the
heated-FID with chart recorder wiring, pump, regulator and
burner components needing frequent maintenance and often
temporarily brought within specification but not completely
repaired. Cold spots in the heated HC sample line voided the
first test run on the RPFD. Other problems were encountered
with filter weighing equipment, and when the dry gas meters
were changed and affected flow in the particulate sampling
system. By far the most variable emissions, however, are the
RPFD-out hydrocarbon emissions, which though of low magnitude,
vary from .102 to .304 g/mile. HC emissions reported in Table
3 are cold HC-FID numbers.
-------
REGENERATION CHARACTERISTICS
ui
UJ
a
tr
ui
a
o
a
BACKPRESSURE LOADED = 7.2 PS I
25
20
15
10
POWER = 500 WATTS/FILTER
500
. i T i i i i i i i i i i i i i i i
EXHAUST TEMPERATURE
400
300
200
100
m
x
c
00
m
z
TJ
m
m
o
-n
Nl
REGENERATION TIME (MINUTES)
FLOW: |—0 CFM—| 1 CFM 1 0.5 CFM
-------
-22-
Table 3
Hot LA-4 Coloroll RPFD Emissions Results
Test
Date Number
01/16/86 860936
01/16/86 860937
02/04/86 861689
02/04/86 861690
11/25/86 870817
11/25/86 870818
12/09/86 371049
12/09/86 871050
12/18/86 871225
01/13/87 871198
02/06/87 871662
02/12/87 871927
03/05/87 872230
03/05/87 872231
03/12/87 872349
03/19/87 872350
03/20/87 872468
Trap HC-FID CO CO2
Conf iq. (q/mi) (q/mi ) (q/mi )
Dummy .282 0.97 393
w/RPFD .441 0.97 395
Dummy
w/RPFD
Dummy
w/RPFD
Dummy
w/RPFD
w/RPFD
w/RPFD
w/RPFD
w/RPFD
Dummy
w/RPFD
w/RPFD
Dummy
w/RPFD
.299 1.02 406
.297 1.04 420
.158 0.94 395
.160 1.00 433
.141 0.95 404
.145 1.02 458
.174 1.07 512
.136 1.06 486
.109 1.02 463
.102 0.92 433
__
.143 1.18 516
.338 1.06 442
.304 1.06 489
NOx Part
(q/mi) MPG (q/mi;
1.86 25.7 .461
1.79 25.6 .402
1.82 25.0 .425
1.89 24.1 .137
1.81 25.6 .428
1.91 23.4 .170
1.80 25.0 .441
1.98 22.1 .158
2.15 19.8 .139
2.06 20.8 .129
2.00 21.9 .104
1.87 23.4 .086
__ .481
-- .114
2.12 19.6 .142
1.88 22.9 .487
2.13 20.6 .080
) Comments
Cold spots in
HC probe
(void test)
Efficiency
67.8 percent
Efficiency
60.3 percent
Efficiency
64.2 percent
Cold start
test
Part, void
Humidity high
Efficiency
80.7 percent
Efficiency
76.3 Percent
Cold start
test
Cold start
test
Cold start
test
04/09/87 872731
w/RPFD .259 0.99 451 1.92 22.4 .080
04/09/87 872732 w/RPFD .233 1.04
04/17/87 872827 w/RPFD .111 1.07
04/23/87 872888 w/RPFD .129 1.08
05/01/87 873003 w/RPFD
05/07/87 873004 Dummy
.122 0.96
.166 1.17
506 2.15 20.0 .121
513 2.22 19.8 .077 Initial load
= 7.0 psi
460 1.96 22.0 .094 Initial load
= 2.5 psi
442 1.90 22.9 .095 HC-FID Void
450 1.89 22.5 .432 2-Bag Test
NOTE: Mercedes "50QD engine •-••:»• par>-iculat-.e (avg. of 17 tests including .=>.bo-'e
: -!,_._,.._. •. : r -,rc.. • ~ • ,. ~. :4r- -i- • :.••:.-.:•••! -:i~v L.-.r ion = .024.
-------
-23-
CO and NOx emissions were stable at about 1.0 and 1.8
g/mile, respectively, and changed very little whether the RPFD
or a dummy container (baseline) configuration was tested.
RPFD-out CO2 emissions increased slightly over the baseline
levels on the vehicle. This increase was in proportion to the
decrease in vehicle fuel economy.
Vehicle fuel economy decreased by nearly 10 percent on the
FTP when equipped with the RPFD. The hot start FTP fuel
economy penalty was 8.1 percent and the cold start FTP fuel
economy penalty was 12.7 percent.
The particulate emissions efficiency (percent of baseline
engine-out vehicle particulate emissions reduced) was 70.2
percent on hot start tests and 75.4 percent on cold start FTPs.
The vehicle was loaded to backpressures of roughly 200 in.
HZ0 (7.2 psi) on the test runs described above. A pair of
cyclic tests were run on the vehicle equipped with the RPFD
with much higher soot loadings to observe the effects on
vehicle fuel economy and driveability. At 493 in. H2O (17.6
psi) the vehicle driveability was characterized by lugging as
if pulling a trailer, and vehicle fuel economy fell another 10
to 12 percent below the MPG for normal particulate loading.
All test data from March 5, 1987 to the end of the test
program were collected on a second generation RPFD container.
This container is similar in operation to the original
container with three filter elements electrically powered in
parallel, soot loaded on the outside of the filter, and exhaust
flow outlet through the open end of the inside of the filters.
This alternate RPFD geometry is shown in Figures 8 and 9. This
geometry differs from the original can in that the three
filters are arranged in a row in a single plane rather than in
a cylindrical pattern, and a baffle plate was installed in the
RPFD inlet to scatter the particulate for more uniform
loading. The outer container itself is much thinner and
lighter weight steel and dissipates the heat energy more
quickly than the original container. In terms of pressure drop
across the filters (10-20 in. H2O) and vehicle emissions
reductions, this RPFD configuration behaved similarly to the
original configuration. The new container showed slightly
lower particulate emissions, but also lower fuel economy, and
slightly higher NOx, CO, CO2. and HC emissions.
-------
-24-
Conclusions
1. Periodic regeneration is preferred over continuous
regeneration for filter durability and external power needs,
particularly if the RPFD is exposed to exhaust flow or extended
high speed vehicle operation.
2. Minimum power for regeneration = 600W (200W per
filter). This is the amount of power needed to initiate soot
burning and decrease RPFD backpressure. At these power
settings, filter temperatures are probably 450-475°C
(840-890°F) before soot ignition will occur.
3. Hot cyclic filter efficiency = 70.2 percent. Hot
cyclic fuel economy penalty = 8.1 percent (23.2 MPG vs. 25.3
MPG) .
4. Cold cyclic filter efficiency = 75.4 percent. Cold
cyclic fuel economy penalty = 12.7 percent (20.0 MPG vs. 22.9
MPG).
5. Optimum power supply for regeneration = 1500W (500W
per filter). When the RPFD is loaded normally (to 200 in.
H20) this power supply yields regeneration efficiencies of
greater than 95 percent.
6. Optimum exhaust (or shop air) flow during
regeneration is 0.5 to 1.0 cfm. Higher flowrates will reduce
filter surface temperature and reduce regeneration efficiency.
No flow at all is desired while RPFD filters are heating up to
a stabilized temperature.
7. Minimum filter loading for "good" regeneration is
6.0 psi; it was found that the more soot loaded on the filter,
the better the regeneration characteristics and efficiency.
Filters were generally loaded to 7-8 psi (slightly over 200 in.
H20), where regeneration efficiency and filter durability
were both near optimum.
8. Maximum filter loading before significant
deterioration of driveability is 400 in. HZ0 (14.3 psi.) The
filters were loaded to 493 in. H20 (17.6 psi) and tested
yielding a fuel economy penalty. When loaded to 328 in. H2O
(11.7 psi), no noticeable deterioration in driveablility was
observed and an 11 percent loss in hot-cyclic fuel economy
resulted.
9. Operation costs of the current Coloroll RPFD are
high due to the frequency of regeneration required with the
present configuration. At an average vehicle speed of 30 mph ,
0.008-0.013 kW-hr/mile would be required to power the RPFD for
optimum regeneration, and the 8-12 percent loss in fuel economy
would contribute to elevated vehicle operational costs.
-------
-------
26-
9.
.^SSB^^P^W^S?^-1
,V:-.3»£swji>«fe?'.%*.t.i;^VVr.-—-M--.^ .-.;-< -V -'; ..*••;.' • _
.(t
-------
-27-
Recommendations
1. Filter pore size should be increased slightly to
admit loading of exhaust particulate throughout the entire
volume of the ceramic fiber filters instead of loading entirely
on the outside of the filters.
2. Filter surface area should also be increased (star
shaped and/or bigger filter) with fiber orientation in line
with the electrical power terminals. This would greatly reduce
frequency of regeneration while maintaining uniform material
electrical properties.
3. Electrical contacts between the stainless steel
leads and the flame-sprayed ceramic filter surface, need to be
improved for increased terminal contact surface area, and
isolated from exhaust flow when current is exchanged.
Oxidation of these terminals is a major durability problem to
be resolved in the development of the Coloroll RPFD. Tests
performed near the end of this evaluation program showed
improvement in contact surface area by installing coarse
stainless steel wool washer-shaped 0.1 inch thick mats between
the porous ceramic and solid stainless steel terminals.
4. Variable cross-section filters may also help both
contact and filter pressure drop problems since, for electrical
uniformity, variable porosity and current density are not
desired, and particulate loading at the current pore size is
mostly a surface phenomenon.
5. Uniformity of electrically conductive properties of
the material need to be improved. This could be accomplished
by development of a method for more uniform application of
filter dopants, and perhaps noble metals to reduce soot
ignition temperature and/or benefit from heat transfer from the
exhaust gases.
6. Improved trap geometry is necessary for vehicle
(commercial) application. Canning material needs to be
optimized and structural shock analysis needs to be performed
to demonstrate vibrational and mechanical integrity in a
vehicle or truck application.
7. The combination of a foam (or fiber) and a wallflow
filter such as the Mazda direct catalyst supply system might
improve efficiency while maintaining optimum ignitability
(Figure 10). A concentric ring cylindrical tube design
incorporating both conductive and nonconductive filter
technologies has also been considered for design and testing.
8. Application of a bypass system (possibly the
revolver-type configuration) with minimum flow appears to be
optimum for the current RPFD geometry (Figure 11). This system
configuration reduces instantaneous power requirements to the
RPFD while protecting the filters from oxidation and at the
same time increasing filter durability.
-------
2.0 UTER I. D.I
LJLJL
SOLUTION
FEED PUMP
i
CP">
PUMP
BYPASS WUVC
9^i
/
Type DPF
i
V-J
FI6-.
DIRECT CATAt-VST
TESTED OisJ AH ENGINE
-------
TRAP
-------
-30-
References
Chemical Analysis and Biological Testing of Emissions from a
Heavy Duty Diesel Truck With and Without Two Different
Particulate Traps, Roger Westerholm, Thomas Alsberg, Michael
Strandell, Ake Frommelin, Vassillios Grigordis, Anastasia
Hantzaridou, and Gautam Maitra, SAE Paper 860014, Arrhenius
Laboratory, University of Stockholm, Stockholm, Sweden, Lars
Winquist and Ulf Rannug, Wallenberg Laboratory, University of
Stockholm, Stockholm, Sweden, Karl-Erik Egeback and Tommy
Bertilsson, Automotive Emission Research Section, The National
Swedish Environmental Protection Board, Nykoping, Sweden.
Emissions Performance of Two Catalyzed Trap Oxidizers on a Bus
Engine, Terry L. Ullman, SAE Paper 860132, Southwest Research
Institute, San Antonio, Texas.
Development of an Emission Control System for Two - Stroke
Diesel Powered Transit Coaches, H.C. Vergeer, A. Lawson, W.M.
Jones, and W. Robinson, SAE Paper 860133, Ontario, Research
Foundation.
The Catalytic Trap Oxidiser on a City Bus: A Dutch
Demonstration Program, Rudolf C. Rijkeboer, Joep A.N. Ling, and
Jouke van der Weide, SAE Paper 860134, TNO Research Institute
for Road Vehicles, Delft, The Netherlands.
The Retrofitting of a Catalytic Trap Oxidiser to a Metropolitan
Transit Coach, V. Pelligrin, SAE Paper 860135, Southern
California Rapid Transit District.
A Trap Oxidizer System for Urban Buses, K.N. Pattas, P.S.
Kikidis, J.K. Aidarinis, N.A. Patsatzis and A.M. Stamatellos,
SAE Paper 860136, Dept. of Mechancial Engineering, University
of Thessaloniki, Athens, Greece.
Performance and Durability of a Catalyst Trap Oxidiser
Installed on a City Bus for 65,000 Miles of Revenue Service,
A.J. Hickman, SAE Paper No., 860138, Transport and Road
Research, C. Jaffray, Johnson Matthey Chemicals, Ltd.
Revenue Service Evaluation of CTO Performance on an RTS2 Bus in
Center City Philadelphia, J.H. McCormick, SAE Paper 860139,
Southeastern Pennsylvania Transportation Authority, B.E. Enga
and J. Cunningham, Johnson Matthey, Inc.
Practical Application of CTO's to a GM Bus 6V92T Engine, A Real
Life Investigation, Joel A. Newman, SAE Paper 860140, SunTran,
B.E. Enga, Johnson Matthey, Inc.
Study on Catalytic Regeneration of Ceramic Diesel Particulate
Filter, Yoshinori Niura, Kenji Ohkubo, and Kunihiro Yagi, SAE
Paper 860290, Technical Research Center, Mazda Motor Corp.
-------
-31-
References (cont'd)
Observation of Particle Oxidation in Diesels: Prospect for
Combustion Research and Particulate Control, Richard Gibbs,
Robert Whitby, and Robert Johnson, SAE Paper 860291, Automotive
Emission Laboratory, Bureau of Air Research, NYS Dept. of
Environmental Conservation, Albany, NY.
Combustion Modes of Light Duty Particulates in Ceramic Filters
with Fuel Additives, Hajime Ise and Kenichiro Saitoh, SAE Paper
860292, Mitsubishi Oil Co., Ltd., Mitsuhiro Kawagoe and Osamu
Nakayanta, Mitsubishi Motors Corp.
Forced Regeneration by Exhaust Gas Throttling of the Ceramic
Diesel Particulate Trap, K.N. Pattas, A.M. Stamatellos, N.A.
Patsatzis, P.S. Kikidis, J.K. Aidarinis, and Z.C. Samaras, SAE
Paper 860293, Dept. of Mechanical Engineering, University of
Thessaloniki, Athens, Greece.
Development of Diesel Particulate Trap Oxidizer System, Yuhiko
Kiyitam, Katsuyuki Tsuji, Satoru Kume, and Osamu Nakayama, SAE
Paper 860294.
The Benefits and Costs of Diesel Particulate Control IV - The
In-Use Urban Bus, Michael P. Walsh, SAE Paper 860295,
Technical Consultant.
Feasibility of Retrofit Technologies for Diesel Emissions
Control, Christopher S. Weaver, Robert J. Klausemeier, and Lynn
M. Erickson, SAE Paper 860296, Radian Corp., Jerry Gallagher
and Ted Hollman, Colorado Department of Health.
Inspection/Maintenance for Light-Duty Diesel Vehicles, Ronald
A. Ragazzi, Gerald L. Gallagher, and Richard A. Barrett, SAE
Paper 860297, Colorado Department of Health, Denver, Colorado.
Update on the Evaluation of Diesel Particulate Filters for
Underground Mining, A. Lawson and H.C. Vergeer, SAE Paper
860298, Ontario Research Foundation, Sheridan Park,
Mississauga, Ontario, Canada, A. Stawsky, Engelhard Corp.,
Specialty Chemicals Division, Edison, NJ, J.H. Danial and E.
Thimons, U.S. Department of Interior, Bureau of Mines,
Washington, DC.
-------
APPENDICES
Appendix A Mileage Records
Appendix B Vehicle Specifications
Appendix C Regeneration Data
Appendix D Flowrate Schedules
Appendix E Regeneration Efficiency Data
Appendix F Exhaust Emission Data
-------
APPENDIX A: MILEAGE RECORDS
-------
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-------
-------
APPENDIX B: VEHICLE SPECIFICATIONS
-------
Table 3
TEST VEHICLE DESCRIPTION
1975 Mercedes 3enz 300D
Vehicle Identification Number: 11511412019885
Engine
type 4 Stroke Cycle,
IDI Diesel, In-Line 5
bore x stroke 3.58 x 3.64 inches
displacement 3.0 Liter/183 CID
compression ratio 21.0:1
maximum power @ rpm 77 horsepower @ 4000 RPM
fuel metering Diesel Fuel Injection
Drive Train
transmission type 3-speed automatic
Chassis
type 4 door sedan
tire size 175 SR14
test weight 4000 pounds
dynamometer horsepower 13.2
-------
APPENDIX C: REGENERATION DATA
-------
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:HNL UALUE UNITS ALAftfl CHNL UALUE UNITS ALflRh ChNL VHLUE. UNi'l'S HLrtKri
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TLMIV lint.
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JTCmniER +" 92-21-86 T4T281 43 "' " 1 BSA "sCfiN INT = Be:eV:8l ChART" RAIL -(HK71
'8.8 +28*
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hft-deeo +250". 80 +508.80 +759.08 +1888.0 DEG-f 1-13 +1590.0 +li'i
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VALUE UNITS ALARtt
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CHHL UALUE UNITS ALARM
02 +95.196 f
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«1 +117.57 F 92 +294.55 F 14 +2. 1*66 V' ' SC'L-
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91 F +"llfi5f l9:f4 +68.745 l9:c'9 9t F + 2(34.55 19:^4 + f.'?.43i 10:^0 14 */
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HHL UNITS PEHK TIflE UHLLE'f TlflE ChNL UNifS PErtK fiflt yflLLtr ilflt. UflNL UNlfa
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81 F +113.13 11:15 +97.603 11:18 &2 f +174.86 lllli + ?7. 614 11M5 14 y
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:HNL UNITS PEAK TIME VALLEY TIME CHNL UNITS PEriK TIME VftLLEY TIME CHflL UNIT::
pEAK/UALLFY 83-87-86 11:^9:19 1 BSA . DATA 11:14:12 iCAfi IN 1=88 : ** : til
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93-87-86 11:16:49
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:HNL VALUE UNITS liLARH CHNL UALUE UNITS ALARM CHHL VALUE UHITS ALAfrrt
91 +78.253 F 62 +79.392 F 14 -.62223 V StL- ... -
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GG ftEPOST 83-11-36 18:^3:35 i BSA DATA 18:15:27 SCAN INT=88:88:81
(0.8 +28«
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CHNL 'JALU
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MADE IN CANADA \ -^ \ Ts^ ESTERLINE ANGUS INDI
•HNL UNITS PElAK TIME UfiLLEV TIME j^NL UNIT* PEAK TlrtE VALuEr Tint UI1NL UHlli
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rc'pOBLEB C 03-13-S6 14:43:54 " ' "i fiSP " ' SCAN INI ="Bd: e«: rtl c'HAkl KfifEinn/
EHML UNITS PERK TIME '.-'ALLEY TIHE L.HNL UNITS PEAf I,IL I!HLLLT nrt£ CHIIL i>rtiT^
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JECORDER 63-13-86 12:57:18 1 KSP KCAN Ih l =0(J: oe: JJl utiAkl kAltinfl/
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CHNL UNITS PEAK TIME VftLLEt TIME UMNL uluis KLfiK \lf\t. vflLLtr UHL UttNL UNii;
>EAK,-UALLEr 83-18-36 13:56:13 1 RSP L>n\n 13:53:01 SCftN INT = 00: 00: 01 '
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RKSNBRATION AIRFLOW SCHEDULES
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APPENDIX E: REGENERATION EFFICIENCY DATA
-------
PHASE 1: BACKPRESSURE =5.7 PSI, AIRFLOW 1.0 CFM
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LWiL-iitt-IIS PEAK TIME UALLEY TIME CHNL UNITS PEAK TIME '.'ALLEY TIME CnHL UNITS PEAK TIHE YALLEY TIME
61 U +.01297 89:48 -.82872 05:50 02 U +o.009u 09:46 +4.ytf.:}6 P>7:4* 03 0 *4.4*at> 69 48 -.0*964 B5-46""
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3.0006 13:34 ~ .02^64 13: ^'i tJH y +b.£oiy 13:^4 +4.^'"?t34 lii^ci B3 y +i.f^fi i3*3& + 02^t>4 1^*3^
J.134*? 13:33 +.00741 13:33 21 F +262. n 13:34 +136.S3 U:36 M t +c'11.6J I3:'jt> +!»•;». 4& 13:*33 "
PEAK .TIME UHLLLT unt unm. uniis PLHK lint VHLLLT unc. chni uhiis KLHK lint VHLLLV lint
o^ U? o u li5mjO«-_'7 1 Kwrt ^JHIM i •_/•_? o . ^- 1) iUrtN XHI— OUiyUIUl J.MILKyhL — ^HJkJWSOH
13 104 CO £
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iil-i!t> K. t
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+25W.0
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+1H.008
+20.000
+1.2000
13:37:22
+1.8000
1
+2.H006
RSA SCrtti
+3.6000 +H.»»e +H.800B
CHART RftTE(HH/HR)= 1521
+5.4000
+250.ee
+500.90
+1000.0
tlb00.0 +1750.0 +2000.0 +2250.0 +2500.0'
! . [ i i i . >t > i ' ' | ' I ' • ' ' ' f ' | ' ' '—!_i—l_l—I—1~4—* I I I ' I * I I |l
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+6.13000
+8.0060
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+12.000
+14.000
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+18.000
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+20.000,
'•••••'•' I
.CORI'ER
+.69000
+1.2000
+1.3000
+2.4000
1-CfM 2-02
+3.6000
+4.2000
+4.3000
+5.4000 *6.
/vo i
J1/ rr
-------
;HNL UNITS PEAK TIHE VALLEY TIME
1 y +.00185 15:07 -.03242 15:09
4 V +3.4684 15:06 -.02964 15:05
,...._ UNITS PEAK TIME VALLEY TIME
>CAK/VALLEY 09-09-86 15:10:11
CHNL UNITS PEflK llML UrtLLtV TIME. CrtHL UNIT* PEftK
92 V +5.6973 15:95 to. 5^7 15:96 9J V "f*.30.
£i F +173.35 15:06 i-93.fit> IbJBT 2i! f + 192..;
CHNL UNITS PEAK TIME VflLLEY FlrtE (.:H«L UNITS PEflK
-1 fc!6 HHIH 15:10:11^. sunn irrisenzmiitti imt
TIME
15:06
15:06
FlrtE
HUHL=^4
VALLEY Tint
-.30371 15:04
+86.468 15:04
VALLEY TIME
«tf; 00
ii 0.0660 +2.0060
*) | i i > i i t t i i iL i i . f i i i i i i i i i i i • i ; | 11111. i t • i i i i . | . i i . . ......... | . , . . i . . ..... i . I j . . i i i . t i i i i i i j i.i. .......... i . . . .
1 £1 £UUUI X ^AflUUk
v*twR7 '•OOuw
RECORDER
.oatw
UflMKI HAItLifin/HH.I
-------
;HNL UNITS PEAK TIME VALLEY TIHE CHNL ONUS KLAK Tint yftLLtt TIHL
l ___ U. 0.9909 16:93 -.03159 16:18
+2.3271 16:11 -.04076 16:66
___ .
4 V
:HNL UNITS PEAK TIME VALLEY
>EAK/VALLEY «<»-0<>-S6 16:13:52
CHNL UNII* KLAK nnL VALLET TIME
03 V +1.1154 16:10 -.91853 16:08
TIME
92 V +5.6722 16:03 +S.2597 16:11
21 f +248.55 16:10 +122.31 it:11 22 f +1H2.Y1 16:11 +102.66
CHNL UNITS PEAK """ ••"' ' ' ~" '-'
1 KSfl BA'lfl
TIME VALLEY TIHE CHNL UNITS PEAK TINE VALLEY TINE
MS
94
=31
in
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."£13
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[JRLER 09-05-86
+4.
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2000
12:42
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+759.90 1-1099.0 21-2S K. f fiMW.9 +li'i4J.9 tcDBb.e +2260.0 +2500.0
t6.ee00 +&.*jee0 i-uu2 4-L-u n2.k»e n*.w» no.we +UJ.UBB +20.001
1 Hiih"' itMH J.M 1 =t'BrO^; til UMflKI HH i L ! Hh/ilK J = 1524
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+6.0066
+16.000
+20.000
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. . . . • . . . • | . i .... . ... i . .• | | i i i i i i i i i I i i 1 I I T
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+1.2000
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SCAN
2-02
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SCAM !HT=0a:tlB;ai Thfl1-'' UHUiHH/MftJ =
HNL UNITS PEAK . TINE VALLEY TINE,. CHNL UNITS PEAK TINE VALLEY TINE, CHNL UNITS PEAK TINE UALLEr
;HNL UNllo KLHK I 1HL UHLLLI lint '.niiL uniiv rLnr. IJ.MI. vnui-i.i '|"t,
01 "V -.00648 15:57 -.01257 15:56 02 V +&.70S4 15:bB +b.6lbi lb:5l
94 V +1*.257 15:58 -.94976 15:57 21 F +253.52 15:57 +233.24 I5:5o
;HNL UNTTS PFAK TTMF UAH FY TTMF rn,.. ^- «".« ->-• ••- -
.
22 I
TINE
15:57
15:53
-------
;HNL UNITS PEAK TIME VALLEY TIME
81 U +.98463 13:58 -.63156 1.3:51
HITXmiTS PEAK TlflE VALLtT \i'nL~
ftK/VUL.i
UHNL UNITS PEflK
«ii u t5.
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TIME
unt
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+258.98
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+5M.90
+7W. ee
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+1599.3 +1758.9
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+2996.9
4-
+2259.9
4-
+2588. B
+16.999
4-
+18.988
+28.988
4
9.9889
+.69989 +1.2998 +1.8888
8V18-86 13:52:13 i
+2.4988
ESfi -
1-CFH 2-92
+3.6996 t4.2868 +4.8999
CHBkT HftTE(HH/HDJ= 1524
+5.4989
+6.9988
-------
£HW= UNITS PEAK
'81 V -.88185
,94 M +2.2694
:HNL UNITS PEAK
TIME VALLEY
15:56 -.93335
16:90 +.99371
TIME VALLEY
TIME
15:'55
TIME
CHNL
02
21
CHNL
roK/VALLEY 99-19-86 16:09:39 1
#b (
m. ••. Jb3 tw
£lf£2 I
MS : p3 1:84
£1122 1:
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UNITS ££*!<.,.,
F ' *133'!*96
UNI 1 if PERK
ftxA IiftTA
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15/56"'
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+ 192. 2*>
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CHNL UNITS PEAK^
22" f +175.22
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= 8 9 : 9 fl : 8 1 I N T E P '
TIME
i o : rt 9
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+250.88
+2.8088
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+580.88
+4.0888
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9-86 i'J:59:l5
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T^K ttwy "*"t'«H*JWJi *6«'Wd8
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15:55:13
+250.08
+2.0008
+.68880
+588.88
+4.9900
H.2c900
+750.09
+6.0009
+1.5909
+1088.8
+3.9080
., *•**« ..
b'1-25 K K
._'.-i:ijv '4-i_:j.i
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+10. an) +it
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J81S £i £2 '03
£15 £L J22 '(B3
'84
89-38-36 8§:
1 • • •
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0.8000
| 1 1 1 1 1 1 1 1 1 1
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RECORDER
U k:
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18:19 04
1 1 1 1 1
+250.00
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+2.0800
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09-38-86
2 '•• '8v
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+508.80
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+4.8080
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+1.2000
8.3;l3;i?
4
+758.08
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+6.8888
+1.6880
82 ':
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+1800.8 a.-i&! t K nSde.U +lf50.0 +2000.8 +2250.8 +2580.0'
+0.15880 J-CCf 4-fO nil. 808 ti4.088 1-16.800 +13.000 +28.060'
+2.4880 1-CFH 2-82 1-3.6008 +4.c008 f4.3880 +5.4800 +6.0060
fiSA 5C-HM lMT = eo:B0:tu CHftHl kfiitinn/HHJ= ibyt
,tt''
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"!CHHL UNITS PEHlT—-flML OflLLEV Tint
!." 01 U -.eiS^e 87:31 -.8176B 0C Jc'
r 04 U +13.246 87:32 +.81112 07:32
„, CHNL UNITS PEAK TlhE VHLLEV
'PEAK/UflLLET 8?-3^-86 07:33:15
CHHL UNITS HtrtK lint
Oil V t5.,'6tjt. tllLi
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CHNL UIS1I3 KLftK iiHt
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8f:J2
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=5607:33:82
=22
02
-------
WML UNITS PEAK TIME VALLEY TIME
81 V +.86634 14:25 -.63335 14:31
< 84 V +2.7858 14:32 -.88741 14:27
•CHNL UNITS PEAK TIME VALLEY TIME
Y 13-28-86 it!3g;lfl
CHNL UNITS PEAK TIRE VALLEY TIME ChflL UNITS PEAK TIME VALLEY TIME
82 V +6.7i?4 14:2f +S.4141? 14:32 03 V +1.6238 14!3ii +.88/41 14:27
.21 F +12.4.53 14:29 +53.627 14:38 22 F +282.97 14:38 +116.89 14:27
CHNL UN11S PthK lint VHLLtt lint CHNL UNITS PtftK. Tint VfiLLtl TINE
_i E£j3 SftTA 14:32:45 Sir: fin inl-.tid'.W.di lNT>:ft-jftL=g4:aa:qa
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+6.8M88
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CftftL UNITS PEAK
61 V -.61615
84 V +13.264
UtiML UNITS PEAK
+588.38
+4.3866
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TIME
13:55
13:54
TIME
1:27:35
VALLEY
-.82836
-.38371
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+758.38
+6.3888
+2.388
TIME CHNL
13:54 pi
TIME CHNL
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+1888.3
+8.8868
6
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TIME
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13:55
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+2588.0
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+20.868
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84 t.i +18.320 14:16 -.31353 14:15
CHNL UNITS PEAK TIME VALLEY TIME
CHNL UNITS PEAK: IIML YHLLLV^ Uiu
21 f +24l."l3 14: IS +2ba.66 14:'l6 22 r
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TIME VALLEY TIME
15:32 -.01575 15:^:
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TIME UALLEY
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CHNL UNITS PEftK flflE
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-------
: 04 y +3.6355 16:08 -.82223 15:53
CHNL UNITS PEAK TIME UrtLLET UML
PEAK/'JftLLEV
r •-.. fc t> ? t> Ibibo + t>.l'?C'l 10.'Ou. tij V +2.4il& lOIOO 1
21 F +128.54 16:B3 +80. 'f?7 16:00 22 f +l?b.03 16:01 + -*4.:517 15:58
uhhL ufiiii PtHK unt i,'HLLti unt unfit. UNI is pt«K unt VHLttT lint
21.22
£iS _: j},} JH
.813 : 83 '04
MS ; $3 '04
£1 :£2
(913 i $3 J84
18-26-66 16:02:12 04
1 , , ' , " l j '. l . , | l . . . | i . : . | . . . . | . .
8.8888 +258.88 +588.88 +758.00 +1080.8 21-22 K F
vt OoOv "^2« 0000 "**i» U&OO *tr» vCT?v ' §• 9Co& -_i~L-Uc 4™ L-U
1 i 1 i i 1 1 1 i 1 1 i I 1 1 1 1 1 1 1 j : 1 1 1 1 i ! i 1 j 1 i 1
0.8888 +1.0088 +2.3808 1 CfM 2 02
RECORDER 10-28-86 16:02:12 1 Rift SUflfi in 1 =80: tJB: 01
^t V • -A*] -Ail
JUli : ffO .ITT
*13 21 *3 >4
£13 .21 V . 83 ; • .04
•Oiw • cl '.A*— >0w -UH """ *^x^
• n • ..;v. • ^ •. J
lfr~c!8-£"6 Ifcl OTl 53 : :
iw.s ^ 52 \ ;.t»4 /
:. 21 :. rti ;-
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W" ^ :ii -l3J ) A"//
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J013 : £2 •' .84 •' I
18-28-86 J15: 59: 33
•: 83 W
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9t5;' sT
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)EM.3 gi
^8-26-56 15:56:18
0.0888 +250.88 +500.08 +750.00 +1000.0 21-22 R r
8.8888 +2.0888 +4.M88 +6.8888 +6.3880 -3-102 4i.:0
A W»8 ' ' ' +1 ii080 + '-' M^ 1 ' ;FM 2 «J2
. RECORIiEB 10-26-&V 15:5S;itJ 1 Kifi SUhH i N I =«o : t'« : tu
CMML UMir^ PtHK. tlrtt ','rtLLfr flHE CtthL UMITS PtHK lint '.,'HLLtr
01 (,' -.8ldl':» 14:54 -.01 I1 60 lH:t>J 02 V +5.IDOH 14:i.4 +:• .lUOO
^4 u +10.25J 14:53 -.01.353 14:52 21 f t326.2D 14:^.2 TiOJ..t.d
CHNL UNITJ PErtK TInL yhLLtl lint unriu UNiii Ktfiri unt VMlLti
JJ2
)te
^
1U2
.82
+1500.0 +1 750.0 +2080.0 +2258.8 +2580.0
+12.300 +14.000 +16.000 +18.888 +20.088
+4.0000 +5.0080 +6.9888
U H H k i k M 1 L t H H / H k .' = 1 1- 2 4
•;.02
*2
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+1500.0 +li'b0.0 +2000.0 +2258.8 +2580.0 .
, , . ; , L L 1 1 1 1 1 1 j 1 1 1 1 1 1 1 1 1 ) 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 ' 1 [\
+12. lie* +14.000 +16.000 +13.088 +28.868 /7 #\
. . ' , , — , — i — . — i — • — i — , — , — , — i — i — i — i — • i i — • — i — i — • — • — l (f7U
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UMHRJ KHinnn/nKj= itti — _ <>O|-
lint unfit uniti: ptnn unt YHLLtr_ rinE \J
14;'^ 22 r +201. d f 14:'i-2 +24J.c!^ 14154
unc '-ntiL uruii FtHK unt vHtLtr unt
llfifl Hl=Ufl:0«:01 lflltKUML = i'4:BO:Ba
-------
PHASE 3: BACKPRESSURE =7.1 PSI, AIRFLOW = 0.5 CFM
-------
•.to
14:24:82
_i—i—1_
38-8^ 14.:24:
i i
.64
1 I i
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-i—i—i—i—i—^
818886 +256.88
. . * .—i_j—* * | * *
+588.88
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isrci r K ny».ti noo.o
i i I i i i i i i—i i i i i i i—a i i i i i i • i . . . . i . . | . . . . . . . . i | . .
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e.8888
+2.888*
+4.0888
3-UUc 4-UU
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+28.888
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8.0888 +1.8888
RECORDER 99-36-86 14:24:82
i-CKn d-&i
i RSft SCBfl IHT=g8;8B;i
l/hftj= 1624
+6.
{ ; £2 -..
;013 '£1 '• '83
: < 22
J91S £1 >
-.84
-83
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14122:4-3
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?31S j£l ,:
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-.82
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'.82
'.82
82
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+2258.6
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+2588.8
+2.8888
+4. 888*
ti6.ft«
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+18.886 +28.888
e.eeee
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+1.8888
i-CFn 2-tK
-------
22
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• .82
'•llBiS £i
P>-3e-86 10!
f • • •
8.8088
1 , 1 1 1 -1 1— 1
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0.8088
fi£COBDER
32
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+258.80
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83
,
+1
0.5-30.-S
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+500.88
1.1 i...i (...' i. i i i i
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6 18:45:16
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+758.86
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+175B.8 +20B6.0
+i4.fJtW +16. «M
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RflTE(rln/MR)= 1524
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+2258.8
+18.008
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+2500.8
+20.008
+6 0000
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-84
SH.S .£1
83
.02
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JWS
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32
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1-86 18:42:37 !
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18:41:14
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-RECORDER 0^-30-86 10:41:14
1 RSft SCHH lNf=a0;UB;Bl DMflHI KrtIL
= 1524
UrtNL 'v'riLUt UNlli HLBKI1
fnNL VHLUL UNI is HLflun
U 4 - . 815 3 J V 31L ~
L.MNL ynuut UNiia flLrtKn
-------
ICHNL UNITS PEAK"" TIME' VALLEY* TIME" CHNL 'UNHS'HEHK*" n'ni* Im/ili3 nnt° CHHL tuni(y*ii.Mt* un" URLLL" TinE8
PEflK/VftLLEY 19-92-86 IS;24:14 i Sid DftTft i6:24;ia SCAN iMT=ea;flfl!8i ihrtiftuai =P4.-a8:flfl
ijBts
$13
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16:24:87.
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/ J84 : -83
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'•• .83
'••83
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'•' JL8-82-86 16:22:44
(i '
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+258.88
+SW.W
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t-lBOt).
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8.0888 +2.8888
tH.88WJ
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+10.
1-8.8888
pECORDER
1B-82-86 16;22;44
a un £. Od t
i Psft ::CAr< i»f = B8;BB! til CnflKi KHI L tnn/HKj = 1^.^:4
.84:
i "-22
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18-«2-66 16:2i:25:-
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91S 21- • 31
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^8-82-06 16:16:41
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8.8880
+258.88
+££*). 0 t25eo.e
| = i i i ' ' ' ' ' ) ' • • '—I—I—I—I—I—1—i_-4—I—t—I—I—L—i—I—|—i—1—' ' ' '—I—1—i~
+2.8880
+4.8888
to. 8888
UUc 4~UU
+14. 8W
+16. »M
ns.ww
1 1 - 1
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JECORflER
+6.8888
Iflfl.
-• CHHL UNITS PEAK TIME VALuEr TIML
'•' fli u -. fl 1112 16:1?> -.01760 I6:lt
"• 64 0 +18.231
"CHHL UNITS PEAK
PEAK/UfiLLEY Ifl-fli
CHML UfillS PtHK tint. VHLLLI. lint UtlNL U Ni 1 3 f t ft K, lint
lint
16:14
1 6 : 1 6
TIME
ittS il
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•
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e+mt— VALUE UNITS ALARM CHNL VALUE UN11S ALHRH
01 -.01575 V SCL- 92 +5.6157 ','
21 +125.50 F 22 +168.75 F
CHNL VALUE UNITS ALARM CHNL VALUE UNITS ALARM
tmr-RFPDRT 18-02-36 15:09:14 1 RSA DATA
"HNL UNITS PEAK TIME VALLEY TIME CHNL UNITS PEAK
01 U . -.00741 15:04 -.03126 15:07 02 V +5.mb
04 V +.72999 15:87 -.09741 15:03 21 F +126.98
CHNL UNITS PEAK TIME VALLEY TIME CHNL Ufllls PtHK
EAtf/UALLEY 10-32-86 15:09:00 i RSA DATA
.03 .- i- :
01$ £4 £i ;22
MS !w IT "=22
fojP'bl 'ft pp •
J.0-02-86 15:07:58
0.0000 +250.00 +500.00 +130.0*1 n«M.n
0.0000 +2.0000 +4.000D +6.0WWJ +5.WWO
0.0000 +1.0006 +C.01WO
ECORDER 10-02-86 15:^7:50 1 RSA SCflN
m •• 21 22
83 *•*
•'0~3W •: ~~~)
MS :•£! '22 /
183 ft ^ /
10-«2SJ6 15:015:31
B1S03 ^» ;22
tlSJWW ^2
HSS3JW- - £2
BIS'- 04 22
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10/«2-86 15:05:11
W« V- .«
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^10-02-86.15:03:46
e.0000 +250.08 +500.80 +r5t).0e nww.o
..,_,. , ,.. , , "i i i 1 i , i i i i i i i | i ! i , i i , ! | | | l . 1 | .... | ... 1 1
0.0000 +2.0000 +1.0000 +6.00tW +S.0008
C«?L x^-^f, Llrii1i: HLfl(;!r' UHNL WHLUt UNITs ALftK" "
03 +.c'8533 V SCL- 94 +.66780 V SCL-
CHNL VALUE UNITS HLftHfl CHNL VALUE UNITS ALARM
15:08:56 SCAN INT=BB:BB:»I INTE BVfiL=Be:BB:Bi
TIME VALLEY TIME CHML UNITS PEAK TIME VALLEY TIME •
15:04 +b.b740 15:06 fli V +.40J90 15:05 -.00741 15:84 . ..._.:
15:04 +183. I'M 15:00 a a f t263.63 15:87 +125.31 15:03
TIME. VfiLLLT llflL UMNL UNllB PEAK lint VALLLT TIME
15:08:56 SCAN INT=80:00:0i INTERVAL=21: 80: 90
1
02 i
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1
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cl~cli- K l" ^"lyjtJ* f ^l f W3« y "t^tRiiH, y ^ci^btft tt ^2580» C
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i tfn d vd +H.wst' +t>.t»t« +6.0008
1M l =eu: utt: Bi unflKi H^I nnn/MK.i= 15^4
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11. |i)>..''.i|>iiiiii>>|iiii>ifiijii.iiiiiil>iiiiiiiiliiiiiiiiil,alll, ,,,!,. , | |
+2.0088 +4.0608 +6.0080 +8.8696 3-C02 4-CO +12.008 +14.888 ti6.880 +18.998 +20.899
1 1 1 1 1 1 I 1 1 1 1 1 1 1 1 1__| L__l L_l 1 1 1 1__J J__l •''<..- | ......... | .,,,,,,.,
16-62-86 fl9:5i:59 "i RSfl SCAN I^^eeToeioi CHHHI fcfl7L"inn/MRj= iS24 "" *fi.WM,
US 21 '22 ••.'•.93
8913 21 :'22 ;J^J*J^ 14 .•»/VA
i +2.9980
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( £s.
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+1868.0
+8.0888
V
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21-22 K F
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KECORIlER 18-82-66 89:4l:i7 i K£fi SIJflH 1M 1 =tftfl BtfS t?J.
+1500.0 +1750.0
i i i i J i i i i i i i > • j i i i A
+12.000 +14.008
. , . . . . | ....
CHHfcl fcflitinn/ttk.i= i
02
'••JE
02
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+2808.0 +2250.0 +2588. 0j
+16.000 +18.080 +20.860
+5.3080 +6.0800
ifcJt
''.CHNL UrtLUE UNITS ALARM
J 61 -.81112 U SCL-
- 21 +113.4? F
''CHNL UALUE UNITS
CHNL UrtLUE UNITS
P2 t5.6&52 V
22 +113.71 F
ChNL UftLUL UfUIJ
CHNL UALUE UNITS HLARH
V SCL-
VHuL't. UfUii HLhKH
CHNL UMLUE UNITS
04 -.88-371 U JCL-
L'flNL VHLUL U M i I S
LUii Kt.PUHI 10-Bti-PC
S «%!7.4
EP1NL VALUE UNITS ALARM
lei -.01112 u SCL-
21 +124.63 K
CHNL UALUE UNITS ALARM
Lflt- DEPORT lrV_ei-B6 o-?:2a.
i tD i f -? f1 an in •-• .•
, 4Q 1 Kifl iiJifiH—lO
CHNL VALUE UNITS ALARM
82 + b . 6 6 1 i V
22 T123.34 F
^ CHNL VHLUL UNI is MLftKn
I:HNL vflL"t onus HLHrtn UHNL yflLut UNI is flLfiRM
OJ 8.8888 V tUL- WH 8.8880 V c-L-L'
Utthl. VfiLL'L L'Nilt HLflh'n L:t1NL,1JVh^JL. (Uf1.1l{t "LhKfl
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5 84 V +4.1873 13:14 -.81653 13: i-3 fi r -nf?.?* 13: is -O4.C.44 iJiu a a r + ffs.t>4 u:it> + ?t.4'?:> 13: 13
?CHNL UNITS PEAK Tint VALLEY TIME CHflL UNITS PErtK flrlE yfiLLtr lint UflNL UHils KLHK Tint VrtLLEf TIHE
uPEAK/UALLtt ifl-flf-pt. U:m:i!b i MSA i'ftiH i^.-ir;:.,.- x,:hn IN i =00: OB: 01 ,ni LKUftL=^4:e»: »*
zs . .63 ' - '
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RECORDER
122 ^84 Bi
52 ** &:
&> .64 *K
17:82.83 »•*,(,,, .««
+250.00 +508.08 +f5«.6« notw.o fi-fi- K r ntrtkf.o nrs«.tj +ao»).b tijs»>.tt +2500.6
+2.9008 +4.9908 +6.8«» +o.«Me i-uu;^ 4-tu ' na.aw +14. ow no.«W n8.008 '+20.908
+1.0080 +ii' . OOUP i urn f Oil +H.OWO ^.0800 ' +6.8888
18-82-86 13:17:82 1 R£A SCAN IHT = 88: 88: 8l ChfiR] f^rtTE(MH/Mft)= 1524
^1S 21 22 -..83:_
£913 21 22 ;-.:03
"JMS 21 22 '••,0«f-..83
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J ift-flfi-fid 13:15i:43
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!/'!... 1^3C .*>*•
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10-02-§6 13:13:08 t>^
0.8000 +250.08
i«.eeae ' +2.0000
0.0908
RECORDER 1Q-62
CHNL UALUE UNITS
; 01 -.61257 U
i 21 +^5.35** f
:RHL UALUE UNITS
LOG REPORT ifl-82
*^ I r\
+580.68
+4.8808
+1.8886
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ALARM
SCL-
ALAftM
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CHNL
02
CHNL
C^ * \^^
+758.66 +1
+6.8808 +c
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4 .... 1 .... | •
680.0
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+250.08 +508.88
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+2.0008 +4.0888
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18-82-66 11:22:39
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18-82-66 11:18:36
CHM1--UNITS PEAK Tint VALLL1
81 'J -.81J?8 ll.'lf -.81853
04 V +10.235 11517 -.818!:.^
"HNL UNIIS HEflK linL VflLLEY
>£ftKrVALL
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^ £5£BW "
£k/p.080e
0.0008
C V 4A — AO — w^. 44*4A*H/
17:34
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+250.80 +588.08
+2.0888 +4.0888
+1.8888
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ii., 82
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+758.86 +1880.8 21-22 K K +1588.8 +17t>8.8 +2888.8 +2258.8 +2580.0
1 1 1 1 | 1 1 1 1 1 1—1— I—A |_l l-L i 1_J_1_I_1 |_.l 1 1 t 1- 1 I 1 1 { 1 1 1 1 1 . 1 I . | l . .,.,,,. | .... .,,,,!,, ,.,,.,.
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APPENDIX F: EXHAUST EMISSIONS DATA
-------
illMO blltlOtrUb lt.^,1 u oo
MKK. VtK-
COUt VLMICLL l.U. blOU
SOU 1 Ibl im^ul ViJtJb U
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SllL »A^UJ KAMAllbl b«M
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ni.-f lu 14 1 o.o
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ANALVblb 1 HHOLtbSto: InSnl
• Jl ALfiiAL Utft-W™ /"~
iJl JAN = r.OliM.0 CU.t-l. UlLUIlON
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tH.lLB.HtH- _ _
tXiu 1 I/ CALLtLtA loua^u WMM ft-tln
= = = = = = = = = = H«Ai|l<;t>i.O CU.fl.
u^T iiAb i-i-ltn i-U.M . = = = = = = = = = = = = = = = = = = = = = HAwT ILULAIt WtlOrtT« OHAMb = = = = = =
..... ....... r'HlilUHV .............
Fill/lL (.OKKtL rtU ^ LOW KMllU ^LIK LoHhcLItU
__L-!iAL_
u.ooi7iu
-- t LOWKAlti^L^/•1JlJ = =
ttiiUttL iLiLltltkUtilUw
u.ooo O./DU ^5 U.aOb/<«i; O.UOb/// u.UOOOJb l.nb^
>'AK|'ILULM lu nLlonlc.il O«AMb/MlLt= u.^bl WLlohltU u»<«rtb/M-i= n.<;rtb wtlOHIt-U t OtL tCUNUMr= «Jb. I MP(i
LOnMt.l'*! S! 1-lO-ltb M/H •O/lKAr'-ML L 1 Nt COLU bK">> I S-O^OO
""
ft |T,/p
^-lr,-f^^ <;s».Ju c uAii Lw-1*. e. ^^Ll^« c »to NO 0* Hu .0 /o.u J.J «;.»» HAl) NO. I M1LOS= J.bDO lUlML VMlX= OUU.b Lj.tf.
= = = = = = = = = = = = = LMf H/1S r,lLtc.rt 1.0. M. = = = = = = = = = = = = = = = = = = = = = fA« I KUl_Mft_ WtlOnlt OHAMb = = = = = =
............ r>rt(i-IAKr .............
r'l|,,u «.')KhC.(- ItD t LUW rtAllO f L I W CUHHtCILU fiLfCrt (• UtL
-------
DVNO SITE:D20B TEST * B7223I | 1975 LIGHT DUTY VEHICLE ANALYSIS | PROCESSED: 15:10:38 MAR 9, 1987
a MFR. ALT. EQUIVALENT ACTUAL OVER- / TEST TYPE
MFR. VER- REP. RUN. RETEST H.P. TEST DYNO TRANS. DRIVE EXPE
200 11511412019885 0 N BAG BY BAG
CURB DRV AXLE AXLE / IGNITION TIMING / / % CO / IDLE SOAK COASTDOWN TIME
PREP DATE WEIGHT WEIGHT GAUGE MEASURE * 1 *2 RPM GEAR IDLE HIGH SPEED RPM GEAR PERIOD ACTUAL ADJUSTED
EMPTY 0 0.0
COMMENTS: M/B 3-5-87 FOGERTV OVAL TRAP HOT START LA-4 PARTICULATES ONLY 1375 SEC
EMMISSION DATA FICTICIOUS
THE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
DVNO SITE:l)2UU TEST 87-2231
-------
OVNO SITE: D208 TEST 0 B7-223I ***•* LIGHT DUTY DIESEL PARTICULATE TEST ***** PROCESSED: 14:49:28 MAR 9, 1987
MFR VEHICLE ID VERSION TEST TYPE TEST PROCEDURE
MERCEDES BENZ 11511412019885 0 EXPERIMENTAL (ECTD) BAG BV BAG
========== PARTICULATE SAMPLING SYSTEM ==========
CVS UNIT TUNNEL DIAMETER TUNNEL
42C 18 INCHES 18ED
========== EXHAUST CONNECTION CONFIGURATION ==========
LENGTH SURFACE DIAMETER INSULATED NO. ELBOWS ANGLE
14 FEET SMOOTH 4 INCHES YES 1 90 DEGREES
========== PARTICULATE FILTER DESCRIPTION ==========
DIVISION LOGBOOK EPA BATCH NO. FILTER MFR FILTER TYPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
ECTD 1 17 PALLFLEX T60A20 47MM T497B 98.0%
========== PARTICULATE TEST INFORMATION ==========
BARO. * PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
DATE " HG TEST TYPE FILTERS FILTERS FILTER CARBON TEMP. (F) BAG1 BAG1
3- 5-87 29.44 BAG BV BAG, EQUAL SETS 1 YES NO 0% 106 78.0 3.0
>»» BAG NO. I MILES= 7.380 TOTAL VM1X= 16777.9 CU.FT.
============== DRY GAS METER CU.FT. =============== ====== PARTICULATE WEIGHT, GRAMS ======
PRIMARY
TOTAL CORRECTED FLOW RATIO FLTR CORRECTED FILTER FUEL
BEFORE AFTER FLOW 1OIAL FLOW (VM1X/DHVGAS) NO. BEFORE AFTER TOTAL TOTAL WT. EFF . GM/M1 CM/KM ECON. . MPG
286.442 304.661 18.219 16.920 991.62 143 0.067038 0.067823 0.000785 0.778 92.1% 0.114 0.071 94.7
== FLOWRATES.CF/MIN ==
ACTUAL TEST/REQUESTED SECONDARY W/SEC
0.738 0.750 144 0.067747 0.067814 0.000067 0.845
COMMENTS: 3-5-87 M/B FOGERTV TRAP H/S LA-4
DYNO SITE: D208 PARTICULATE rEbl t 87-2231
-------
OYNO SITE:D208
TEST * 872349
| 1975 LIGHT DUTY VEHICLE ANALYSIS | PROCESSED: 15:01:34
MAR 13, 1987
MFR .
2OO
1151M12019885
PREP DA I fc
0 J - I I - H 7
CURB
WEIGHT
VER-
0
DRV AXLE
WEIGHT
MFR.
REP. RUN. RETEST
ALT.
H. P.
EQUIVALENT
TEST
ACTUAL
OYNO
TRANS.
GAUGE
EMPTY
AXLE
MEASURE
/ IGNITION
a \ *2
I AMblENl TEST CONDITIONS /
BAKU DtW AMb ItMP % RtL S.HUM NOX CVb
"HG POINT I EMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.41 45.B 73.H D 36.8 46.45 0.8817 42C
/ DYNAMOMETER IEST CONDITIONS /
DVNO ACTUAL DYNO TIRE ODOMETER SYSTEM
IES1 DATfc HH SITE IW SET TWHP PSI (Ml) MILES
113 12 til 12 0208 4000 10.9 45.00 57832.0 N/A
TIMING /
RPM GEAR
/ % CO
IDLE HIGH SPEED
OVER-
DR I VE
IDLE
RPM
EXPE
BAG BY BAG
IhbT TYPE
GEAR
SOAK
PERIOD
0
COASTOOWN TIME
ACTUAL ADJUSIED
0.0
I
7.432 MIlLS 11.961 KM 17329. ROLL REVS'.
SI 1fc *A203
EXHAUST SAMPI E
BACKGROUND SAMPI E
RANGE METER
H( hill
NOX l.MLM
(.1)2
CO
HC-Ht- ID
14
1 t'l
23
1 7
• 1
in. i
40 . :i
'23. 3
6.4
18.5
7.47
20 . 18
0. 493
15.94
13 .90
14
15
23
1 7
14
CONC. RANGE METER
5.0
0.6
2.4
0.0
6. 4
SECS. VMIX- HiblO.O CU.Ff.
DILUTION FACTOR - 27.042
COHRECVEO
CONC. CONCENTRATIONS
GMS.
3.69 3.91 PPM I .06
0.30 19.89 PPM 15.78
0.04B 0.446 % 3837.34
0.0 15.94 PPM 8.73
4.84 9.24 PPM 2.51
MASS EMISSIONS
GMS/MI
0. 143
2. 1 23
516.305
1 . 175
0. 337
GMS/KM
0.089
1.319
320.8 1 7
0. 730
0. 209
AUX .
FIELD!
A(IX .
AUX .
ME 1.02 CODE
MPG
19 .b
KPI
8.34
L/100KM
12.0
COMMtNI
t.uLI' I bAti I.A4
LtOtNU i.Et INI-O.
K)GAR1V
PACKET
TRAP MERCEDES
WOT Al 19O bdC CHANGE IN PARlIC.SYi
lilt HJtl tCUNOMY VALUE WAS CAlCUI.ATED USING CONSTANT FoEL PROPfcRMES FROM PRE-1988 REGULATIONS.
UYNO SI It :L)2OB
B/-2J49
-------
16:22:29 MAR 12, 1987
MFR VEHICLE ID VERSION TEST
MERCEDES BENZ 1 1 5 11 4 1 20 1 9885 0 EXPERIMENTAL
CVS UNIT TUNNEL DIAMETER
42C 18 INCHES
========== EXHAUST CONNECTION CONFIGURATION ====
LENGTH SURFACE DIAMETER INSULATED
14 FEET SMOOTH 4 INCHES YES
1 V I SI UN 1 OtitiOOK bHA UA1 CM NO. F J 1 1 tk MFK MLTEftlVPE
ECTD 1 1 PALLFLKX TOO A 20
bARO. * PRI. SECONDARY BKL.D PART. MAX. TUNNEL
liATE " HG IESI TYPE FILTERS FILTER t ll 1 ER CARBON TEMP. (F)
TYPE
(ECTD)
TUNNEL
18ED
NO. ELBOWS
i
FILTER SIZE MFR BATO
47MM T497B
GAS METER TEMP. (F)
BAG1
TEST PROCEDURE
BAG BY BAG
ANGLE
90 DEGREES
M NO. BATCH EFFICIENCY
98.0%
GAS METER PRESS. ( " H21
BAG)
_ _ .
29.4'! BAG BY BAG, "EQUAL "SETS
bALi NO. I MlLtb- /.4J2
YES
NO
o%
ioe
82.5
IOIAL VM1X= lbt>2t)./ CU . F 1
. . __i_i L)HY GAS MtltK (.U.FT. =- = = = = = = = = i =. = = =
bhhORL
344.600
,A±Lt.K_
St>2'. 2G5
= = = - = = PARI1CULATE WEIGHT, GRAMS = = = = = =
............ PRIMARY .............
1UIAL (.UKRtClEU FLUW RATIO FLlR CORRECTED FILTER
IOIA1 FiHW ( VMI A/URY(JAS) NU . _Bt^OJi§__ AFTER TOTAL TOTAL Wl. EFF .
16.710
7.657 16.710 995. f)4
-- l-LDWHAl ES.CF/MIN = •=
TEST /REQUESTED
0.7HO
___
149 0.067362 0.068356 0.000994
SECONDARY ............
150 0.068070 0.068133 0.000063
0.989
W/SEC
1.052
94.0%
2.7
FUEL
GM/M1 GM/KM bLON . , MHG
0.142 oT6"B8 19.6
I'OMMENTb: 3-1'A-BV FOGERTY 1RAP
COL IJ START 1 BAG LA-4
DYNO Si IE: D2U8 PARIICULA1E FtiV
I)/
-------
DVNO SITE:D209
TEST * 872350
I 1975 LIGHT DUTY VEHICLE ANALYSIS | PROCESSED: 10:21:53
MAR 24, 1987
a
MFR .
200
1151 1412019885
VER-
0
MFR.
REP. RUN.
RETEST
ALT.
H. P.
EQUIVALENT
TEST
ACTUAL
DVNO
N
TRANS.
OVER-
DRIVE
TEST TYPE
EXPE
CVS 75-LATER
CURB DRV AXLE AXLE /
PREP DATE WEIGHT WEIGHT GAUGE MEASURE * 1
03-IB-87 EMPTY
IGNITION TIMING /
#2 RPM GEAR
/ % CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
23 0.0
/ -------- AMBIENT TEST CONDITIONS ------ /
BARO DEW AMB TEMP % REL S . HUM NOX CVS
"HG POINT 1>EMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.15 43.6' 75. 5 D 32.0 43.06 0.8695
/ -------- DYNAMOMETER TEST CONDITIONS -------- /
DVNO ACTUAL DVNO TIRE ODOMETER
TEST DATE HR SITE IW SET TWHP PSI (MI)
03-19-87 14 D209 4000 10.9 45.00 57911.3
42C
SYSTEM
MILES
N/A
BAG
3.568 MILES 5.743 KM 8320. ROLL REVS.
SECS. VMIX= 6072.0 CU.FT.
SITE #A203
EXHAUST SAMPLE
>
BACKGROUND SAMPLE
DILUTION FACTOR = 22.097
HC-FID
NOX-CHEM
C02
CO
HC-HFID
RANGE
14
15
23
17
14
METER
12.0
48.5
28. 2
7.8
23.2
CONC . RANGE
8.87 14
i?4 .46
0.603
19.41
1 7 .39
15
23
1 7
14
METER/
4-fl S
1 .Q'S
2.2 '/
o.o -
4.6 '
CONC.
3.55
0.51
0.044
0.0
3.48
CORRECTED
CONCENTRATIONS
5.49 PPM
23.98 PPM
0.560 %
19.41 PPM
14.07 PPM
MASS EMISSIONS
AUX .
AUX.
AUX.
GMS.
0.54
6.86
1762.87
3.89
1 .40
GMS/MI
0. 153
1 .921
494.021
1 .089
0. 391
GMS/KM FIELD1 FIELD2 CODE
0.095
1 . 194
306.970
0.677
0.243
MPG
^0.5
KPL
8. 72
L/ 100KM
11.5
BAG 2 3.U48 MILES 6.192 KM 8971. ROLL REVS.
SECS. VMIX=10427.0 CU.FT.
DILUTION FACTOR = 37.553
SITE »A203
HC-FID
NOX-CHEM
C02
CO
HC-HF1U
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
RANGE METER
CONC. RANGE METER
CONC. CONCENTRATIONS
GMS.
MASS EMISSIONS
GMS/MI
GMS/KM
AUX.
FIELD!
AUX.
AUX.
FIEL02 CODE
14
15
23
17
14
Q 11
29.5
17.0
5. 2
15.8
BAG 3 3.586 MILES 5.771 KM
SITE »A203
HC-FID
NOX-CHEM
C02
CO
HC-HFID
EXHAUST SAMPLE
RANGE
14
15
23
17
14
WEIGHTED VALUES
GRAMS/MILE
BEFORE ROUNDING
GRAMS/KM
BEFORE ROUNDING
METER j
9. \'/
45.0 /
24 . 5 S
f>.2/
16.3
HC-HFID
.338
.3381
.210 (
.2101
6.50
14.92
0.354
12.96
1 1 .88
8361 .
E
CONC.
6.73
22.71
0.519
15.45
12.26
CO
1 .06
1 .064
.661
.6609
14 4.0
15 O.I'
23 2.3'
17 0.0
14 4.8
ROLL REVS.
BACKGROUND
RANGE METER
14 4.0 '
15 0.1
23 2.3
17 0.0-
14 5.0
C02
442.
442. 1
275.
274.7
/ 2.95
y 0.05
/ 0.046
' 0.0
3.63
SAMPLE
/ CONC.
/ 2 . 95
/ 0.05
./ 0.046
' 0.0
/ 3. 78
NOX
1 .88
1 .880
1.17
1 . 168
3.63 PPM
14.87 PPM
0.309 %
12.96 PPM
8.35 PPM
SECS.
CORRECTED
CONCENTRATIONS
3 . 89 PPM
22.66 PPM
0.475 %
15.45 PPM
8.62 PPM
3.63 PPM
14.87 PPM
0.309 %
12.96 PPM
8.35 PPM
0.62
7.30
1670. 22
4.46
1 .42
0. 161
1 .898
434.093
1 . 158
0.369
0. 100
1 . 179
269. 733
0.720
0.230
MPG
23.3
KPL
9.91
L/100KM
10. 1
VMIX= 6099.0 CU.FT. DILUTION FACTOR = 25.666
MASS EMISSIONS
GMS.
0.39
6.51
1500.06
3.11
0.86
GMS/MI
0. 108
1.815
418.312
0.866
0.239
FUEL ECONOMY
GMS/KM
0.067
1 . 128
259.927
0.538
0. 149
MPG
22.9
22.8804
AUX .
FIELD1
AUX.
AUX.
FIELD2 CODE
MPG
24.2
KPL
9.7
9.7149
KPL
10.30
L/100KM
9.7
L/100KM
10.3
10.2934
PARTICULATE GMS./MI. BAG-1 0.406. BAG-2 0.468. BAG-3 0.583. WEIGHTED 0.487
COMMENTS: MERCEDES DItSEL COLD START DUMMY TRAP WOT 190 SEC BG 1 WOT 190 SEC BG3
1HE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
3327
DYNO S1TE:D209 TEST 87-2350
-------
OYNO SITE: D209
I ESI * ti'l -23SO
LIGHT DUTY DIESEL PARIICOLATE TEST »*»»«
PROCESSED: 1 5 : 3 I : Uli MAR 1J ,
MI:K
MERCEDES BEN2
1 tNGTH
14 FEET
HI Vl SION 1 OGBOOK EPA
ECTO 1
bARO .
liA 1 t " I1(j
VEHICLE ID
1 15 1 11 1 20 19885
CVS UNIT
42C
SURFACE
SMOOTH
BAICH NO. FILTER MKR
17 PALLF1.EX
t PR I .
IESI TYPE FILTERS
_ y.EJiS1.0N TEST
0 EXPERIMENTAL
TUNNEL DI AMETER
18 INCHES
DIAMETER INSULATED
4 INCHES YES
F ] t TER IVPE
T60A20
SECONDARY BKGD PART. MAX. 1UNNEL
FILTERS FILTER CARBON TEMP. (F)
TYPE
(ECTD)
TUNNEL
I8ED
NO. ELBOWS
1
FILTER SIZE MFR BATCH
47MM T497B
GAS METER IEMP. (F)
BAG) BAG2 BAGJ
TEST PROCEDURE
CVS 75-LATER
ANGLE
90 DEGREES
NO. BAICH EFFICIENCY
98.0%
GAS MEItK PRESS. ( " H2O)
BAG! BAi,2 BAG3
MILES- 3.6bU
YES NO 0%
TOTAL VMIX= bO/b.O CO.FT.
111
83.0 85.0 84.0
2.8 2.2 2.8
• -- i - _ i UK y Li« :> Mt 1
IOFAL
MtFliRE AF I'hR Fl OW
:l(ifi. 000 373. 18(i 6. 306
ti< LU.r-i. = = - = = = = = - = -- = = -
CURUtCIED FLOW RATIO
I'OfAl FlOW ( VMIX/ORYGAS )
f,.9B6 1015.33
-- Fl OwRATES , CF/M1N -= =
ACTUAL TEST/REUUESTED
0.711 0. 750
l.ES- 3. 848 IOTA! .MIX
lOI'AL- CURRECIED FLOW RAI1O
bEFOKE AI-IER FLOW IOTAI. FLOW ( VM I X/OR YGA b )
258. bUb 2b9.l5fl 10.462
TOTAL
BEFORE AF 1 FR Fl OW
375. 186 379 .556 4 . 370
10.094 1033.90
-- FL.OWRA i E.S .CF/MIN - =
ACTUAL TtSI /REOUEs 1 LO
O.h09 0.750
LES- 3 . Sbli IOIAL VM1X
CORRECIEO FLOW RATIO
4.089 1492.64
-- H. OWRA 1 ES . CF/MIN = =
A(J 1 '!AL. LIIJ.l /Ht QlJtlLI9
0 '. 486 " 0 . 750
FLTR
NO.
151
152
— 1 0
FL IR
NO.
153
Ib4
- 6
FLTR
155
156
= -=-• = - HAR 1 1CULA 1 E
PRIMARY
BEFORE AFTER
0.065052 0.066480
SECONDARY . . .
0.0t>//7o 0. 067015
43 / . 1 CO. FT .
PRIMARY
BEFORE AFTER
0.065000 0.067550
SECONDARY . . .
O.Ob'/bOl U.Ub791b
103 . 1 CD TT .
= =•- -- PARTICULATE
PRIMARY
BEFORE AFTER
0.067368 0.068768
SECONDARY
0.06B943 0.068994
WEIGH I . GR
TOTAL
0.001428
0.000039
WEIGHT, GR
TOTAL
0.001742
AMS =- = = —
CORRECTED
TOTAL WT.
1 .450
W/SEC
1 .489
CORRECIED
TOTAL Wl.
1 .801
W/SEC
0.000037 1 .839
WEIGHT, GRAMS ---=--
TOTAL
0.001400
0.000051
CORRECTED
TOTAL WT .
2.090
W/SEC
2. 166
FILTER
EFF.
97.3%
GM/MI
0.406
(iM/J\M
0" 252
FllLl
ECON. . MPI.
20.5
FILTER
EFF .
97.9%
GM/MI
0.468
(.M/KM
oTS'uT
FUEL
El.ON . . MI'U
23 ":J
CORRECTED
TOTAL WT .
2.090
W/SEC
2. 166
FILTER
EFF .
96.5%
GM/MI
0.583
GM/KM
0". 362
FUEL.
ECON . ,_ MP(.
24. 2
PAR I I I.IILA I E WElGHIELi OHAMb/MlLE= IJ . tti t
LUMMtNIS: J-19'H/ M/B IJUMMY I HAP
WE1GHIED GRAMS/KM= 0.303
WEIGHTED FUEL ECONOMY- 2_'.'J MI'U
DYNO SITE: D209 PARriCUI. Alt I t S I" * til 2:)!.
-------
DVNO SITE:D209
TEST * 872468
1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 10:21:38
MAR 24. 1987
MFR.
2UU
1 151 1412019885
VER-
0
MFR.
REP. RUN.
RETEST
ALT.
H.P.
EQUIVALENT
TEST
N
ACTUAL
DYNO
TRANS.
OVER-
DRIVE
TEST TYPE
EXPE
CVS 75-LATER
CURB DRV AXLE AXLE / IGNITION TIMING /
PREP DATE WEIGHT WEIGHT GAUGE MEASURE *1 *2 RPM GEAR
03-19-87 EMPTY
/ AMBIENT TEST CONDITIONS /
BARO WET AMB TEMP X REL S.HUM NOX CVS
"HG BULB TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.20 58.8 74.8 F 37.5 49.34 0.8924 42C
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DVNO TIRE ODOMETER SYSTEM
TEST DATE HR SITE IW SET TWHP PSI (MI) MILES
03-20-87 09 D209 4000 10.9 45.00 57921.7 N/A
/ * CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
18 0.0
BAG I 3.584 MILES 5.768 KM 8357.
SITE *A203
HC-FID
NOX-CHEM
C02
CO
rtC-HFiu
EXHAUST SAMPLE
RANGE METER / CONC.
14
15
23
17
14
1 1
51
29.6'
7.8
22.6
6'/ 8.58
.5 / 25.97
ROLL REVS.
BACKGROUND SAMPLE
RANGE METER S CONC
4 - ' ' ~
0
0.635
19.41
16.95
14
15
23
17
14
.B'V
2.2X
0.0
4.a/
3. 18
0.41
0.044
0.0
3.63
SECS.
CORRECTED
CONCENTRATIONS
5.55 PPM
25.58 PPM
0.592 %
19.41 PPM
13.49 PPM
VMIX= 6060.0 CU.FT.
GMS.
0.55
7.49
1859.94
3.88
1 .34
MASS EMISSIONS
GMS/MI
0. 153
2.090
518.917
1 .082
0. 372
DILUTION
GMS /KM
0.095
1 .299
322.440
0.672
0.231
FACTOR = 20.993
AUX. AUX. AUX.
FIELDI FIELD2 CODE
MPG KPL L/
19.5 8.30
100KM
12.0
BAG 2 3.B89 MILES 6.259 KM 9068. ROLL REVS.
SECS. VMIX=10399.0 CU.FT.
DILUTION FACTOR = 34.420
SITE *A203
EXHAUST SAMPLE
BACKGROUND SAMPLE
HC - F I D
NOX-CHEM
C(. '
cu
HC-HFID
RANGE
14
15
23
17
14
METER
8.8
33. 2
18.5
5.2
14.8
CONC .
6.50
16. 78
0.387
12.96
11.14
RANGE
14
15
23
17
14
METER /
4.3V/
0.5
2.3 • .
0.0 '
4.7.
CONC .
3. 18
0. 25
0.046
0.0
3.56
CORRECTED
CONCENTRA1IONS
3.42 PPM
16.54 PPM
0.342 %
12.96 PPM
7.68 PPM
MASS EMISSIONS
GMS.
0.58
8.31
1841 .76
4. 44
1.31
GMS/MI
0. 149
2. 137
473.557
1 . 143
0.335
GMS/KM
0.093
1 .328
294. 254
0.710
0. 208
AUX.
FIELDI
AUX.
AUX.
F1ELD2 CODE
MPG
21.4
KPL
9.09
L/100KM
1 1 .0
BAG 3 3.620 MILES 5.826 KM 8440. ROLL REVS.
SECS. VMIX= 6081.0 CU.FT.
DILUTION FACTOR = 21.754
SITE »A203
HC-FID
NOX-CHEM
C02
CO
HC-HFID
EXHAUST SAMPLE
RANGE METER
BACKGROUND SAMPLE
CORRECTED
MASS EMISSIONS
14
15
22
17
14
8.8'
53. 1
63.5 •
6.4
14.2
CONC. RANGE
6.50
26. 77
0.613
15.94
10.69
14
Ib
i'2
17
14
METER s
4
0.
5
Ci
5
4 /
•S> s
•°/
s
. o '
CONC. CONCENTRATIONS
3. 25
0 2S
0.046
0.0
3. 78
3 .
2b
0,
15
7
. 40 PPM
.52 PPM
.570 *
.94 PPM
.08 PPM
GMS.
0
7
1795
3
0
.34
.80
. 1 1
.20
.70
GMS/MI
0.
2
495.
0.
0
.093
. 154
.904
.883
. 194
GMS/KM
0.058
1 .338
308. 140
0.549
0.121
AUX .
FIELDI
AUX.
AUX.
FIELD2 CODE
WEIGHTED VALUES HC-HFID CO C02 NOX
GRAMS/MILE 0.304 1.06 489. 2.13
BEFORE ROUNDING .3043 1.059 489.0 2.132
GRAMS/KM 0.189 0.658 304. 1.32
BEFORE ROUNDING .1891 .6579 303.9 1.325
FUEL ECONOMY
MPG
20.7
20.698 I
MPG
20.5
KPL
8.8
8.7953
KPL
8.69
L/100KM
I 1 .5
L/100KM
11.4
I 1 .3695
PARTICULATE GMS./MI. BAG-1 0.139. BAG-2 0.010. BAG-3 0.168. WEIGHTED 0.080
COMMENTS: MERCEDES DIESEL COLD FIP FOGARTY TRAP WOT 190 SEC BAG 1&3
1HE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-198B REGULATIONS.
3327 0
DYNO SITE:D2U9 TEbT B7-246B
-------
OYNO bITE: D209
MI-H
MERCEDES BENZ
TEST * 07-2460 ««»»» LIGHT OUT V jjj ESEL PART I CULATE TEST ••••* PROCESSED:
VEHICLE If) VERblON TEST TVPE
11511412019885
l_tNCjTH
14 'FEET
cys UNIT
42C
SURFACE
SMOOTH
0 EXPERIMENTAL (ECTD)
--- PARfICULATE SAMPLING SYSTEM ==========
TlJ_NNE_L_r^I_A_ME_rE_R TUNNEL
~T8"IN CH ES 18ED
EXHAUST CONNECTION CONFIGURATION ==========
9IMLT§W. INSULATED NO. ELBOWS
4 INCHES YES f
15 :12:14 MAR 23, 1907
TEST PROCEDURE
CVS 75-LATER
.
90 "DEGREES
L_I i y i s i ON
"F.cfn""
LOGbOOK tPA BATCH NO.
T " 17
-i ___-.: PARTlCULATb" FILIER DESCRIPTION
_FIL1ER MFR_ _ _ FIlTfcR IYPE_
PALLFLEX T60A~20 ~~ ~" " "
FILTER SIZE MFjK J3A_TCH_J^O^
47MM T497B "
98.0%
BARO .
UA 11 •• nG ! t
3-:'Ora7 20.20 3 BAG" FTP
_BtH()Rt
379 "r. 7 7
BbFDRt
386.258
3 FILTER 3
BAG NO. 1 MILES= 3.5B4 TOTAL VMIX =
---- DRY GAb METER CU.FT. =============j=
========== PARTICULATfc TESI INFORMATION ==========
* PR1 . SECONDARY BKL.D PAR f . MAX. TUNNEL GAS METER TEMP. (F) GAS Mt I tR PRESS. ( " H.'u)
f IL TbRS _£lLrt_R^. FILlfcK CARBON IEMP. (F ) BAG I BAG2 BAGJ BAG I BAbL' BAG3
3 YES
NO 0%
6066.3 CU.FT.
1 13
80.0 83.0 83.0
2.8 2.2 2.8
A F I f H
TOIAL
Fl UW
6. enT
CORRECTED
TOIAL FLOW
FLOW RATIO FLTR
(VMIX/DRYGAS) NO.
= = _-- = = PARTIClJLATE WEIGHT. GRAMS = = = = = =
PRIMARY
CORRECTED
BEFORE AFTER TOTAL TOTAL WT.
6. 308 961 .61
== FlOWRATES.CF/MIN =-
ACTUAI_ TEST/REQllFSTED
077riO 6.750"
157 0.067204 0.067673 0.000469
158
SECONDARY
0.065363 0.065411 0.000048
0.451
W/.SEC
0.497
FILTER
EFF .
90.7%
GM/M1
0. 139
FllEI
GM/KM ECON., MPG
OTOBiB I 9."S"
BEFORE *!:IE.y_
269 . Tlia 38(1. 303
BAG NO. J MILES- 3.889
---- DRY GAS METER CU.FT. =
TOTAL
*~* *~T * *
TOTAL VMIX= 10506.8 CU.FT.
CORRECTED
TOTAL FLOW
FLOW RATIO
»*«*«* 97.4fl
= = Fl.OWRATES , CF/MIN --
"77450
FLTR
_yQ.-
159
PARTIClJLATE WEIGHT. GRAMS ======
PRIMARY
CORRECT ED
AFTER TOTAL TOTAL WT.
b.f)fi5r.71 0.065920 0.000349 0.034
FILTER
EFF.
88.4%
GM/M1
FUEL
GM/(\M ELON. , MHLi
0.010 0.006
21.1
0.750 160
BAG NO. 3 MILES- 3.620 IOTAL VMIX= 6007.3 CU.FT.
DRY GAS METER CU.FT. ----^-.--------
SECONDARY
0.065463 O.O65509 0.000046
W/SEC
0.039
Al- 1 bR
392.936
TOTAL
FLOW
6.678
CORRECTED
FLOW RATIO
Fl TR
==..-- PARTICULATE WEIGHT, GRAMS ------
PRIMARY .............
CORRECTED FILTER
FUEl.
IOTAl_ Fl_OW (yMlxyDRYGASj NO. BEFORE A.F_L§R _ TOTAL
""6.271 970776'" l"6l' 0.065639 0 ."066201 0.000562
-= FLOWRATtb.CF/MIN --
AjVT_U*k TEST /REOUEST£I) SECONDARY
0.745 "0.750 162 0.066302 0.066448 0.000066
IOTAL Wj_^ E F F . liM/MI GM/KM ECON^ ,
"5.546" 89 ."S~% " 0.168 0.105 20.4
PAR I 1LUL.A I't WtlGr-lltD GRAMb/MHE= U . U8O
CUMMtNIS: 3-t'U-0/ M/B FUGtRIV F IP
WEIGHltU GRAMS/KM- 0.U50
W/SEC
0.610
WElGHIhD FUEL tCONOMY= -'U . O MCG
DYNO SI IE: 0209 PARTICULAIE Ttbl * til
-------
DVNO SITE:D208
TEST * 872731
I 1975 LIGHT DUTV VEHICLE ANALYSIS |
PROCESSED: 13:56:10
APR 13. 1987
a
MFR.
200
1151 1412019885
CURB
WEIGHT
VER-
0
DRV AXLE
WEIGHT
MFR .
REP. RUN.
RETEST
ALT.
H. P.
EC)UI VALENT
TEST
ACTUAL
DVNO
TRANS.
OVER-
DRIVE
EXPE
2 BAG LA-4
TEST TVPE
GAUGE
EMPTY
AXLE
MEASURE
PREP DATE
/ AMBIENT TEST CONDITIONS /
BARO WET AMB TEMP % REL S.HUM NOX CVS
"HG BULB7TEMP^fNIT HUM GR/LB FACTOR ALDEHYDES RGE
42C
SYSTEM
MILES
N/A
I IGNITION TIMING /
f\ *2 RPM GEAR
/ % CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
I. 0.0
29.01 58.2 75.5 F 34.0 46.06 0.8803
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DVNO TIRE ODOMETER
TEST DATE HR SITE 1W SET TWHP PSI (MI)
04-09-87 IU D208 4000 10.9 45.00 58158.0
BAG 1 3.540 MILES 5.697 KM 8254. ROLL REVS.
SITE *A203
HC-FID
NOX-CHEM
C02
CO
HL-HFID
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
SECS. VMIX= 6073.0 CU.FT.
RANGE METER
CONC. RANGE METER
CONC. CONCENTRATIONS
I 4
Ib
23
I 7
14
9.5 7.02
4b.7" 23.56
25. 11/ 0.533
b . 0 '-' 14.95
15.U 1 1 . 28
14
15
23
17
14
2. 1
0.0
4. 7
3.25
1.12
0.042
0.0
3.56
3.90 PPM
22.49 PPM
0.492 %
14.95 PPM
7.UV PMM
GMS.
0.39
6.51
1548 .33
2.99
0 . 78
MASS EMISSIONS
GMS/MI
0. 109
1 .839
437.370
0.846
0. 220
DILUTION FACTOR = 25.029
GMS/KM
0.068
1 . 143
271.769
0.525
0. 137
AUX.
FIELD)
AUX.
AuX .
FIELD2 CODE
MPG
23 . 2
KPL
9.85
L/100KM
10.1
BAG 2 3.HI2 MILES li.134 KM 8887. ROLL REVS.
SECS. VMIX=10395.0 CU.FT.
DILUTION FACTOR - 3b.U45
SITE *A203
HC-F 10
NOX-CHEM
C02
CO
HC-HFID
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
MASS EMISSIONS
RANGE METER
CONC. RANGE METER
14 8 .4"' 6.21 14 4.1'
15 31.3 ^ 15.83 15 1.0
23 17.7" 0.370 23 2.1
17 5.0 / 12.47 17 0.0
14 13.3 10.01 14 4.6
CONC. CONCENIRATIONS
3.03 3.26 PPM
0.51 15.33 PPM
0.042 0.328 %
0 . 0 1 ? . 47 PPM
3.48 6.63 PPM
GMS.
0.55
7 .60
1768. 29
4. 27
1.13
GMS/MI
0. 145
1 .994
463.925
1.121
0. 295
GMS/KM
0.090
1 .239
288. 269
0.697
0. 183
AUX.
FIELDI
AUX .
AUX.
FIELD2 CODE
WEIGHTED VALUED HC-HFID CO C02 NOX MPG
GRAMS/MUE U. 259 0.988 451. 1.92 FUEL ECONOMY 22.4
BEFORE ROUNDING .2593 .9883 451.1 1.919 22.4446
GRAMb/KM U.161 0.614 2BO. 1.19
BEFORE ROUNDING .1611 .6141 280.3 1.IUJ
COMMENTS: TRAP FOGARI'V UNIT BAG*2 NOLL COUNTS LOW SEE TRACE ALONG ZERO LINE
THE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEl 'ROPERTIES FROM PRE-1988 REGULATIONS.
MPG
21 .8
KPL
9.6
9.5502
KPL
9.28
I. / KJDKM
10.8
L/ IOOKM
10.5
10.4709
3327 0
DVNO SITE:D208
I £ i, I' b 7 - 2 7 3 1
-------
DVNO SITE: D2U8
MFR
MERCEDES BENZ
TEST * 87-2731
•»•»• LIGHT DUTY DIESEL PARTICIPATE TEST •****
PROCESSED: 16:22:28 APR 10. 1987
VEHICLE ID
1 151 1412019685
VERSION
TEST TVPE
EXPERIMENTAL (ECTD)
TEST PROCEDURE
2 BAG LA-4
LENGTH
14 FEET
CVS UNIT
42C
SURFACE
SMOOTH
========== PARTICULATE SAMPLING SYSTEM ==========
TUNNEL DIAMETER
18 INCHES
========== EXHAUST CONNECTION CONFIGURATION ==========
DIAMETER INSULATED NO. ELBOWS
TUNNEL
18ED
4 INCHES
ANGLE
VES
1
DIVISION
ECTD
LOGBOOK EF'A BATCH NO.
1
DATE
BARO.
" HG
I 7
TEST TVPE
FILTER MFR
PALLFLEX
== PARTICULATE FILTER DESCRIPTION
FILTER TVPE
T60A20
90 DEGREES
FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
47MM
T497B
98.0%
4-9-87 29.01 2 BAG LA-4. 2 FILTER 2 VES NO 0%
»>» BAG NO. 1 M1LES= 3.540 TOTAL VMIX= 6079.4 CU.FT.
============== DRY GAS METER CU.FT. ===============
========== PARTICULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
FILTERS FILTERS FILTER CARBON TEMP, (F) BAG 1 BAG2 BAG! BAG2
104
83.0 86.0
3.0 2.2
====== PARTICULATE WEIGHT. GRAMS ======
BEFORE
580.261
BEFORE
697.788
AFTER
587. 1 18
BAG NO.
====== DRY
AF 1 EN
709. 159
TOTAL CORRECTED FLOW RATIO
FLOW TOTAL FLOW ( VMI X/DRVGAS )
6.857 6.400 949.87
=- FLOWRATES, CF/MIN ==
ACTUAL TEST/REQUESTED
0.760 0.750
2 MILES= 3.812 TOTAL VMIX
GAS METER CU.FT. -==--=--=-==_==
TOTAL CORRECTED FLOW RATIO
FLOW IOTAL FLOW ( VM1X/DRYGAS)
11.371 10.899 954.79
== FLOWRATEb. CF/MIN ==
ACTUAL TEST/REUUESTEO
FLTR
NO.
163 0
164 0
= 10405
FLTR
NO.
165 0
BEFORE AFTER
.065089 0.065378
.... SECONDARY . .
.067484 0.067510
.9 CU.FT.
===== PARTICULATE
PRIMARY . . .
BEFORE AFTER
.067247 0.067524
. . . . SECONDARY . .
TOTAL
0.000289
0.000026
WEIGHT, GR
TOTAL
0.000277
CORRECTED
TOTAL WT.
0. 275
W/SEC
0.299
CORRECTED
TOTAL WT.
0.265
W/SEC
EFF.
91.8%
GM/MI
FUEL
GM/KM ECON., MPG
0.085 0.053
FILTER
EFF.
90.5%
GM/MI
0.077 0.048
PARTICULATE WEIGHTED GRAMS/MILE= 0.080
COMMENTS: 4-9-87 FOGERTV. HOT LA-4
166 0.065439 0.065468 0.000029
WEIGHTED GRAMS/KM= 0.050
0.292
WEIGHTED FUEL ECONOMV=
22.4 MPG
23. 1
FUEL
GM/KM ECON.. MPG
21.8
DYNO SITE: 0208 PARTICULATE TEST * 0/-2731
-------
DVNO SITE:D208
TEST » 872732
| 1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 14:17:32
APR 9. 1987
a
MFR .
200
15114 12019885
VER-
0
MFR .
REP. RUN. RETEST
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DVNO
N
TRANS.
OVER-
DRIVE
EXPE
2 BAG LA-4
TEST TYPE
CURB DRV AXLE AXLE / IGNITION TIMING /
PREP DATE WEIGHT WEIGHT GAUGE MEASURE »\ 02 RPM GEAR
EMPTY
/ % CO
IDLE HIGH SPEED
IDLE SOAK COASTOOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ AMBIENT TEST CONDITIONS /
BARO WET AMB TEMP % REL S.HUM NOX CVS
"HG BULB TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.01 57.5 75.0 F 33.0 43.88 0.8724 42C
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DYNO TIRE ODOMETER SYSTEM
TEST DATE HR SITE IW SET TWHP PSI (MI) MILES
04-09-87 1U 0208 4000 10.9 45.00 58166.0 N/A
BAG I 3.543 MILES 5.702 KM 8261. ROLL REVS.
SITE *A203
HC-FID
NOX-CHEM
C02
CO
HC-HF10
EXHAUST SAMPLE
BACKGROUND SAMPLE
RANGE METER
CONC. RANGE METER
14
15
23
I /
14
8.0
49. 2
26.8
b. 1
13.3
5.91
24.82
0.571
15. 20
1U.01
14
15
23
17
14
4.0
0.8
2.2
0.0
4. 2
SECS. VMIX= 6073.0 CU.FT.
DILUTION FACTOR - 23.364
CORRECTED
CONC. CONCENTRATIONS
2.95
0.41
0.044
0.0
3. 10
3.08 PPM
24.43 PPM
0.529 %
lb.2U PPM
6.97 PPM
GMS.
0.31
7.01
1662.99
3.04
0.69
MASS EMISSIONS
GMS/MI
0.086
1 .978
469.361
0.859
0. 195
GMS/KM
0.054
1 . 229
291.647
0.534
0.121
AUX.
FIELD!
AUX.
AUX .
FIELD2 CODE
MPG
21.6
KPL
9. 19
L/100KM
10.9
BAG 2 3.821 MILES 6.15U KM 8910. ROLL REVS.
i,ECS. VMIX=10379.0 CU.FT.
DILUTION FACTOR = 31.272
SITE *A2U3
HC-FID
NOX-CHEM
C02
CO
HC-HFIO
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
RANGE METER
CONC. RANGE METER
14
15
23
1 7
14
WEIGHTED VALUES
GRAMS/MILE
BEFORE ROUNDING
GRAMS/KM 0
BEFORE ROUNDING
7 .9
36. 0
20. 3
5.3
12.2
5
18,
0.
13,
84
19
426
2 I
9. 19
HC-HFID CO
0.233 1.03
.2329 1.027
145 0.638
.1447 .6382
14
10
23
1 7
14
4.0
0.5
2. 2
0.0
4. 3
C02
506.
505.7
314.
314.2
CONC. CONCENTRATIONS
2.95
0. 25
0.044
0.0
3.25
NOX
2. 15
2.147
1 .33
I . 334
2.98 PPM 0.50
17.95 PPM 8.80
0. 3H3 % 2061 . 14
13.21 PPM 4.52
6.04 PPM 1.02
MASS EMISSIONS
GMS. GMS/MI
0. 132
2.303
539.361
1 . 183
0.268
GMS/KM
0.082
1 .431
335.143
0.735
0. 166
AUX .
FIELD!
AUX .
AUX .
FIELD2 CODE
FUEL ECONOMY
MPG
20.0
20.0170
MPG
18.8
KPL
8.5
8.5213
KPL
7 .99
L/100KM
12.5
L/IOOKM
11.7
I 1 .7352
COMMENTS: TRAP FOGAKtY UNIT
WOT 0 I9U
THE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
3327 0
DVNO SITE:D208
TEST B7-2732
-------
DVNO SITE: D208
MFR
MERCEDES BENZ
TEST 9 87-2732 *•*»« LIGHT DUTV DIESEL PARTICIPATE TEST «*•** PROCESSED:
VEHICLE ID VERSION TEST TYPE
115114 1 2019885
EXPERIMENTAL (ECTD)
16:22:31 APR 10, 1987
TEST PROCEDURE
2 BAG LA-4
LENGTH
14 FEET
CVS UNIT
42C
SURFACE
========== PARTICULATE SAMPLING SYSTEM ==========
TUNNEL DIAMETER
18 INCHES
========== EXHAUST CONNECTION CONFIGURATION ==========
DIAMETER INSULATED NO. ELBOWS
TUNNEL
18ED
SMOOTH
ANGLE
4 INCHES
VES
90 DEGREES
DIVISION
ECTD
LOGBOOK EPA BATCH NO.
1 17
FILTER MFR
PALLFLEX
== PARTICULATE FILTER DESCRIPTION
FILTER TYPE
T60A20
FILTER SIZE MFR BATCH NO.
47MM T497B
BATCH EFFICIENCY
98. OK
DATE
BARO.
HG
TEST TYPE
========== PARTICULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. ( " H20)
FILTERS FILTERS FILTER CARBON TEMP. (F) BAG1 BAG2 BAG) HAG2
4- 9-87 29.01 2 BAG LA-4. 2 FILTER
»>» BAG NO. I MIIES^ 3.543
2 YES NO 0%
TOTAL VMIX= 6079.3 CU.FT.
1 13
89.0 83.0
3.0 2.2
DRV GAS METER CU.FT. ===============
BEFORE AFT EH
587. 124 593.937
TOTAL CORRECTED FLOW RATIO FLTR
FLOW TOTAL FLOW (VM1X/DRVGAS) NO.
6.813 6.290 966.54 167
-= FLOWRATES.CF/M1N ==
ACTUAL TEST/REQUESTED
0.747 0.750 168
====== PARTICULATE WEIGHT, GRAMS ======
PRIMARY
CORRECTED
BEFORE AFTER TOTAL TOTAL WT.
FILTER
EFF.
GM/MI
0.064457 0.064824 0.000367
0.000047
SECONDARY ...
U.Ub/lOU U.067147
0.355
W/SEC
0.400
88.6% 0.113 0.070
FUEL
GM/KM ECON.. MPG
21.6
>»» BAG NO. 2 MlLtS= 3.821 TOTAL VMIX= 10389.9 CU.F'I.
============== DRY GAS METEK CU.FT. ===============
BEFORE
AFTER
709. 159 720.48 1 1 I .322
TOTAL CORRECTED FLOW RATIO FLTR
FLOW TOTAL FLOW (VMIX/DRYGAS) NO.
952.17
====== PARTICULATE WtlGHT, GRAMS ======
PRIMARY
CORRECTED
BEFORE AFTER TOTAL TOTAL W1\
10.912
=- FLOWRATES,CF/MIN =-
ACTyAL TEST/REQUESTED
6"755 0.750
PARTICULATE WEIGHTED GRAMS/MILE- 0.121
COMMENT^: 4-9-87 FOGERTY. M/B
169 0.067246 0.067712 0.000466
SECONDARY
170 0.066911 0.066961 0.000050
WEIGHTED GRAMS/KM= 0.075
0.444
W/SEC
FILTER FUEL
EFF. GM/MI GM/KM ECQN.. MPG
90.3% 0.129 0.080 18.8
0.491
WEIGHTED FUEL ECONOMY= 20.0 MPG
DVNO SITE: D20B PARTICULATE TEST * 87-2732
-------
LiYNU ill 6:0208
TEST * B72B27
1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 15:27:16
APR 21, 1987
MKR .
/Ill) I 151 141
PRtP DATE
2019BB5
CURB
WEIGHT
VER-
0
DRV AXLE
WEIGHT
MFR
REP.
RUN. RETEST
AL1 .
H. P.
EQUIVALENT
TEST
AC rUAL
DYNO
TRANS.
OVER- /
DRIVE EXPE
BAG BY BAG
TEST TYPE
GAUGE
EMPTY
AXLE
MEASURE
IGNI I ION
| #2
TIMING /
RPM GEAR
IDLE HIGH SPEED
IDLE M)AK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 O.U
/
BARC)
"Hli
k'B . Bb
/
IF.ST
1)4-
IJAU
AMBIENT TEST CONDITIONS /
WET AMb TEMP % REL S. HUM NOX CVS
BULB TEMP UNIT HUM GR/LB FACTOR ALUbMYDES RGE
60 . U 73.B f- 44.4 57.27 O.923I 42C
-- DYNAMOMETER IEST CONDITIONS •- /
DVNO AC I UAL DVNO TIRI.: OUOME1tR bYSlEM
DATE HR SITE IW SET TwHP Pbl (Ml) MILES
7-B7 12 0208 4000 10.9 4t> . UU !>HlUd.O N/A
1 7.455
*A203
MILES 11.998 KM 173B3. ROM RtVi.
SECS. VMIX-1639B.O CU.fI.
Dl Lull ON f- AC I OR - 27.002
EXHAUST SAMPIE
BACKGROUND SAMPLE
CORRECTED
MASS EMISSIONS
RANGE METER
CONC. RANGE METER
4.H
1 .5
5 . 1
0 .1)
4 . 2
l.OMMENlb: HOI I.A-4 7 PSI EGBP Al SIART ON FOGER1Y TRAP WOT 190 SEC
MIL HJEL ECONOMY VALUE WAS CALCUIATED USING CONSTANT FUEL PROPERIIES FROM PRE-I98B REGULATIONS.
HC -FID
NOX -CHEM
CO 2
CO
HL -HI- ID
14
15
22
17
14
H . H
41.4
51.8
5.9
13.3
6 . 50
20.90
0. 494
14 . 70
10.01
14
15
22
17
14
CONt: . CONCENTRATIONS
3.55
0. 76
0. 046
0.0
3. IB
H . 1)9 PPM
20. 1 7 PPM
0 . 450 %
14.70 PPM
6.95 PPM
GMi .
0.83
16. 54
3B22 . IB
7.95
1 .B6
CMS /MI
0.111
2.218
512.667
1 .066
0.250
GMS/KM
0.069
1 .378
318.557
0. 662
0. 155
AUX .
f1ELD1
AUX .
AUX .
MEL02 CODE
MPG
19.8
KPL
.41
L / UlUKM
11.9
33.'
DYIIO Silt: Ui'lIU
ItSI B7-2B2/
-------
UVNU SME: D20B
MFR
TtS I a ti I •
»**•« LIGHT
PAKT CUI.AJfc
PROCESSED:
MERCEDES BEN2
VEHI_Cl_E_ 1 C)
11511412019885"
VERSION
TF.ST TYPE
EXPERIMENTAL (ECTD)
15:34:03 APR 21. 19B7
TEST PROCEDURE .
BAG BY BAG
_
14 FEET
42C
SURFACE
SMOOTH
========== PARTICULAR SAMPLING SYSTEM ==========
TUNNLU. IJ I A M t j t R
TS I'M CHE~S
1. = = = = = = =. = = EXHAUST CONNECTION CONFIGURATION ==========
DIAMETER INSULA TEJJ NO. ELbOWj.
4 INCHES YES" 1
TIJNNEL
IB ED
^^
90 DEGREES
(>iyIiIOJi LiiiJS'J'JK 1;PA BATCH NO.
ECTO I 17
_F I l_ 1 l: R _M_F R
PALLFLFX
= PARTICULATE FILTER DESCRIPTION
F II TER 1 VPE
TbUA20
FILTIIR SIZE
47MM
IH_AT£M NO_._
T497B
BATCH EFFICIENCY
98.0%
bARO,
-^*J!i _ " !lii T"-si TYPE __
"4-17::B7 28TB6 BAG BY BAG." EQUAL SETS"
BAG NO. I
========== PARTiCULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS MtTEH IEMP. (F) GAb MB ItR PRESS. (" H2(l)
FJ^L'[eR_S FILTERS f'tlE.? ^6BQt! TEMP. (F) BAG I __ _ BAG 1
\ VES "NO " oi 109 84.6" "" ' ~ " 2"."a
IOTAL VMIX= 16414.4 CU.FT.
MilES= /.455
MEII-.R CO . M . - - --- = = -i = = = = = = = = ^ = i= (JARIICULA)E WEIGHT, GRAMS = = = - = -
PRIMARY
IO1AI (.URRll.lhD HOW I-AIIO Fl.lH CORK t C I tli Ml. TEN FUEL
BtFORE AFTER Fl.dW UlTAI MOW (VMI X / HR YGAS) NO. BliFORF Arrt^ _TOLAL ^'^l ^T. • £fl!:- L'^.^i tiM_/K_M ECONL, Mf-G
K59.633 f.77.357 17.724
I f\ O.I')K72ni 0.0(37714 0.000513
-= I-1. OWRA I'E i . CF /MIN --
1.11' /fitooys i i-.o
" i). 750
1/2
bt(.ONDAKY ............
i,.OoMUO4 ll.UtiBdha U . 000065
0 . 5 1 3
W/ SEC
0.578
Bfl . 8%
0.077 0.048
19. 7
COMMENTS: 4-17 87 FOGliRTY TRAP 1101 I A-4 W//PSI L'GtlP
[JYNO Silt: fi-'Uli I'AK I I l.UL A I I. I I '. I * 117 /tIJ/
-------
DYNO si i E:D2uo
1EST * 072080
1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 11:10:17
APR 27, 1987
a
MFR.
2OO
151 14 1 20I9BB5
PREP DATE
CURB
WEIGHT
VER-
O
DRV AXI.E
WEIGHT
MFR .
REP. RUN.
RETEST
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DVNO
TRANS.
OVER-
DRIVE
EXPE
BAG BY BAG
TEST TYPE
GAUGE
EMPTY
AXLE /--
MEASURE #1
IGNITION TIMING /
*2 RPM GEAR
/ % CO
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ AMBIENT TEST CONDITIONS /
BARU DEW AMB TEMP % REL S.HUM NOX CVS
"H(i POINT 1EMP UNIT HUM GB/LB FACTOR ALDEHYDES RGE
.'9.00 45.0 74.0 D 36.6 47.11 0.8B4I 42C
/ DYNAMOMETER TEST CONDITIONS /
UYNO ACTUAL DYNO TIRE ODOMETER SYSIEM
ItST DATE HR SITE IW SET IWHP PSI (MI) MILES
(I4-2J-B7 1U D208 4UOO 10.9 45.00 50288.0 N/A
bAli 1 7.443 MILES 1I.97U KM 17354. ROLL REVS.
SECS. VMIX=16500.0 CU.FT.
b i 11
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
DILUTION FACTOR = 30.050
MASS EMISSIONS
KANGE MfcTER
CONC. RANGE METER
HI I- 11)
NOX CULM
CO
HI. -Hh JIJ
14
15
22
17
14
H . 7
37 .4
46.8
5.9
13.7
6. 43
10.90
0.443
14. 70
10.31
14
15
22
17
14
4.0
0.8
5.0
0.0
3.7
CONC.
2.95
0.41
0.045
0.0
2.80
CONCENTRATIONS
3.5V PPM
18.50 PPM
0.400 %
14.70 PPM
7.61 PPM
GMS.
0.96
14.62
3421 . 41
H.OO
2.05
GMS/MI
0. 129
1 .964
459.679
1 .075
0.275
GMS/KM
O.OBO
1 . 220
2B5.631
0.668
0.171
AUX.
FIELD!
AUX.
AUX.
F1ELD2 CODE
MPG
2V?. 0
KPL
9.37
L/IOOKM
10.7
UJMMENlS: M/S LA-4 HOGERIY THAP LOADED TO 2.5 PSI
IHE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
3 3 2 / U
UYNO SI 1E:O2OB
ItST B/-2BOB
-------
DYNO SITE: 0208 TEST a 87-2888 ***** LIGHT DUTY DIESEL PARTICIPATE TEST ***** PROCESSED: 08:41:59 APR 29. 1987
MFR VEHICLE ID VERSION TEST TYPE TEST PROCEDURE
MERCEDES BENZ 115114)2019885 0 EXPERIMENTAL (ECTD) BAG BV BAG
========== PARTICIPATE SAMPLING SYSTEM ==========
CVS UNIT TUNNEL DIAMETER TUNNEL
42C 18 INCHES 18ED
========== EXHAUST CONNECTION CONFIGURATION ==========
LENGTH SURFACE DIAMETER INSULATED NO. ELBOWS ANGLE
14 FEET SMOOTH 4 INCHES YES 1 90 DEGREES
========== PART1CULATE FILTER DESCRIPTION ==========
DIVISION LOGBOOK EPA BATCH NO. FILTER MFR FILTER TYPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
ECTD 1 17 PALLFLEX T60A20 47MM T497B 98.OX
========== PARTICIPATE TEST INFORMATION ==========
BARO. » PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
DATE " HG TEST TYPE FILTERS FILTERS FILTER CARBON TEMP. (F) BAG1 BAG 1
4-23-87 29.00 BAG BY BAG. EQUAL SETS 1 YES NO 0% 98 86.0 1.8
»»> BAG NO. 1 MILES= 7.443 TOTAL VMIX= 16515.4 CU.FT.
============== DRV GAS METER CU.FT. =============== ====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
TOTAL CORRECTED FLOW RATIO FLFR CORRECTED FILTER FUEL
BEFORE AFTER FLOW TOTAL FLOW (VMIX/DRYGAS) NO. BEFORE AFTER TOTAL TOTAL WT. EFF. GM/MI GM/KM ECON.. MPG
616.260 632.771 16.511 15.368 1074.63 173 0.067188 0.067777 0.000589 0.633 90.6% 0.094 0.058 22.0
== FLOWRATES.CF/MIN ==
TEST/REQUESTED SECONDARY W/SEC
0.750 174 0.067346 0.067407 0.000061 0.698
COMMENTS: 4-23-87 FOGERTY H/S LA-4 LOADING 2.5 PSI
DVNO SITE: 0208 PARTICULATE TEST » 87-2888
-------
DVNO SITE:D2UU
TEST * B73003
I 1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 09:06:44
MAY
1987
a
MFR.
200
15114 I 2019885
VER-
0
MFR
REP.
RUN. RETEST
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DVNO
TRANS.
N
OVER-
DRIVE
TEST TYPE
EXPE
CVS 75-LATER
CURB DRV AXLE AXLE
PREP DATE WEIGHT WEIGHT GAUGE MEASURE
04-30-B7 EMPTY
/ IGNITION TIMING /
f\ *2 RPM GEAR
/ % CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ AMBIENT TEST CONDITIONS /
BANG DEW AMB TEMP % REL S.HUM NOX CVS
"HG POINT TEMP UNIT HUM GR/LB FACTOR AlCiEHYDES RGE
29.04 46.4 75.6 0 35.5 48.14 0.8879 42C
/ DYNAMOMETER TEST CONDITIONS /
DYNU ACIUAL DVNO TIRE ODOMEIfcR SYbTEM
TESI DATE MR SUE 1W SET TWHP PS1 (MI) MILES
05-01-87 1U D2UB 4000 10.9 45.00 58411.0 N/A
BAG I 3.623 MILE:
5.831 KM B448. ROLL REVS.
SITE *A203
EXHAUST SAMPLE
BACKGROUND SAMPLE
RANGE METER
HC -FID
NOX-CHEM
C02
CO
HC-HFID.
14
15
22
17
14
11.6
50.0
63. 7
6.8
23.3
8.58
25. 21
0.616
16.93
17.46
14
15
22
17
14
CONC. RANGE METER
4.8
0.7
5.0
0.0
3.4
SECS. VMIX = 5654.0 CU.FT.
DILUTION FACTOR - 21.647
CORRECTED
CONC. CONCENTRATIONS
GMS.
3.56 5.20 PPM 0.48
0.36 24.88 PPM 6.76
0.045 0.573 % 1678.44
0.0 16.93 PPM 3.16
2.57 15.01 PPM 1 .39
MASS EMISSIONS
GMS/MI
0.132
1 .867
463.234
0.871
0.382
GMS/KM
0.082
1 . 160
287.840
0.541
0. 238
AUX.
FIELDl
AUX.
AUX .
FIELD2 CODE
MPG
21.9
KPL
9.30
L/100KM
10. 7
BAL, 2 3.UB4 MILEb O . 250 KM yu'jb . KOL L REVi.
S1IE »A203
EXHAUS1 SAMPl t
BACKGROUND SAMPLE
RANGE MEIER
HC-F1D
NOX-CHEM
C02
CO
HC-HFIU
14
15
22
1 '/
14
B.b
31.5
4U.O
5. 1
14.6
6. 2d
lb.93
0 . 3 7 to
1 2. /2
10 .99
14
15
22
1 7
14
CUNL. RANGE METER
4 .0
0. 2
4.8
0.0
3. I
SECS. VMIX = 9709.0 CU.FT.
DILUTION FAC10R = 35.437
CORRECTED
CONC. CONCENTRATIONS
2.95
0.10
0.043
0.0
2.35
GMS.
MASS EMISSIONS
GMS/MI
GMS/KM
AUX.
FIELDl
AUX.
AUX.
F1ELD2 CODE
3.41 PPM
15.83 PPM
0. 334 %
12.72 PPM
B. 70 PPM
0.54
7.39
1680.57
4.07
1 .38
0. 139
1 .903
432. 730
1 .048
0.355
0.087
1 . 183
268.886
0.651
0. 221
MPG
23.4
KPL
9 .95
L/IOOKM
10. 1
BAG 3 3 . b'U9 M1 I. E S b.UOB KM 84 14. ROl I RI:VS.
SECS. VMIX = 5721.0 CU.FT.
DILUTION FACTOR = 23.021
SITE *A2U3
EXHAUST SAMPIE
BACKGROUND SAMPLE
RANGE METER
CUNC. RANGE METER
4 . 0
0. 6
4 .8
I) . U
J . 2
WklGHltD VALUEb HC-HFID CO LO2
GRAMS/MILE U.3I5 U.95b 442.
BEFORE ROUNDING .3155 .9559 441.7
GRAMS/KM 0.196 0.594 274.
BEFORE ROUNDING .1960 .594U 2/4.4
HC • 1- 1 D
NOX-CHEM
C02
CO
HC-HFID
14
15
22
1 7
14
8. 7
5(1. 2
60. 2
6.5
12.8
6.43
25. 32
0.57U
16.19
9.64
14
Ib
22
1 7
14
MPLE
CONC.
2 .9!=)
0.31
0.043
0.0
2.42
NOX
1 .897
1 . 18
1 . 179
CORRECTED
CONCENTRATIONS
3. til) PPM
25.02 PPM
0.538 %
16.19 PPM
7.32 PPM
uc- FiO
1.22-
'O
GMS.
0.34
6.88
1596.07
3.05
0.68
MASS EMISSIONS
GMS/MI
0.093
1 .908
442 . 281
0.846
0. 190
GMS/KM
0.058
I . 185
274.820
0.626
0.118
AUX.
FIELD!
AUX .
AUX .
FIELD2 CODE
FUEL ECONOMY
MPG
22.9
22.8926
MPG
22.9
KPL
9.8
9.7554
KPL
9.75
L/IOOKM
10.3
L/ IOOKM
10.3
10.2506
PART 1C.UI.ATE GMS./Ml. BAG- I U . 1 IB , OAG-2 0.0/9, BAG-3 O . 109 . WEIGHTED 0.095
OOT
COMMENTS: FOGERTY TRAP WO I I'JLI bEC A014 FID REIURN CAL OF SPEC. SPAN & ZERO
A
IHE FuEl. ECONOMY VALUE WAb CAl.Cui.AIED UbING LONSIANT FUEL PROPER! IES FROM PRE-1988 REGULATIONS.
3327 0
DYNO SITE:D208 TESI 87-3003
-------
DYNO Silt: D2UH
MhK
Itsl * H7-3UO3
'»• LIGHT DUTY DIESEL PARTICIPATE TEST »****
PROCESSED: 14:06:55 MAY 4. 1907
VEHICLE 10
lb \ 14'T20'l9885"
VERSION
TEST TYPE
EXPERIMENTAL (ECTD)
II.il PROCEDURE
CVS 75-LATER
CVS O
~42C
SURFACE
14 FEET
========== PARTICULATE SAMPLING SYSTEM ==========
TUNNEL DIAMETER
18 INCHES
========== EXHAUST CONNECTION CONFIGURATION ==========
DIAMETER INSULATED NO. ELBOWS
TUNNEL
1BED
SMOOTH
4 INCHES
ANGLE
YES
1
ll VISION
' "ECTO ......
1 OGBOOK tl'A bATCM NO.
" T " " ~" ~ "i 7
========== PARTICULAJE FILTER DESCRIPTION ==========
FILIER MFR_ !:I.LLLtL_Lvp! FILTER SIZE MFR BATCH NO
T60A~20 "
90 DEGREES
BATCH EFFICIENCY
PALLFLEX
47MM
T497B
98.0%
====_===-_ PARTICULATF TFST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. ( " H20)
UARO .
t>Alt ' HI, TEST TYPE FILTERS _FJ.LTER.S_ F_I LTF.R CARBON TE_MP_. (Q
ri: I 87 29.04 3 BAG'FTP." 3""Fil.fER "~ 3" YES "NO "0% ' 109"
BAG1 BAG2 BAG3
80.0 85.0 84.0
BAG I BAG2 BAG3
~2~Y8" 2'. 4 2.8"
at
BEFORE
64 7." 5 IB
bt
76277 f4
BAL. NO. I MILES- 3.623 TOTAL VMIX= 5660.3 CU.FT.
DRY GAS METtR (.11.FT. = = = = = = = = = = = = = = = = =
IUIAL CORRtClEU FLOW RAI1O FLlR
LURRtLlEU
AMfcH ^LP^ 1(2IAL EL0.*. . _.
/«iZ'. 7T'4 "6.628 ~ "6.262 " " 903785" 777
== Ft OWKATES .CF/MIN ==
A r I UA(_ IbST/REUDEs Ihl)
07744 0.7fiO 1 /B
====-= PARUCULATE WEIGHT, GRAMS = = = = = =
PRIMARY
BEFORE _A_tJJ[R TOTAL
0.064953 0.065394 0.000441
SECONDARY ............
0.0643U2 U . 0644 1 3 0.000031
CORRECT ED
TOTAL WT.
0.399
w/SEC
F 1 LTER
EFF .
93.4%
GM/M1
0.118
GM/KM
0.073
FUEL
ECON. . MPG
21.8
fl.427
IIA(. Nil. 2 MIIES- 3.BH4
IIRY HAS METER CU.FT. =-
TOIAl VM1X= 9719. t) CU.FT.
Ah I ER
lS58:59B
TOTAt
FLOW
I I .080
CORRECTED F I OW RATIO Fl.TR
TOTAL FLOW IYMJA/DRYGAS^ _NO.
"~io.603 " ~~ g'ie.'ea ~ T7§
-= FLOWRAIts.CF/MIN ==
AC I UAL [ESI/RtOllESI FU
'6.734 " ".i"750~~~" 100
====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
_B§.FORE_ AFTER TOTAL
07065838
0.066131 0.000293
RECTED
AL WT .
. 269
FILTER
EFF.
87.7%
GM/MI GM/KM
0.079 0.049
FUEL
ECON. . MPG
23.3
SECONDARY
0.065352 0.065393 0.000041
W/SEC
0/306
IOIAL VMIX= 572/.3 CU.FT.
bAl> NO. J MlltS- 'J . 609
•--••-• IJKY UAL. MEILR (U.hl. =----•- = •-- = --- = =
IOIAI LOKKtCltD FlOW RAI1O FLlR
AMI.K ['LOW I(JI*' ELI}* ( VM1X/DRYGAS) NO.
'/iiy"! 3:iu S.722 "" i;7:1(i4 " 9~oa~. 48
-- ILOWRATES,CH/MIN --
ACIIIAL J_tS
" 0'. 750
====== PARI1CULATE WEIGHT, GRAMS ======
PRIMARY
CORRECTED
BEFORE AFTER TOTAL TOTAL WT.
183 0.066223 0.066602 0.000379
SECONDARY
184 0.065988 0.066044 0.000056
PAR I I CHI A It wllUHIED GRAMS/MILE- 0.U95 WEIGHTED GRAMS/KM= 0.059
I H/ FOGkRIV TRAP llt.ATEU FID DATA VOID
0.344
W/SEC
FILTER
EFF.
87. 1%
GM/MI GM/KM
0.109 0.068
FUEL
ECON.. MPG
22.9
0.395
WEIGHTED FUEL ECONOMY^ 22.9 MPG
DYNO SITE: D2Ut) t'ARUCULAIh FtSI t U/-3UUJ
-------
DVNO SITE:D20a
TEST * 873004
1975 LIGHT DUTY VEHICLE ANALYSIS
PROCESSED: 16:58:21
MAY 7, 1987
a
MFR .
200
1511412019885
VER-
0
MFR .
REP. RUN.
RhlESI
AL I
H. P.
EQUIVALENT
TEST
ACTUAL
DYNO
TRANS.
OVER-
DRIVE
TEST TYPE
N
EXPE
2 BAG
LA-4
CURB DRV AXLE AXLE
PREP DA1E WEIGHT WEIGHT. GAUGE MEASURE
U5 06-87 EMPTY
IGNITION TIMING /
#2 RPM GEAR
/ AMBIENI TEST CONDITIONS /
BARO DEW AMB TEMP % REL S.HUM NOX CVS
"HG POINT TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
45.0 74.5 D 34.9 45.45 O.B780 42C
-- DYNAMOMETER TEST CONDITIONS /
DYNO AC(UAL DYNO TIRE ODOMETER SYSTEM
HR SI IE IW SET TWHP PSI (MI) MILES
12 D2UB 4UOO 10.9 45.00 58475.9 N/A
TEST DATE
05-U7-87
/ % CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
BAG I 3.556 MILES 5.722 KM B290. ROLL REVS.
SI IE *A2U3
EXHAUST SAMPL t
BACKGROUND SAMPLE
RANGE MEIER
C.UNC. RANGE MEIER
4 .4
U .8
5.U
0.0
4.0
BAG 2 3.854 M1 I. E S 6.203 KM 119III . ROM. RfcVS.
HI; -FID
NOX-CHEM
C02
CO
HC -llh ID
14
15
-------
DYNO i>i re: Di'u
MFK
MER(:EOE~S~BENZ
I Lbl * tl/ • 3UU4
»«»»* I I GMT DUTY 01 ESEI PAR I ICUl.ATE TEST *«»»•
_ ' <••'! t HI
"l 151 14T20T9885"
VERSION
0
TEST TVPE
EXPERIMENTAL (ECTD)
PROCESSED: 10:08:14 MAV 13. 1987
TEST PROCEDURE
2 BAG LA-4
CVb_ UN 1 I
42C
I tNl. Ml
i4"FEET
_.
SMOOTH
--- PAKMCULATt SAMPLING SYSTEM = = = = = = = = = =
J_UNNE L_D I AME I hR
IB INCHE'S"
tXHAObT CONNECTION CONFIGURATION ==========
LUAM^TER INbULAT ED NO. ELBOWS
4 IN CHE iS
1'UNNEL
18ED
ANGLE
VES
1
90 DEGREES
ECTD
trPA BA I l.H NO .
17
_
PALL FLEX
HAKI1CULAIE MLTtR DtbLKlPTlON ==========
KlLFfcR IVPfc FILTER Sl^fc MFR BATCH NO.
T60A20
47MM
T497B
BATCH EFFICIENCY
98.0%
HAKCJ.
llA I L HG Itbj IVI-'t
: 7-B7 tf)'.~1S 2 BAG' LA-4 .' 2'FTlTER"
== PARTICULATE TEST INFORMATION ==========
Sfc(.ONOARV BKLiD PART. MAX. TUNNEL GAS METtR TEMP, (f) GAS METER PRESS. ( " H20)
bAij NO. I Mi I Ei- :i . 55b
DRV t^Ai) MEIER (H . Fl . =
* PK I .
,,
101 AL VMIX = 5898.0 CU.FT.
F 1LTERS
""YES
LLkl§R CARBON TEMP. (F)
NO 0% ~ 109 SI .0 87.0
OtFOKt
773/601
At- | tH
779.976
= -- ----xi PART li.-lll.AIE WEIGHT.
PRIMARY
lUI'AL CUHKELltl.1 FLOW KAIIO FLFR
F_l OW IOJAI Fl Ow ( VMJ_X/ORYGAS2 _NO^ it.tt!H£ Al".l.t.^_ TOTAL
"6~375 " 6/035 " " 977/35 185 0.067794 O706(uiu 1 0~.OOI4~87
-= Fl (IWKA I Eb . (.F /MIN = =
ACIlJAl VE^ST_/RtOOEb I ED bECUNUAKV
6'.'717 " 0".750 "~ 186 O.Obb/84 0.0bb023 U.000039
IOIAI. VMIX= 9923.8 CU . F T .
CORRECTED FILTER
!°_TA-L Wf - EFF .
f. 453 97.4%
W/SEC
1 .491
BAG I BAG2
2.8 2.2"
FUEL
-_ GM/KM EC'ON. , MPG
0.409 OT254 ~ 20.9
BtRJRt *.t'lf'!'!
658.706 6r>8i849
(jAi> Mt 1 1 K (.11 (-1. *--- ±--~-
IOIAI I.OKRK IELJ FIOW RA 1 IO
10. 143 9. 792 1013.44
-- Fl (JWRA TEi. . CF/MIN -~
ACIUA1 IES 1 'REUUt i 1 EO
O.li/H 0.750
FLTR
NO.
187
188
= = = = -= PAR 1 1 (.111. A 1 t
. . . PRIMARY
BEFORE AFTER
0.065347 0.067073
SECONDARY .
0.06b573 O.Ubb6l9
Wk ILiHI , OR
TOTAL
0.001726
0.000046
AMb = --
CORRECTED
TOTAL WT.
1 . 749
W/SEC
1 .796
FILTEl
EFF.
97.4%
FUEL
GM/MI GM/KM ECON.. MPG
0.454 0.282 24.1
CAR II ( III A I t wlll.HIL-O uKAMS/MllE- U.-IJ^ WE1GHIED L.KAMS/KM- 0.269
(.'OMMtNIi: 5- / U/ ^IH M/B. LilJMMV IKAP *J FILTER DID NOT LOAO
WEIGHTED FUEL ECONOMV= 22.b MPG
DVNO SI IE: Oi'lJd PAR I I COLA IE I til t ti"> JU04
-------
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tfb.bfiiit ID.bVab 4.1//4
/«l-4 I lKt.3 bUt.l'L»J ItU Lr
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----- LlLlLfii _LiLlLd^_ LiLluU tiSEUUd _itUta_if_l_ BaiLl-Baui ________ ttiiJX-ttAiu: ____
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............ r'KI-luKf ........... ..
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O'«b.u/'» IJ'.HV* t.uf-^i liiti.nv ca u.uu/juo u.ou^i<:r> u.ouloiv l.ooo -yo.c* u.«»J/ 0.c/itii ........... bUjo-.'uAKr ............
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-------
DVNO SITE:D208
TEST * 86-1689
1975 LIGHT DUTY VEHICLE ANALYSIS
PROCESSED: 09:28:50
FEB 6. 1986
MFR.
CODE VEHICLE I.0.
200 1151 1412019885
MFR.
VER- REP. RUN.
SION EVAP INIT. CHG.
0 N
ALT. EQUIVALENT ACTUAL OVER- / TEST TYPE --
RETEST H.P. TEST DVNO TRANS. DRIVE EXPERIMENTAL (ECTD)
CODE ACHP METH WEIGHT H.P. CONFG. CODE / TEST PROCEDURE
BAG BY BAG
PREP DATE
CURB
WEIGHT
DRIVE
AXLE
WEIGHT
GAUGE
AXLE /---
MEASURE #1
IGNITION TIMING /
»2 RPM GEAR
/
LEFT
% CO -
RIGHT
COMB
IDLE
RPM
GEAR
SOAK
PERIOD
0
MEASURED
COASTDOWN
TIME
/ AMBIENT TEST CONDITIONS /
BARO WET AMB TEMP % REL S.HUM NOX CVS
"HG BULB TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
28.92 62.1 73.4 F 53.1 67.52 0.9661 42C
, DYNAMOMETER TEST CONDITIONS /
DYNO ACTUAL DVNO TIRE ODOMETER SYSTEM
TEST DATE HR SITE IW SET TWHP PSI (MI) MILES
02-04-86 II D208 4000 10.9 45.00 53819.0 N/A
BAG 1 7.490 MILES 12.054 KM 17463. ROLL REv/S.
SITE »A203
HC-FID
NOX-CHCM
C02
CO
HC-HFID
EXHAUST SAMPLE
BACKGROUND bAMPLE
RANGE METER
CONC. RANGE METER
14
15
22
17
16
9.2
31.9
43.0
5.9
4.0
7.56
16. 10
0.399
14. 27
1 1 .92
14
15
22
17
16
4 .6
0. 1
4.6
0.0
1 . 2
SECS. VM1X=16241.0 CU.FT.
DILUTION FACTOR = 33.338
CONC .
3.80
0.05
0.039
0.0
3.58
CORRECTED
CONCENTRATIONS
3.87 PPM
16.05 PPM
0.361 %
14.27 PPM
8.45 PPM
GMS.
1 .03
13.64
3038. 15
7.64
2. 24
MASS EMISSIONS
GMS/MI
0. 137
1 .822
405.639
1 .020
0.299
GMS/KM
0.085
1 . 132
252.053
0.634
0. 186
AUX.
FIELD1
AUX.
AUX.
FIELD2 CODE
MPG
25.0
KPL
10.62
L/100KM
9.4
COMMENTS: DUMMY TRAP HOT LA-4 - P19G 75R14 TIRES.
3327 0
DYNO SITE:D208
TEST 86-1689
-------
TEST * 86-1689 ***** LIGHT DUTY DIESEL PARTICIPATE TEST ***** PROCESSED: 09:27:11 FEB 6. 1986
MFR
MERCEDES BENZ
CVS
VEHICLE ID
115114
UNIT
12019885
VERSION TEST
TYPE
0 EXPERIMENTAL (ECTD)
TUNNEL DIAMETER
42C
DIVISION
ECTD
DATE
2- 4-86
> > > > >
BEFORE
545. 177
LENGTH
14 FEET
LOGBOOK EPA BATCH
1 17
BAHO.
" HG TEST
SURFACE
SMOOTH
EXHAUST CON
DIAMETER
18 INCHES
INSULATED
4 INCHES YES
NO. FILTER MFR
PALLFLEX
TYPE
28.92 BAG BY BAG. EQUAL SETS
BAG NO. 1 Mll.ES = 7.490
TOTAL CORRECTED
AFTER FLOW IOIAL F 1 OW
561.106 15.929
14 .682
= FLOWKATU.s
* PR I .
FILTERS
1
TOTAL
FILTER TYPE
T60A20
SECONDARY BKGD PART. MAX. TUNNEL
FILTERS FILTER CARBON TEMP. (F)
YES
VMIX= 16255
FLOW RATIO FLTR
( VM1 X/fjRVGAS) NO.
1 107.2
.CF/MIN =
1 34 0
NO 0% 104
.7 CU.FT.
PRIMARY
BEFORE AFTER TOTA1
TUNNEL
18ED
NO. ELBOWS
1
FILTER SIZE MFR BATCH
47MM T497B
GAS METER TEMP. (F)
BAG!
74.0
CORRECTED FILTER
TOTAL WT. EFF.
.006223 0.009099 0.002876 3.184 99. IX
. . . . SECONDARY W/SEC
TEST PROCEDURE
BAG BY BAG
ANGLE
90 DEGREES
NO. BATCH EFFICIENCY
98.0%
GAS METER PRESS. ( " H20)
BAG1
2.4
FUEL
GM/MI GM/KM ECON., MPG
0.425 0.264 24.9
6".'7!iO ~" 35 0.004697 0.004724 0.000027 3.214
COMMENTS: M-B HOT START i'-l-Hti W/DUMMY TRAP (P195 75R14 TIRES)
DYNO SHE: D20B PARTICULAR TEST * B6-16B9
-------
DVNO SITE:D20B
TEST t 86- 1690
I
1975 LIGHT DUTY VEHICLE ANALYSIS
MFR.
CODE VEHICLE I.D.
200 11511412019885
MFR. ALT. EOUIVALENT ACTUAL
VER- REP. RUN. RETEST H.P. TEST DYNO
SIGN EVAP INIT. CHG. CODE ACHP METH WEIGHT H.P.
0 N
PROCESSED: 09:28:53
FEB 6, 1986
OVER- / TEST TYPE --
TRANS. DRIVE EXPERIMENTAL (ECTD)
CONFG. CODE / TEST PROCEDURE
BAG BY BAG
CURB
PREP DATE WEIGHT WEIGHT GAUGE
DRIVE
AXLE
WEIGHT
AXLE
MEASURE
/ IGNITION TIMING /
»\ *2 RPM GEAR
/
LEFT
% CO -
RIGHT
COMB
/ AMBIENT TEST CONDITIONS /
BARO WET AMB TEMP % PEL S.HUM NOX CVS
"HG BULB TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
28.83 62.7 73.5 F 55.0 70.50 0.9793 42C
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DVNO TIRE ODOMETER SYSTEM
TEST DATE HR SITE IW SET TWHP PSI (MI) MILES
02-04-86 13 0208 4000 10.9 45.00 53833.0 N/A
BAG 1 7.486 MILES 12.048 KM 17455. ROLL REVS.
IDLE
RPM GEAR
SITE *A203
HC-FID
NOX-CHEM
CO 2
CO
HC-HF1D
EXHAUST SAMPLE
BACKGROUND SAMPLE
RANGE METER
CONC. RANGE METER
14
15
22
17
14
9.0
32.7
44.5
6.0
15.9
7 . 40
16.bl
0.414
14.e>2
1 1 .95
14
Ib
22
1 7
14
4 . 4
0. 1
4.9
0.0
4.9
SOAK
PERIOD
0
SECS. VMIX=16226.0 CU.FT.
CONC.
3.64
0.05
0.042
0.0
3.68
CORRECTED
CONCENTRATIONS
3.87 PPM
16.46 PPM
0.374 *
14.52 PPM
8.39 PPM
GMS.
1 .03
14.16
3140.64
7. 77
2.22
MASS EMISSIONS
GMS/MI
0. 137
1 .892
419.515
1 .037
0.297
GMS/KM
0.085
1 . 176
260.675
0.644
0. 185
AUX.
FIELD!
MEASURED
COASTDOWN
TIME
DILUTION FACTOR = 32.136
AUX.
AUX.
FIELD2 CODE
MPG
24. 1
KPL
10.27
L/IOOKM
9.7
COMMENTS: LA-4 ONE BAG W/FOGARTY UNIT WOT 195
P195 75R14
3327
DVNO SITE:D208 TEST 86-1690
-------
DVNO SITE: D208
MFR
MERCEDES BENZ
TEST » 86-1690
***«* LIGHT DUTY DIESEL PART1CULATE TEST **««*
PROCESSED: 09:27:18 FEB 6, 1986
VEHICLE ID
1 151 1412019885
VERSION
TEST TYPE
EXPERIMENTAL (ECTD)
TEST PROCEDURE
BAG BV BAG
LENGTH
14 FEET
CVS UNIT
42C
SURFACE
========== PARTICULATE SAMPLING SYSTEM ==========
TUNNEL DIAMETER
18 INCHES
TUNNEL
18ED
==== EXHAUST CONNECTION CONFIGURATION
DIAMETER INSULATED
SMOOTH
4 INCHES
YES
NO. ELBOWS
1
ANGLE
90 DEGREES
========== PARTICULATE FILTER DESCRIPTION ==========
DIVISION LOGBOOK EPA BATCH NO. FILTER MFR FILTER TYPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
17
ECTD
DATE
1
BARO.
" HG
PALLFLEX
T60A20
47MM
T497B
98. 0%
TEST TYPE
========== PARTICULATE TEST INFORMATION ==========
» PHI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
FILTERS FILTERS FILTER CARBON TEMP. (F) BAG1 BAG 1
2- 4-86 28.83 BAG BY BAG. EQUAL SETS
»»> BAG NO. 1 MILES= 7.486
============== DRV GAS METER CU.FT. ==
I YES NO 0%
TOTAL VMIX= 16241.3 CU.FT.
100
74.0
TOTAL
BEFORE AFTER FLOW
569.068 585.660 16.592
===== PARTICULATE WEIGHT, GRAMS ======
PRIMARY
CORRECTED
BEFORE AFTER TOTAL TOTAL WT.
CORRECTED FLOW RATIO FLTR
TOTAL FLOW (V/MI X /OR VGA S ) _Ni _._
15.268 11. '71 36
== FLOWRATES.CF/MIH ==
TEST/REQUESTED SECONDARY
0.750 37 0.004953 0.004997 0.000044
0.005259 0.006226 0.000967
1 .029
W/SEC
1 .075
3.0
FILTER FUEL
EFF. GM/M1 GM/KM ECON.. MPG
95.6X 0.137 0.085 24.1
COMMENTS: 2-4-86 FOGERTY HOT START
PI95/75R14 TIRES
DYNO SITE: D20H PARTICULATE TEST # 86-1690
-------
DVNO SJTE:D208
TEST * 870818
| 1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 1 1 :24; 1 I
NOV 26, 1986
a
MFR. VER-
200 11511412019885 0
MFR .
REP. RUN.
RETEST
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DVNO
TRANS.
OVER-
DRIVE
N
EXPE
BAG BV BAG
TEST TYPE
CURB DRV AXLE AXLE / IGNITION TIMING /
PREP DATE WEIGHT WEIGHT GAUGE MEASURE * 1 *2 RPM GEAR
EMPTY
, AMBIENT TEST CONDITIONS /
BARO WET AMB TEMP X REL S.HUM NOX CVS
"HG BULB TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
/
LEFT
% CO -
RIGHT
COMB
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
29.22 59.8 73.2 F 45.2 56.38 0.9195
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DYNO TIRE ODOMETER
TEST DATE HR SITE IW SET TWHP PSI (MI)
11-25-86 14 0208 4000 10.9 45.00 55691.0
42C
SYSTEM
MILES
N/A
BAG
7.423 MILES 11.947 KM 17308. ROLL REVS.
SECS. VMIX=16549.0 CU.FT. DILUTION FACTOR = 32.353
SITE *A203
HC-FID
NOX-CHEM
C02
CO
HC-HF1D
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
RANGE METER
CONC. RANGE METER
CONC. CONCENTRATIONS
GMS.
14
15
22
17
14
9. 1
34.6
43. 7
5.5
9.8
6. 73
17 .33
0.412
13.58
7.39
14
15
22
17
14
4.5
0. 2
4.3
0.0
4. I
3.32 3.51 PPM 0.95
0.10 17.23 PPM 14.20
0.039 0.375 % 3212.44
0.0 13.58 PPM 7.41
3.10 4.39 PPM 1.19
MASS EMISSIONS
GMS/MI
0. 128
1.913
432.750
0.998
0. 160
GMS/KM
0.079
I . 189
268.899
0.620
0.099
AUK.
FIELD1
AUX.
AUX.
FIELD2 CODE
MPG
23.4
KPL
9.95
L/100KM
10.0
COMMENTS: M/B HOT LA-4 W/FOGERTY TRAP
TEST *870817
SEE ACCEL 1 ON DRIVER TRACE.SEE COMMENTS FROM
1HE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
3327
DYNO SITE:D208 TEST 87-0818
-------
DVNO SITE: 0208
MFR
MERCEDES BENZ
resr » 87- BIB »«**» LIGHT DUTY DIESEL PARTICULATE TEST *««** PROCESSED:
VEHICLE ID VERSION TEST TYPE
115114I2019B85
EXPERIMENTAL (ECTD)
1 1 -.23:37 NOV 26. 1986
TEST PROCEDURE
BAG BV BAG
LENGTH
14 FEET
CVS UNIT
42C
SURFACE
SMOOTH
—- PARTICULATE SAMPLING SYSTEM ==
TUNNEL DIAMETER
18 INCHES
EXHAUST CONNECTION CONFIGURATION
DIAMETER INSULATED
TUNNEL
18ED
4 INCHES
YES
NO. ELBOWS
i
ANGLE
90 DEGREES
========== PARTICULATE FILTER DESCRIPTION ==========
DIVISION LOGBOOK EPA BATCH NO. FILTER MFR FILTER TYPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
17
ECTD
DATE
1
BARO.
" HG
PALLFLEX
T60A20
47MM
T497B
98. OK
TEST TYPE
========== PARTICULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
FILTERS FILTERS FILTER CARBON TEMP. (F) BAG1 BAG1
11-25-86 29.22 BAG BY BAG. EQUAL SETS
'»*> BAG NO. I MILES= 7.423
1 YES NO OX
TOTAL VMIX- 16564.9 CU.FT.
105
84.0
:: = = = = = = = = = = = = = DRY GAS METER CU.FT. ===============
BEFORE
474.432
AFTER
491 .598
====== PARTICULATE WEIGHT, GRAMS ======
PRIMARY
TOTAL CORRECTED FLOW RATIO FLTR CORRECTED
FLOW TOTAL PLOW (VMIX/DRYGAS) NO. BEFORE AFTER TOTAL TOTAL WT.
1.153
17.166 15.876 1043.42
== FLOwRATEb,CF/MIN = =
TEbl'/REUUESTED
0.750
79 0.007621 0.008726 0.001105
SECONDARY
00 0.006964 0.007071 0.000107
FILTER
EFF ,
91.2%
2. 1
FUEL
GM/Ml GM/KM ECON.. MPG
0.170 0.106 23.4
W/SEC
1 .265
COMMENTS: ll-25-8b FOGERTY TRAP
DYNO SITE: D208 PARTICULATE TEST » 87- 818
-------
DVNO SITE:D208
TEST * 870817
1975 LIGHT DUTY VEHICLE ANALYSIS
PROCESSED: 14:02:29
NOV 26, 1986
a
MFR .
200
1 151 14 12019885
VER-
0
MFR .
REP. RUN.
RETEST
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DYNO
TRANS.
OVER-
DRIVE
N
EXPE
BAG BY BAG
TEST TYPE
CURB DRV AXLE AXLE /--
PREP DATE WEIGHT WEIGHT GAUGE MEASURE #1
EMPTY
IGNITION TIMING /
#2 RPM GEAR
/
LEFT
% CO /
RIGHT COMB
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ AMBIENT TEST CONDITIONS /
bARO WET AMB IEMP % REL S.HUM NOX CVb
"HG BULB TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.22 60.6 73.8 F 46.3 59.00 0.9300 42C
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DVNO TIRE ODOMETER SYSTEM
TEST DATE HR SITE IW SET TWHP PSI (MI) MILES
11-25-86 13 D208 4000 10.9 45.00 b56BO.O N/A
BAG 1 7.470 MILES 12.023 KM 17418. ROLL REVS .
SECS. VMIX=I6539.0 CU.FT.
DILUTION FACTOR = 34.330
SITE *A203
HC-FID
NOX-CHEM
C02
CO
HC-HFID
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
MASS EMISSIONS
RANGE METER
CONC. RANGE METER
14
15
22
17
14
8.8
32.7
41.3
5.2
9.3
6.50
16.38
0.388
12.84
7.02
14
15
22
17
14
4.5
0.3
5.0
0.0
3.6
CONC.
3.32
0. 15
0.045
0.0
2. 73
CONCENTRATIONS
3.28 PPM
16.23 PPM
0.345 %
12.84 PPM
4.37 PPM
GMS.
0.88
13.52
2953.84
7.00
1 . 18
GMS/MI
0.118
1 .810
395.401
0.937
0. 158
GMS/KM
0.074
1 . 125
245.691
0.582
0.098
AUX.
FIELD1
AUX.
AUX .
F1ELD2 CODE
MPG
25.6
KPL
10.89
L/100KM
9.2
COMMENIS: M/B HOT LA-4 W/DUMMY TRAP PRECtEOING FOGfcRTY IKAP -NEW CONFIGURATION FOR TOTAL
HC LINE * FILTER AND PARTICULARS SYSTEM. HEATED FID REPAIRED. SECONDARY FILTER
WEIGHT
-------
DVNO SITE: D208 TEST * 8/- 617 **««« LIGHT DUTY DIESEL PARTICIPATE TEST *«*»« PROCESSED: 14:01:26 NOV 26, 1986
MFR VEHICLE ID VEl' IN TEST TYPE TEST PROCEDURE
MERCEDES BENZ 11511412019885 EXPERIMENTAL (ECTD) BAG BV BAG
========== PARTICULATE SAMPLING SYSTEM = = = = = = = = = =
CVS UNIT TUNNEL DIAMETER TUNNEL
42C 18 INCHES 18ED
========== EXHAUST CONNECTION CONFIGURATION ==========
LENGTH SURFACE DIAMETER INSULATED NO. ELBOWS ANGLE
14 FEET SMOOTH 4 INCHES YES 1 90 DEGREES
========== PARTICULATE FILTER DESCRIPTION ==========
DIVISION LOGBOOK EPA BATCH NO. FILTER MFH FILTER TYPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
ECTD 1 17 PALLFLEX T60A20 47MM T497B 98.0%
========== PARTICULATE TEST INFORMATION ==========
BARO. * PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
DATE ^ HG li^L-LY.t!?: FILTERS FILTERS LLLIM CARBON TEMP. (F) BAG 1 BAGJ
11-25-86 29.22 BAG BY BAG. EQUAL SETS 1 YES NO 0% 107 84.0 2.0
»»> BAG NO. 1 MILES= 7.470 TOTAL VMIX= 16554.9 CU.FT.
============== DRY GAS METER CU.FT. =============== ====== PARTICULATE WEIGHT, GRAMS ======
PRIMARY
IOFAL CORRECTED FLOW RATIO FLTR CORRECTED FILTER FUEL
BEFORE _*£!!?_ FLOW loJ.AL^fLP.^ (VMIX/DRYGAS) NO. _BEFOR_E_ A£1§-B TOTAL TOTAL WT. EFF . GM/MI GM/KM ECON. . MPG
904.701 92").951 17.250 T5.949 1037.98 77 0 . OC18554 0.011636 0.003082 3.199 100.% 0.428 0.266 25.6
•== FLOWRATES.CF/MIN = =
TEST/REQUESTED SECONDARY W/SEC
"0.750 78 0.007B34 0.006896 0.0 3.199
COMMENTS: 11-25-86 M/B DUMMY TRAP HOT LA-4
DYNO SITE: D20d PARTICULATE TEbT * 87- bl7
-------
UVNO SITE:0208
TEST * B7l04y
1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 15:37;13
DEC 10. 1986
MFR .
200
15 114 I 2O 19885
PREP DATE
CURB
WEIGHT
VER-
0
DRV AXLE
WEIGHT
MFR.
REP. RUN. RtlEbl
ALT .
M. P.
EClUI VALENT
TEST
ACTUAL
DVNO
TRANS.
GAUGE
EMPTY
AXLE
MEASURE
KjNl I ION TIMING /
*2 RPM GEAR
LEFT
% CO -
RIGHT
COMB
OVER-
DRIVE
IDLE
RPM
EXPE
BAG BY BAG
I ESI TYPE
SOAK COAS1DOWN TIME
GEAR PERIOD ACTUAL ADJUSTED
0 O.U
f -------- AMBIENT TEST CONDITIONS ----- -/
BARO DEW AMB TEMP % REL S.HUM NOX CVS
"HG POINI TEMP UNIT HUM GR/LB FACIOR ALDEHYDES RGE
28.80 49.0 72.8 D 42.9 53.59 0.9086 42C
/ -------- DYNAMOMETER TEST CONDITIONS ...... /
DYNO ACTUAL DYNO TIRE ODOMETER SYSTEM
1EST DATE HR SITE IW SET TWHP PS1 (MI) MILES
12-09-86 14 D208 4000 10.9 45.00 5S985.0 N/A
BAG I 7.442
SITE »A203
ll.y/6 KM 17351. R0l.l REVS.
EXHAUST SAMCIt
BACKGROUND SAMPLE
(.ORREC I
Ei.'S . VMI X- 1633 1 . 0 C'U . FT .
L) MASS EMISSIONS
RANlit MEIER
1 1C - F I D
NOX-CHtM
LU2
CO .
HC 1 If 1 D
14
1 '.)
j /
1 /
1 4
H . 2
.13 . 3
42.5
i. . 3
y . 2
t> . Oil
1 b . h8
O . 400
1 3 . li'J
t-. . 94
14
lt>
22
1 /
14
(.(INT. RANGE METER
4. 2
0. 1
5. I
O.U
4 . 1
CONC.
3.10
0.05
0.046
0.0
3.10
CONCENTRA 1 IONS
3 . U5 PPM
Ib.bU I'PM
O . 3tili %
1 3 . 09 PPM
3.93 PPM
GMS .
0.81
1 3 . 3b
30U9 .92
7.Ub
1 .05
GMS /Ml
0. 109
i . /yb
404.463
0.94/
0.141
DILUTION FACTOR -
AUX .
GMS/KM FIELD I
0.068
1.116 MPli
251 .322 25 . I
0.588
0.088
33.317
ADA. AUX.
•IELD2 CODE
KPl
I LJ . bb
L/ UIIJKM
9.4
M/B DUMMY TRAP no I '.fAkl' iA-4
lilt Futl. tf.ONOMY VAI lit WAS C Al l.lll. A TED USING CONSTANT FUEL PROPERTIES FROM PR£-|9bU REGULATIONS.
OVNO SI IE: Dl'UU
I t i. I U I MJ-VJ
-------
DYNO SUE:
MFR
ItSI * b7-IU49
VEHICLE 1U
« » * » + L IGHI _DO.IY D 1 E b EI _J^AR 1 1CUI.A1E lEbl * * » * »
VEKSION
IEST TYPE
MERCEDES BENZ
115) 14I20198BS
EXPERIMENTAL (ECTD)
PROCESSED: 09:14:ja UtL Hi.
TEb.1 PROt.iEUOKt
BAG BV BAG
l_£NG IH
14 FEET
42C
SURFACE
========== |>AR I I Clll A Id SAMPLING SYSTEM = = = = = = = = = =
TUNNED PIAMEIER
18
TUNNEL
tBED
SMOOTH
tXHAIISI CONNECTION CONF I GIIRA I I ON
OJ^ AME [ E R I_N SOI A ] tit)
4 VNCHES ""YES
NO. ELBOWS
i
ANOl t
9~0 OEGREES
tjl_ V I S I ON LOGBOOK §_P A_B A T CM Ni).
I'CTD " 1 ~'\1
-±--- = ----- PAR1ICULATE F I I 1 ER LIE SCR I H'l I UN
Ml_TEW MFR F II TER 1 YPE
PALLFlTex"" " T60A20
FILTER SIZE MFR BATCH NO. BA1_l_H EFFICIENCY
47MM
T497B
98.0%
bARU.
UA I E_ " __ HLi
lL'r 9-HG 2H.HO
>'>.-> BAG NO. I
* PR I .
- = = PARIICULATE TEST INFORMATION ------ -----
SECONDARY BKGU PAR I . MAX. TUNNEL GAS MEIER TEMP. ((-) GAS MtltR PRtSS. ( "
lh
"
I Vl't
F1L TER S FILTERS
I VES
Fl LTER CARBON TEMP. (_f_)_ UAL. I
NO 0% 113 83.0
BAd I
3.0
TOIAl
Bt_F()Rl.: AKItJ< _F LOW
955'."3:Jli 97??'625 17.295
MIL Eb-
Mt T hR (II . F I .
('ORRf ( I tO
TOTAL VMIX= 16346.8 CO.FT.
==--==-===== ====== PARIICULAIE WtlGHI. URAMS ==-===
PRIMARY
Fli.w RATIO FI.TR CORRECTED FILTER
1()!*L Ci(Jw. ( VMI X/DRYGAS i _NCK @E.f:oRJi_ £L?.Lf* Il'I^L LOT^L ^LL- _§!!? ^_
""if..831 l"03?.57 "81 0.006911 6.0i0090 6."00"3I79 3.283 ~ 98.7"% 0.44 i
-- Fl OWRATES .(.F/MIN --
ID SECONDARY W/stC
b'.750 " 82 0.007740 0.007783 0.000043 3'327
0.274
FUEL
)N . L I
"25". fi
LOMMENIS:
bl> M/B DUMMY IRAP ML) I LA -4 PRIOR TO FOGERIY TRAP TEST
fiYNl) SITh: U2(lb PART ICHL ATE lE'iT a HI IU49
-------
OYNO SI IE:D20U
TEST a til IUt>U
1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 12:05:06
DEC 10, 1986
MFR.
200
115114I2019BB5
PREP DATE
CURB
WEIGHT
VER-
0
DRV AXLE
WEIGHT
MFR.
REP. RUN. RETEST
ALT.
H. P.
EQUIVALENT
TEST
ACTUAL
DYNO
TRANS.
GAUGE
EMPTY
AXLE
MEASURE
/ IGNITION
a I 02
TIMING /
RPM GEAR
It CO -
RIGHT
COMB
OVER-
DRIVE
IDLE
RPM
EXPE
BAG BY BAG
TEST TYPE
SOAK COASTDOWN TIME
GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ AMBIENT 1EST CONDITIONS /
BARO DEW AMB TEMP % REL S.HUM NOX CVS
"HG POINI TEMP UNIT HUM GR/LB FACTOR ALUL-HYLiES RGE
28.82 49.7 73.2 D 43.5 54.99 0.9140 42C
/ DYNAMOMETER TEST CONDITIONS /
DYNO ACTUAL DVNO TIRE ODOMEIER SYSTEM
Tti>r DATE MM SI I'E IW SET TWHP PSI (Ml) MILES
12-09-86 15 D20B 4000 10.9 45.00 55995.11 N/A
BAG 1 7.443 MILES 11.978 KM 17354.
SITE *A2O3
EXHAUST SAMPLE
ROII. REVS.
BACKGROUND SAMPLE
SECS. VMIX=I6397.0 CU.FT.
DILUTION FACTOR -
IK: -FID
NOX-CHEM
CO 2
CO
HC- HI- 10
RANGE
14
15
22
1 7
14
METER
9.0
3fi.4
47 .0
b.7
9.6
I ONC . RANl.E
6. 65
18 . 23
0. 445
14.07
7 . 24
14
15
22
1 7
14
ME1 tW
4.9
0. 1
5. 0
0 . 0
4 .4
CONC .
3 .62
0.05
0.045
0.0
3.33
CORRECTED
CONCENTRATIONS
3.15 PPM
18.IB PPM
0.402 %
14.07 PPM
4.02 PPM
MASS EMISSIONS AUX.
GMS. GMS/MI GMS/KM FlEl.DI
0.84 0.113 0.071
14 . 76 1 .983 I . 232 MP(j
3410.87 458.263 284.751 22.1
7.61 1.022 0.635
1.08 0.145 0.090
29.973
AUX. AUX.
HI £102 CODE
KPL
9.40
L/100KM
10.6
COMMENTS: M/B FOGAR1V 1RAP
IHt KJbL hCONUMY VALUt WAS LAi LUI A I EU UblNu CONSIANI FUEL PROPERTIES f-ROM PRE-I'JBB HtGUL Al
DYNO SI IE:U2U8
Itbl B/-IUSU
-------
DYNO SITE: D208 TEST 0 87-1050 »»•*« LIGHT DUTY DIESEL PARTICULATE TEST •**** PROCESSED: 12:04:27 DEC 10, 1986
MFR VEHICLE ID VERSION TEST TYPE TEST PROCEDURE
MERCEDES BENZ 11511412019885 0 EXPERIMENTAL (ECTD)BAG BV BAG
= = = = = = = = = = PARTICULATE SAMPLING I EM = = = = = = = = = =
CVS UNIT TUNNEL DIAMETER TUNNEL
LENGTH
14 FEET
LOGBOOK
42C
SURFACE
SMOOTH
EPA BATCH NO. FILTER MFR
18 INCHES
DIAMETER
4 INCHES
FILTER
INSULATED
YES
1 YPE
18ED
NO. ELBOWS
1
FILTER SIZE MFR
ANGLE
90 DEGREES
BATCH NO. BATCH EFFICIENCY
ECTD 1 17 PALLFLEX T60A20 47MM T497B 98.0%
========== PAR11CULA1E 1ES1 INFORMATION ==========
BARO. * PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
DAI fc__ " HG TEST TYPE FILTERS FILTERS F I I. IER CARBON TEMP. (F) BAG 1 BAG!
12 9~-8G~ 28.82 BAG 0V BAG, EQUAL SETS 1 YES NO 0% 105 84.0 2.4
.'»» BAG NO. I MILES= 7.443 TOTAL VMIX= 16413.4 CU.FT.
=-============ DRV GAS METER CU.FT. =============== ====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
TOTAL CORRECTED FLOW RATIO FLTR CORRECTED FIL1ER FUEL
JJEFORE AFTER _(Lk2w_ TOTAL F_Lj)W ( VM1 X/DRVGAS) _NO. BEFORE ^tLI^ TOTAL !fiJA.L_*Ti. JLfJL- _ ^.M/^!1 li1^/*^! ECUN . , MPG
512.66~7 57307627 17.960 l~6.396 " 1001.06 "8i3 0.008038 0.009110 0.001072 " T.073" 91.2% 0! l"58 6T6~98 22.1
=- FLOWRATEb.CF/MIN --
TEST/REQUESTED SECONDARY W/SEC
0.750 84 U.UUH641 O.UOU744 0.000103 1.176
i: l^-a-Ub M/B HOI LA-4 FOL,tR I V IRAP
DYNU bllfc: Ul'Ub PAK 1 1 ClJLA 1 t I til » tt / - I UbU
-------
1.1 V NO Silt: D2UB
TEST » B/122b
I 197b LIGHT LHITY VEHICLE ANALYSIS | PROCESSED: 15:04:44
JAN 6, 1987
MI-R .
.'DO Mb 1 14 1 211 I9BHS
I.IIRB
I'Hfcl' DA 1 E WE1GMI
12 1 7 B 6
/ - -. _ _ .- A MU 1 f. M '1 II
MFR .
VER- REP. RUN. REIES1
0 N
DRV AXLE AXLE /
WEIGHT GAUGE MEASURE
-------
(JYNU
TEbl a 87-1225
***** LIGHT DUTY DIESEL PART1CUI.ATE TESI •«««»
MlrH ___
MERCEDES BENZ
151 1412019865
0
_
EXPERIMENTAL (ECTD)
CVS UNIT
42C
========== PARTICULATE SAMPLING bYbTEM ==========
TUNNEL uiAMbihR
IB INCHES
PROCESSED:
TUNNEL
I8ED
I5:03:4b JAN fc>. 19b7
TEST PROCEDURE
CVS 75-LATER
l.bN(jlH
"l"4 "FEET
.
SMOOTH
========== EXHAUST CONNECTION CONFIGURATION ==========
t!l*M=J=iH !N=!OLAi;fcy NO. ELbOWb
4 INCHES YES ~ I
ANGLE
90 DEGREES
"ECTD
L-OGbOOK LI'A bA I CM NU .
" T~ " 17"
F1L1ER MFR_
PALLFLEX
-- PARTICULAIE FlLltR UL b(.R I P I I ON ==-=======
__ __ Fl L I ER I VPE _ _ _ ___ FIL1 ER _b.l
T60A20 ' ---- 47MM
MFR bA I CH NO. bA I CM EFFICIENCY
" "
T497B
9.8%
bARO .
l)A|t_ ^_ Jju J^h^ I _l VPfc
I2~18 HG 2B~.95 il 'BAG FTP . "~3 71 1 f f.f
= = = = = = = = = = PARlICULAIt Ttbl INFORMAI ION - = = = = = = = = =
* PRI. SECONDARY BKGIJ PAR I . MAX. IUNNhL GAS METER TEMP. (F) GAb METER PREbS. I" H2U)
FILTERS FILTERS LLtliH (lARbON 1EMP. (f) BAG I BAG2 bAG3 BAG1 BAG2 BAG3
NO
BAIj I^O.
bt^ORt AI-'t-R
985.'826 992i 66 1
I M I I F. b - 3 . G /
GAS ME I ER (.11 .FT.
TOIAL CokKhl. rtLi
67835 ~"67i?56
3 VES NO 0%
TOTAL VMIX= 6102.3 CtJ.FT.
12
78.0 82.0 84.0
3.0 2.0 3.0
FLOW RATIO
975.47
.CF/M1N ==
!:|IJAL TEbI/REQUESTED
0.~743 0.750
= = = = = = PARTICIIIATE WEIGHT. GRAMS = = = = = =
PRIMARY
CORRECTED FILTER
_EFF_^_ GM/MI
100.0% 0.146
FL TR
85 0.008301
FUEL
GM/KM ECON . , MPG
.
0 . "008838 0 '."000537
bECUNUARY
86 U.UIJbUI/ U.UUbUl/ 0.0
0.524
W/SEC
0.524
6.091"
. .
18.9
BAU
tit I URt
)71 fl77
O. 2 MILEb- H.B/0
ORY GAb MET ER (.11 .FT. -
101 Al
1 l'7634
IOTAL VMIX= HI4S 1 . U l.U.Fl.
PARTICUIATE WEIGHT, GRAMS
PR I MARY
CORHLI. I f.D fLOW RATIO
Ly..A.L f.LU1* liLM1 ^i^L'tL^'JA
' i'l'.ni? ~ 948.63
-- H dwRAIEb .CF/MIN =-
bLI ORt *Lj£b
99?7'G6I 999.625
AFJ t R
''
0.7G? 0.750
BAU (4O . J MUEb- J.bbb IOTAL
----- DRY OAb MEIER lU.FI. === = =---==-
IOI AL
__. ...g___^.
f i 1 R
I^LL-
" 87
bti-imh
AMER
_IOTA^
o.ooo4a"2
ShCONfJARV ............
O.OU5I16 U . 005 1 28 O.OOOU12
RECTED t 1LTER
Al. WT. EFF.
.457" 97.6%
GM/MI
0 . 1 'l 8
(>M/KM
67 073
FUEL
ECON . , 1
?n"!"3~
bb
D 1 I 2.J CU.FT.
_
0.469
= = = = == ('ART ICULA TE WEIGHl, GRAMb =-----
PRIMARY
C.ORRELIEO FLOW RA I IO F I. T R CORRECIED FILTER
OIAI FLOW ( VMI x/URYGAb ) WJ. bbHiRt _AF I E.R TOTAL TOTAL WT. EFF .
89 il. 006227 0.0~66B65 0.000638
-.
" "^7304 y«9". 6fi
-- M OWRAlEb, f.F/MIN = =
i*1-1!!*!. 1 1 bl /REQUEb I ED
f)7749 0. 750
yo
bb(.ONUARV ........
o.uuaibd u.ou8i5b u.u
0.619
W/SEC
100.%
0. 173' n'."T07
FUEL
El. ON . , MPG
19. "6
I'AK I l( III A I i: WL 11,1
I OMMt Nib: M/B F ) t
•li GRAMb/MlIt- O.IJ9 WtlUHltU liRAMb/KM= ll.Ubti
FlClERb b(>'>J() AlullSItU T(. F.UUAI HRL- TFbl VALUE
0.619
WEIGHTED FULL ECONOMY- ly.b MPG
UYNU bllL: Ui!Ub PAR I I C.UL A I E Itbl * lit l.l-'b
-------
DVNO SITE:D208
TEST * 87119B
1975 LIGHT DUTY VEHICLE ANALYSIS |
PROCESSED: 09:04:10
JAN 14. 1987
a
MFR.
200
1412019685
VER-
0
MH< .
REP. RUN. RElESf
ALT.
H. P.
EQUIVALENT
TEST
ACTUAL
DVNO
TRANS.
OVER-
DRIVE
N
EXPE
CVS 75-LATER
TEST TYPE
CURB DRV AXLE AXLE
PREP DATE WEIGHT WEIGHT GAUGE MEASURE
01 - 12-87 EMPTY
/ IGNITION TIMING /
#1 *2 RPM GEAR
/ % CO
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
?? 0.0
/ AMBIENT TEST CONDITIONS /
BARO DEW AMB TEMP % REL S.HUM NOX CVS
"HG POINT TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.08 46.7 74.3 D 37.5 48.62 0.8897 42C
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DVNO TIRE ODOMETER SYSTEM
TEST DATE HR SITE IW SET TWHP/ PSI (M1J MILES
01-13-87 13 D208 4000 •' 10.9~45.00 56403.0 N/A
BAG 1 3.613'
SITE «A203
HC - F 1 D
NOX-CHEM
C02
CO
HC-HFID
/
BAG 2 3 .9 1 /
SI It JTA203
HC - F 1 D
NOX-CHEM
C02
CO
HC-HF ID
BAG 3 3.592'
SITE OA203
HC-FID
NOX-CHtM
C02
CO
HC-HFIU
MILES
5.815 KM 8424.
EXHAUST SAMPLE
RANGE
14
15
22
17
14
MILES
METER CONC.
12.01-' 8.87
50.0-' 25.04
63.8V/ 0.616
B.OS 19.74
19.0 14. 27
6.304 KM 9133.
EXHAUST SAMPLE
RANGE
14
15
22
17
14
MILES
METER CONC.
9.0X 6.65
32.2' 16.13
41.3'/ 0.388
5.3/ 13.09
12.7 9.56
5.7bl KM 8375.
EXHAUST SAMPLE
RANGE
14
15
22
1 7
14
WEIGHTED VALUES
GRAMS/MILE
0.
BEFORE RUUND1NG
GRAMS/KM
0.
BEFORE ROUNDING
METER/ CONC.
9.2 6.80
51. 0/ 25.54
61 .8 / 0.595
b. 1 / 15.06
10.6 7.99
HC-HFID CO
245 1 .06
.2451 1.056
152 0.656
. 1523 .6562
ROLL REVS.
BACKGROUND SAMPLE
RANGE METER
14 4 . 4/
15 0.3/
22 4 . 7 v-
17 O.O/
14 4.3
ROLL REVS.
BACKGROUND S
RANGE METER
14 4.4
15 0.2'
22 4.8-^
17 O.O/
14 4.3
ROLL RhVb.
CONC.
3. 25
0.15
0.042
0.0
3. 25
AMPLE
CONC .
3. 25
0 . 10
0.043
0.0
3. 25
BACKGROUND SAMPI E
RANGE METER
14 4.8
15 0.3,.
22 4.B./
17 0.0 /
14 4.4
CO 2
466 .
486. 2
302 .
302 . 1
CONC .
3.55
0. 15
0.043
0.0
3.33
NOX
2.06
2.056
1 . 28
1 .279
SECS.
CORRECTED
CONCENTRATIONS
5.77 PPM
24.89 PPM
0.576 %
19.74 PPM
11.16 PPM
SECS.
CORRECTED
CONCENTRATIONS
3.50 PI'M
16.03 PPM
0.346 %
13.09 PPM
6.41 PPM
SECS.
CORRECTED
CONCENTRATIONS
3.41 PPM
25.39 PHM
0.554 %
15.06 PPM
4.61 PPM
VMIX =
GMS
0.
7.
1820.
3.
>•
6105.0
MASS
58
32
40
97
1 1
VM1X = 10426. 0
GMS
0.
8.
1871 .
4.
1 .
VMIX =
GMS
0.
7.
1756.
3.
0.
MASS
60
05
56
50
09
61 2 1 . U
MASS
34
49
7 1
04
48
CU.FT.
EMI SSIONS
GMS/MI
0. 159
2.027
503.845
1 . 100
0.308
CU.FT.
EMI SSIONS
GMS/MI
0.152
2.056
477.792
1 . 146
0. 278
Cu. FT.
EMI SSIONS
GMS/MI
0.095
2.085
489.063
0.846
0. 134
DILUTION
GMS/KM
0.099
1 . 259
313.075
0.684
0.191
DILUTION
GMS/KM
0.094
1 . 278
296.666
0.714
0. 173
DILUTION
GMS/KM
0.059
1 .296
303.689
0.526
0.083
MPG
FUEL
ECONOMY 20
20
.8
.6331
FACTOR =
AUX.
FIELD)
MPG
20. 1
FACTOR =
AUX.
FIELD!
MPG
21.2
FACTOR =
AUX.
FIELD1
MPG
20. 7
KPL
8.9
8.6568
21 .641
AUX. AUX.
FIELD2 CODE
KPL L
8.55
34. 305
AUX. AUX.
FIELD2 CODE
KPL L
9.01
22.429
AUX. AUX.
FIELD2 CODE
KPL L
8.62
L/ 100KM
J 1 .3
1 1 .290
L/100KM
11.1
L/100KM
11.3
PARTICULATE GMS./MI. BAG-I 0.127. UAG-2 0.115, BAG-3 0.159, WEIGHTED 0.129
COMMENTS: M/B FTP FOGERTY TRAP WOT <* 1U5 SECONDS BAG 1&2
DGM OUTLET NO LONGER IN DUMP
THE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
DYNO S1TE:TJ208
It SI 87- I 198
-------
DVNO SITE: 0208
MFR
MERCEDES BENZ
TEST * B7-1I9H
VEHlCLb ID
1 l"51 1~41 2019685
««»** LIGHT DUTY DIESEL PARTICULATE TEST »*»**
VERSION TEST TYPE
EXPERIMENTAL (ECTD)
PROCESSED: 09:03:33 JAN 14. 1987
TEST PROCEDURE
CVS 75-LATER
LENGTH
14 FEET
========== PARTICULATE SAMPLING SYSTEM ==========
CVS UNIT TUNNEL DIAMETER
42C 18 INCHES
========== EXHAUST CONNECTION CONK IGllRATI ON = = = = = = = = = =
SURFACE DIAMETER INSULATED NO. ELBOWS
SMOOTH 4 INCHES
TUNNEL
18ED
ANGLE
YES
1
90 DEGREES
========== PARTICULA1E FILTER DESCRIPTION ==========
D1V1S1 ON LOGBOOK EPA BATCH NO. FILTER MFR FILTER TYPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
47MM T497B
ECTD
1
17
PALLFLEX
T60A20
9. ax
DA IE
BARO.
11 HG
IEST TYPE
1-13-87 29.08 3 BAG FTP. 3 FILTER
»>» BAG NO. I MILES= 3.613
:============= DRY GAS METER CU.FT. ==
========== PAR1ICULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
FJJ-JERS FILTERS FILTER CARBON TEMP. (F) BAG 1 BAG2 BAG3 BAG I BAG2 BAG3
NO
3 YES NO OX
TOTAL VMIX= 6111.3 CU.FT.
1 10
81.0 78.0 83.0
3.1 2.3 3.1
BEFORE
57.601
AFTER
64.393
TOTAL
FLOW
6.792
CORRECTED FLOW RATIO FLTR
TOTAL FLOW (VM1X/DRYGAS) NO.
6.283 972.74 123 0.064595
== FLOWRATfcS.CF/MIN ==
ACTUAL I§S I /REUUESJEO SECONDARY . .
"5" 746 ""(1.750 124 0.065904 O.U65967
===== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
CORRECTED
BEFORE AFTER TOTAL
0.065004 0.000409
0.U00063
TOTAL WT.
0.398
W/JJEC
6.459
FILTER
EFF.
86.7X
GM/MI
FUEL
GM/KM ECON.. MPG
0.127 0.079
20. 1
BAG NO.
MII.ES = U.'JIV
TOTAL VM1X= 10436.7 CU.FT.
============== ORY GAS METER CU.FT. ===============
BEFORE
60.900
AFTER
72.033
IOTAL
FLOW
CORRECIED
TOTAL FLOW
M.OW RATIO FLTR
(VMIX/URYGAS) NO.
====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
CORRECTED FILTER
BEFORE
AF TER
TOTAL
11 . 133 10.676 977.54
= = Fl OWRATt i. . CF/MIN = =
ACJUAL 1ESI /Rf UUtb IJLD
"0 ."739 " 0 . 750
125 0.067193 0.067607 0.000414
SECONDARY
126 0.068087 0.06B134 0.000047
TOTAL WT.
0.405
W/SEC
0.451
>»» BAG NO. 3 MILES= J . 592
============== DRV GAS METER CU.FT. --
TOTAL VM1X= 6127.3 CU.FT.
BEFORE
64.393
AFTER
TOTAL
FLOW
CORRECIfcO
I-LOW RA 1 10
BEFORE
AFTER
TOTAL
71.196 6.803
TOTAL Fl.OW ( VM1X/ORVGASJ NO. __ __
6.269 " ~ 977.32 127 0.066602 0.067112 0.000510
-= FLOWRATEs .CF/MIN ==
........... SECONDARY ............
128 0.067473 0.067546 0.000073
- .
0.745 6.750 "
PARTIC'ULAIE WLIGHltU GRAMS/MUt= U . 1 2y WEIGHTED GRAMS/KM= U . OBO
COMMENTS: M/B I - I J-H7-H)GERT V- DGM OUTLET NO LONGER IN AIR DUMP. FTP.
TOTAL WT.
0.498
W/SEC
0.570
EFF .
89.8%
====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
FLTR CORRECTED FILTER
EFF.
GM/MI
0.115 0.071
GM/MI
FUEL
GM/KM ECON.. MPG
87.5X 0.159 0.099
WEIGHTED FUEL EC()NOMY= 21). 8 MP(.
21.2
FUEL
GM/KM ECON.. MPG
20.7
LJYNO Slit: D20a PARTICULATE I ESI » B7-I198
-------
DVNO SITE.-D208
TEST * 871662
I 1975 LIGHT DUTY VEHICLE ANALYSIS | PROCESSED: 15:06:58
FEB 6. 1987
a
MFR .
200
PREP DATE
1 2019885
VER-
0
MFR .
REP. RUN. RETEST
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DYNO
TRANS.
OVER-
DRIVE
TEST TYPE
N
BAG BY BAG
CURB DRV AXLE AXLE / --- IGNITION TIMING --- /
WEIGHT WEIGHT GAUGE MEASURE #1 #2 RPM GEAR
EMPTY
/ % CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ -------- AMBIENT TEST CONDITIONS ------ /
BARO DEM AMB TEMP % REL S.HUM NOX CVS
"HG POINT TEMP UNIT HUM GR/LB FACTOR ALDEHYDES RGE
29.30 45.3 72.0 D 38.4 45.74 O.B791
/ DYNAMOMETER TEST CONDITIONS /
DVNO ACTUAL DVNO TIRE ODOMETER
TEST DATE HR SITE IW SET TWHP PSI (MI)
02-06-87 08 D208
4000
10.9 45.00 57446.0
42C
SYSTEM
MILES
N/A
BAG 1 7.492 MILES 12.057 KM 17468. ROLL REVS.
SECS. VMIX=16666.0 CU.FT.
DILUTION FACTOR = 30.312
SITE J-A203
HC-FID
NOX-CHEM
CO 2
CO
HC-HFID
EXHAUST SAMPLE
BACKGROUND SAMPLE
CORRECTED
MASS EMISSIONS
RANGE METER
CONC. RANGE METER
14
15
22
17
14
8.3
38.3
46.8
5.6
9. 2
6.13
19.18
0. 440
13.96
6.94
14
15
22
17
14
4.4
0.6
4.5
0.0
3.5
CONC.
3.25
0.30
0.039
0.0
2.65
CONCENTRATIONS
2.99 PPM
18.89 PPM
0.402 %
13.96 PPM
4.38 PPM
GMS.
0.81
14.99
3472. 16
7.67
1 . 19
GMS/MI
0. 109
2.001
463.453
1 .024
0. 159
GMS /KM
0.068
1 .243
287.977
0.636
0.099
AUX.
F1ELD1
AUX.
AUX.
FIELD2 CODE
MPG
21 .9
KPL
9.30
L/100KM
10.8
COMMENTS: M/B HOT LA4 FOGARTV TRAP
THE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
3327
DVNO SITE:D20H
TEST 87-1662
-------
DYNO SITE: D20B
MFR
MERCEDES BENZ
TEST tt 87-1662 ***** LIGHT DUTY DIESEL PART1CULATE TEST ***** PROCESSED:
VEHICLE ID . VERSION TEST TYPE
1151 1412019885
EXPERIMENTAL (ECTD)
15:06:06 FEB 6, 1987
TEST PROCEDURE
BAG BY BAG
LENGTH
14 FEET
CVS UNIT
42C
SURFACE
=== PARTICULATE SAMPLING SYSTEM ==
TUNNEL DIAMETER
18 INCHES
EXHAUST CONNECTION CONFIGURATION
DIAMETER INSULATED
TUNNEL
18ED
SMOOTH
4 INCHES
YES
NO. ELBOWS
1
ANGLE
90 DEGREES
DIVISION LOGBOOK EPA BATCH NO.
I 17
ECTD
DATE
FILTER MFR
PALLFLEX
== PARTICULATE FILTER DESCRIPTION
FILTER TYPE
T60A20
FILTER SIZE MFR BATCH NO.
47MM T497B
BATCH EFFICIENCY
98. OX
BARO.
" HG
TEST TYPE
========== PARTICULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL CiAS METER TEMP. (F) GAS METER PRESS. (" H20)
FILTERS F.ILTERS FILTER CARBON TEMP. (F) BAG1 BAGl
2- 6-87 29.30 BAG BY BAG. EQUAL SETS
>»» BAG NO. 1 M1LES= 7.492
1 YES NO 0%
TOTAL VMIX= 16682.4 CU.FT.
103
83.0
-============= DRY GAS METER CU.FT. ==============
TOTAL
BEFORE _AfliB_ FLOW
164.749 182.406" 17.657
CORRECTED
TOTAL FLOW
FLOW RATIO FLTR
(VM1X/DRYGAS) NO.
135
====== PARTICULATE WEIGHT, GRAMS ======
PRIMARY
CORRECTED
BEFORE AFTER TOTAL TOTAL WT.
16.390 1017.82
== FLOWRATES.CF/MIN --
TEST/REQUESTED
0. 750
0.067155 0.067875 0.000720
136
SECONDARY
0.067B39 0.067885 0.000046
0.733
W/SEC
0.780
FILTER
EFF .
94.0%
3.0
FUEL
GM/M1 CM/KM ECON.. MPG
0.104 0.065 21.8
COMMENTS: M/8 FOGERTV 2-6-87 HUT LA-4
DVNO SITE: D20H PARTICULATE TEST * 87-1662
-------
OVNO SITE:D208
TEST * 871927
1975 LIGHT DUTV VEHICLE ANALYSIS |
PROCESSED: 14:06:09
FEB 12. 1987
a
MFR. VER-
200 115IM12019885 0
MFR
REP.
KUN. RETESf
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DVNO
TRANS.
OVER-
DRIVE
N
EXPE
BAG BV BAG
TEST TYPE
CURB DRV AXLE AXLE
PREP DATE WEIGHT WEIGHT GAUGE MEASURE
02-12-B7 EMPTY
IGNITION TIMING /
#2 RPM GEAR
/ X CO
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
/ AMBIENT TEST CONDITIONS /
BARO DEW AMB TEMP % REL S.HUM NOX CVS
"HG POINT TEMP UNIT HUM GR/LB FACTOR ALDtHVDES RGF.
28.90 45.5 74.2 D 35.9 46.73 0.8827 42C
/ DYNAMOMETER TEST CONDITIONS /
DYNO ACTUAL DYNO TIRE ODOMETER iVbTEM
TEST DATE HR SITE 1W SET TWHP PSI (Ml) MILES
02-12-87 1U D208 4000 10.9 45.00 57639.0 N/A
BAG I 7.627 MILES 12.274 KM 17782. ROLL REVS.
SECS. VMIX=16377.0 CU.FT.
SI IE JA2U3
HC-f- 1U
NOX-CHEM
CD 2
CO
HC-HFTD
EXHAUST SAMPLE
BACKGROUND SAMPLE
DILUTION FACTOR = 31.027
CORREC FED
MASS EMISSIONS
RANGE MEIER
CONC. RANGE METER
14
15
22
1 7
14
8.5
37. 1
45.8
5. 2
9.0
6. 28
18 .58
U .430
12.96
6. 79
14
15
22
17
14
4.7
O.U
4.8
0.0
3 . 4
CONC. CONCENTRAHONS
3.47 2.92 PPM
0.40 18.19 PPM
0.042 0.389 %
0.0 12.96 PPM
2.57 4.30 PPM
GMS .
0. 78
14 . 24
3304.64
7.00
1 . 15
GMS/MI
0. 102
1 .868
433.304
0.918
0.151
GMS /KM
0.064
1.161
269. 242
0.570
0.094
AUX.
FIELD 1
AUX .
AUX.
F1EL02 CODE
MPG
23. 4
KPL
9.94
L/100KM
10.1
COMMENTS: M/B FOGERTY HOT START LA-4 ZERO DRIFT ON DRIVERS TRACE 1025 SEC
LAST TEST WITH ROUND TRAP CANISTER
THE FUEL ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-1988 REGULATIONS.
3327
DYNO SITfi:D20B
I £ b F b / • I 9 2 7
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DVNO SITE: D208 TEST * 87-1927 ««•** LIGHT DUTY DIESEL PARTICULATE TEST **»»* PROCESSED: 14:05:28 FEB 12, 1987
MFR VEHICLE ID VERSION TEST TVPE TEST PROCEDURE
MERCEDES BENZ 11511412019885 0 EXPERIMENTAL (ECTD) BAG BV BAG
========== PARTICULATE SAMPLING SYSTEM ==========
CVS UNIT TUNNEL DIAMETER TUNNEL
42C 18 INCHES 1BED~
========== EXHAUST CONNECTION CONFIGURATION ==========
LENGTH SURFACE DIAMETER INSULATED NO. ELBOWS ANGLfc
14 FEET SMOOTH 4 INCHES YES 1 90 DEGREES
========== PARTICULATE FILTER DESCRIPTION ==========
DIVISION LOGBOOK EPA BATCH NO. FILTER MFR FILlER TVPE FILTER SIZE MFR BATCH NO. BATCH EFFICIENCY
ECTD 1 17 PALLFLEX T60A20 47MM T497B 98.0%
========== PART1CULATE TEST INFORMATION ==========
BARO. * PRI. SECONDARY BKGO PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
DATE ^ HG TEST TVPE FILTERS FILTERS. F I L TER CARBON TEMP. (F) BAGI BAGl
2-12-87 28.90 BAG BV BAG, EQUAL SETS 1 YES NO 0% 100 82.0 3.1
BAG NO. 1 MILES= 7.627 TOTAL VMIX = 16393.7 CU.FT.
============== DRV GAS METER CU.FT. =============== ====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
TOTAL CORRECTED FLOW RATIO FLTR CORRECTED FILTER FUEL
_BEFORE _A_FTER_ FLOW TOTAL FLOW (VMIX/DR YGAS) NO. BEFORE A1I16 TOTAL TOTAL WT . EFF . GM/M1 GM/KM ECON. . MPG
216.932 235.372 18.440 ' 16.693 ' 982.06 137 0.067254 0.067877 0.000623 0.612 93.1% 0.086 0. (354 23.4
= = FLOWRAFES.CI-/MIN = =
TEST/REQUESTED SECONDARY W/SEC
0.750 138 0.067/62 0.067008 0.000046 0.657
COMMENTS: 2-12-U7 FOGERTV TRAP M/B HOT l.A-4
DVNO SITE: D208 PARTICULATE TEST t
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OYNO S1TE:D20B
TEST * 872230
1975 LIGHT DUTV VEHICLE ANALYSIS |
PROCESSED: 12:15:00
MAR 6. 1967
MFR .
2UU
116114120 ISJBBb
VER-
0
MFR .
REP. RUN.
R E T E S T
ALT.
H.P.
EQUIVALENT
TEST
ACTUAL
DYNO
TRANS.
OVER-
DRIVE
N
EXPE
BAG BY BAG
TEST TYPE
CURB DRV AXLE AXLE
PREP DATE WEIGHT WEIGHT GAUGE MEASURE
EMPTY
/ IGNITION TIMING /
* I fi RPM GEAR
/ % CO /
IDLE HIGH SPEED
IDLE SOAK COASTDOWN TIME
RPM GEAR PERIOD ACTUAL ADJUSTED
0 0.0
, ..... AMBIENT TEST CONDITIONS /
BARO DEM AMB TEMP % RtL S.HUM NOX CVS
"HG POINT TEMP UNIT HUM GR/LB FACTOR ALDEHYDES ROE
29.44 4b.9 74. 3 D 37.7 48.39 0.8888
/ . DYNAMOMETER TEST CONDITIONS /
UYNO ACTUAL DYNO TIRE ODOMETER
TEST DATE HR SITE IW SET TWHP PSI (MI)
U3-U5-B/ 12 D208 4000 10.9 45.Ou 57772.0
BAG I 7.381 MILES I 1.079 KM 17210. ROLL REVS.
Silt »A2U3
HC-FID
NOX-CHtM
L02
CO
EXHAUST SAMPLE
42C
SYSTEM
MILES
N/A
BACKGROUND SAMPLE
1374.0 SECS. VMIX=I67I2.0 CU.FT.
CORRECTED
DILUTION FACTOR = 145.402
MASS EMISSIONS
RANGE METER
CONC. RANGE METER
14
15
22
17
IU. 1
10. )
10.1
10.1
7.47
b.06
O.OH9
25. 10
14
15
22
17
0. I
0. 1
0. 1
0. I
CONC.
0.07
0.05
0.001
0.25
CONCENTRATIONS
7.39 PPM
6.01 PPM
O.OBB %
24.85 PPM
GMS.
2.02
4.03
762. 35
13.69
GMS/MI
0. 273
0.546
103. 2H1
1 .855
GMS /KM
0. 170
0.339
64. 176
1 . 153
AUX .
F1ELD1
AUX.
AUX .
F1ELD2 CODE
MPG
95.0
KPL
40.41
L/100KM
2.5
COMMENTS: M/B HOT START DUMMY TRAP PARTICULATES ONLY
1374 SEC CYCLE
THE Flit I. ECONOMY VALUE WAS CALCULATED USING CONSTANT FUEL PROPERTIES FROM PRE-19BB REGULATIONS.
:j 3 2 7 0
DYNO SITE:D20B
B7-2230
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DVNO SITE: D20U
MFR
MERCEDES BENZ
TEST » 87-2230 «*»** LIGHT DUTY DIESEL PARTICIPATE TEST »*•*»
VEHICLE ID
VERSION
TEST TYPE
11511412019865
EXPERIMENTAL (ECTD)
CVS UNIT
42C
LENGTH
14 FEET
SURFACE
SMOOTH
= = = PARTICULATE SAMPLING SYSTEM ==
TUNNEL DIAMETER
18 INCHES
EXHAUST CONNECTION CONFIGURATION
DIAMETER INSULATED
PROCESSED: 14:49:23 MAR 9, 1987
_ TEST PROCEDURE
BAG BY BAG
TUNNEL
18ED
4 INCHES
VES
NO. ELBOWS
1
ANGLE
DIVISION
ECTD
LOGBOOK EPA BATCH NO.
1 17
========== PARTICULATE FILTER DESCRIPTION ==========
FILTER MFR FILTER TYPE FILTER SIZE MFR BATCH NO.
47MM
PALLFLEX
T60A20
90 DEGREES
BATCH EFFICIENCY
T497B
98.0%
BARO.
" HG
TEST TYPE
DATE
3- 5-87 29.44 BAG BY BAG. EQUAL SETS
>»» BAG NO. 1 MILES= 7.381
========== PARTICULATE TEST INFORMATION ==========
* PRI. SECONDARY BKGD PART. MAX. TUNNEL GAS METER TEMP. (F) GAS METER PRESS. (" H20)
FILTERS FILTERS FILTER CARBON TEMP. (F) BAG1 BAG1
1 VES NO 0%
TOTAL VMIX= 16727.4 CU.FT.
102
82.2
============== DRY GAS METER CU.FT. =============== ====== PARTICULATE WEIGHT. GRAMS ======
PRIMARY
TOTAL CORRECTED FLOW RATIO FLTR CORRECTED
BEFORE AFTER FLOW TOTAL FLOW (VM1X/DRYGAS) NO. BEFORE AFTER TOTAL TOTAL WT.
269.696 286.442 16.746 15.431 1084.01
== FLOWRATES.CF/MIN ==
ACTUAL TEST/REQUESTED
141 0.067017 0.070294 0.003277
0.674
0.750
SECONDARY
142 0.066242 0.066272 0.000030
3.552
W/SEC
3.585
3.0
FILTER FUEL
EFF. GM/M1 GM/KM ECON.. MPG
99.1% 0.481 0.299 95.0
COMMENTS: M/B DUMMY TRAP 3-'j-87 II/S LA-4
DYNO SITE: D2GB PARTICULATE TEST * 87-2230
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