EPA/AA/CTAB/TA/83-7
Technical Report
.
LBl.Hi.6
Final Report on the Study of
Diesel Particulate Traps at Low Mileage
by
Larry C. Landraan
Robert D. Wagner
August, 1983
NOTICE
Technical Reports do not necessarily represent final EPA de-
cisions or positions. They are intended to present technical
analysis of issues using data which are currently available.
The purpose of 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, Noise and Radiation
Office of Mobile Sources
Emission Control Technology Division
Control Technology Assessment and Characterization Branch
2565 Plymouth Road
Ann Arbor, Michigan 48105
-------
EPA/AA/CTAB/TA/83-7
Technical Report
Final Report on the Study of
Diesel Particulate Traps at Low Mileage
by
Larry C. Landman
Robert D. Wagner
August, 1983
TOWl
NOTICE
Technical Reports do not necessarily represent final EPA de-
cisions or positions. They are intended to present technical
analysis of issues using data which are currently available.
The purpose of 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, Noise and Radiation
Office of Mobile Sources
Emission Control Technology Division
Control Technology Assessment and Characterization Branch
2565 Plymouth Road
Ann Arbor, Michigan 48105
-------
-2-
Table of Contents
Page
Background
Conclusions
Summary
Test Program
Regeneration Techniques
Trap Description ana History ....
Axial Flow Traps
Radial Flow Traps
Through-the-Wall Flow Traps
Acknowledgements
References
Appendixes
3
4
5
12
19
21
25
38
48
59
60
A. Emissions Data
B. Emissions During Regenerations
C. Exhaust Backpressure Data
D. Graphs of Fuel Economy, Trapping
Efficiency, and Exhaust Backpressure
versus Mileage Accumulation
E. Sulfate Emissions
F. Particulate Data from Certification Vehicles
G. Results of Ames Testing
Cover Photograph: Enlargement of a Corning ceramic monolith
trap showing the particulate accumulation.
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-3-
Background
Diesel engines have become available in passenger car service
because of their good fuel economy in comparison to cars equip-
ped with conventional (gasoline fueled) engines. Although the
exhaust of vehicles equipped with Diesel engines is relatively
clean with respect to unburned hydrocarbons (HC) and carbon
monoxide (CO), it contains total particulate emissions (TP)
that are 30 to 50 times greater than those produced by vehicles
equipped with conventional catalyst equipped engines.
Several approaches to the control of Diesel particulate emis-
sions are being pursued by the automotive industry, EPA, and
others. These include operating mode modifications, engine
design and component modifications, fuel modifications, and
exhaust treatment devices.(1)*
This report summarizes the results of a recently completed, in-
house study which began in May, 1979. The purpose of this
study was to evaluate the low mileage performance of Diesel ex-
haust particulate traps. Extended durability of the most prom-
ising traps would be evaluated in another program at Southwest
Research Institute. (2)
*Numbers in parentheses designate References at the end of this
paper
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Conclusions
1. Durability data are conspicuously lacking for most of these
traps. However, we shipped the NGK #1 trap (which has
shown good regenerative capabilities a,nd trapping efficien-
cies in excess of 60%) to Southwest Research Institute/ an
EPA contractor, to conduct such durability testing. Also,
SwRI has durability tested a Corning EX-47, 12 inch, non-
catalyzed trap and accumulated 50,000 miles on it (2). We
selected these two traps for high mileage testing after
evaluating their performance in this low mileage program.
2. The regeneration procedure used in-house (for most traps)
was to run the vehicle at 60 mph for 8 minutes throttled
and then for 4 minutes unthrottled. This regeneration pro-
cedure is an adequate technique for regenerating traps
under laboratory conditions; however, it might not be prac-
tical in everyday driving. Other methods have been 'repor-
ted; for example, the methods used by Johnson Matthey
(i.e., limited throttling and high EGR (3)) and by Ford
(i.e., using an externally fueled burner (4,5)).
Several catalyzed traps were able to regenerate on the
Highway Cycle and thus may not require a special regenera-
tion cycle.
3. sulfate emissions, especially on the Highway Cycle, were
increased with some catalyzed traps.
4. CO emissions were higher on the regeneration cycle than on
either the FTP or Highway Cycles due possibly to the in-
crease in the fuel/air ratio associated with the regenera-
tion methods which were used and to incomplete oxidation of
the carbon particles in the trap.
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-5-
5. None of the traps tested in this program suffered a "melt
down" due to high temperatures. However, the Corning/UOP
cracked/ an NGK was worn down on the end, and the Texaco
A-1R separated.
6. The traps which were successfully regenerated all displayed
an oscillatory nature in their Total Particulate (TP) emis-
sions and Exhaust Gas Back Pressure (EGBP) when these para-
meters were examined versus odometer mileage.
7. The fuel economy data were mixed. Of the traps tested at
low mileage, the average decrease in fuel economy was 1.8
percent on the FTP and 1.0 percent on the Highway Cycle.
However, about one-third of the traps were associated with
slight increases (about 2%) in fuel economy on both the FTP
and Highway Cycles.
Summary
A summary of the test results for the traps follows in Tables
1, 2, and 3 for Axial Flow, Radial Flow, and Through-the-Wall
Flow traps, respectively.
The possibility that the trap-oxidizer might adversely affect
fuel economy has been of some concern.(6) To examine this pos-
sibility, graphs of fuel economy, trapping efficiency, and EGBP
versus mileage accumulation were plotted. (See Appendix D.)
These graphs indicate that there is a tendency for a loss of
fuel economy as EGBP increases; however, the data (Appendix A)
indicate that the overall (i.e., harmonic mean) fuel economy
with the trap is not significantly different from the fuel
economy without the trap.
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TABLE 1
Cata-
lyzed
Trap ? Substrate
Texaco A-1R No
Texaco A-UR Yes
CST-1 coating
Texaco A-1R Yes
CST-1 coating #2
W.R. Grace U13U13 No
U25U25U30U30
W.R. Grace U13U13 No
w 8" spacer
W.R. Grace U25U25 No
w 8" spacer
W.R. Grace CA13CA13 Yes
w 8" spacer
Toyota Foam No
Bridgestone fl No
Bridgestone #1-2 No
Bridgestone BS2- 1 No
Bridgestone - Cat Yes
Bridgestone - Cat #2 Yes
'Carpenter 20'
mesh
'Carpenter 20'
mesh
'Carpenter 20'
mesh
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Ceramic Foam
Regen.
Dist*
N.S.
HWFE
HWFE
N.A.
N.A.
N.A.
N.A.
539 Mi
[2 reg]
N.A.
140 Mi
[& reg]
225 Mi
[4 reg]
112 Mi
[2: reg]
209 Mi
[4 reg]
Trapping
Efficiencies (%)
FTP HWFE
47.9
41.1
49.5
4.3
80.6
48.2
61.9
64.0
32.6
(3)
68.3
53.3
71.9
71.1
52.6
-163.6
-150.4 (1)
-101.4 (2);
N.A.
53.2
63.4
N.A.
29.5
(3)
76.1
57.8
73.8
76.7
* Regen. Dist The average interval between regenerations.
N.S. Regneration was attempted, but was Not Successful. (1) low Mileage
HWFE Trap was regenerated on the HWFE driving cycle. (2), High Mileage
N.A. Regeneration was Not Attempted. (3) Exhaust Leak
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-7-
TABLE 1 (con't)
Summary of 'lest Results for Each Axial Flow Trap
Test
Cycle
FIP
HWFE
FTP
HWFE
FIP
HWFE
FIP
HWFE
FIP
HWFE
FTP
HWFE
FfP
HWFE
FTP
HWFE
FTP
HWFE
FCP
HWFE
FCP
HWFE
FCP
HWFE
FIP
HWFE
FTP
HWFE
HC
50.8%
38.8%
88.4%
89.4%
93.9%
11.1%
-132.9%
-54.6%
29.8%
23.7%
19.1%
25.5%
19.7%
74.9%
14.4%
11.2%
(3)
(3)
28.3%
31.4%
24.1%
15.6%
23.7%
28.8%
33.6%
45.8%
CO
0.2%
-4.5%
96.2%
99.98%
98.4%
99.8%
79.4%
100.0%
1.5%
3.6%
-5.0%
1.6%
-15.7%
58.0%
-6.7%
-29.3%
(3)
(3)
-0.6%
-10.7%
-1.0%
-8.2%
-3.7%
-9.1%
-1.5%
-5.9%
it Reductioi
NOx
-2.4%
-7.8%
1.9%
4.5%
1.1%
1.3%
-1.2%
-0.8%
-10.4%
-6.4%
-5.4%
-8.7%
-10.0%
-6.6%
-6.5%
-8.7%
(3)
(3)
-7.3%
-4.5%
-4.4%
-2.3%
-2.3%
4.7%
0.3%
4.2%
11 A\ — — —
(Q)
TP
47.9%
52.6%
41.1%
-163.6%
49.5%
-150.4%
4.3%
-101.4%
80.6%
48.2%
53.2%
61.9%
63.4%
64.0%
32.6%
29.5%
(3)
(3)
68.3%
76.1%
53.3%
57.8%
71.9%
73.8%
71.1%
76.7%
F.E.
2.7%
1.4%
-1.0%
-6.6%
-3.8% (1)
-1.9% (1)
8.3% (2)
3.5% (2)
10.4%
3.7%
4.6%
5.8%
7.1%
6.9%
3.9%
3.5%
(3)
(3)
2.2%
3.4%
-0.8%
-1.0%
0.4%
-2.0%
0.3%
-0.3%
Test
Vehicle
Mercedes
Mercedes
Mercedes
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
(4) A negative reduction indicates an increase in that
specific quantity.
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-8-
TABLE 2
Summary of Test Results for Each Radial Flow Trap
Cata-
lyzed Test
Trap Description ?
Balston filter No
(disposable trap)
Johnson Matthey Yes
JM-4 #1
Johnson Matthey Yes
JM-4 #2
Johnson Matthey Yes
JM-13
ICI Saffil Yes
ICI Saffil #4 Yes
Substrate
Fibrous material
'309 Stainless1
mesh
'309 Stainless1
mesh
'304 Stainless'
mesh
Mesh of alumina
'Saffil1 fibers
Mesh of alumina
'Saffil' fibers
Trapping
Test Regen. Efficiencies (%)
Vehicle Dist* FTP HWFE
Mercedes N.A. 89.9 40.3
Peugeot HWFE 2.8 -307.0
Peugeot HWFE 35.9 -296.7 (1)
-42.3 -623.0 (2)
VW 125 Mi 79.9 40.5
[20 reg]
Mercedes 450 Mi 20.7 17.8
[3 reg]
Mercedes N.A. -49.4 10.2
Toyota N.A. 27.8 42.1
* Regen. Dist The average interval between regenerations.
N.S. Regneration was attempted, but was Not Successful.
HWFE Trap was regenerated on the HWFE driving cycle.
N.A. Regeneration was Not Attempted.
(1) Low Mileage
(2) High Mileage
-------
-9-
TABLE 2 (con't)
Summary of Test Results for Each Radial Flow Trap
Test
Cycle HC
FTP 15
HWFE 16
FTP 91
HWFE 75
FTP 89
HWFE 65
FTP 40
HWFE 64
FTP 79
HWFE 96
FTP 5
HWFE 13
FTP -14
HWFE -2
FTP 17
HWFE 21
Percent Reduction (3
CO
.0%
.8%
.3%
.8%
.6%
.4%
.3%
.6%
.2%
.1%
.0%
.9%
.0%
.2%
.4%
.9%
1
1
94
100
90
98
77
100
81
99
7
1
-16
-32
8
3
.8%
.9%
.7%
.0%
.2%
.6%
.4%
.0%
.3%
.7%
.7%
.7%
.0%
.6%
.2%
.4%
NOx
-8.
-4.
3.
1.
10.
4.
12.
13.
-1.
1.
4.
3.
-4.
-7.
-2.
-0.
5%
3%
2%
8%
0%
1%
5%
1%
2%
4%
0%
6%
8%
1%
1%
2%
TP
89
40
2
-307
35
-296
-42
-623
79
40
20
17
-49
10
27
42
.9%
.3%
.8%
.0%
.9%
.7%
.3%
.0%
.9%
.5%
.7%
.8%
.4%
.2%
.8%
.1%
F
5
4
5
-0
-0
-1
10
4
5
5
-0
-0
4
4
-1
0
.E.
.6%
.0%
.0%
.2%
.3%
.9%
.7%
.0%
.1%
.4%
.3%
.2%
.3%
.0%
.7%
.4%
(1)
(1)
(2)
(2)
(3) A negative reduction indicates an increase in that
specific quantity.
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-ID-
TABLE 3
Summary of Test Results for Each Through-the-Wall Trap
Cata-
lyzed Test
Trap ? Substrate
Corning EX-40 6" No
non-catalyzed
Corning EX-47 6" No
non-catalyzed
Corning EX-47 6" Yes
with CST-1 Coating
Corning EX-47 12" No
Uncatalyzed (#1)
Corning EX-47 12" Yes
with OOP Coating
Corning EX-47 12" No
Uncatalyzed (#2)
NGK #1 No
NGK #2 No
NGK #3 No
NGK #4-1 No
NGK #4-2 No
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Ceramic Monolith
Regen.
Dist*
N.A.
N.A.
N.S.
330 Mi
[2 reg]
161 Mi
[2 reg]
173 Mi
[2 reg]
479 Mi
[3 reg]
185 Mi
[4 reg]
179 Mi
[4 reg]
167 Mi
[4 reg]
210 Mi
[2 reg]
Trapping
Efficiencies (%)
FTP HWFE
83.9 79.0
68.5 63.6
74.6 -12.2
64.1 63.8
40.5 -66.6
83.4 85.5
62.6 75.8
86.8 87.0
43.5 51.3
(1)
88.5 83.7
85.4 86.8
N.S. Regneration was attempted, but was Not Successful. (1) Between 1st and
HWFE Trap was regenerated on the HWFE driving cycle. 4th Regen.
N.A. Regeneration was Not Attempted.
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TABLE 3 (con't)
Summary of Test Results for Each Through-the-Wall Trap
Test
Cycle
FCP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FIP
HWFE
FIP
HWFE
FTP
HWFE
FEP
HWFE
FTP
HWFE
FTP
HWFE
HC
45.4%
24.1%
27.0%
28.3%
63.2%
73.7%
13.6%
1.3%
63.6%
85.6%
41.7%
10.0%
22.7%
27.8%
38.1%
50.4%
27.1%
13.8%
16.1%
19.6%
25.6%
33.7%
_____ D/av
CO
15.8%
18.0%
2.4%
7.1%
61.1%
95.0%
-3.8%
-25.0%
72.8%
93.4%
-4.1%
1.7%
4.4%
-2.4%
4.3%
13.8%
-6.8%
1.4%
3.3%
1.4%
-0.6%
-2.9%
rcent Reduct
NOx
2.7%
6.9%
-11.4%
-10.0%
-3.5%
-5.9%
4.6%
-0.8%
3.0%
0.2%
-1.9%
1.0%
-0.2%
-2.7%
1.1%
-0.3%
-3.2%
2.5%
1.6%
0.8%
-0.7%
-3.5%
TP
83.9%
79.0%
68.5%
63.6%
74.6%
-12.2%
64.1%
63.8%
40.5%
-66.6%
83.4%
85.5%
62.6%
75.8%
86.8%
87.0%
43.5%
51.3%
88.5%
83.7%
85.4%
86.8%
F.E.
-5.5%
-7.6%
6.2%
7.8%
1.4%
4.8%
-4.0%
1.2%
-0.1%
0.5%
1.5%
-0.9%
0.1%
1.3%
-0.2%
-0.4%
2.3%
-1.5%
1.5%
0.7%
3.1%
3.5%
Test
Vehicle
Mercedes
Mercedes
Mercedes
Mercedes
Mercedes
Mercedes
Toyota
Mercedes
Mercedes
Mercedes
Mercedes
(2): A negative reduction indicates an increase in that
specific quantity.
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-12-
Test Program
Tnirty particulate traps were tested in this program. Pour
production passenger cars were used. The test vehicles which
were used are a 1975 model year Mercedes Benz 300D, a 1978
model year Peugeot 504 Diesel, a 1981 model year Toyota Grown
Super-Deluxe Diesel, and a 1982 model year Volkswagen Rabbit.
The Toyota is not currently certified for sale in the USA. It
was loaned to EPA for this test program. A complete descrip-
tion of these vehicles can be found in Tables 4 through 7 re-
spectively. A listing of the traps can be found in Table 8.
Testing of a given trap was usually terminated for one of the
following reasons:
1. Trapping efficiency less than 30%,
2. Very high initial exhaust gas backpressure (EGBP),
3. Inability of the trap to be regenerated using throt-
tling,
4. Damage to the trap, or
5. interest in another trap.
Emission and backpressure aata generated in the program can be
found in Appendixes A, B, and C. Also, compiled in Appendix F,
for comparison, are the emissions data on all certification
vehicles, through the 1983 model year, tested at EPA's Motor
Vehicle Emission Laboratory for which particulate data were
measured.
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-13-
Table 4
TEST VEHICLE DESCRIPTION
1975 Mercedes Benz 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
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-14-
Table 5
TEST VEHICLE DESCRIPTION
1978 Peugeot Diesel 504
Vehicle Identification Number: 504ACO-2700783
Engine
type 4 Stroke Cycle,
IDI Diesel, In-Line 4
bore x stroke 3.7 x 3.26 inches
displacement 141 CID
compression ratio 22.5:1
maximum power @ rpm 71 Horsepower @ 4500 RPM
fuel metering Diesel Fuel Injection
Drive Train
transmission type 4-speed manual
axle ratio 3.70
N/V 51.4
Chassis
type 4 door sedan
tire size 175 x 14
test weight 3500 pounds
dynamometer horsepower 12.3
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-15-
Table 6
TEST VEHICLE DESCRIPTION
1981 Toyota Diesel Crown Super Deluxe
Vehicle Identification Number: K-LS110-SEMFSY
Engine
type 4 Stroke Cycle,
IDI Diesel, In-Line 4
bore x stroke 3.54 x 3.39 inches
displacement 2188cc/133.5 CID
compression ratio 21.5:1
maximum power @ rpm 62 horsepower @4200 RPM
fuel metering Diesel Fuel Injection
Drive Train
transmission type 5-speed manual
Chassis
type 4 door sedan
tire size E78-14B
test weight 3000 pounds
dynamometer horsepower 12.0
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-16-
Table 7
TEST VEHICLE DESCRIPTION
1982 VW Diesel Rabbit
Vehicle Identification Number: IVWFG0171BV01254.8
(Also designated '071-612' for Certification testing)
Engine
type 4 Stroke Cycle,
IDI Diesel, In-Line 4
bore x stroke 3.01 x 3.40 inches
displacement 1588cc/97 CID
compression ratio, .......... 23.0:1
maximum power @ rpm 52 Horsepower @ 4'800 "RPM
fuel metering Diesel Fuel Injection
Drive Train
transmission type 4-speed manual
axle ratio 3.89
N/V 41.6
Chassis
type 2 door hatchback
tire size P155/80R13
test weight 2250 pounds
dynamometer horsepower 6..8
-------
-17-
TABLE 8
Summmary of Traps Used in In-House Test Program
Trap
Axial Flow Traps:
Texaco A-1R
Texaco A-1R with CST-1 coating
Texaco A-1R with CST-1 coating #2
W.R. Grace U 13U1 3U25U25U30U30
W.R. Grace U13U13 w 8" spacer
W.R. Grace U25U25 w 8" spacer
W.R. Grace CA13CA13 w 8" spacer
Toyota Foam
Bridgestone #1
Bridgestone c'1-2
Bridgestone BS2-1 (replaced .1
Radial Flow Traps:
Balston filter (disposable trap)
Johnson Matthey JM-4 t> \
Johnson Katthey JM-4 p'2
Johnson Matthey JM-13
ICi Saffil
ICI Saffil Generation p4
Throuqh-the-Wal 1 Flow Traps:
Corning EX-40 6" non-catalyzed
Corning EX-47 6" non-catalyzed
Corning EX-47 6" with CST-1 Coating
Corning EX-47 12" Uncatalyzed (#1)
Corning EX-47 12" with UOP Coating
Corning EX-47 12" Uncatalyzed (
-------
-18-
Prelirninary results of Ames tests from vehicles in this program
can be found in Appendix G-l. Appendix G-2 contains prelimi-
nary Ames results from other EPA test programs and includes
data from in-use and certification vehicles.
A summary of these preliminary Ames test data is presented in
Appendix G-3. The reader should be cautioned that there may be
suostantial variability in Ames data. There may be problems in
variability resulting from:
1) the samples being extracted at varying periods of time
prior to Ames testing,
2) differing Ames results from testing portions of the
same sample on different days,
3) varying exhaust NO^ concentrations during sample
collection, and
4) differing Ames results from different samples genera-
ted by the same car over the same test sequence. (7,
8, and 9)
Since these data are preliminary and are few in number, we have
not generated any conclusions from these data.
The Ames procedure was described by an EPA contractor, South-
west Research Institute (10):
The term "Ames Bioassay" is colloquial, and it refers
to a bacterial mutagenesis plate incorporation assay
with Salmonella typhimurium according to the method of
Ames, et al. This bioassay determines the ability of
chemical compounds or mixtures to cause mutation of
DNA in the bacteria, positive results occurring when
histidine-dependent strains of bacteria revert (or are
mutated) genetically to forms which can synthesize
-------
-19-
histidine on their own. The observable positive
indication of mutation is the growth of bacterial
colonies on plates of nutrient media containing
minimal histidine, with the number of revertants per
amount of substance tested (or "specific activity")
being the quantitative result. The observable
negative indication is the lack of such growth. A
third result occurs when the substance tested is toxic
to the bacteria, but this result can not be
interpreted in terms of mutagenesis. Results of the
Ames Bioassay have been shown to correlate strongly
with carcinogenic action on animals for individual
chemicals. No such results are known for complex
mixtures of chemical substances.
Regeneration Techniques
Regeneration is any procedure by which the trap is purged of
accumulated particulates (usually by oxidation) and is returned
to its "zero-mile" condition.
For the Mercedes, Peugeot, and Toyota
The same regeneration technique was used for all vehicles in
this program except the Toyota when the catalyzed Bridgestone
traps were tested and the VW Rabbit. The technique was to
throttle the intake air for 8 minutes (to achieve a trap inlet
temperature of at least 950°F) followed by an additional 4
minutes of unthrottled operation, all while driving at 60 mph
steady state on a chassis dynamometer. Throttling increases
the fuel/air ratio which increases the exhaust gas tempera-
ture. The hot exhaust gas causes regeneration of the trap.
Throttling was accomplished by having an individual (other than
the driver) manually operate a throttle which EPA had installed
between the air cleaner and the intake manifold.
A similar technique was used on the Toyota with catalyzed
Bridgestone traps. The vehicle speed was maintained at 60 mph,
and intake manifold vacuum was adjusted to a preselected value
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-20-
for eight minutes to achieve a preselected trap inlet tempera-
ture. Depending on the particular te^st, the preselected value
fo.r manifold vacuum varied from 0 to 8 inches of mercury. The
vehicle Vas then operated unthrottled for at least an addition-
al four minutes.
Three other regeneration techniques were considered folr.
with the first three vehicles in this program. Those techni-
ques were:
1. A secondary flame, such as used in oil furnaces, to
produce high temperatures in the trap without affect^
ing engine performance.
2. Operation of the engine at high speed and' high loajd'
conditions to produce sufficiently high exhaust, gals'
temperatures. (4)
3. Addition of catalysts to the fuel to provide a suf-
ficient exotherm to raise the exhaust g;a-s temperature-
to oxidize the Diesel particulates under certain oper-
ating conditions. (5)
The technique of throttling was used because it was. the easiest
to do and required little special equipment. While this method
is acceptable for laboratory testing, it is not necess'ariiy
representative of a system which might be used commercially.
For the VW Rabbit
Four changes were made to the vehicle by Johnson Matthey. A
pump-type air injection (AIR) system was added. The AIR system'
was actuated by the shift indicator light. Whenever the shi,f;tl
indicator light would be on, the AIR system would be on.- Tlie?
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-21-
AIR system would normally be off during a regeneration. Also,
Johnson Matthey added an EGR system which was turned on with a
manually controlled valve. The regeneration system also in-
cluded a JM-13 catalyzed trap which was installed in place of
the muffler. A feature of the fuel injection system was that
fuel could be injected into two cylinders near bottom dead
center just prior to the exhaust stroke. This additional fuel
was injected too late to burn properly, but was cracked into
lighter hydrocarbons and CO in the hot end gas in the
cylinder. These emissions were then exhausted to the catalyzed
trap, and these helped initiate the regeneration process. The
regeneration was carried out under manual control by two
people. Tne driver would turn on the additional fuel using a
switch in the passenger compartment, and a technician would
manually turn on the EGR and air injection systems. (3,11) The
fuel control switch would be turned off after 90 seconds. The
EGR ana AIR systems would remain on for an additional four
minutes. The regeneration sequence was completed in a total of
five and one-half minutes. The vehicle speed was 50 mph for
the complete sequence.
Trap Description and History
Only mechanical particulate trapping systems were tested as
part of this study. Other systems such as electrostatic pre-
cipitation, thermal precipitation, and cyclone separation have
also been investigated in other studies as possible trapping
systems for particulate emissions from light-duty Diesel
powered vehicles. (4)
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-22-
Mechanical trapping mechanisms, shown in Figure 1, consist of
impaction, interception, and' diffusion.
IMPACTION
(Wire Mesh or
Ceramic Fiber)
Non-Blockable
Y/////
W7777,
INTERCEPTION
(Porous Ceramic)
Blockable
(Full Filtration)
77/772
DIFFUSION
(Porous Ceramic,
Wire Mesh And
Ceramic Filter)
Figure 1
Mechanical Trapping Mechanisms (4)
W. Wade, of the Ford Motor Company, described those trapping
mechanisms (4):
Impaction and diffusion are the primary trapping
mechanisms of a wire mesh or ceramic fiber trap. The
larger sizes of particulates impact on filaments of
the mesh and adhere to the surface of the filaments
or [to] particulate material previously collected- on
the filaments. Some of the smaller sizes of partieu-
lates migrate to the surfaces of the filament or
previously collected particulate material by. dif-
fusion and are retained. This type of trap is some-
times' called a nonblockable trap, because an, exhaust
flow path will usually exist which cannot be- blocked.
by the accumulation of particulate matter. Although;
these traps tend to have relatively low pressure
drops.,, disadvantages that have been observed include.
moderately low collection efficiency and blow-off of
collected particulates.
Interception is the primary trapping mechanism of a
porous material trap, although diffusion may also
enhance the collection efficiency of this type o.f.
trap. Particulates larger than approximately the mean
pore size of the material, are intercepted and,
prevented from passing through the material. As
additional particulate material' is accumulated on the
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-23-
surface of the trapping material, the effective pore
size may be reduced, thereby causing efficiency to
increase with the collection of smaller sizes of
particulates. Traps using the interception method of
collection are sometimes called blockable, or full
filtration traps. Although blow-off of collected
particulates is not a problem with this type of trap,
back pressure and rate of back pressure increase tend
to be somewhat higher than with non-blockable traps.
Particulate traps can be classified by the flow characteristics
of the exhaust gas, as depicted in Figure 2.
Axial Flov
Radial Flov
Exhaust Flow Characteristics through
Exhaust Particulate Traps (2)
As indicated in Table 8, each of these three types of flow
characteristics is represented among the 30 traps tested in
this study.
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-24-
Tne balance of this report will consist of a discussion of each
of the 30 traps which were tested. The traps will be grouped
by their flow characteristics and presented in the order in
which they appear in Tables 1, 2, 3, and 8 (i.e., first axial
flow traps, followed by radial flow traps, and finally
through-the-wall flow traps).
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-25-
Axial Flow Traps
The following 13 traps are the axial flow type:
1. Texaco A-1R Trap:
This trap was 6.7 inches in diameter and 23 inches in
length. It employed axial flow and used as a substrate a
metal wool mesh (called "Carpenter 20") coated with
alumina. (See Figure 3.) The trap was received from
Texaco Laboratories on April 26, 1979, was installed on
the Mercedes 300D, and began testing on May 5, 1979.
ALUMINA-COATED METAL WOOL
SUBSTRATE
INSULATION
INLET
GAS
OUTLET
GAS
PERFORATED
BAFFLES AND
RETAINERS
GAS
SPREADER
Figure 3
A Typical Texaco Trap with a
Portion of the Container Removed
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-26-
Exhaust backpressure (EGBP) readings were taken two or
three times a day at 40, 50, and 60 mph steady state con-
ditions. The plan was to perform mileage accumulation
until the EGBP was twice the "zero-mile" value of 31
inches of water at 60 mph. (No muffler was installed.),
After accumulating 780 miles, the trapping, efficiency had
dropped from 60% to 30% and the EGBP had doubled. The
trap was then regenerated using throttling. After that
regeneration, the efficiency had returned to the "'zero-
mile" values; however, the EGBP was 50 inches of water
at 60 mph. A visual inspection of the trap showed a
"clean" co*e with substantial particulates on the sides.,
The trap was sent to the local Climax Molybdenum labora-
tory, where it was regenerated in a recirculating oven at
925°F for 6 1/2 hours. Visual inspection after that
regeneration indicated no residual carbon particulates.
The trap was reinstalled on the test vehicle and the EGBP
was measured at 35 inches of water at 60 mph which was
very close to the "zero-mile" value. Testing; on this,
trap was then terminated.
This trap exhibited a significant reductions in both TP
(50%) and HC (40% to 50%) emissions and a relatively low
EGBP penalty.
2. Engelhard CST-1 Coating of a Texaco A-lR Trap:
A second Texaco A-lR trap was coated by Engelhard with a
catalytic material they designated as CST-1. Since this
coating is being patented, Engelhard did not reveal its
composition to EPA.
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-27-
Prior to testing, a visual inspection of the trap showed a
separation between the coated mesh and the trap tubing.
This separation was apparent at both ends of the trap but
was not continuous since light could not be seen through
any part of the trap. The decision was made to install the
trap on the Mercedes and to begin testing.
Daily measurements failed to show any increase in EGBP with
mileage accumulation. However, after the initial two
"zero-mile" highway (HWFE) tests, the TP measured on the
HWFE tests had increased to about three times the baseline
(i.e., "dummy" trap which was an empty trap container)
values.
In order to explain the nigh TP emissions measured on the
HWFE test cycles, additional tests were performed on July
23, 1979. Sulfate (SO4) measurements of the TP data were
taken. This additional testing consisted of a cold start
2-bag LA-4, a 10 minute soak, a hot start 2-bag LA-4, a
preconditioning highway cycle, and two HWFE sample cycles.
The resulting data appear in Appendix E-l. Those data
explain the high TP emissions found on the HWFE tests since
most of the total particulate was sulfate particulates
rather than carbon particulates.
This trap exhibited a significant reductions in HC (90%) ,
CO (over 95%), and FTP TP (40%) emissions. Also, there was
no indication that regeneration was necessary in the ap-
proximately 1,000 miles accumulated.
Ames tests performed on the TP (only strains TA98 and TA100
were run due to the small quantity of extractable organics)
indicated fairly normal Diesel particulate activity.
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-28-
3. Engelhard CST-1 Coating of a Second Texaco A-1R Trap:
The first Texaco-Engelhard CST-1 trap had a visible separa-
tion of the metal mesh from the container. While this sep-
aration did not run the full length of the trap, it ap-
peared that the trap may have been damaged either during
the catalyst coating operation or during thermocouple
placement. The first (non-catalyzed) A-1R trap was oven-
baked to remove all particulate and sent for catalyst
treating. There was no separation evident in this trap,
which was designated CST-1 #2. This second catalyzed A-1R
trap was installed on the same car, and tested to determine
if the lower trapping efficiency of the first catalyzed
trap was due to that separation or to some other phenomena.
Zero-mile testing of this trap confirmed the reduced TP
trapping efficiency found on the HWFE test cycles using the
first catalyzed A-lR trap. Based on the high sulfate emis-
sions, that reduced efficiency is probably due to the in-
creased sulfates generated in the trap which would raise
the total particulate measured during the test. These
traps are thus replacing carbon based particulates with
sulfate particulates. This replacement makes the trap
appear to be less efficient.
To determine the durability of the trap, the test vehicle
with the CST-1 #2 trap installed was put on mileage ac-
cumulation. The mileage was accumulated on a dynamometer
using an LA-4 driving cycle. Exhaust gas back pressure
(EGBP) measurements were taken at 40, 50, and 60 mph steady
state every 22.5 miles. Highway cycles were run when the
EGBP reached higher levels. These highway cycles usually
caused the EGBP to drop significantly. Mileage accumula-
tion continued for approximately 2,000 miles.
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-29-
The EGBP rose very gradually as shown below:
Miles EGBP (inches of water)
Accumulated 40 mph 50 mph 60 mph
"Zero-mile" 18 26 38
249 19 28 41
492 20 29 42
742 20 30 43
1,000 21 33 45
1,220 23 33 47
1,510 25 38 55
1,757 26 40 58
1,965 25 39 57
The emissions data from the testing, performed after the
mileage accumulation, were scattered; however the data
demonstrate that the efficiency of the trap to reduce FTP
TP emissions was greatly diminished.
We did not examine how this trap would perform on low sul-
fur fuel.
The remaining ten (10) axial flow traps are all made from cer-
amic foam. These traps have been called W.R. Grace, Toyota,
and Bridgestone traps; however, Bridgestone was the source of
the ceramic foam used in all 10 traps. When the samples are
designated as "W.R. Grace" or "Toyota" traps, the samples were
provided to EPA by W.R. Grace or Toyota respectively - not
Bridgestone.
The structure of the ceramic foam is illustrated below in
Figure 4 which is a photograph of Bridgestone's ceramic foam
enlarged 100 times.
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-30-
Figure 4
Enlarged Photograph of Bridgestone Ceramic
Foam Cells (Magnified 100 Times)
4. W.R. Grace U13U13U25U25U30U30 Trap:
W.R. Grace shipped to EPA a set of ceramic biscuits. Each
biscuit was cylindrical having a length of 2.0 inches and a
diameter of 5.5 inches. The biscuits were provided in a
variety of mesh densities and in both catalyzed and un-
catalyzed versions. By combining various Discuits, we
formed the four W.R. Grace traps used in this study.
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-31-
This trap, U13U13U25U25U30U30, was composed of ceramic foam
and was Uncatalyzed. It consisted of six separate cylin-
drical sections (i.e., biscuits) of ceramic foam. There
were two cylinders of each of three mesh grades used in the
trap. The mesh grades were 13, 25, and 30. The "13" mesh
was the coarsest and the "30" mesh was the finest. The
cylinders were arranged with the coarsest material in front
(i.e., upstream) and the finest material in back. Hence,
the designation U13U13U25U25U30U30 was used, U referring to
uncatalyzed. Exhaust gas flow was in the axial direction.
The trap was installed on the Toyota in March, 1982. The
testing of this trap was very brief - a single FTP - due to
high exhaust backpressure. Zero mile backpressures were
62, 96, 146, and 203 inches of water at 30, 40, 50, and 60
miles per hour respectively. With an empty can in place of
the trap these backpressure values are typically about 5 to
12 inches of water.
The FTP result with the trap and the average of the prev-
ious two tests with the dummy trap (or empty can) are shown
in Appendix A-3. Particulate trapping efficiency exceeded
80% and HC was reduced a little, but the exhaust back-
pressure was too high in our opinion.
5. W.R. Grace U13U13 Trap with 8 Inch Spacer:
The previously tested trap, designated W.R. Grace
U13U13U25U25U30U30, was disassembled and the back four
cylinders of foam were removed. This left two uncatalyzed,
grade 13 biscuits. The space which was formerly occupied
by the back four cylinders was filled with an eight inch
-------
-32-
spacer. The spacer was a previously tested Corning trap
with both ends cut off. Backpressure of the spacer was not
measured, but we assume it is small and relatively insig-
nificant.
This trap was also installed and tested on the Toyota
during March, 1982. Backpressure was reduced considerably
with the revised trap. It now ranged from 14 inches of
water at 30 miles per hour to 60 inches of water at 60
miles per hour. Two FTP tests and two highway tests were
run. The results are shown in Appendix A-3. Trapping
efficiency had fallen (compared to the previous trap) to
about 50%. Approximately 150 miles were accumulated on
this trap during our testing. No regenerations were
attempted. Since trapping efficiency was somewhat low, .the
trap was removed from the vehicle to allow evaluation of
the next trap.
6. W.R. Grace U25U25 Trap with 8 Inch Spacer:
The two center sections of the first W.R. Grace trap (i.e.,
the two uncatalyzed grade 25 biscuits) were combined with
the eight inch spacer from the preceding trap to form this
trap.
This trap was also installed and tested on the Toyota
during March, 1982. Since the "25" grade mesh of this trap
was finer than the grade "13" mesh of the previous trap, we
expected both higher exhaust backpressures and higher
efficiencies. Our expectations were confirmed, since -the
zero mile backpressures were 22, 41, 62, and 95 inches of
water at 30, 40, 50, and 60 miles per hour respectively.
The trapping efficiency had increased to about 60 percent.
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-33-
7. W.R. Grace CA13CA13 Trap with 8 Inch Spacer:
The trap system designs which were considered by W.R. Grace
and EPA to be most promising were configuarions with larger
(i.e., coarser) meshes in front and smaller (i.e., finer)
meshes in back. We wanted to eventually mix catalyzed and
uncatalyzed biscuits to see if the catalyst could be pro-
tected somewhat by the use of uncatalyzed larger meshes in
the inlet or if the regeneration process could be enhanced
by the use of catalyzed biscuits in front of uncatalyzed
biscuits. This work was not done because of the back-
pressure problems.
The trap consisting of the 8 inch spacer and two grade 13,
catalyzed biscuits (expected to have the least backpressure
of the catalyzed samples) had zero mile backpressures of
about 40, 75, 120, and 180 inches of water at 30, 40, 50,
and 60 miles per hour respectively. Since initial back-
pressure was even higher than the uncatalyzed grade 25
samples, only one FTP was run with this trap. It yielded
an HC efficiency of about 75 percent and yielded CO and
particulate efficiencies of about 60 and 65 percent respec-
tively.
8. Toyota Foam Non-catalyzed Trap:
Toyota supplied an uncatalyzed, ceramic foam trap. This
trap had a length of 5.9 inches and an elliptical cross
section with diameters of about 3.6 and 5.7 inches. The
trap was installed on the Toyota, and testing began in
April, 1982. A total of 2,200 kilometers (1360 miles) was
then accumulated with this trap. The trap was regenerated
twice with a total of 868 km (539 mi) accumulated between
those regenerations. The EGBP (measured at 60 mph) rose
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-34-
slowly from between 75 to 85 inches of water at the zero-
mile point and just after each regeneration to about 150
inches of water just prior to regeneration.
The trapping efficiencies were about 30 percent (32.6 per-
cent on the FTP driving cycle and 29.5 percent on the high-
way cycle) . The effects on HC, CO, NOx, and fuel economy
were small.
9. Bridgestone #1 Trap:
The Bridgestone Tire Company, Limited provided EPA with a
total of five ceramic foam traps. Each trap was 150 mm
(5.9 inches) in length and had an oval-shaped cross section
with diameters of 150 mm and 300 mm (5.9 inches and 11.8
inches). This shape was selected to provide a large
frontal area. The large frontal area was expected to pro-
vide an improved combination of backpressure and trapping
efficiency.
The first trap, denoted Bridgestone #1, had a mesh grade of
"13" and was uncatalyzed. This trap was installed on the
Toyota, and testing began in August, 1982. After two sets
of FTP and highway tests, we observed only a slight reduc-
tion in particulates with this trap. An examination of the
trap revealed a leak between the trap and container which
permitted the exhaust gas to bypass the trap. Since we
were unable to repair the leak without damaging the trap,
we terminated the testing. The Toyota trap's increasing
efficiency after regeneration, regeneration interval of 539
miles, and backpressure levels prior to regeneration sug-
gest that the Toyota trap may also have had leaks between
the trap and the container.
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-35-
10. Bridgestone #1-2 Trap:
The second trap that Bridgestone provided was identical in
size and shape to the previous trap. It differed by having
a finer mesh, designated "20". This trap was also un-
catalyzed. Additional gaskets were added to this and sub-
sequent Bridgestone traps to avoid exhaust gas leaks be-
tween the trap and the container.
The trap was installed on the Toyota, and testing began in
October, 1980. A total of 1,588 kilometers (987 miles) was
accumulated with this trap. The trap was regenerated six
times with an average of 226 km (140 miles) between regen-
erations. While the trapping efficiencies averaged 68 per-
cent on the FTP and 76 percent on the highway cycles, the
actual efficiencies exhibited a tendency to increase with
mileage accumulated after each regeneration. Likewise, the
EGBP increased from about 70 inches of water at 60 mph
after each regeneration to between 150 to 200 inches just
prior to the next regeneration.
This trap also exhibited a slight control of HC (about 30
percent) and no major effects on CO, NOx, or fuel economy.
11. Bridgestone BS2-1 Trap:
The third Bridgestone trap was nominally identical to the
first Bridgestone trap which was terminated because of a
leak.
The trap was installed on the Toyota, and testing began in
January, 1983. A total of 1,569 kilometers (975 miles) was
accumulated with this trap. The trap was regenerated four
times with an average of 363 km (225 miles) between succes-
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-36-
sive regenerations. As with the previous trap, this trap
exhibited, after each regeneration, a trend of increasing
trapping efficiencies. However, this trend was not as
apparent as it was with the previous trap. Also, the over-
all trapping efficiencies (53 percent on the FTP and 57
percent an the highway) were less than with the second
Bridgestone trap.
The differences between these two uncatalyzed Bridgestone
traps (increased mileage between regenerations, decreased
EGBP, and decreased trapping efficiencies for the BS2-1 as
compared to the #1-2) probably result from the coarser mesh
of BS2-1.
12. Bridgestone Foam Catalyzed Trap:
The fourth Bridgestone trap was a ceramic foam trap of the
same size and shape as the preceding three. It was coated
with a base metal catalyst, designated C-l, which is de-
scribed in reference 12. Its mesh grade was designated
"24".
The .trap was installed on the Toyota, and testing began in
April, 19.83. This trap exhibited fairly low EGBP which
varied from a zero-mile value of 33 inches of water to less
than 80 inches of water (both measured at 60 mph) just
prior to regeneration. The trap reduced particulate emis-
sions on both the FTP and highway driving cycles by over 70
percent. The trap also reduced HC emissions by over 20
percent but had only marginal effects on CO, NOx, and fuel
economy.
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13. Bridgestone Foam #2 Catalyzed Trap:
The fifth Bridgestone trap was a catalyzed version of their
second trap (#1-2) . This trap had a "20" mesh and was
coated with a catalyst designated C-2 (different from the
C-l used on the previous trap).
The trap was installed on the Toyota, and testing began in
May, 1983. The results of the testing closely paralleled
those of the preceding trap in terms of mileage accumula-
tions between regenerations, EGBP, trapping efficiencies,
and its effect on HC, CO, NOx, and fuel economy. Particu-
late trapping efficiency was 70% on the FTP and 75% on the
Highway Cycle. HC was reduced by over 30% on the FTP and
about 45% on the Highway Cycle.
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Radial Flow Traps
The following 6 Traps are the radial flow traps:
1. Balston Filter:
In order to evaluate the feasibility of a disposable trap,
Balston Filter Corporation was contacted. For a feasibility
study, a 7-parallel tube configuration was specified. Each
tube was constructed of fibrous material and plugged at the
outlet end, thus producing radial flow. The filter holder
was not installed under the car but rather at the inlet to
the dilution tunnel.
Unfortunately, one of the seven trapping elements failed
after the second sequence of zero-mile tests. The trapping
efficiency (for FTP TP) dropped from 90% on the first -FTP
to 30% on the second FTP. Due to the failure of one of :t'he
trapping elements, we cannot determine whether the ef-
ficiency would have stabilized; and, if so, what that ef-
ficiency would have been.
2. Johnson Matthey JM-4 #1 Trap:
The Johnson Matthey JM-4 #1 trap is a catalyzed knitted
wire (called "309 Stainless") mesh 'design which i-s incor-
porated into the exhaust manifold. This trap was 5.1 inches
in diameter and 16.9 inches in length. The exhaust gas
flows radially through the mesh. (.See Figure 5.) Both the
exact configuration of the mesh and the composition of -the
catalyst were considered trade secrets, and neither was
revealed to EPA.
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-39-
Exhaust Gas
Flow •
Exhaust
Catalyzed
309 Stainless
Filter
Elements
Figure 5
The Johnson Matthey Particulate
Trap and Exhaust Manifold (JM-4)
The trap was installed on a 1978 Peugeot 504 Diesel, and
testing began ,in November, 1979. "Zero-mile" testing in-
dicated significant reductions of HC, CO, and FTP TP emis-
sons; however, the highway (HWFE) TP emissions were higher
than the baseline values. The FTP TP trapping efficiency
was reduced to zero by the 600 mile point. The 600 miles
were accumulated by running LA-4 cycles with occasional
HWFE cycles. The EGBP would dr<-p significantly when HWFE
cycles were run. Because the FTP, HWFE, and LA-4 tests at
600 miles showed TP emissons higher than the corresponding
baseline values and because the EGBP was quite high, the
testing of this trap was terminated.
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-40-
In order to explain the high TP emissions measured on the
test cycles/ additional tests were performed, and SO.
data were taken. This additional testing consisted of a
cola start 2-bag LA-4, a hot start 2-bag LA-4, and two HWFE
test cycles. That sequence of four tests was performed
both with the trap and without the trap (i.e. baseline).
Those data appear in Appendix E-2. Those sulfate data
explain the high TP emissions since most of that total par-
ticulate was sulfate particulates rather than carbon par*
ticulates.
3. Johnson Matthey JM-4 #2 Trap:
The JM-4 #2 trap is quite similar to the JM-4 #1 trap with
the exception that EGBP is lower and more stable in the
JM-4 #2. This is due to a redesign of the earlier version
which improved flow characteristics, according to Johnson
Matthey.
Testing of the trap for 600 miles produced emission results
similar to the JM-4 #1 trap except that the FTP TP emis-
sions did not deteriorate. Johnson Matthey personnel sug-
gested that the solution to the increased sulfate emissions
was to put an additional 1,000 miles on the trap. The
1,000 miles were accumulated at 55 mph steady state condit-
ions. However, that added mileage did not substantially
reduce the sulfate emissions.
This trap was then tested using a low sulfur content fuel
(less than 12 ppm sulfur) . Those tests indicated substan-
tial reductions in HC (95%), CO (96%), and FTP TP (60%)
emissions. However, there was a moderate increase in HWEE
TP emissions (28%) relative to the baseline data.
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-41-
4. Johnson Matthey JM-13 Trap:
Johnson Matthey provided a third catalyzed trap (JM-13),
this time for the VW. This trap used a catalyzed "304
Stainless" wire mesh instead of the "309 Stainless" used in
the JM-4 traps. They installed the trap and equipped the
VW with a regeneration system which, when manually activa-
ted, would inject additional fuel into two cylinders just
prior to the exhaust stroke. In addition, they installed a
pump-type air injection system and an EGR system.
The car, equipped with the trap and regeneration system,
was returned to EPA in June, 1982. The car was then
tested, with a dummy trap, and the results were compared
with the test results that were obtained prior to shipping
the vehicle to Johnson Matthey. The data indicated that
the HC emissions had increased substantially. Upon inves-
tigating, we determined that the regeneration system was
allowing some fuel to be injected off-cycle, even though
the driyer had not activated the regeneraton system. To
eliminate this off-cycle injection, the additional fuel
lines were plugged except during regeneration cycles.
The trap was reinstalled, and testing resumed in July,
1982. The trap was successfully regenerated 20 times,
averaging 125 miles between each regeneration. This newer
version of the Johnson Matthey trap not only achieved a
higher trapping efficiency (80 percent) on the FTP than did
the two earlier versions that we tested on the Peugeot, but
it also achieved good control of particulate emissions
during the highway cycle (a 40 percent reduction as opposed
to an increase in particulates) . This catalyzed trap also
reduced HC and CO emissions by 80 percent.
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-42-
The amount of total particulate emitted during each regen-
eration varied considerably (as shown in Appendix B-3) from
3.15 grams to 21.25 grams. This suggests that particulate
may have occasionally been blown off instead of being
oxidized. Sulfate filters have not been analyzed; there-
fore, sulfate dumping cannot be elilminated as a contribu-
ting factor.
This trap produced higher backpressure than did the earlier
ones. The backpressure, measured at 60 mph, for the JM-4
#2 trap varied between 70 and 90 inches of water. The
backpressure for this trap, at 60 mph, varied from 65 to 90
inches of water (after each regeneration) to 120 to 200
inches of water (just prior to each regeneration).
5. ICI Saffil Trap:
This trap, designed by Imperial Chemical Industries Limited
(ICI), consists of a series of parallel labyrinths which
facilitate diffusion trapping of submicron particles on the
"Saffil" (a polycrystalline alumina, Al-O.,) fiber as
the exhaust gas flows radially down the labyrinths formed
by crimped woven wire. (See Figures 6 and 7.) The current
use of the "Saffil" fiber is in furnace linings at about
1450°C. Silver nitrate was applied to the fibers as a cata-
lyst. The dimensions of the container were 5.3 inches in
diameter and 20.8 inches in length.
The trap was installed on the Mercedes, and testing began
on August 2, 1979. "Zero-mile" data indicated a trapping
efficiency of 45% (for FTP TP) . After 600 miles, the EGBP
had doubled and the TP emissions exceeded the baseline
values. At this point, the trap was regenerated by throt-
tling.
-------
'Saffil'
-43-
Woven
Wire
Ceramic
Cement
Perforated
Metal Tube
Figure 6
The ICI Particulate Trap with Part of
the Container and Filter Elements Removed
Exhaust Gas
Flow
Saffil
(A12 03) Fiber
Wire Mesh
Figure 7
Cross Section of the Filter
in the ICI Particulate Trap
-------
-44-
Following the regeneration, both the EGBP and the trapping
efficiency returned to close to the zero-mile values.
After 300 miles, the EGBP had again doubled and the TP
emissions were approaching the baseline values. The trap
was again regenerated by throttling, and again both the
EGBP and TP returned to close to the zero-mile values.
Those two regenerations did not improve either the fuel
economy or the FTP NOx emissions, both of which continued
to deteriorate slightly during the 1,300 miles accumulated
on this trap.
Additional tests were performed with the trap installed,
and sulfate data were taken. Those data appear in Appendix
E-l. Those data indicate that sulfates are not a major
problem for this catalyzed trap.
The results of the Ames tests performed on the TP basically
showed normal Diesel particulate reactivity.
One of the important questions concerning "regeneration
techniques" is that of vehicle emissions during the regen-
eration. Because the ICI-Saffil trap had demonstrated good
regenerative capabilities, it was decided to Load up the
trap and sample the vehicle emissions during the regenera-
tive cycle.
Prior to running the ICI regeneration sampling attempt, the
cycle was run on the test vehicle with the "dummy trap" (an
empty trap container) installed (on October 15 & 16,
1979) . This would give us baseline values to determine the
results of the regeneration.
-------
-45-
The ICI trap was then installed and put on LA-4 mileage
accumulation. The first mileage loading was quite light
and resulted in an increase in EGBP of only about 10 inches
of water. A regeneration was attempted on October 19 using
the cycle described above. A small decrease in EGBP was
noted. The vehicle was returned to mileage accumulation
and loaded to a 60 mph EGBP of 63 inches of water. The
regeneration cycle was again attempted. This time the trap
regenerated successfully, and the 60 mph EGBP was reduced
to 43 inches of water.
In comparison to the "dummy trap" data, regeneration data
indicate that:
1) Hydrocarbons remain about the same,
2) CO rises significantly but is still quite low in abso-
lute value,
3) NOx is slightly reduced,
4) Fuel economy was not noticeably affected, and
5) Particulate emissions were down 42% during the throt-
tled cycle and 12% during the unthrottled cycle.
These results clearly indicate that, for this vehicle/trap
combination, the regeneration cycle is successfully oxidi-
zing the particulate, not just blowing the particulates out
of the trap and into the atmosphere. These results indi-
cate that on this vehicle and with this trap, using FTP and
HFET cycles to evaluate total emissions, including particu-
late, is sufficient and a "regeneration test" procedure may
not be needed to evaluate emissions during regeneration.
-------
-46-
The other result of this testing series was the continued
capability of the ICI trap to successfully regenerate. The
low mileage trap has been regenerated five times and has
accumulated over 1750 miles.
6. ICI Saffil Fourth Generation Trap:
A second ICI Saffil trap, with increased density of the
Saffil fibers compared to the first ICI trap, was installed
and tested on the Mercedes from October, 1980 through
April,. 1981 and then was later installed and tested on the
Toyota during September and October of 1981.
When this trap was tested on the Mercedes, the FTP TP emis-
sions actually increased over the baseline values. (Even
if the one questionable test were ignored, the FTP TP emis-
sions with the trap exceed the average TP emission from the
five baseline tests.) The trap was then baked at 1000PF
for two hours and installed on the Toyota.
When tested on the Toyota, this trap produced a reduction
of FTP TP of only 27.8%. However, the EGBP at 60 mph never
exceeded 28 inches of water compared to a baseline value of
13.
A phenomenon associated with this trap is that the baseline
TP emissions of both vehicles increased after this trap was
tested. After several more tests, the baseline returned to
normal. This happened with both vehicles when tested with
the ICI Saffil fourth generation trap. Since only the TP
emissions were affected (i.e., all other measured para-
meters, HC, CO, NOx, CO-, and fuel economy, all returned
-------
-47-
immediately to their respective baseline values) , it is
possible that small amounts of trap material were deposited in
the exhaust system and were later deposited on the particulate
collection filters.
-------
-48-
Through-the-Wall Flow Traps
Each of the "through-the-wall" flow traps in this study was a
cellular ceramic honeycomb with porous walls which act as the
filter medium. The filter concept involves blocking alternate
cell channel openings on the monolith face in a checkerboard"
type fashion as seen in Figure 8., The opposite end is simi-
larly blocked but one cell displaced so that the gas cannot,
flow directly through a given channel. The exhaust ga-s enters
the upstream open end of the cells. Since the downstream, end
of the cell is blocked with a ceramic plug, the exhaust gas is
forced through the porous wall to exit through a,n adjacen-t
cell, as shown in Figure 9. (13)
INLE r
\
4
I
1
PLUS4
T
4
100
••"•.Ohr IW. WALL
,OB3 ft*. CBLt
Figure 8
EXHAUST ^-PLUG
Figure 9
Monolith Face of a
Typical Corning Trap(13)
Particulate Trapping Cortcept Used
in the Corning and NGK-Locke- traps(4')
Through-the-Wall flow is characteristics of the following 11 t-Ea>ps;
-------
-49-
1. Corning EX-40 6" Non-catalyzed Trap:
Corning provided EPA with six ceramic monolith traps. Each
was cylindrical with a 5.66 inch diameter. All but the
last sample had 100 cells per square inch and 17 roil
walls. The traps differed from one another by length,
porosity, and number of cells per square inch (or cell
density) . Some of the Corning samples were shipped by EPA
to Engelhard and UOP to be catalyzed.
This trap, EX-40, was 6 inches long by 5.66 inches in dia-
meter (called a 6 by 6) . The length of the trap is quite
easily changed in the manufacturing process.
The trap was installed on the Mercedes, and EGBP readings
were taken after 7.5 miles of accumulation. The EGBP was
quite high and since the 12 inch version was expected to
yield comparable efficiencies but at lower EGBP, the 6 inch
trap was removed after one test sequence. Full scale on
the EGBP measurement system was 73 inches of water at this
time. The scale was expanded for later testing.
EGBP (in inches of water)
Odometer 30 mph 40 mph 50 mph 60 mph
34,907
34,914
34,962
34,982 54
The single set of emission resulLs indicated a significant
reduction in both HC and TP emissions. TP was reduced by
about 80% on the FTP and Highway Cycles.
44
54
69
over 73
60
73
over 73
over 73
over 73
over 73
over 73
over 73
-------
-50-
2. Corning EX-47 6"' Non-catalyzed Trap:,
The Corning EXl-47 trap is the same desig,n and1- size, asr» the
EX-40 trap but with increased mean pore diameter... The,
increased mean pore diameter, was supposed to decrease: the
EGBP penalty without sacrificing the high tr.apping erf-
ficiency of the EX-40 trap. ((13:), However, when- this, tKap-
was installed on the: Mercedes and the EGBP me.asiared! ait,
"zero-mile", it was found to exceed 105 inches of wate-r at,
60' mph. (The maximum EGBP' we could measure had beero ex-
tended from 73 to 105 inches- of water.) Thus, only the
"zero-mile" emissions, were measured-
Based on only the. "zero-mile" data, the EX-47 trap-,, like
the EX-40, showed a significant reduction (over 60%) in T.P'
emissions as well as a moderate reduction in HC emissions..
3. Engelhard CST-1 Coating of a Corning. EX-47 6" Trap;:.
A second EX-47 6-inch trap was sent to Engelhard where the
same CST-1 catalyst used on the Texaco trap was applied..
The trap was installed on the Mercedes and testing began in
January, 1980. The EGBP was acceptable at first, but if
rose very rapidly (from 53 to 92 inches of water at 50 mph
during the first 125 miles). A regeneration was attempted
but no reduction in EGBP was noted»
Based on only the "zero-mile" data, this trap exhibited
signficant reductions (over 60%) in HC, CO, and FTP TP.
However, the HWFE TP had increased above its baseline
values. The trap was removed to allow testing of the 12
inch EX-47 traps.
-------
-51-
4. Corning EX-47 12" Non-catalyzed Trap:
The Corning EX-47 12" trap has the same diameter (5.66
inches) but is twice as long as the EX-47 6" traps. The
trap was installed on the Mercedes, and testing began on
February 12, 1980.
After the EGBP rose by a factor of 4 (from 26 to 101 inches
of water at 50 mph) , the trap was successfully regen-
erated. The trapping efficiency and EGBP returned to zero
mile values. The trap was tested and loaded a second time
and again successfully regenerated.
Upon completion of that second regeneration, mileage was
accumulated on the trap without running HWFE cycles. The
mileage accumulation would consist of FTP (3 bag) and LA-4
(2 bag) tests. When either performance or fuel economy
became so degraded that a driver would notice a problem
existed, an attempt to regenerate the trap would be made.
This testing sequence continued until after 456 miles the
60 mph EGBP was above 365 inches of water (compared to a
"zero-mile" value of 37 inches of water at 60 mph) and
driveability of the vehicle was noticeably affected. The
test vehicle would not idle and often stalled.
The trap was then regenerated. The test vehicle with some
difficulty was accelerated to 60 mph steady state speed to
achieve temperature stabilization. The trap began to
regenerate itself without throttling. The 60 mph steady
state EGBP dropped from about 365 inches of water to about
230 inches of water without throttling. The inlet manifold
vacuum was then set to 9 inches Hg and the regular regener-
ation sequence commenced. Bag and particulate samples were
taken for the 8 minute throttled portion and for the fol-
-------
-52-
lowing 4 minute unthrottled portion. An additional
reduction in EGBP was noted when the regeneration cycle was
rerun. The trap outlet temperature rose very quickly when
the throttling was first performed. The temperature
difference between trap inlet and outlet indicated
significant exothermic oxidation of the pafticuiate. The
EGBP returned to zero-mile values. The final FTP, HFET",
and LA-4 test data indicated reduced trapping efficiency.
This indicated that high temperature experienced during the
regeneration and/or that the high back pressure noted dur-
ing the mileage accumulation may have damaged the trap.
The results of the EX-47 12 inch non-catalyzed trap testing
are impressive. The regeneration interval of over 200
miles and the high (over 60%) trapping efficiency show a
good combination of measured performance parameters. The
testing with the trap extremely loaded indicated that the
trap would either regenerate or cause the vehicle to per-
form so poorly that a driver would recognize that a problem
existed.
During the 889 miles of testing, the trap performed well.
5. UOP Coating of a Corning EX-47 12 inch Trap:
A second Corning EX-47 12 inch trap was coated by Universal
Oil Products Inc. (UOP). The UOP code for the sample was
identified as PZM-10171-01031138.
The trap was installed on the Mercedes, and testing began
on April 16, 1981. However, it was removed after concerns
were voiced over whether the emissions of the test vehicle
were still stable. Baseline testing indicated a signifi-
cant increase in FTP TP emissions in the test vehicle be-
tween October, 1980 and April, 1981.
-------
-53-
Additional baseline (i.e. with the dummy trap) testing
indicated that the Mercedes was stable.
Testing of the UOP EX-47 trap resumed in August, 1981. The
emission data indicated significant reductions in HC, CO,
and FTP TP; however, the HWFE TP exceeded the baseline
values.
The EGBP (at 60 mph) increased from its "zero-mile" value
of 35 inches of water to 121 inches after 414 miles, at
which time the trap was regenerated using a 16 minute, 60
mph steady state, throttling process. The EGBP returned to
close to its "zero-mile" value (46 inches of water at 60
mph). After 100 miles, the EGBP had risen to 102 inches of
water at 60 mph, the trap was successfully regenerated for
a second time, and the EGBP was measured at 40 inches at 60
mph. The EGBP again began to increase as mileage was ac-
cumulated until October 28, 1981 (at an odometer reading of
42,802) the pressure began to drop. After performing an
FTP the next day, the trap was examined and found to have a
radial crack 2/3 of the way down the trap which split the
unit into two pieces. Testing was terminated.
6. Corning EX-47 12" Non-catalyzed Trap (version #2):
After reviewing the earlier data from Corning traps, we
were interested in testing a sample from Corning which
would provide less trapping efficiency and increased mile-
age intervals between regenerations. A trapping efficiency
of 60-70% over the FTP was requested. A sample was re-
ceived from Corning and was installed on the Mercedes on
March 31, 1982. The sample was 5.66 inches in diameter and
was 12 inches long. It had a cell density of 200 CPSI and
-------
-54-
a cell wall thickness of 12 mils. All the previous Corning
traps had a wall thickness of 17 mils and cell density of
100 cells per square inch.
The trap consistently reduced particulate emissions to 0.1
g/mi or less. Average FTP trapping efficiency was 83%. It
provided modest HC reductions and did not affect CO or
NOx. Particulate emissions were also reduced substantially
over the highway cycle.
This trap was regenerated twice using the standard regen-
eration procedure for the Mercedes. It was loaded up to
the point where a third regeneration would have been done
and was removed from the test vehicle. The regeneration
intervals were 226, 140, and 133 miles.
7. NGK #1 Trap:
NGK-Locke, Inc. provided EPA with 5 cellular, ceramic,
monolith traps which, like the traps submitted by Corning,,
employ filtration through porous walls. Each NGK trap was
uncatalyzed and cylindrical in shape with a length of 12
inches and a diameter of 5.66 inches. The traps differed
from one another by cell density, mean pore diameter, and
wall thickness. The additional specifications of this trap
(designated DHC-101) are:
Cell Density: 200 cells per square inch
Wall Thickness 0.012 inches
The trap was installed on the Toyota, and testing began in
October, 1981.
-------
-55-
The "zero-mile" data indicated good efficiency and low EGBP
(only 25 inches of water at 60 mph compared to the baseline
of 12 inches). After accumulating 1082 kilometers (672
miles), the EGBP had increased to 119 inches of water at 60
mph, and the trapping efficiency on the FTP had also in-
creased to 82%.
After regeneration, the EGBP decreased to 30 inches of
water, close to its "zero-mile" value, and the efficiency
dropped to 63%. After accumulating an additional 708 kilo-
meters (440 miles), the EGBP had increased to 108 inches of
water, and the efficiency increased to 82% again.
The trap was then regenerated again, the EGBP dropped to 22
inches of water, and the efficiency dropped to 43%. After
accumulating an additional 830 kilometers (516 Miles), the
EGBP increased to 88 inches of water, and the efficiency
increased to 49%.
The trap was then regenerated (for a third time) , the EGBP
dropped to 32 inches of water, and the efficiency increased
to 70%.
The trap averaged more than 60% efficiency in reducing FTP
TP, and more than 75% efficiency in reducing HWFE TP.
Also, the trap averaged 771 kilometers (479 miles) between
regenerations. The fact that the average regeneration
interval for this NGK trap was more than twice that of any
of the other four NGK traps is probably because the other
four traps were installed on the Mercedes which had about
twice the baseline particulate emissions of the Toyota.
-------
-56-
8. NGK #2 Trap:
NGK-Locke, Inc. provided a second trap identical to their
first except that this trap has only 100 cells per square
inch with a wall thickness of 0.017 inches. The trap was
installed on the Mercedes, and testing began in November,
1981.
The test results are similar to the NGK #1 trap except:
1. The "zero-mile" EGBP was higher (38 inches at 60 mph),
2. The EGBP dropped to 78, 70, and 56 inches at 60 mph
after the first three regenerations (apparently the
trap was not being fully regenerated),
3. The distance between regenerations averaged 185 miles,
and
4. The trapping efficiencies averaged 87% on both FTP and
HWFE.
9. NGK #3 Trap:
NGK provided a third trap (designated DHC-141) similar in
specification to their first except that the mean pore size
was greater. This trap was installed on the Mercedes, and
testing began in May, 1982.
-------
-57-
This trap, compared to the NGK #1 trap, exhibited:
1. Reduced trapping efficiency (under 50 percent).
2. Slightly reduced EGBP. (At zero mile and at 60
mph, this trap produced 21 inches of water of
backpressure compared to 25 for the NGK #1).
After the fourth regeneration, tappping efficiency on the
FTP dropped to under 30 percent. (Trapping efficiency on
the FTP, between the third and fourth regenerations, had
averaged 43 percent) . This drop in efficiency led us to
believe the trap was damaged. Testing was terminated so
that the trap could be examined. We found that the outer
circular edge of the outlet end of the trap had been
damaged (i.e., worn down). The damage apparently was the
result of the trap being improperly packed in the can,
which permitted the trap to move axially. Because a por-
tion of the trap was missing, some of the exhaust gas was
able to escape without being filtered. This trap was re-
turned to NGK for analysis of possible thermal damage.
10. NGK #4 Trap:
The fourth trap provided by NGK (designated DHC-221) was
identical to the first and third in size, number of cells
per square inch, and wall thickness. It differed from each
of the previous three NGK traps by mean pore diameter. The
mean pore diameter of this sample was larger than for DHC-
101 (i.e., NGK #1 and #2) and smaller than for DHC-141 (i.-
e., NGK #3). This trap was installed on the Mercedes, and
testing began on August 30, 1982.
-------
-58-
This trap exhibited EGBP patterns (returning to 50 inches
at 60 mph after regenerations) and efficiencies (over 80
percent) similar to NGK #2 but with increased distance
between regenerations (170 compared with 115 miles).
11. NGK |4 (version 2) Trap:
A fifth trap provided by NGK was nominally identical to
their fourth trap, and as expected, the results were also
similar. This trap was equipped with seven thermocouples
to monitor the temperature distribution within the trap
during regenerations. We suspected, at that time, that
some of the damage to NGK #3 resulted from an "over temp-
erature" condition during a regeneration. However, the
analysis by NGK of the damaged trap, completed three months
later in February 1983, found no trace of damage due to
melting.
This trap was also installed on the Mercedes, and testing
began in November, 1982. Trapping efficiency for particu-
late exceeded 85% on both the FTP and Highway Cycles. HC
emmisions were reduced by about 25% on the FTP and over 30%
on the Highway Cycle.
-------
-59-
ACKNQWLEDGEMENTS
This project was made possible by the efforts of many people
from many different organizations. The authors thank all of
those people who have contributed effort, time/ ideas and hard-
ware to this project. We would especially like to thank the
following people for major contributions to this project.
Rod Branham, Steve Dorer, Ernie Bulifant, Ted Cieslak, Steve
Halfyard, J.P. Cheng, Tom Penninga, Bill Pidgeon, Darline
Curtis, Shirley Jarvis, Emily Mowbray (all of EPA), John Howitt
(Corning Glass Works), Miles Buckman and Fred Enga (Johnson
Matthey), Philip Smith (W.R. Grace), Frank Molinaro (UOP), Ray
Ober (Engelhard), M. Ichikawa (Toyomenka, the U.S. affiliate of
Bridgestone), T. Mizutani (NGK-Locke), J. Bradbury (Imperial
Chemical Industries) , William Tierney and Matthew McMahon
(Texaco), Richard Lucki (Peugeot), Keiichi Okabayashi (Toyota),
and Larry Nutson (Volkswagen).
-------
-60-
References
1. Mu J. Murphy,- e.t al., "Assessment of Diesel. Pacticulate
Control - Direct and Catalytic Oxidation," SAE Paper No..
810112:,. February 1981.
2. G.V Urban, L., Landman, and R.» Wagner, "Diesel Car
Part leu late.- Control Methods," SAE Paper: No.. 8-30.084:,
February-March 1983.
3. M.R. Buchman- and B.E. Enga, "Catalytic Diesel Particula'fce?
Control System Design and Operation,"' SAE Paper. No... 83008,0V
February-March 1983.
4. W. R. Wade, "Diesel Particulate Trap Regeneration.
Techniques," SAE Paper No. 810118-:, February 1981.
5. W.R. Wade, et al., "Thermal and. Catalytic Regeneration1 o:£;
Diesel Particulate Traps," SAE. Paper No. 830.083r,
February-March 1983.
6. "Studies of 1984 Heavy-Duty Engine and. 1985 Light-Duty;
Diesel Vehicle Requirements and Emissions Performance and1.
Defect Warranties," Federal Register,, 46 FR- 316.7>:7,. JunB L7V
1981.
7. L.D. Claxton, "The Utility of Bacterial Mutagenesis Testing.
in the Characterization of" Mobile Source Emissions: A
Review," presented at the Environmental Protection. Agency
1981 Diesel Emissions Symposium, Raleigh, North. Carolina,
October 5-7, 1981.^
-------
-61-
8. R.B. Zweidinger, "Emission Factors from Diesel and Gasoline
Powered Vehicles: Correlation with the Ames Test," pre-
sented at the Environmental Protection Agency 1981 Diesel
Emissions Symposium, Raleigh, North Carolina, October 5-7,
1981.
9. "Explanations and Presentations of Ames Test Data," EPA
Memorandum from R. Dickinson to C. Gray, dated March 4,
1981.
10. "Characterization of Gaseous and Particulate Emissions from
Light-Duty Diesels Operated on Various Fuels," EPA Report
Number EPA-460/3-79-008, July 1979.
11. B.E. Enga, et al., "Catalytic Control of Diesel
Particulate," SAE Paper No. 820184.
12. Yoji Watable, et al., "'Trapless1 Trap - A Catalytic
Combustion System of Diesel Particulates Using Ceramic
Foam," SAE Paper No. 830082, February-March 1983.
13. J. S. Howitt and M. R. Montierth, "Cellular Ceramic Diesel
Particulate Filter," SAE Paper No. 810114, February 1981.
14. L.C. Landman, "Interim Report on the Status of the In-House
Particulate Trap Study," EPA Report No. EPA/AA/CTAB/TA/
82-5, February 1982.
15. K. Otto, et al., "The Oxidation of Soot Deposits from
Diesel Engines," SAE Paper No. 800336, February 1980.
-------
-62-
16. L. P. Tessier, et al., "The Development of a High
Efficiency Diesel Exhaust Particulate Filter," SAE Paper
No. 800338, February 1980.
17. S. H. OH, et al., "Mathematical Modeling of Fibrous Filters
for Diesel Particulates - Theory and Experiment," SAE Paper
No. 810113, February 1981.
18. M. J. Murphy, et al., "Assessment of Diesel Particulate
Control: Direct and Catalytic Oxidation," EPA Report No.
600/7-79-232b prepared by Battelle Columbus Laboratories,
October 1979.
-------
A-l
Appendix A-l
Emissions Test Data on Mercedes 300D
-------
VEHICLE I.D. 11511412019885 (1975 MERCEDES BENZ 3OOD)
EMISSIONS (g/mi)
1 ti 1
NUMBER
797304
7973O3
797305
1 Ci 1
DATE
03-22-79
O3-23-79
O3-23-79
(mi )
29494
29532
29543
MEAN (COUNT):
STANDARD DEVIATION:
MEAN
797036
797O4O
797431
797432
(COUNT) :
O3-30-79
O3-3O-79
04-03-79
O4-O3-79
29755
29767
29794
298O5
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
i ti i
CYCLE
FTP
FTP
HWFE
FTP (2)
HWFE( i)
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
HC
.77868
.36699
. 16229
.57284
.291 1 1
. 16229
.25759
. 1O726
.27247
.O8971
.26503
.01O52
.O9848
.O1241
CO
.8877
.9112
.5749
.8994
.0166
.5749
.9111
.5957
.9943
.5422
.9527
.0588
.569O
.0378
2
2
2
2
2
2
1
1
2
1
NOx
. OO41
.O478
.O367
.0260
.0309
. O367
.3367
.8852
.9380
.987O
. 1374
.2819
.4361
.7791
TP
.504
.404
.306
.454
.071
.306
.464
.327
.535
.360
.500
.050
.344
.023
F .E .
(nipg)
TRAP TYPE/COMMENTS
23.8482 Baseline
24 .2037 Baseline
29.3O19 Baseline
24.0246
29.3O23
24.3978
28.6537
23.8729
28.11O9
24. 1324
28.38O1
Fuel Economy mean is harmonic;
all other means are arithmetic.
45 degree SwRI elbow
45 degree SwRI elbow
45 degree SwRI elbow
45 degree SwRI elbow
Old trap; used for developing
regeneration techniques.
797443
797444
797447
797448
797449
79745O
797451
797452
797453
797454
797629
79763O
797631
797632
797637
797638
797639
797640
MEAN
O4- 1O-79
O4- 1O-79
04-25-79
O4-25-79
O4-26-79
04-26-79
O4-27-79
O4-27-79
O4-3O-79
O4-3O-79
O5-O1-79
O5-O1-79
O5-O2-79
O5-O2-79
05-04-79
05-04-79
05-07-79
05-O7-79
(COUNT) :
3O347
3O366
30637
30658
3O671
3O692
307O4
30725
3O745
3O766
3O779
3O8OO
30813
3O834
30880
30890
3O921
30942
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
STANDARD DEVIATION:
. 3 1 306
.O4483
.27529
. 1 145O
N/R
N/R
.24918
.08917
.24O71
.O877O
.2594O
.O9270
.27772
.O9586
.3060O
.O984O
.27162
. 10588
.27412(8)
.02538
1 .O261
.5535
.9377
.5846
.9615
.5659
.9373
.5658
.937O
.5553
.9645
.5515
.9342
.564O
.9525
.5619
.6931*
.5269
.8594
.7893
.9666
.7922
.8898
.771 1
.8949
. 735O
.8942
.7515
.9236
.93O6*
.9181
.842O
.9469
.8238
.§265*
.8893
.9271(9) i. 8689(9)
.O923 . 132"4
.531
.369
N/R
.336
.537
.349
.414
.302
.497
.330
.531
.346
.528
.355
.427
.301
.420
.303
.486(8)
.655
24
29
23
28
24
29
24
29
24
29
23
28
23
28
23
28
31
28
24
2O28
94O1
9334
9796
3OO7
2494
6332
5781
5753
7529
6558
5026
9896
6606
7590
341 1
4244*
5022
7653(9)
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Trap
Trap
Trap
Trap
Trap
Trap
trap
Trap
Trap
Trap
Trap
Trap
trap
trap
trap
trap
trap
trap
* Questionable data
-------
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
TF CT
1 t o I
NUMBER
797643
797644
797647
797648
797646
79779O
797792
797793
797795
797796
797798
797799
797801
797802
796946
797O3O
797O31
none
797035
797869
none
797871
797872
none
MEAN
T C C T
1 t b 1
DATE
O5- 10-79
05-10-79
O5-1 1-79
O5-11-79
O5-15-79
O5-16-79
05-17-79
O5-17-79
05-18-79
O5-18-79
O5-21-79
O5-21-79
05-22-79
05-22-79
05-23-79
O6-05-79
O6-O5-79
O6-08-79
O6-08-79
O6- 10-79
06-1 1-79
06-1 1-79
nnnM
UUOM
(ml)
3O983
31OO4
31042
31063
312O3
31282
31316
31337
31384
31404
31440
31457
31501
31519
31587
31711
31733
31842
319O1
31922
31962
31969
31983
TEST
CYCLE
FTP
HWFE
FTP
HWFE
HWFE
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
HWFE
FTP
HWFE
STEADY
FTP
HWFE
STEADY
FTP
HWFE
.091 13(8)
.O2O7O
HC
. 10615
. O4O6 1
. 11OO3
.O5566
.O7688
.063O9
. 12335
.O6O17
. 13012
N/R
.15114
.O5878
. 14106
.O4430
.O6476
. 16372
.071O4
STATE
. 13622
.O4742
STATE
. 162O8
.05969
RECIRCULATING OVEN
( COUNT ) :
FTP (9)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
. 13599
.O2O81
.O584O( 1 1
.01 101
.5588(9)
.O155
EMISSIONS
CO
.9266
.5602
.8824
.5426
.5528
.5982
.9327
.5822
.8390
N/R
.9293
.5917
.9742
.5487
.62O5
.9378
.6O22
.9140
.5581
.9O36
.5605
1 .7028(9)
..2934
(g/mi )
NOx
1 .9128
1 .8372
1 .8950
1 .8469
1 .7781
1 .9414
1 .9220
1 .9357
1 .9023
N/R
1 .8870
1 .9O62
1 .9677
1 .8251
1 .8582
1 .9719
1 .8537
1 .9333
1 .8O43
1 .9542
1 .8685
.332(9)
.025
TP
.213
. 133
. 182
. 133
. 121
. 164
.203
. 151
.274
. 173
.277
. 174
.297
. 189
. 187
.344
.200
.221
. 140
.228
. 132
@ 925' F FOR 6.5 HOURS
.9155
.O382
) .5743(11
.0257
1 .9274
.03 14
) 1.8596(11)
.0513
.249
.052
. 158( 12
.027
29.0453(9)
F .E .
(mpg)
24.0779
29.1683
24.2533
29.2503
3O.1O82
27.7278
23.9O47
28.0359
24.1959
29.5857
24.2994
28.5861
23.7862
3O.O292
28.3422
23.4565
28.9O63
24.13O7
29.3348
24.1269
28.5097
24.O229
TRAP TYPE/COMMENTS
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A- 1R
Texaco A-1R
Texaco A- 1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
Texaco A-1R
REGENERATION
Texaco A-1R
Texaco A-1R
REGENERATION
Texaco A-1R
Texaco A-1R
REGENERATION
U)
Testing terminated due to inadequate
regeneration (only central core was
regenerated with throttling).
* EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 4-1O-79 THROUGH 6-26-79):
*
* RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
*
* FTP .4916 .9984 1.O244 .521O .9731
*
* HWFE .6118 1.0451 1.O778 .4744 .9858
*
* Percent Change, that is ( 1 - Ratio ) x 1OO % :
*
* FTP 50.8% 0.2% -2.4% 47.9% 2.7%
+
* HWFE 38.8% -4.5% -7.8% 52.6% 1.4%
-------
EMISSIONS (g/mi)
i ca i
NUMBER
797874
797875
797877
797878
79788O
797881
797883
797884
797888
797889
1 C D 1
DATE
O6-12-79
O6-12-79
06-13-79
06-13-79
O6-15-79
O6-15-79
O6-22-79
O6-22-79
06-26-79
O6-26-79
uuum
(mi)
32028
32O48
32078
32097
32130
32150
32220
32241
32310
3233O
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
1 C3 1
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP (5)
HWFE(5)
STANDARD DEVIATION:
797893
797894
797896
797897
798623
798624
798621
798627
798629
798630
798632
798633
798635
798636
798638
798639
798641
798642
798642+
798644
798649
798649+
MEAN
O7-O2-79
O7-O2-79
O7-O3-79
O7-03-79
O7-06-79
O7-06-79
O7-O9-79
O7-1O-79
O7-11-79
O7-11-79
O7-12-79
O7-12-79
07-13-79
O7-13-79
O7-16-79
O7- 16-79
07-17-79
O7-17-79
O7-17-79
O7-19-79
O7-2O-79
O7-2O-79
(COUNT) :
32427
32448
32494
32514
326O3
32624
32759
32832
32893
32914
32937
32958
330O2
33O22
331O2
33123
33140
3316O
33160
33299
33353
33353
FTP
HWFE
FTP
HWFE
FTP
HWFE
HWFE
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
HWFE
FTP
HWFE
HWFE
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
HC
.25577
.O9287
.24743
.O972O
.28628
. 10808
.3454O
. 1 1592
.2681 1
.O9771
. 2806O
.O3906
. 1O236
.00942
.02 126
N/R
.02 137
.01050
.02 185
. 00905
.O1317
N/R
.O2661
N/R
.02636
N/R
.05438
N/R
.O4899
N/R
.O3572
N/R
N/R
N/R
N/R
N/R
.03207(8)
.01307
.01091(3)
. 00209
CO
.9089
.5416
.8620
.5251
.9149
.5435
.8988
.5063
.9O89
.5475
.8987
.O213
.5328
.0171
.0078
.OOOO
.0275
.OOOO
.0338
.OOOO
.OOOO
.OOOO
.0334
.OOOO
.0319
.OOOO
.0555
.OOOO
.026O
.0000
.0552
.OO1O
.OOOO
.O349
.OOOO
.OOOO
.0340(9)
.O146
.OOOK 13)
.OOO3
NOx
.8692
.8996
.9130
.6987
.9489
.8244
.9398
.6337
.85O6
.7739
1 .9043
.O431
1 .7661
. 1041
1 .8879
N/R
1 .8948
1 .745O
1 .815O
1 .7239
1 .5613
N/R
1 .8780
N/R
1 .8845
1 .861 1
1 .9286
N/R
1 .7992
1 .7292
1 .8010
1 .685O
1 .643O
1 .6893
1 .444O
1 .4850
1 .8420(9)
.0734
1 .6531(9)
. 1342
TP
.451
.311
.411
.319
.51 1
.336
,5O6
.359
.446
.352
.465
.04 3
.335
.021
.312
.260
.243
.200
.278
.874
.938
.971
.265
1 . 136
.260
1 .O4O
.31 1
1 .094
.329
1 .060
.315
1 .OO2
N/R
.253
1 .200
.950
.285(9)
.032
.894( 12)
.323
r . c .
(mpg)
24 .7543
28.4241
25.0O37
31 .4068
23.9335
28.9866
24.2665
31 .5988
24 .8124
29.6644
24.5477
29.9616
25.OO73
35.O949
24.7020
30.0265
24.9434
29.6767
32.416O
37.7017
24.4O44
37 .42O7
24.64O8
31 .4167
24.5739
29.5889
25.2482
28.9995
25 . 5009
31 .38O7
31 .3385
27.2091*
34.5386
33.2896
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Texaco A- 1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A- 1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Texaco A-1R w
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-1
Engelhard CST-1
Engelhard CST-1
Engelhard CST-1
Engelhard CST-1
Engelhard CST-1
Engelhard CST-1
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Engelhard CST-
Coat ing
Coat 1ng
Coat 1ng
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coating
Coat ing
Coat ing
Coating
Coat ing
25. 1 124(9)
32.3OO8(
13)
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 6-12-79 THROUGH 8- 1-79):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP
HWFE
Percent Change, that Is ( 1
FTP
HWFE
TC OT-
IC O 1
NUMBER
798933
798934
MEAN
MEAN
798936
798937
798939
79894O
798941
798942
798946
798947
none
798948
798949
798950
798951
798952
798953
none
798954
798955
MEAN
T CC.T
1 t J 1
DATE
O8-01-79
O8-01-79
(COUNT):
(COUNT) :
O8-O2-79
O8 -02-79
O8-O3-79
O8-O3-79
08-09-79
O8- 10-79
O8-16-79
08-16-79
O8-22-79
O8-22-79
O8-24-79
08-24-79
O8-30-79
O8-3O-79
08-31-79
O9-O5-79
(COUNT) :
onnM
UUUM
(ml)
33524
33544
33587
33608
33636
33656
:13987
341 12
34281
34302
34410
3443O
34464
34484
34762
34782
34877
34910
T C C T
1 t b 1
CYCLE
FTP
HWFE
FTP (1)
HWFE( 1)
FTP
HWFE
FTP
HWFE
HWFE
FTP
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
HWFE
FTP
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
. 1 155 .O379
. 1055 .0002
- Ratio ) x 1OO % :
88 . 4% 96 . 2%
89 . 4% 99 . 98%
.9811 .5892
.9548 2.6359
1.9% 41.1%
4.5% -163.6%
EMISSIONS (g/mt)
HC
.26343
. 10893
.26343
. 10893
.3126O
. 09O2O
.24856
N/R
N/R
.21387
N/R
N/R
STATE
N/R
N/R
.22490
.O74OO
.23868
.08700
STATE
N/R
N/R
.24772(5)
.03860
.08373(3)
.OO858
CO
.8837
.5289
.8837
.5289
.8546
.4993
.7915
.4910
.531O
.8123
.76O3
.5330
.8303
.5520
.9O47
.54OO
.8294
.527O
.544O
.8983
.8352(8)
.O497
.5272(8)
.0214
NOx
1 .7439
1.5575
1 .7439
1 .5575
.735O
.5193
.75O6
.6070
.6860
.7135
1 .9395
1 .781O
1 .835O
1 .690O
1 . 84O5
1.6750
1 .9844
1 .7750
1 .787O
2.0O67
1 .8506(8)
. 1151
1 .6900(8)
.O935
TP
.577
.360
.577
.360
.288
.280
.351
. 197
.238
.303
.606
.615
.350
.202
.406
.224
.477
.313
.246
.296
.385(8)
. 1 1O
.289(8)
. 137
1 .01O1
1 . 0656
- 1 . 0%
-6.6%
FC
. C .
(mpg)
26.5641
32. 1971
26.5641
32. 1971
26.6955
33.2603
26.508O
31 .9645
31 .OO15
27.0058
23.9788
28.8167
24.6696
3O. 1568
24. 1727
3O . 1 209
23.399O
29.3O39
28.9156
23.6871
24.9395(8)
30.3748(8)
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
ICI SaffM
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
REGENERATION
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
REGENERATION
ICI Saffil
ICI Saffil
-------
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
TRAP RELA1
WITH TRAP
FTP
HWFE
Percent Change, that 1s (1
TEST TEST ODOM
NUMBER DATE (ml)
798956 09-19-79 34941
798957 09-19-79 34962
MEAN (COUNT):
MEAN (COUNT):
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
FTP
HWFE
TEST
CYCLE
FTP
HWFE
FTP (1)
HWFE( 1)
riVE TO
TO TEST
.9497
.861 1
- Ratio
5.0%
1 3 . 9%
TEST DATA V
DATA WITH
.9231
.9827
) x 10O %
7 . 7%
1 . 7%
ilITH DUMMY TRAP
DUMMY TRAP:
.9696
.9643
4 . 0%
3 . 6%
(FROM
.7925
.8216
20 . 7%
1 7 . 8%
EMISSIONS (g/ml)
HC
. 14236
.07383
. 14236
.07383
TRAP RELATIVE TO
WITH TRAP
FTP
HWFE
Percent Change, that Is ( 1
798959 09-26-79 350O4
79896O O9-26-79 35027
799469 10-04-79 35061
79947O 1O-O4-79 35085
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
TO TEST
,5458
.7593
- Ratio
45 . 4%
24 . 1%
.23O29
.O850O
.24870
.09414
.23950
.01302
.08957
.OO646
CO
.7621
.4401
.7621
.44O1
NOx
1 .8417
1 .6316
1 .8417
1 .6316
TEST DATA WITH DUMMY TRAP
DATA WITH
.8423
.8204
) x 10O %
15.8%
18.0%
.8881
.518O
.8670
.535O
.8776
.0149
.5265
.O12O
DUMMY TRAP:
.973O
.93O9
2 . 7%
6 . 9%
2.0535
1 . 828O
1 .9498
1 .7667
2.OO16
.0733
1 .7974
.0433
TP
.078
.074
.078
.074
(FROM
. 1606
.21O4
83.9%
79.O%
.049
.210
.338
.320
. 194
.204
.265
.078
8- 1-79 THROUGH 1O- 16-79):
1 . 003 1
1 . OO2 1
-Q.3%
-0.2%
F .E.
(mpg) TRAP TYPE/COMMENTS
25.4088 Corning EX-40
31.7207 Corning EX-40
25.4088
31 .7207
Testing terminated due to high EGBP
8- 1-79 THROUGH 10-16-79):
1 .0554
1 .O760
-5.5%
-7.6%
22.7168 BALSTON FILTER
28.3144 BALSTON FILTER
23.3941 BALSTON FILTER
29.1574 BALSTON FILTER
23.05O5
28.7299
Testing terminated due to failure of one
of the seven trapping elements.
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .9182 .9699 1.O575 .3983
HWFE .9212 .9814 1.O255 .7534
Percent Change, that is ( 1 - Ratio ) x 1OO % :
FTP 8.2% 3.O% -5.8% 60.2%
TEST
NUMBER
799471
799472
799473
799474
799475
799477
799478
TEST
DATE
1O-1 1-79
1O-12-79
1O-12-79
1O-15-79
1O-15-79
10-16-79
1O-16-79
ODOM
(mi)
351O5
35131
35152
35177
35188
35252
35273
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
799476
799479
799480
NONE
799483
1O-15-79
1O-16-79
10-19-79
10-23-79
1O-25-79
Ti5227
35307
35433
35527
35790
HWFE
TEST
CYCLE
FTP
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP (4)
HWFE(3)
STEADY
STEADY
STEADY
STEADY
STEADY
7 . 9%
HC
.30883
.30135
. 103OO
.21223
.O95OO
.21836
.08200
.26019
.05199
.O9333
.01O6O
STATE
STATE
STATE
STATE
STATE
1 . 9%
EMISSIONS
CO
.9336
.9O9O
.532O
.8868
.532O
.9104
.553O
-91OO
.0191
.539O
.O121
-2.6%
(g/mi)
NOx
1 .9554
1 .92O5
1 .802O
1 .9333
1 .8220
1.9113
1 .829O
1 .93O1
.O191
1 .8177
.O140
24 . 7%
TP
.479
.460
.356
.472
.350
.442
.340
.463
.016
.349
.OO8
8- 1-79 THROUGH 1O-16-79):
.9574
.9745
4 . 3%
2 . 5%
F.E.
(mpg)
23.432O
23.8193
29.1344
23.4526
28.5961
23.3957
28.3O65
23.5239
28.6747
TRAP TYPE/COMMENTS
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Trap
Trap
Trap
Trap
Trap
Trap
Trap
>
Baseline
BaselIne
-- REGENERATION
-- REGENERATION
ICI Saffll -- REGENERATION
ICI Saffil -- REGENERATION ATTEMPTED
ICI Saffil -- REGENERATION
Test sequence to determine relative
emissions during the regeneration
process. (See Appendix B.)
799481
799482
799484
799485
MEAN
1O-31-79
1O-31-79
1 1-01-79
1 1-O1-79
(COUNT) :
35826
35850
35898
3592O
FTP
HWFE
FTP
HWFE
FTP (2)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(2)
STANDARD DEVIATION:
.00782
. 11OOO
.0240O
.05600
.01591
.01 144
.08300
.O3818
.0096
.O020
.0199
- . 0040
.0148
.0073
.OO1O
.OO14
1 .9224
1 .81 1O
1 . 896O
1 .7760
1 . 9092
.O187
1 .7935
.O247
.249
.853
.220
.896
.234
.021
.874
.030
24.0O71
28.7544
24.8227
29.727O
24.4O81
29.2329
Texaco
Texaco
Texaco
Texaco
A-
A-
A-
A-
1R w
1R w
1R w
1R w
Engelhard CST-1 Coating #2
Engelhard CST-1 Coating #2
Engelhard CST-1 Coating ffZ
Engelhard CST-1 Coating #2
-------
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
TRAP RELATIVE TO
WITH TRAP
FTP
HWFE
Percent Change, that is (1
TCCT TCCT onnM
Itbl Itol UUUM
NUMBER DATE (ml)
799486 O1-10-8O 37954
799487 O1- 10-80 37974
799488 O1-15-8O 38O30
79949O 01-15-80 38042
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
* EFFECTIVENESS OF ABOVE
*
* RATIO OF TEST DATA
*
*
*
*
*
FTP
HWFE
T C CT
Itbl
CYCLE
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
TO TEST
.06 11
.8843
- Ratio
93.9%
11 . 1%
TEST DATA WITH DUMMY
DATA WITH
.0163
.0019
) x 1OO %
98 . 4%
99 . 8%
DUMMY TRAP
.9892
.9867
1 . 1%
1 . 3%
TRAP (FROM
.5054
2.5O43
49 . 5%
- 1 50 . 4%
EMISSIONS (g/mi )
HC
1 .3730O
.305OO
. 18833
.OO1OO
.78O66
.83769
. 15300
.21496
TRAP RELATIVE TO
WITH TRAP
FTP
HWFE
* Percent Change, that is ( 1
*
*
*
*
FTP
HWFE
TO TEST
2.3289
1 .5455
- Ratio
132.9%
-54.6%
CO
* .1668
.0000
.2162
.OOOO
. 1915
.O349
.OOOO
.OOOO
NOx
1 .8195
1 .652O
1 .8188
1 . 7O30
1 .8192
.0005
1 .6775
.0361
TEST DATA WITH DUMMY
DATA WITH
.2058
.OOOO
) x 100 %
79 . 4%
100.0%
DUMMY TRAP
1 .0117
1 .OO81
- 1 . 2%
-O.8%
TP
.517*
.562
.372
.888
.444
. 103
.725
.231
TRAP (FROM
.9569
2.O139
4 . 3%
-101 .4%
10-11-79 THROUGH 1O- 16-79):
1 .0376
1 .0195
-3.8%
- 1 . 9%
2.0OO miles accumulated
\ /
\ /
V
Fr '
. E .
(mpg) TRAP TYPE/COMMENTS
25.0364 Texaco A-1R w Engelhard CST-1 Coating #2
30.1726 Texaco A-1R w Engelhard CST-1 Coating tfi
22.1924 Texaco A-1R w Engelhard CST-1 Coating #2 |
3O.6885 Texaco A-1R w Engelhard CST-1 Coating #2 co
23.5289
30.4284
1-17-80 THROUGH 1-18-80):
.9169
.9648
8 . 3%
3 . 5%
-------
EMISSIONS (g/mi)
1 Kb 1 1 ti 1 UUUW
NUMBER DATE (mi)
799491 01-17-8O 38O87
799492 O1-17-8O 381O8
799493 O1-18-8O 38132
799494 01-18-80 38153
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
799495 01-29-8O 382O5
799496 01-29-80 38218
799497 O1-30-8O 38265
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
I tbi
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
FTP (2)
HWFE( 1 )
HC
N/R
N/R
.33521
.09900
.3352K 1)
N/A
.O99OO( 1 )
N/A
.26665
.071OO
.22274
.24470
.03105
.O71OO
TRAP RELATIVE TO TEST
WITH TRAP
FTP
HWFE
Percent Change, that is ( 1
801739 01-31-8O 38289
8O1463 01-31-8O 38298
798961 O2-O1 -SO 38349
799468 O2-O1 -8O 3836O
none O2-O1-8O
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP (2)
HWFE(2)
TO TEST DATA
.7300
.7172
- Ratio ) x
27.0%
28 . 3%
. 15769
.05000
.O8895
.OO2OO
STATE
. 12332
.O4861
. 02600
.03394
CO
.9103
.5930
.951O
.514O
.9306(2)
.O288
.5535(2)
.O559
.90 14
.5140
.9142
.9078
.OO91
.514O
DATA WITH
NOx
1 .7673
1 .689O
1 .829O
1 .6390
1 .7982(2)
.O436
1 .6640(2)
.O354
1 .9643
1 .8300
2.O427
2.O035
.0554
1 . 83OO
DUMMY TRAP
TP
.480
.379
.447
.342
.464(2)
.023
.360(2)
.026
. 121
. 131
. 172
. 146
.036
. 131
(FROM
(mpg) TRAP TYPE/COMMENTS
26.1133 Dummy Trap
31 . 1792 Dummy Trap
25.2256 Dummy Trap
31.9O93 Dummy Trap
25.6621(2)
31 .5398(2)
24.28O7 Corning EX-47 6" non-catalyzed
29.O773 Corning EX-47 6" non-catalyzed
23.8886 Corning EX-47 6" non-catalyzed
24.O830
29.O773
1-17-8O THROUGH 1- 18-80):
WITH DUMMY TRAP:
.9755
.9286
1OO % :
2 . 4%
7.1%
.4735
.0350
.251O
.0200
.3622
. 1573
.0275
.0106
1 . 1 142
1 .O998
-11. 4%
-10.0%
1 .8834
1 .841O
1 .84O3
1 .682O
1 .8618
.03O5
1 .7615
. 1 124
.3147
.3639
68 . 5%
63 . 6%
. 1O9
.312
. 128
.497
. 1 18
.013
.404
. 131
.9385
.9219
6 . 2%
7 . 8%
25.7561 Corning EX-47 6" w Engelhard CST-1
29.O483 Corning EX-47 6" w Engelhard CST-1
24.8488 Corning EX-47 6" w Engelhard CST-1
31.O822 Corning EX-47 6" w Engelhard CST-1
UNSUCCESSFUL REGENERATION
25.2940
3O.O3O9
Coat ing
Coat ing
Coat ing
Coat ing
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 1-17-8O THROUGH 1-18-80):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .3679 .3892 1.O354 .2543 .9857
HWFE .2626 .O497 1.O586 1.1222 .9522
Percent Change, that Is ( 1 - Ratio ) x 10O % :
TEST
NUMBER
8O1464
801465
801466
801467
801468
801469
801470
801471
none
801472
801473
8O1474
801730
801731
801732
none
801733
8O1737
801979
801987
8O2070
802071
802072
802074
802081
802O79
MEAN
TEST
DATE
O2- 12-8O
02-12-80
02-14-8O
O2-14-8O
02-15-80
02-15-8O
O2-22-8O
O2-22-8O
O2-27-80
O2-27-8O
O2-28-80
O2-28-80
O2-29-80
O2-29-8O
O2-29-8O
O3-12-8O
03-13-80
03-27-80
O4-02-8O
O4-08-8O
O4-09-80
O4-10-8O
O4-1 1-80
O4-15-8O
O4- 16-80
(COUNT) :
ODOM
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 1-17-80 THROUGH 1O- 2-8O):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP
HWFE
Percent Change, that is (1
FTP
HWFE
TpeT TCCT npinu -rcf-r
1 C.J t
NUMBER
8O2089
8O2O9O
8O2O93
8O2094
8O2097
8O6296
MEAN
1 t. O 1
DATE
O9-24-80
O9-24-80
O9-25-80
O9-25-8O
10-02-8O
1O-O2-80
(COUNT) :
UUUI*I
(mi)
39746
39759
39796
3981 1
39865
39878
1 C. O 1
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP (3)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(3)
STANDARD DEVIATION:
8O6543
8O6548
8O6553
8O6552
807882
807883
807886
807889
807890
807892
807893
8O7894
MEAN
1O-23-80
1O-28-8O
O2-26-81
O3-04-81
O3-O6-81
03-O6-81
03-10-81
04-02-81
04-02-81
04-O8-81
O4-O8-81
O4-08-81
(COUNT) :
49977
4OO36
40664
40694
40746
40767
4O81 1
41126
41 136
41333
41344
41375
HWFE
HWFE
HWFE
HWFE
FTP
HWFE
FTP
FTP
HWFE
FTP
HWFE
HWFE
FTP (4)
STANDARD DEVIATION:
MEAN
(COUNT):
HWFE(8)
STANDARD DEVIATION:
.8640
.9866
- Ratio )
1 3 . 6%
1 . 3%
HC
.25559
.O86O6
.22429
.O8864
. 25O03
.O9525
.24330
.O1670
.08998
.OO474
.08398
.O7364
.06511
. 168O4
.24406
.08749
.3248O
.32198
. 112O3
.31474
. 1O152
.08552
.3014O
.03846
.09717
.O3218
1 .0376
1 . 25O2
x 100 % :
-3.8%
-25. O%
EMISSIONS
CO
.9O96
.47O4
.7732
.O462
.914O
.5O36
.8656
.0801
.3401
.255O
.5677
.541 1
.6033
.6341
1 .0734
.5623
1 . 1537
1 .0848
.6043
1 . 08 1 3
.5807
.5960
1 .O983
.0372
.5862
.O292
.9538
1 . OO76
4 . 6%
-0 . 8%
(g/m1 )
NOx
2. O1 1 1
1 .6364
1 .9025
1 .6855
1 .8984
1 .6569
1 .9373
.0639
1 .6596
.0247
1 .7954
1 .7617
1 . 8042
2.0497
2.O956
1 . 9O2 1
2.O441
2.0639
1 .8766
2. 1354
1 .8996
1 . 9O4O
2.0848
.0399
1.8742
.09O1
.3581
.3615
64. 1%
63 . 8%
TP
.466
.297
.440
.305
.437
.310
.448
.016
.304
.OO7
. 172
. 2O4
.327
.335
.545
.336
1 .419*
.533
.339
.569
.366
.327
.766
.435
.301
.071
1 .O397
.9876
-4.O%
1 . 2%
F c
r.C.
(mpg)
22.7109
3O.4779
23.9571
30.5381
23.8279
31 .41O6
23.4852
30.8034
28.6632
3O.7475
29.5797
27 . 40O2
21 .6846
27.7262
21 .7132
22.3383
28.2538
22.O491
28.O258
27.8745
21 .9428
28.4973
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
>
I
Testing terminated due to insufficient
trapping efficiency.
-------
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
TRAP RELATIVE TO
WITH TRAP
FTP
HWFE
Percent Change, that Is ( 1
TEST TEST ODOM
NUMBER DATE (mi)
8O7898 04-15-81 41455
807899 04-15-81 41475
8O8687 04-16-81 41494
8O8688 04-16-81 41504
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
8O869O 04-17-81 41544
808691 04-17-81 41552
8O8740 04-21-81 41606
8O8739 04-22-81 41625
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
FTP
HWFE
TEST
CYCLE
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
FTP
HWFE
HWFE
FTP
FTP (2)
HWFE(2)
TO TEST
1 . 1395
1 .02 17
- Ratio
-14.0%
-2.2%
TEST DATA WITH DUMMY
DATA WITH
1 . 1602
1 .3261
) x 100 %
-16.0%
-32.6%
DUMMY TRAP
1 .048O
1 .07 14
-4.8%
-7 . 1%
TRAP (FROM
1 .4938
.898O
-49.4%
10.2%
EMISSIONS (g/mi )
HC
. 3 1 28O
. 10621
.27976
.09940
.29628
.02336
. 1O280
.00482
. 1 1478
.01287
.O3256
.084OO
.O9939
.02 176
.O2272
.01392
TRAP RELATIVE TO
WITH TRAP
FTP
HWFE
Percent Change, that is ( 1
FTP
HWFE
TO TEST
.3824
.2O62
- Ratio
61.8%
79 . 4%
CO
1 .0573
.596O
1 . O79 1
.5941
1 .0682
.O154
.595O
.0013
. 1102
.0000
.OOOO
. 1 153
. 1 127
.0036
.OOOO
.0000
NOx
2.O670
1 .8977
2.O674
1 .87O2
2.O672
.0003
1 .884O
.O194
2.0743
1 .8433
1 .8616
2 . 0505
2.O624
.0168
1 .8524
.0129
TEST DATA WITH DUMMY
DATA WITH
. 1 ISO
.OOOO
) x 10O %
88 . 5%
1OO.O%
DUMMY TRAP
1 .OO1O
1 .0377
-0. 1%
-3.8%
TP
.648
.388
.571
.377
.610
.054
.382
.008
.278
1 .071
1 . 16O
.352
.315
.052
1 . 1 16
.063
TRAP (FROM
.5912
2.9715
40 . 9%
-197. 1%
9-24-8Q THROUGH 4-16-81):
.9569
.9596
4 . 3%
4 . 0%
F.E.
(mpg) TRAP TYPE/COMMENTS
21.9558 Dummy Trap
28.2563 Dummy Trap
22.3448 Dummy Trap
28.1O22 Dummy Trap
22. 1484
28.1793
22.1526 Corning EX-47 12" w UOP Coating
28.3532 Corning EX-47 12" w UOP Coating
27.8O63 Corning EX-47 12" w UOP Coating
22.45O2 Corning EX-47 12" w UOP Coating
22.3OO5
28.0773
Testing suspended due to question of
whether vehicle is stable.
4-15-81 THROUGH 8- 6-81):
.9879
.9888
1 . 2%
1 . 1%
h-'
K)
-------
EMISSIONS (g/m1)
1 C3 1
NUMBER
8O8744
808745
8O8747
808748
80875O
808751
809O67
809O68
809O7 1
809072
809075
809O76
i tb I
DATE
O4-28-81
04-28-81
O4-29-81
O4-29-81
05-05-81
O5-O5-81
O7-29-81
O7-29-81
08-05-81
O8-05-81
O8-O6-81
O8-06-81
UUUM
(mi)
41687
41701
41728
41738
41787
418O7
41834
41855
41911
41932
41960
41981
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
1 til
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STANDARD DEVIATION:
81O4O1
81O4O2
81O404
8104O5
810407
81O779
810784
810785
810790
81O791
81O787
81O788
810789
811167
81 1 168
81 1 170
811271
81 1273
MEAN
O9-01-81
O9-O1-81
O9-O3-81
O9-O3-81
O9-O9-81
O9-15-81
09-24-81
O9-24-81
O9-30-81
1O-O1-81
1O-O9-81
1O-15-81
1O-15-81
1O-2O-81
1O-2O-81
1O-21-81
1O-27-81
1O-29-81
(COUNT) :
42036
42O65
421O4
421 16
42159
422O5
42327
42342
42381
42396
47458
'2465
•'2481
42532
42542
42619
427O8
428O2
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
HWFE
FTP
FTP (8)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE (8)
STANDARD DEVIATION:
HC
.289O5
. 1 1968
.29O25
. 1 1401
.293O2
. 11826
.O5667*
. 1 1O59
.27450
. 1O274
.28308
. 11055
.24776(6)
.O9385
. 1 1264(6)
.00616
. 1 1O23
.O2442
. 14O42
.O19O7
. 10008
.O0762
. 03000
.OO556
.O7481
.O1446
STATE
.O9844
.O1617
.O677O
.01 197
STATE
.02329
. 1O971
.09142
.03343
.O1532
.OO684
CO
.9238
.5436
.8899
.5233
.9507
.5695
.9867
.56 1O
.9714
.5844
.9826
.5812
NOx
2 . 1493
1 .7758
2.O74O
1 .7676
2.O585
1 .7760
2. 1268
1.8147
1 .9552
1 .6642
1 .9848
1 .7147
.9508(6) 2.0581(6)
.O378 .O765
.5605(6) 1.7522(6)
.O235
.3O76
.0507
.2757
.O361
.2434
.02 19
. 1864
.O147
. 1948
.O215
.O537
2.O138
1 . 83OO
1 .9635
1 .691 1
1 .9717
1 .7136
1 .9685
1 .7196
2.0132
1 .7616
TP
.492
.391
.491
.358
.527
.357
N/R
N/R
.489
.372
.511
.388
r . c .
(mpg)
22.5O37
28.4965
22.4566
28.3420
22.7O17
28. 1OO5
22.2888
27.949O
23. 1682
29.0654
23.2185
28.8986
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
.502(5) 22.7175(6)
.016
.373(5) 28.4698(6)
.016
.245
.453
.332
.566
.259
.436
. 197
.631
.274
.631
23.3O4O
29.4O85
22.33O5
28. 1 124
23.31 12
28.6712
22.7543
28.3533
22.4454
27.96O8
Cornl ng
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP.
w UOP
w UOP
w UOP
Coat Ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
Coat ing
REGENERATION
.3476
. 1O17
.2O73
.O145
1 .9O16
1 .7686
2.O266
1 .8364
.282
.633
.249
.804
23.2494
28.4189
22.3962
27.8O95
Corning
Corning
Corning
Corning
EX-47
EX-47
EX-47
EX-47
12"
12"
12"
12"
w UOP
w UOP
w UOP
w UOP
Coat ing
Coat ing
Coat ing
Coat ing
REGENERATION
.0291
.3579
.2651
.O679
.0363
.0290
1 .6961
1 .9589
1 .9772
.O4O4
1 .7521
.0572
.645
.493
.291
.090
.600
. 1 17
28.5858
23.4O7O
22.8917
28.4075
Corning
Corning
EX-47
EX-47
12"
12"
w UOP
w UOP
Coat ing
Coat ing
I
M
OJ
Testing terminated due to radial crack
2/3 way down trap.
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 4-28-81 THROUGH 11-17-81):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
1.0005
.9949
-0. 1%
0. 5%
FTP
HWFE
Percent Change, that is ( 1
FTP
HWFE
TEST
NUMBER
81 1274
81 1275
81 1277
81 1278
811280
81 1281
MEAN
T C C T
I t bT
DATE
1 1-10-81
1 1-10-81
1 1-12-81
1 1-12-81
1 1-17-81
1 1-17-81
(COUNT) :
nnnM
UUUM
(mi)
42839
42849
42888
42899
42937
42948
T C C T
1 hb i
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP (3)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(3)
STANDARD DEVIATION:
81 1G17
81 1618
81 162O
81 1621
811623
811624
81 1626
81 1762
81 1764
811765
81 1766
811768
81 1815
81 1816
811817
811818
81 182O
811821
81 1823
81 1824
none
MEAN
1 1-25-81
1 1-25-81
12-01-81
12-01-81
12-O2-81
12-02-81
12-O9-81
12-09-81
12-O9-81
12-10-81
12-10-81
12-11-81
12-11-81
12-16-81
12-17-81
12-17-81
12-22-81
12-22-81
12-23-81
01-06-82
01-2O-82
(COUNT):
42989
43OO4
43045
43O59
43091
431O7
432O2
43215
43264
43281
43294
43335
43338
43374
43397
4341O
43494
435O7
43547
4359O
43819
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
STEADY
STEADY
FTP (8)
STANDARD DEVIATION:
MEAN
(COUNT):
HWFE (8)
STANDARD DEVIATION:
.3642
. 1436
- Ratio )
63 . 6%
85.6%
HC
.24975
.09128
.25987
.09170
.26283
. 1O1 15
.25748
. 00686
.09471
.00558
.22543
.07731
.21110
.05556
. 17174
.04629
. 1488O
.04778
STATE
. 12539
.03666
.09947
.03259
STATE
. 1O9O5
.03871
. 18491
.O412O
STATE
STATE
STATE
. 15949
.04665
.047O1
.O1419
.2822
.O657
x 100 % :
72.8%
93 . 4%
EMISSIONS
CO
.9307
.531 1
.8883
.5327
.93O3
.5492
.9164
.0244
.5377
.01OO
.9172
.5150
.8418
.4925
.9006
.4547
.87O5
.4684
.8514
.4561
.8498
.44O2
.8667
.4445
.9166
.4349
.8768
.O305
.4633
.O277
.97O2
.9978
3 . 0%
0 . 2%
.5948
1 .6655
40 . 5%
-66.6%
(g/mi)
1
1
2
1
2
1
1
1
2
1
1
1
1
1
2
1
2
1
1
1
1
1
2
1
1
1
NOx
. 958O
. 71O9
.0316
.8162
.0039
. 763O
.9978
.0372
.7634
.0527
.0467
.8273
.8357
.7OO6
.9080
.6543
.OO84
.8342
.0077
.7915
.9680
.7176
.9643
.7493
.O677
.8752
.9758
.O756
.7688
.O759
TP
.502
.346
.448
.341
.455
.329
.468
.029
.339
.009
.065
.055
.069
.051
.076
.053
.062
.061
.049
.034
.055
.036
.058
.024
.065
.037
.062
.008
.044
.013
F ,E.
(mpg)
23.3885
28.7469
22.9682
28.5051
23.2794
28.9O54
23.2105
28.7183
23.5563
28.9159
24.8297
29.O897
24.8923
31.9260
22.1381
27.7469
22.9416
28.2124
22.9977
28.8552
23.0468
28.9350
22.O332
27.3792
23.2612
28.8284
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
NGK HZ
NGK HZ
NGK #2
NGK *2
NGK H2
NGK #2
NGK #2
NGK #2
REGENERATION
NGK #2
NGK #2
NGK #2
NGK #2
REGENERATION
NGK #2
NGK #2
NGK HZ
NGK HZ
UNSUCCESSFUL REGENERATION
REGENERATION
REGENERATION
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 11
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .6194 .9568 .9890 .1325
HWFE .4964 .8616 1 . OO3 1 .1298
Percent Change, that is ( 1 - Ratio ) x 10O % :
FTP 38.1% 4.3% 1.1% 86.8%
HWFE SO. 4% 13.8% -0.3% 87. O%
EMISSIONS (g/mi)
NUMBER
811825
81 1826
81 1827
81 1829
812695
812764
MEAN
1 C O 1
DATE
03-16-82
O3-17-82
O3-17-82
O3-18-82
O3-24-82
O3-25-82
(COUNT) :
uuum
(mi )
44284
44296
44307
44348
44393
44412
1 C 3 1
CYCLE
FTP
FTP
HWFE
HWFE
FTP
HWFE
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(3)
STANDARD DEVIATION:
812765
812766
812768
812769
812771
812774
812775
812776
812777
812778
812779
812781
812782
812783
812784
812785
812787
812788
812786
MEAN
O4-O1-82
O4-O1-82
04-02-82
O4-O6-82
O4-09-82
O4-09-82
O4-13-82
04-14-82
O4-14-82
O4-16-82
04-16-82
O4-23-82
04-23-82
04-27-82
04-29-82
O5-O5-82
05-18-82
O5-18-82
OS- 19-82
(COUNT) :
44439
44451
'44481
44450
44570
44610
4464O
44652
44665
44692
447O4
44750
44763
44793
448O5
44847
44868
44888
44918
FTP
HWFE
FTP
HWFE
HWFE
HWFE
FTP
FTP
STEADY
FTP
HWFE
FTP
HWFE
FTP
STEADY
FTP
HWFE
HWFE
FTP
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
HC
N/R
.25595
. 08 1 4 1
.09 147
.32393
.O9235
.28994(2)
.O48O7
.O8841
.OO608
.24544
. 1 1342
.23327
.O9853
.OS 157
.O7713
. 14617
. 15167
STATE
. 1O3O8
.05233
. 1636O
.O5461
. 176O8
STATE
. 13319
N/R
N/R
N/R
. 16906(8)
.04855
.07960(6)
.024OO
CO
N/R
.9147
.5393
.5484
.9830
.5824
.9489(2)
.0483
.5567
.0227
.9906
.57O1
1 .O209
.5468
.5223
.5242
.9907
.9483
NOx
N/R
2.0067
1 .8910
1 .7301
1 .9280
1 .8366
1 .9673(2)
.O556
1 .8192
.0818
.9414
.7424
.9688
.7622
.8O90
.7920
1 .953O
2.OO35
TP
.443
.452
.303
.308
.463
.302
.453(3)
.O1O
.304
.003
. 100
.055
.068
.051
.047
.053
.043
.077
-1O-81 THROUGH 11-17-81):
1 .O022
1 .OO38
-0 . 2%
-0 . 4%
Fr
. C .
(mpg) TRAP TYPE/COMMENTS
22
26
28
22
28
22
28
23
28
22
28
28
28
22
22
N/R Dummy --
. 6O96 Dummy
. 995 1 Dummy
.5833 Dummy
. 950O Dummy
.6592 Dummy
.7785(2)
.O576
.0664 Corning
.9818 Corning
.6O5O Corning
.3429 Corning
.4294 Corning
. 5O99 Corning
.7221 Corning
.4738 Corning
VOID
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)<
non-catalyzed (#2)
REGENERATION
.9558
.5423
.9950
.5529
.9851
1 .9400
1 .7165
2.0440
1 .8387
2. 1045
.049
.027
.078
.044
.082
23
29
21
27
21
. 1980 Corning
.4204 Corning
.6097 Corning
.5848 Corning
.5173 Corning
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
REGENERATION
.9998
.5559
.5658
1 .OO31
.9877(9)
.0223
.5475(8)
.0175
1 . 99O7
1 .9016
1 . 8508
2. 1044
2.0056(9)
.O650
1 .8016(8)
.0612
.092
.038
.036
.085
.075(9)
.019
.044(8)
.010
22
27
27
22
22
28
.4727 Corning
.5975 Corning
.6713 Corning
.3793 Corning
.4361(9)
.3O3O(8)
EX-47 12"
EX-47 12"
EX-47 12"
EX-47 12"
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
non-catalyzed (#2)
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 3-16-82 THROUGH 3-28-82):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
t- •• FTP .5831 1.O4O9 1.0195 .1656 .985O '•
HWFE .9O44 .9835 .99O3 .1447 1.OO87
Percent Change, that 1s ( 1 - Ratio ) x 1OO % :
TEST
NUMBER
813605
8 1 3606
813607
8 1 36O9
81361 1
813612
813613
813614
813616
813617
813619
813620
814756
814757
814759
814760
814762
814763
814766
814748
814749
81475O
814751
814752
814754
MEAN
T C C T
1 b 5 I
DATE
05-26-82
05-27-82
05-27-82
O5-28-82
O6-17-82
O6-22-82
06-23-82
O6-25-82
06-30-82
06-30-82
O7-15-82
O7-15-82
O7-2O-82
07-20-82
07-22-82
07-23-82
07-29-82
O7-29-82
07-3O-82
O8-O3-82
08-04-82
08-12-82
08-18-82
O8-18-82
O8-19-82
( COUNT ) :
rinnu
UUUM
(ml)
44974
44960
44993
45044
45149
45206
452O7
45221
45293
45265
45356
45369
45409
45423
45459
45486
45521
45533
45596
45628
45641
45686
45716
45728
45757
FTP
HWFE
T C CT
I t b 1
CYCLE
FTP
FTP
HWFE
HWFE
STEADY
STEADY
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
STEADY
FTP
HWFE
HWFE
FTP
STEADY
HWFE
FTP
HWFE
FTP
4 1 . 7%
1O.O%
HC
.21294
.22723
.08587
.O9267
STATE
STATE
. 18993
.O7634
.22686
.O8536
. 2096 1
.08319
. 19342
. O6886
. 18897
STATE
N/R
.O7339
. O7O07
.35417
STATE
.08014
. 18781
.07868
. 17521
FTP (1O) .21661
STANDARD DEVIATION:
MEAN
(COUNT) :
.05 138
HWFE(10) .07946
STANDARD DEVIATION:
.OO755
-4.1%
1 . 7%
EMISSIONS
CO
1 .O161
1 .0189
.5615
.56O9
1 .0188
.5545
1 .0328
.5642
1 .O225
.56O4
1 .01 12
.5467
1 .O174
N/R
.5267
.54O9
.9787
.5633
1 .01 36
.5242
.9O99
1 . 0040
.0359
.5503
.0151
1 . 9%
1 . 0%
83.4%
85 . 5%
(g/tni )
1
1
1
1
2
1
2
1
1
1
2
1
2
1
2
2
1
NOx
.9456
9285
686O
7153
0056
7353
O396
7357
9872
7504
1 177
8157
0384
N/R
7822
8228
9937
6872
9853
7127
O31 1
OO73
O536
7443
0487
TP
.498
. 376
. 143
. 143
.265
. 1 18
.220
. 1 12
.219
. 131
.253
. 126
.298
N/R
.213
. 188
.280
. 192
.333
.233
.307
.305
.083
. 16O
.043
1 . 5%
-0.9%
F .E.
(rapg)
23.2803
23.3313
29.324O
29.2381
22.6118
29.2432
22.0184
28.9O75
22. 1656
28. 1882
22.2173
28.8321
22. 1688
N/R
27.9623
27.7329
22.341 1
29.241 1
22.9184
29.8469
23.O324
TRAP TYPE/COMMENTS
NGK #3
NGK #3
NGK #3
NGK If 3
REGENERATION
REGENERATION
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK H 3
REGENERATION
NGK #3 -- VOID
NGK #3
NGK #3
NGK #3
REGENERATION
NGK #3
NGK #3
NGK 03
NGK #3
22.5989
28.8367
I
M
CTi
Testing terminated due to trap damage.
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 3-
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .7471 1.O581 1 . O203 .6733
HWFE .8988 .9885 .9588 .5263
Percent Change, that is ( 1 - Ratio ) x 1OO % :
FTP 25.3% -5.8% -2.O% 32.7%
HWFE 10.1% 1.1% 4.1% 47.4%
EMISSIONS (g/ml)
TEST TCCT r»r\nu TC c T
NUMBER
814755
814768
81477O
814771
814773
814775
814776
814777
816085
816068
816069
816O71
816O72
816073
816O75
816O76
816078
816079
816O8O
816O82
816083
816494
816496
816497
816498
81650O
816502
816503
MEAN
! C 3 1
DATE
O9-O2-82
09-02-82
O9-14-82
O9-14-82
09-15-82
O9-21-82
09-21-82
O9-22-82
O9-22-82
O9-23-82
O9-23-82
09-28-82
O9-29-82
O9-29-82
O9-30-82
O9-3O-82
1O-O7-82
10-13-82
10-13-82
10-14-82
1O-14-82
10-19-82
1O-21-82
1O-22-82
10-26-82
10-27-82
1O-28-82
1O-28-82
(COUNT) :
uuurn
(ml)
45778
45790
45888
45900
45955
46O21
46064
46O64
46O76
46105
461 17
46147
46177
46189
46218
4623O
• ;6253
46287
46299
46331
46343
46391
46435
46435
48447
46488
46508
46529
1 C O 1
CYCLE
FTP
HWFE
FTP
HWFE
HWFE
FTP
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
HWFE
FTP
FTP
STEADY
HWFE
FTP
HWFE
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
HC
.21694
.09336
.20838
.08314
N/R
N/R
STATE
. 12991
.O5629
. 15518
.O6536
STATE
. 14123
.05419
N/R
N/R
STATE
N/R
N/R
N/R
N/R
N/R
N/R
N/R
STATE
N/R
N/R
N/R
. 17033(5)
.03979
.07047(5)
.O1715
CO
.9231
.5017
.9349
.536O
.52O9
.9453
NOx
.816O
.5822
.8763
.6671
.6829
.9068
TP
.073
. 133
.099
. 161
.053
.052
-16-82 THROUGH
.9921
1 .O278
0 . 8%
-2.8%
Fc
. c. .
(mpg)
24
31
23
29
29
22
1725
0285
5577
4981
9571
9887
3-28-82) :
TRAP TYPE/COMMENTS
NGK
NGK
NGK
NGK
NGK
NGK
#4
#4
#4
#4
04
04
REGENERATION
.9072
.5278
.9395
.55O9
.8836
.6328
.8783
.6385
.035
.021
.030
.027
23
29
23
29
3038
8526
4579
6729
NGK
NGK
NGK
NGK
#4
#4
#4
#4
REGENERATION
.94O2
.5394
.9645
.5233
1 . 8690
1 .5715
1 .9160
1 .6513
.039
.028
.039
.030
23
30
23
29
7337
4773
1450
2564
NGK
NGK
NGK
NGK
#4
#4
#4
#4
REGENERATION
.9976
.5265
.9564
.5301
.5519
.9016
.9010
1 .8961
1 .6788
1 .8823
1 .6187
1 .7464
2. 1O80
1 .953O
.037
.033
.035
.028
.056
.048
.041
23
29
23
29
29
22
22
4O52
4244
1662
5801
0857
7363
7379
NGK
NGK
NGK
NGK
NGK
NGK
NGK
#4
#4
04
#4
#4
#4
04
REGENERATION
.5097
.9346
.50O1
.9372( 12)
.0278
.5265( 12)
.O169
1 .6772
1 .9292
1 .6863
1 .9O95( 12)
.7121
1 .6528( 12)
.O483
.026
.046
.028
.048( 12)
.020
.052( 12)
.046
29
23
29
23
29
7721
O389
1771
2802 (
7221(
NGK
NGK
NGK
12)
12)
04
04
04
>
I
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 1-O4-83 THROUGH 1-O6-83):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .8386 .9674 .9835 .1151 .9849
HW.FE .8O4O .9863 .9917 .163O .993O
Percent Change, that 1s ( 1 - Ratio ) x 1OO % :
TEST
NUMBER
816505
816506
8165O8
816509
816511
816512
816513
816514
817145
817146
8 1 7 1 .1 6
817117
817118
817119
81712O
817121
817122
817123
817124
817125
MEAN
T C C T
T E5 1
DATE
1 1-O2-82
1 1-02-82
1 1-10-82
11-10-82
1 1-17-82
1 1-17-82
1 1-23-82
1 1-23-82
1 1-24-82
1 1-24-82
12-01-82
12-02-82
12-02-82
12-03-82
12-03-82
12-08-82
12-22-82
12-22-82
12-29-82
12-29-82
(COUNT) :
nnnu
UUOM
(mi)
46569
46581
46619
46631
46668
4668O
46737
46749
46828
48806
46865
46902
46916
46944
46956
46989
47O58
47O7O
471O9
47121
FTP
HWFE
T C C T
F CD 1
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
HWFE
FTP
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
STANDARD DEVIATION:
MEAN
,( COUNT ) :
HWFE
STANDARD DEVIATION:
16. 1%
19.6%
3.3%
1 . 4%
1.6% 88.5%
0 . 8% 83 . 7%
EMISSIONS (g/m1)
HC
N/R
N/R
.23030
.O9727
N/R
N/R
N/R
.05125
.O5621
. 14O83
STATE
.20O01
.O5653
. 10731
.04712
STATE
. 1 1205
.05 199
. 1 1647
.O463O
. 15116(6)
.05179
.05810(7)
..Q1772
CO
.9047
.6036
1 .0056
.5650
N/R
N/R
1 .O144
.5625
.5484
,976O
NOx
1 .8225
1 .6156
1 .8693
1 .6490
N/R
N/R
1 .9822
1 .7338
1 . 7803
2.0O25
TP
.064
.052
.071
.043
N/R
N/R
.064
.044
.046
.029
1 . 5%
0 . 7%
Fr
. t .
(mpg)
24.8396
30.6431
23.9351
30.2799
N/R
N/R
22.6215
28.7533
28.0410
22.3745
TRAP
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
TYPE/COMMENTS
#4-2
#4-2
#4-2
#4-2
#4-2 -- VOID
#4-2 -- VOID
#4-2
#4-2
#4-2
#4-2
REGENERATION
.9783
.5404
.9831
,5307
1 . 9903
1 .7386
1 .9792
1 .7286
.051
.030
.035
.022
22.7145
29.2505
22.628O
28.5166
NGK
NGK
NGK
NGK
#4-2
#4-2
#4-2
#4-2
REGENERATION
.9286
.5196
1 .OO7O
.5250
.9747(8)
.0391
.5494(8)
.0274
1 .9705
1 .7742
2.O281
1 .7829
1 .9556(8)
.0710
1 .7254(8)
.0619
.056
.040
. 1 19
.059
. 06 1 ( 8 )
.028
.042(8)
.012
22.4815
28 . 1229
21 .9891
27.8163
22.9153(8)
28.8951(8)
NGK
NGK
NGK
NGK
#4-2
#4-2
#4-2
#4-2
M
00
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 1-04-83 THROUGH 1-06-83):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .7442
HWFE .6628
Percent Change, that Is ( 1 - Ratio )
FTP 25.6%
HWFE 33.7%
TEST
NUMBER
817127
817128
817129
8 1 7 1 3O
TEST
DATE
O1-04-83
O1-O4-83
O1-06-83
O1-O6-83
ODOM
(ml)
47161
47171
47197
47207
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
TEST
CYCLE
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
HC
. 19895
.O9034
.2O729
.08496
.20312
.O059O
.08765
.00380
1 .O061
1 .0292
x 1OO % :
-0 . 6%
-2.9%
EMISSIONS
CO
.9984
.5452
.9392
.5225
.9688
.04 19
.5338
.O161
1 .OO73
1 .0352
-0 . 7%
-3.5%
(g/tn1 )
NOx
1 .9644
1 .6875
1 .9187
1 .6459
1 .9415
.0323
1 .6667
.O294
. 1463
. 1316
85 . 4%
86 . 8%
TP
.434
.340
.400
.298
.417
.024
.319
.030
.9694
.9654
3. 1%
3 . 5%
F.E.
(mpg)
23
29
23.
3O
23
29
.4454
. 84O8
.8333
.O215
.6379
.9312
TRAP TYPE/COMMENTS
Basel ine
Basel Ine
Basel Ine
Basel ine
-------
This Page Intentionally Blank
-------
A-20
Appendix A-2
Emissions Test Data on Peugeot 504 Diesel
-------
VEHICLE I.D. 5O4ACO-270O783 (1978 PEUGEOT 5O4 )
EMISSIONS (g/mi)
1 tb 1
NUMBER
799861
799862
799867
799868
799869
79987O
799871
799872
799873
MEAN
1 CS 1
DATE
O9- 12-79
09-12-79
10-26-79
1O-26-79
10-3O-79
10-31-79
1O-31-79
1 1-O1-79
1 1-01-79
(COUNT) :
uuum
(mi)
7375
7397
75O1
7521
7541
7552
7572
7586
7606
1 C i 1
CYCLE
FTP
HWFE
FTP
HWFE
FTP
FTP
HWFE
FTP
HWFE
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(4)
STANDARD DEVIATION:
HC
.6881O
.28700
.62320
.23670
.93810
.782OO
.2817O
.8217O
.2860O
.77062(5)
. 12179
.27285
.02421
CO
1 .5910
.626O
1 .398O
.586O
1 .5680
1 .5280
.677O
1 .716O
.659O
1 .5602(5)
. 1147
.637O
.0400
NOx
1 . 1912
1 .O38O
1 . 1561
1 .O260
1 . 1371
1 .OO46
.7OO4
1 . 1748
1 . 1120
1 . 1328(5)
.O744
.9691
. 1831
TP
.369
.233
.309
.202
N/R
.254
.209
.318
.210
.312(4)
.047
.214
,O13
F .E .
(mpg)
TRAP TYPE/COMMENTS
26. 11 17
33.2192
24.6886
33.8399
26.9561
32.4244*
33.4744
27.9346
33.9642
Baseline
Baseli ne
BaselIne
Baselfne
BaselIne
Baseline
Basel1ne
Baseline
Baseline
27.3913(5)Fuel Economy mean is harmonic;
all other means are arithmetic.
33.6214
8OO50O
800501
8OO503
80O504
8OO506
800507
1-20-79
1-20-79
1-21-79
1-21-79
1-28-79
1-28-79
800512 12-11-79
8O0513 12-11-79
8OO514 12-12-79
80O515 12-12-79
MEAN (COUNT):
7854
7874
7917
7928
7987
7998
85OO
8522
8559
857O
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
STANDARD DEVIATION:
MEAN (COUNT):
HWFE
STANDARD DEVIATION:
.O799O
N/R
N/R
N/R
N/R
N/R
.08960
N/R
.O3260
.0660O
.06737(3)
.O3O50
.06600( 1)
N/A
.O65O
.OOOO
. 108O
- .O040
.0960
.0000
.066O
.OOOO
.0680
.OOOO
.0806(5)
.0200
.0000(5)
.0000
1 .O354
.9663
N/R
N/R
1 . 1 138
.9775
1 .O794
.98OO
1 . 1 145
.9360
.095
.265
. 153
.943
.096
.703
.654
1 .281
.541
1 . 144
1.0858(4) .308(5)
.O374 .268
.9650(4) .867(5)
.O202 .401
26.6096
33.9158
26.OO20
32.8218
26.1377
34.3741
25.7327
32.5947
25.942O
33.3404
26.0817(5)
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Matthey JM-4 H\
Matthey JM-4 tt1
Matthey JM-4 H\
Matthey JM-4 #1
Matthey JM-4 H\
Matthey JM-4 #1
Matthey JM-4 #1
Matthey JM-4 #1
Matthey JM-4 #1
Matthey JM-4 #1
I
NO
33.3968(5)
Testing terminated after 6OO miles due
to higher TP emissions (on FTP, LA-4,
& HWFE) than baseline, also high EGBP.
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA FROM BASELINE TESTING (9-12-79 THROUGH 3-13-79):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .O874 .O528 .9683 .9716 .95OO
HWFE .2419 .OOOO .9822 4.O7O4 1.OO24
Percent Change, that is ( 1 - Ratio ) x too % :
FTP 91.3% 94.7% 3.2% 2.8% 5.O%
HWFE 75.8% 1OO.O% 1.8% -3O7.0% -O.2%
-------
EMISSIONS (g/ml)
1 C3 1
NUMBER
8O05 1 7
80O518
8O053O
1 Ci 1
DATE
O2-29-8O
O3-12-80
03-13-80
UUUM
(mi)
8368
8378
8687
MEAN (COUNT):
STANDARD DEVIATION:
1 Cb 1
CYCLE
FTP
FTP
HWFE
FTP (2)
HC
N/R
N/R
N/R
N/A
N/A
CO
1 .341O
1 .5440
. 688O
1 .4425
. 1435
NOx
1 .O895
1 .O967
1 .O36O
1 .O931
.OO51
TP
.336
.318
.209
.327
.013
MEAN (COUNT):
HWFE(1) N/A
.6880
1 .0360
.209
F.E.
(mpg)
27.9779
27.2677
32.1563
27.6182
32.1563
TRAP TYPE/COMMENTS
Baseline
Baseline
Baseline
8O053 1
800532
8OO533
80O534
8OO524
800525
800526
8O0527
8O0528
8O0529
80O521
8O05 1 6
800535
8O0537
MEAN
O3-27-80
O3-27-8O
O3-28-8O
O3-28-8O
O4-O2-8O
O4-O2-80
O4-O9-80
04-O9-80
O4- 10-80
O4- 10-80
O4-17-8O
04-22-80
O5-22-8O
O5-22-80
(COUNT) :
STANDARD DEVIAT
8736
8749
8792
8806
8879
8897
8954
8979
9O35
9059
9246
9315
9351
9374
ION:
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
HWFE
FTP
FTP
HWFE
FTP
.O285O
N/R
.0518O
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
. 16O10
.09450
,O8O13(3)
.O7O23
.O56O
.012O
. 1220
.0020
. 175O
.O12O
. 175O
.0160
. 1910
.O160
.OO6O
.2010
. 122O
.OOOO
. 1489(7)
.0515
1 . 1O99
.979O
.9714
.897O
1 . 06 1 7
.9300
.9846
.9830
.9913
.948O
.8460
.9568
.9859
1 .O140
1 .0088(7)
.0556
. 186
.223
. 140
N/R
N/R
.764
.274
1 . 182
.290
.992
.816
. 137
. 178
1 .095
.201(6)
.066
MEAN (COUNT):
STANDARD DEVIATION:
HWFE
.09450(
N/A
.OO91(7)
.OO65
.9424(7)
.0572
.845(6)
.344
24
32
29
36
27
34
27
32
27
32
35
27
28
33
27
33
.8644
.6494
.7264
.3474*
.2441
.7736
.3931
.5472
.6889
. 373O
. 51O9
.9936
.3714
.8871
.5421(7)
.9501(7)
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
#2
#2
02
#2
#2
H2
#2
#2
H-i
H2
H2
#2
H2
#2
Similar to JM-4 #1 but with superior
flow characteristics.
* EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA FROM BASELINE TESTING (9-12-79 THROUGH 3-13-8O):
*
* RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
*
* FTP .104O .O975 .8995 .6413 1.OO31
*
* HWFE .3463 .O141 .9592 3.9671 1.0190
*
* Percent Change, that is ( 1 - Ratio ) x 1OO % :
+
* FTP 89.6% 90.2% 1O.O% 35.9% -0.3%
*•
* HWFE 65.4% 98.6% 4.1% -296.7% -1.9%
Questionable data
-------
1.OOO miles accumulated
EMISSIONS (g/mi)
1 tb 1
NUMBER
8O0519
800520
8O3659
8O366O
i ti i
DATE
O6-O3-80
O6-O3-BO
06-O4-8O
O6-O4-8O
(ml )
10428
10443
10499
1O519
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
CYCLE
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
HC
.6231O
. 13700
.2976O
.O56OO
.46035
.23016
. O965O
.05728
CO
.4OOO
.OOOO
.2890
.OOOO
.3445
.O785
.OOOO
.OOOO
NOx
.9879
.8440
.9756
.864O
.9818
.0087
.854O
.O141
TP
.457
1 .591
.436
1 .488
.446
.015
1 .540
.073
r . c .
(mpg)
22.7344
32.4518
26.6O88
31 .5449
24.5194
31 .9918
TRAP TYPE/COMMENTS
Johnson
Johnson
Johnson
Johnson
Mat they
Mat they
Mat they
Mat they
JM-4 HI
JM-4 f/2
JM-4 ff2
JM-4 #2
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA FROM BASELINE TESTING (9-12-79 THROUGH 3-13-8O):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .5974
HWFE .3537
Percent Change, that 1s ( 1 - Ratio )
FTP 4O.3%
HWFE 64.6%
803628 07-03-80
803629 07-09-80
803630 07-09-80
8O3631 07-15-80
8O3631+ 07-15-8O
10624
10654
10667
10717
10717
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
FTP
FTP
HWFE
HWFE
HWFE
FTP (2)
HWFE
.02340
.O4950
N/R
N/R
N/R
.O3645
.01846
N/A
N/A
.2257
.0000
x 100 % :
77 . 4%
100.0%
.04 90
.053O
- . O09O
.OOOO
.OOOO
.0510
.0028
.OOOOO)
.OOOO
.8755 1.4230
.8692 7.23OO
12.5% -42.3%
13.1% -623. O%
.73O1
.8671
.776O
.759O
. 8030
. 7986
.0969
.7793(3)
.0222
. 144
. 1 13
.286
.259
N/R
. 128
.022
.272(2)
.019
.8931
.96O2
10.7%
4 . 0%
27. 1309
27.8548
33.9384
33.4533
32.3531
27.4884
32.2347
Johnson Matthey JM-4 #2 w low sulfur fuel
Johnson Matthey JM-4 #2 w low sulfur fuel
Johnson Matthey JM-4 #2 w low sulfur fuel
Johnson Matthey JM-4 H2 w low sulfur fuel
Johnson Matthey JM-4 #2 w low sulfur fuel
EFFECT OF LOW SULFUR FUEL ON ABOVE TRAP COMPARED TO SAME TRAP TESTED WITH NO. 2 DIESEL FUEL (3-22-8O THROUGH 6-4-8O):
RATIO OF TEST DATA WITH LOW SULFUR FUEL TO TEST DATA WITH NO. 2 DIESEL FUEL:
FTP .157O .2652 .7964 .4885 .§981
HWFE N/A .OOOO .8445 .267O .9495
-------
A-24
Appendix A-3
Emissions Test Data on Toyota Crown Diesel
(Caution: Odometer values for this vehicle
are given in kilometers.)
-------
VEHICLE I.D. K-LS11O-SEMFSY (1981 TOYOTA CROWN SUPER DELUXE)
EMISSIONS (g/ml)
I tb I
NUMBER
810714
810715
810717
81O719
810720
810721
810725
81O726
MEAN
1 ts 1
DATE
09-O1-81
09-01-81
09-O2-81
09-03-81
09-1O-81
O9-10-81
09-15-81
09-15-81
( COUNT ) :
UUUM
(km)
1730
1737
1812
1864
1906
1943
2080
209O
1 C3 1
CYCLE
FTP
HWFE
HWFE
FTP
FTP
HWFE
FTP
HWFE
FTP (4)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(4)
STANDARD DEVIATION:
r . c .
HC
.38349
. 18551
.18121
.372O4
.36574
. 18465
.35640
. 17678
.36942
.01 137
. 182O4
.00397
CO
1 . 18O1
.5809
.5888
1 . 1 150
1 . 1998
.5944
1 . 1255
.5815
1 . 1551
.0413
.5864
.OO64
NOx
1 .3974
1 . 195O
1 .2716
1 .4581
1 .5903
1 .30 13
1 .4865
1 . 1317
1 .4831
.0806
1 .2249
.O766
TP
.309
. 195
.219
.316
.365
.238
.322
.211
.328
.025
.216
.018
(mpg)
25.
34.
34.
26.
24.
34.
26.
34.
25.
34.
.9541
5527
.6704
2304
.9378
.3181
.2327
.4391
.8278
4947
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Fuel Economy mean is harmonic;
all other means are arithmetic
810732
810935
81O936
81O938
810939
81094O
81O942
81O943
MEAN
09-24-81
10-O1-81
10-O1-81
1O-O6-81
1O-07-81
10-O7-81
10-08-81
10-O8-81
(COUNT) :
2360
2446
2456
2539
2564
2623
2653
2678
FTP
FTP
HWFE
FTP
FTP
HWFE
FTP
HWFE
FTP (5)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(3)
STANDARD DEVIATION:
.21746
.33636
. 14405
.33187
.31036
. 15118
.31753
. 15OO6
.3O272
.04881
. 14843
.00383
1 .O196
1 .0705
.5848
1 . 05 1 1
.9942
.5728
1 .0445
.5615
1 . O36O
.0296
.5730
.01 17
1 .5550
1 .4551
1 .2018
1 .5562
1 .5388
1 .2244
1 .5161
1 .21OO
1 .5242
.04 19
1.2121
.01 14
.268
.237
. 133
.215
. 184
. 128
.213
. 1 12
.223
.031
. 124
.011
27. 1 144
25.9754
33.8778
26.6589
26.4624
34.3343
26. 1 157
34.5698
26.4592
34.2583
ICI Saffi
ICI Saffi
ICI Saffi
ICI Saffi
ICI Saffi
ICI Saffi
ICI Saffi
ICI Saffi
fourth
fourth
fourth
fourth
fourth
fourth
fourth
f ou r t h
generat 1on
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
generat ion
I
to
(.71
Testing terminated due to insufficient
trapping efficiency.
* EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 9- 1-81 THROUGH 10-21-81):
*
* RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
*
* FTP .8259 .9175 1.0209
*
* HWFE .781O .9659
*
* Percent Change, that is ( 1 - Ratio ) x 1OO %
*
* FTP 17.4% 8.2%
*•
* HWFE 21.9% 3.4%
1.0021
-2.1%
-0. 2%
.7217
.5799
27.8%
42. 1%
1.O174
.9955
- 1 . 7%
0. 4%
-------
EMISSIONS (g/n>1)
1 t. 3 1
NUMBER
810945
81O946
811153
81 1 154
MEAN
1 C D 1
DATE
1O-2O-81
1O-21-81
1O-21-81
1O-21-81
(COUNT) :
uuum
(km)
2755
2777
2796
283O
1 C3 1
CYCLE
FTP
FTP
HWFE
HWFE
FTP (2)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(2)
STANDARD DEVIATION:
81 1 157
811158
81 1 159
81 1 161
81 1378
81 1379
81 138O
81 1381
81 1576
81 1577
81 1578
81 1642
81 1643
81 1645
81 1646
811648
81 1649
81 1788
81 1789
81179O
811792
81 1793
81 1797
81203O
81 1985
81 1986
81 1987
81 1988
81 199O
811991
1O-22-81
1O-27-81
1O-27-81
1O-28-81
1 1-1O-81
1 1-1O-81
1 1-12-81
1 1-12-81
1 1-18-81
1 1- 19-81
1 1- 19-81
1 1-25-81
1 1-25-81
12-O8-81
12-O8-81
12-10-81
12-1O-81
12-1 1-81
12-15-81
12-15-81
12-16-81
12-16-81
O1-O7-82
O1-O7-82
O1-O8-82
01-08-82
O1-12-82
01-12-82
01-13-82
01-13-82
2925
2961
2983
3069
3527
3553
36O2
3632
4053
4O73
4O98
4171
4195
46O7
4631
4686
47O8
4763
48O5
4827
488O
49O1
5458
5481
5572
5595
5639
5660
5725
5749
FTP
FTP
HWFE
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
STEADY
FTP
HWFE
FTP
HWFE
HC
.352O7
. 3694O
.20612
. 206O7
.36O74
.O1225
.2O61O
.OOO04
.38914
.34599
. 16529
. 15884
.27745
. 14245
.23063
. 12921
STATE
.32747
. 17030
.28351
. 15453
.35107
. 13262
.23480
. 13451
STATE
.34349
. 18716
.4O7O4
. 19454
.24459
. 14436
.27943
STATE
.3O177
. 17566
.36439
.20334
CO
1 .O536
1 . 1OO7
.6O76
.6O6O
1 .O772
.O333
.6O68
.0011
1 .O83O
1 .0565
.5658
.5687
1 .0549
.6550
1 .O664
.63O1
1 . 1277
.5838
.9312
.5837
1 .2275
.6370
1 .O190
.6937
.9934
.5992
1 .O452
.6579
1 .O765
.6738
1 .0366
1 .O773
.6343
1 . 1726
.62O6
NOx
1 .5053
1 .52O1
1 . 2OO2
1 . 1572
1 .5127
.0105
1 . 1787
.0304
1 . 5O09
1 .4432
1 . 1203
1 . 1407
.4741
. 1587
.4767
. 1743
. 3938
. 1 158
1 .5439
1 .2189
1 .51O8
1 .2412
1 .5403
1 . 2504
1 .4339
1 . 1533
1 .4860
1.2181
1 .4O82
1.1214
1 .42O7
1 .4173
1 . 1255
1 . 37O7
1 . 1OO7
TP
.281
.260
.233
. 186
.270
.015
.210
.033
.261
. 133
.086
.046
.063
.039
.048
.032
.099
.045
. 1O1
.049
.068
.039
.049
.029
. 154
.061
. 102
.059
N/R
N/R
.066
. 138
.059
.081
.056
F.E.
(mpg)
26.3O99
26.4376
33.9633
34.5397
26.3734
34.2489
26.3669
27.1526
35.1594
34.2159
26.2582
33.4195
26.1983
33.3197
26.7916
34.4417
26.3375
33.5389
25.2472
32.9925
25.3540
32.2517
27. 1613
35.3897
26.9243
34.1865
25.9273
34.0887
26.2588
26.6623
34.6649
26.1593
34.0763
TRAP TYPE/COMMENTS
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
NGK H\
NGK H^
NGK #1
NGK H\
NGK H\
NGK H\
NGK H\
NGK H\
REGENERATION
NGK #1
NGK H\
NGK H\
NGK H\
NGK tf\
NGK H\
NGK #1
NGK H\
REGENERATION
NGK H\
NGK #1
NGK tt\
NGK tt\
NGK H\
NGK H\
NGK #1
REGENERATION
NGK #1
NGK #1
NGK H\
NGK #1
I
M
CTl
MEAN (COUNT): FTP
STANDARD DEVIATION:
MEAN (COUNT): HWFE
STANDARD DEVIATION:
.31291(14)1.0691(14) 1.4638(14)
.O5679 .0728 .0525
.16099(13) .6234(13) 1.1646(12)
.02434 .04O9 .O514
.105(13) 26.331O(14)
.058
.050(13) 33.9593(13)
.016
* Questionable data
-------
EFFECTIVENESS OF ABOVE TRAP RELA
RATIO OF TEST DATA WITH TRAP
FTP
HWFE
Percent Change, that is ( 1
FTP
HWFE
TEST
NUMBER
81 1994
81 1996
81 1997
81 1999
81200O
TEST
DATE
O2-O9-82
O2-10-82
O2-1O-82
O2-1 1-82
O2-17-82
ODOM
(km)
5838
5886
5905
5961
5992
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
812OO1
8 1 2OO2
8120O3
812004
MEAN
03-O9-82
03-10-82
O3-1O-82
03-11-82
(COUNT) :
60O1
6073
61O7
6153
TEST
CYCLE
HWFE
FTP
HWFE
FTP
FTP
FTP (2)
HWFE(2)
STEADY
STEADY
STEADY
FTP
FTP (1)
TIVE TO TEST DATA WITH DUMMY TRA
TO TEST DATA WITH DUMMY TRAP:
.773O .9559 1.OO23
.7216 1.O237 1.O272
- Ratio ) X 1OO % :
22.7% 4.4% -0.2%
27.8% -2.4% -2.7%
HC
.23463
.47086
.24560
.42689
N/R
.44887
.O31O9
.24O1 1
.00776
STATE
STATE
STATE
.28155
.28155
EMISSIONS
CO
.6095
1 . 14O7
.6127
1 . 1788
N/R
1 . 1597
.O269
.6111
.OO23
1 . 1069
1 . 1069
(g/mi )
NOx
1 .O835
1 .4162
1 .0942
1 . 40O2
N/R
1 .4082
.01 13
1 .O888
.0076
1 .5521
1 .5521
P (FROM
.3737
.2421
62.6%
75 . 8%
TP
. 198
.297
.208
.288
N/R
.292
.006
.203
.007
.054
.054
10-20-81 THF
.9989
.9867
0. 1%
1 . 3%
F .E.
(mpg)
34.5289
26.O727
34.6424
26.6237
N/R
26. 3456
34 .5853
24.0200
24.O20O
JOUGH
TRAP
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
W.R.
2-1 1-82) :
TYPE/COMMENTS
-- VOID
-- REGENERATION
-- REGENERATION
-- REGENERATION
Grace U13U13U25U25U3OU30
I
fO
* EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 2-09-82 THROUGH 4-22-82):
*
* RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
#
* FTP .7O19 .9852 1.1O41 .1942 .8965
*
* Percent Change, that is ( 1 - Ratio ) x 10O % :
*
* FTP 29.8% 1.5% -10.4% 8O.6% 1,0.4%
-------
EMISSIONS (g/mi)
i c D i i t o i UUUM
NUMBER DATE (km)
812005 03-16-82 6224
812OO6 O3-17-82 6248
8120O7 03-23-82 6288
812009 03-23-82 6318
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
i ta i
CYCLE
FTP
FTP
HWFE
HWFE
FTP (2)
HWFE(2)
HC
.31000
.3O231
. 17945
. 181 18
. 3O6 1 5
.OO544
. 18O31
.OO122
TRAP RELATIVE TO
WITH TRAP
FTP
HWFE
Percent Change, that is ( 1
812O11 03-25-82 6391
812012 O3-26-82 6413
812O14 03-30-82 6485
812016 03-31-82 6540
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
* EFFECTIVENESS OF ABOVE
*
* RATIO OF TEST DATA
*
FTP
HWFE
FTP
HWFE
HWFE
FTP
FTP (2)
HWFE(2)
TO TEST
.7632
.809O
- Ratio
23 . 7%
19. 1%
.33875
.201 17
. 15674
.25866
.2987O
.O5663
. 17895
.O3142
TRAP RELATIVE TO
WITH TRAP TO TEST
FTP
* HWFE
*
* Percent Change , that is (1
*
* FTP
*
* HWFE
.7446
.8029
- Ratio
25.5%
19.7%
CO
1 . 1252
1 .O420
.6381
.6581
1 .0836
.0588
.6481
.O141
NOx
1 .4856
1 . 506 1
1 .2039
1 . 1535
1 .4958
.0145
1 . 1787
.0356
TEST DATA WITH DUMMY
DATA WITH
.9645
1 .O499
) x 1OO %
3 . 6%
-5.0%
1 . 1322
.7224
.7O60
1 .0796
1 . 1O59
.0372
.7142
.01 16
DUMMY TRAP
1 .0641
1 .0538
-6.4%
-5.4%
1 .5014
1 .2467
1 .2138
1 .5541
1 .5277
.O373
1 . 2302
.0233
TEST DATA WITH DUMMY
DATA WITH DUMMY TRAP
.9843
1 . 157O
) x 1OO %
1 . 6%
-15.7%
1 .0868
1 .0999
-8.7%
-10.0%
TP
. 146
. 143
.094
.090
. 144
.002
.092
.003
TRAP (FROM
.5180
.4682
48 . 2%
53 . 2%
. 123
.076
.067
.090
. 106
.023
.072
.006
TRAP (FROM
.3813
.3664
6 1 . 9%
63 . 4%
(mpg) TRAP TYPE/COMMENTS
25.7772 W.R. Grace U13U13 W 8"
25.8537 W.R. Grace U13U13 W 8"
32.9769 W.R. Grace U13U13 W 8"
33.2966 W.R. Grace U13U13 W 8"
25.8151
33. 1356
2-09-82 THROUGH 4-22-82):
.9635
.9537
3 . 7%
4 . 6%
25.7061 W.R. Grace U25U25 W 8"
31.9222 W.R. Grace U25U25 W 8"
32.6552 W.R. Grace U25U25 W 8"
24.7877 W.R. Grace U25U25 W 8"
25.2385
32.2841
2-09-82 THROUGH 4-22-82):
.942O
.9292
5 . 8%
7.1%
SPACER
SPACER
SPACER
SPACER
SPACER
SPACER
SPACER
SPACER
M
00
-------
EMISSIONS (g/mi)
NUMBER DATE (km)
812O17 O4-O6-82 66O2
MEAN (COUNT):
EFFECTIVENESS OF ABOVE
RATIO OF TEST DATA
1 C3 1
CYCLE
FTP
FTP (1)
HC
. 1OO83
. 1OO83
TRAP RELATIVE TO
WITH TRAP
FTP
Percent Change, that Is ( 1
812018 04-15-82 6651
812O19 O4-2O-82 6676
812020 04-22-82 6695
812O22 O4-22-82 6741
812O24 O4-22-82 6788
MEAN (COUNT):
STANDARD DEVIATION:
FTP
FTP
FTP
HWFE
HWFE
HWFE
FTP (2)
TO TEST
.2514
- Ratio
74 . 9%
.32712
.37975
.202 13
.21566
.21641
.35343
.O3722
CO
.4721
.4721
TEST DATA
DATA WITH
.42O2
) x 100 %
58 . 0%
1 . 1045
1 .0701
.5980
.6229
.6434
1 .0873
.0243
NOx
1 .4982
1 .4982
WITH DUMMY
DUMMY TRAP
1 .0658
-6.6%
1 . 4OO3
1 .4063
1 . 1 196
1 . 1544
1.1413
1 .4O33
.0042
TP
. 1OO
. 1OO
TRAP (FROM
.3597
64 . O%
.269
.259
. 173
N/R
.208
.264
.OO7
r . c .
(mpg) TRAP TYPE/COMMENTS
24.9371 W.R. Grace CA13CA13 W 8" SPACER
24 .9371
2-09-82 THROUGH 4-22-82):
.93O7
6 . 9%
27 . 1524 Dummy
27 . 3626 Dummy
34.8984 Dummy
34.6517 Dummy
35.OO56 Dummy
27.2569
I
to
MEAN (COUNT):
STANDARD DEVIATION:
HWFE
.21140(3) .6214(3) 1.1384(3) .190(2) 34.8517(3)
.OO8O4 .O027 .0176 .025
-------
EMISSIONS (g/mi)
1 t O I
NUMBER
812O25
812O26
813222
813219
81321O
81321 1
813214
813215
813216
813217
813225
813226
813228
81323O
813231
813232
814226
814248
814249
81425O
814252
814254
814255
814257
814258
814244
814262
814265
814266
814267
814269
81427O
1 C. J 1
DATE
O4-27-82
O4-28-82
O5-O4-82
05-19-82
05-20-82
O5-26-82
O5-28-82
O6-O2-82
O6-O2-82
O6-O3-82
O6-O9-82
O6-09-82
O6-O9-82
06-09-82
06-10-82
O6-18-82
06-22-82
06-23-82
06-25-82
O6-3O-82
O7-O1-82
07-15-82
07-16-82
07-20-82
O7-20-82
07-21-82
O8-13-82
O8-19-82
O8-20-82
O8-20-82
O8-25-82
O8-26-82
uuum
(km)
6839
6861
6979
7367
7427
7463
7534
7575
7575
7641
7725
7747
780O
7882
7889
7942
8015
8O15
8O44
8O65
81 18
8484
8505
8572
8593
8651
8737
8880
8895
8916
8984
9005
I C.^ I
CYCLE
FTP
FTP
HWFE
HWFE
FTP
FTP
FTP
FTP
HWFE
HWFE
FTP
HWFE
HWFE
HWFE
FTP
FTP
STEADY
FTP
FTP
HWFE
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
HC
.29322
.2772O
. 17559
N/R
.25970
.46O68
.28615
.27820
N/R
. 16063
.30998
. 18683
.2O631
. 19713
.29198
. 30302
STATE
.28829
.27829
. 19776
.201O3
.42145
.20373
N/R
. 18219
N/R
. 19O8O
STATE
.24228
. 16283
.24668
. 18732
CO
1 . 1723
1 .2238
.7297
.7297
1 . 1432
1 . 1 165
1. 1531
1 . 1792
N/R
.7492
1 . 1795
.7983
.8793
.8496
1 . 1871
1 .2136
NOx
1 .4942
1 .5480
1 .2047
1 . 1948
1 .44O3
1 .4496
1 .4417
1 .4666
N/R
1 . 18O9
1 .4858
1 .2447
1 .25O3
1 .2310
1.5113
1 .5594
TP
. 153
. 148
. 107
. 108
. 167
. 171
. 199
. 188
N/R
. 1O9
.203
. 124
. 138
. 123
N/R
. 191
r . c .
(mpg)
25.2O21
25.6449
33.9527
34.0161
26.457O
26.5533
25.9115
26.38O2
N/R
33.8416
26.O359
33.3797
33. 142O
33.3676
25 . 906 1
26. 1010
TRAP TYPE/COMMENTS
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Non-catal yzed
Non-catalyzed
Non-catalyzed
Non-catal yzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catalyzed -- VOID
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
REGENERATION
1 . 1577
1 . 1441
.7876
.80O7
1. 1952
.8743
N/R
.8010
N/R
.9908
1 .5574
1 .5923
1 .2852
1 .3337
1 .4797
1 .2700
N/R
1 .255O
N/R
1 . 3O32
. 175
. 172
. 133
. 139
.209
. 167
N/R
. 137
N/R
. 175
26.7266
26. 1 137
33.2685
33. 1573
26.2790
33.582O
N/R
33.6019
N/R
32.8O81
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Non-cata 1 yzed
Non-catalyzed
Non-catalyzed
Non-catalyzed
Non-catal yzed
Non-catalyzed
Non-catalyzed -- VOID
Non-catalyzed
Non-catalyzed -- VOID
Non-catalyzed
REGENERATION
1 . 1343
.7045
1 .O465
.7464
1 .438O
1 . 1539
1 .4544
1 . 1722
. 166
.111
. 170
. 174
26.81O6
34.6567
26.8184
34.521O
Toyota
Toyota
Toyota
Toyota
Foam
Foam
Foam
Foam
Non-catalyzed
Non-catalyzed
Non-catal yzed
Non-catalyzed
I
00
o
MEAN (COUNT): FTP
STANDARD DEVIATION:
MEAN (COUNT): HWFE
STANDARD DEVIATION:
.30265(14)1.1604(14) 1.4942(14)
.06219 .O446 .0515
.18768(12) .8032(13) 1.2369(13)
.0151O .0791 .0539
. 178(13) 26.2027(14)
.019
. 134(13) 33.6304(13)
.025
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 4-15-82 THROUGH 4-22-82):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .8563 1.O672 1.O648 .6742 .9613
HWFE .8878 1.2926 1.0865 .7O53 .965O
Percent Change, that Is ( 1 - Ratio ) x 10O % :
FTP 14.4% -6.7% -6.5% 32.6% 3.9%
HWFE 11.2% -29.3% -8.7% 29.5% 3.5%
-------
EMISSIONS (g/mi)
1 tb 1
NUMBER
814272
814792
814794
814795
i ti i
DATE
O8-31-82
O8-31-82
O9-17-82
O9-17-82
uuum
(km)
9O72
9095
9162
9184
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
CYCLE
FTP
HWFE
FTP
HWFE
FTP (2)
HWFE(2)
HC
.49697
.27469
.35567
. 20750
.42632
.09991
.24109
.04751
CO
1 . O2O6
-.7069
1.1478
.6518
1 .0842
.0899
.6794
.0390
NOx
1 .4413
1 . 1O31
1 . 4002
1 . 1 159
1 .4207
.0291
1 . 1095
.0091
TP
.245
. 164
.224
. 135
.234
.015
. 15O
.021
(mpg)
27
34
27
35
27
34
.5633
.0342
.2856
.7446
.4236
.8687
TRAP TYPE/COMMENTS
Br idgestone
Br idgestone
Br Idgestone
Br Idgestone
#1
#1
#1
#1
Testing terminated due to exhaust leak.
814797
814798
8 1 48OO
8148O1
814803
814804
8148O5
814807
814808
816737
816738
816739
81674O
816741
816742
816743
816744
816745
816746
816747
816748
816749
816750
816751
816752
816753
817283
817288
817289
817290
817291
817292
817293
817294
817295
817296
1O-2O-82
1O-2O-82
1O-21-82
1O-21-82
1O-26-82
10-28-82
1O-28-82
1O-29-82
1O-29-82
1 1-02-82
1 1-O3-82
1 1-03-82
1 1-O3-82
1 1-16-82
1 1-16-82
1 1-17-82
1 -18-82
1 -18-82
1 -23-82
1 -23-82
1 -24-82
1 1-30-82
1 1-3O-82
12-02-82
12-O2-82
12-O7-82
12-O8-82
12-10-82
12-1O-82
12-15-82
12-16-82
12-16-82
12-28-82
12-28-82
12-3O-82
12-30-82
9439
9441
9492
9514
9599
9657
9678
9729
9749
98OO
9882
9939
9953
100O5
10O26
1O1 1O
10174
1O195
10293
10313
10350
10439
1O418
10490
10511
10551
1O625
10677
10697
1O733
10793
1O814
1O879
109OO
10951
1O971
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
HWFE
FTP
FTP
HWFE
STEADY
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
HWFE
N/R
N/R
N/R
N/R
STATE
N/R
N/R
N/R
N/R
STATE
N/R
N/R
. 19O47
.31084
. 18588
STATE
.23897
. 14213
.21882
. 14999
STATE
. 14826
.23OOO
.28233
. 16803
STATE
.231 14
.26832
. 16204
STATE
.28927
. 17341
.3OO97
. 2O4 1 7
.26046
. 19178
1.1151
.7657
1 .O948
.7559
1 . 1673
.6914
1 .2015
.7345
1 . 1873
1 . 05O2
.8305
1 . 1347
.8308
1 . 1 196
.67O7
1 . 1298
.7581
.7083
1 . 1491
1 .0963
.73O4
.7713
1 . 059O
.7604
1 . 1184
.6845
1 . 1583
.8366
1 . 1621
.8875
1 .4649
1 . 1626
1 .5679
1 .2633
1 .488O
1 . 1478
1 .5372
1 .2145
1 .4574
1 .4235
1 .2481
1 .6144
1 .3104
1 .5602
1 . 191O
1 .5187
1 . 1969 -
1 . 1842
1 . 5406
1 . 5809
1 . 1949
1 .2466
1 .6297
1 . 3O76
1 .5718
1 .2124
1 .6831
1 .4138
1 .6667
1.314O
. 17O
. 107
. 127
.098
. 107
.056
.083
.037
. 107
.063
.053
.082
.035
. 103
.048
.052
.036
.056
.089
.078
.035
.058
.054
.038
. O88
.067
. 117
.078
. 153
.031
27
35
26
33
26
35
26
33
27
29
33
25
32
26
34
26
33
33
26
26
33
33
26
33
26
34
26
33
26
32
1O95
O1O4
2O76
8520
6810
O374
4652
9743
3943
1455
8171
5826
8364
8833
6702
2621
62O1
741 1
3939
05O2
3983
3696
6023
7273
5218
6567
3092
4767
1 154
5O98
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
REGENERATION
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
REGENERATION
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
REGENERATION
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
REGENERATION
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
REGENERATION
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
REGENERATION
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
I
U)
-------
MEAN (COUNT): FTP
STANDARD DEVIATION:
MEAN (COUNT): HWFE
STANDARD DEVIATION:
.26666(9) 1.1352(14) 1.5630(14) .101(14) 26.4627(14)
.O3226 .O387 .O692 .034
.17703(11) .7792(16) 1.2520(16) .056(16) 33.4952(16)
.O269O .O942 .O827 .023
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 4-15-82 THROUGH 6-24-83):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
.9777
.9662
2 . 2%
3 . 4%
F.E.
(mpg) TRAP TYPE/COMMENTS
27.3730 Bridgestona BS2-1
34.9741 Brldgestone BS2-1
27.2233 Brldgestone BS2-1
34.9867 Brldgestone BS2-1
26.9535 Bridgestone BS2-1
26.8O37 Brldgestone BS2-1
34.7429 Brldgestone BS2-1
34.28O6 Brldgestone BS2-1
REGENERATION
27.3763 Brldgestone BS2-1
35.0O19 Brldgestone BS2-1
26.9556 Brldgestone BS2-1
35.2455 Bridgestone BS2-1
26.3148 Bridgestone BS2-1
REGENERATION
27.4539 Bridgestone BS2-1
35.3645 Bridgestone BS2-1
26.8821 Bridgestone BS2-1
REGENERATION
34.7884 Bridgestone BS2-1
26.8O39 Bridgestone BS2-1
26.9418 Bridgestone BS2-1
34.9685 Bridgestone BS2-1
35.O941 Bridgestone BS2-1
28.4447 Brldgestone BS2-1
* FTP
*
• HWFE
k
* Percent Change , that is (
*
* FTP
*
* HWFE
k
TEST TEST ODOM TEST
NUMBER
817297
817298
817299
817300
817301
817873
817874
817875
817302
817876
817877
817878
817879
817880
817881
817882
817891
817892
817895
817893
817896
8179O1
817902
8179O3
817899
DATE
O1-1 1-83
O1-1 1-83
O1-13-83
01-13-83
01-18-83
01-19-83
O1-19-83
O1-19-83
O1-20-83
O1-25-83
01-25-83
O1-27-83
O1-27-83
O2-01-83
O2-O3-83
02-04-83
02-04-83
02-11-83
O3-01-83
O2-1 1-83
O3-O2-83
03-1O-83
03-10-83
03-1O-83
03-18-83
(km)
11022
1 1O43
1 1O93
11115
1 1 167
1 12O3
1223
' 1259
', 1315
1 1363
11383
1 1434
1 1471
1 1521
1 16OO
11650
1 1677
1 1744
11979
1 1765
1 1994
121OO
12121
12158
12282
CYCLE
FTP
HWFE
FTP
HWFE
FTP
FTP
HWFE
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
STEADY
FTP
HWFE
FTP
STEADY
HWFE
FTP
FTP
HWFE
HWFE
FTP
.7172
.6865
1 - Ratio )
28 . 3%
3 1 . 4%
HC
.31 1O5
.24362
.31453
.21643
.26321
.27799
.22855
.21779
STATE
N/R
. 191OO
.24421
. 18787
.26972
STATE
.27550
.20748
.26924
STATE
N/R
.27163
. 29003
.23399
.21575
.28943
1 . 0064
1 . 1069
x 1OO % :
-0.6%
-10.7%
EMISSIONS
CO
1 . 1 175
.7479
1 . 1402
.7361
1 .O752
1 . 1232
.7361
.7334
1 . 1406
.7138
1 .0976
.7105
1 . 1654
1 . 1278
.6933
1 .0671
.7137
1 . 1333
1 . 1276
.8033
.81O2
1 . 1561
1 .0730
1 .0448
-7.3%
-4.5%
(g/mi )
NOx
1 .5618
1 . 2O46
1 .54O9
1 .2461
1 .5518
1 .5776
1 .2307
1 . 2O59
1 .4672
1 . 1784
1 .5671
1 . 2304
1 .5531
1 .4625
1 . 1933
1 .4991
1 . 2O86
1 .50 12
1 .4822
1 . 2065
1 .2213
1 .4277
.3166
.2388
68 . 3%
76. 1%
TP
. 176
. 121
. 151
: 104
. 15O
. 155
. 128
. 110
N/R
.085
. 132
.086
. 126
. 154
.096
. 133
.091
. 157
. 174
.099
.095
. 132
I
to
-------
EMISSIONS (g/raf)
TEb r
NUMBER
8179OO
8179O4
817905
817906
8179O7
817908
819179
I fcbl
DATE
O3-25-83
O3-29-83
03-29-83
O3-30-83
O3-30-83
03-31-83
O3-31-83
(km)
12334
12356
12405
12467
12446
12519
12539
CYCLE
FTP
HWFE
STEADY
HWFE
FTP
FTP
HWFE
HC
N/R
.2O158
STATE
.24393
.29394
.29826
.22378
CO
1 .228O
.7594
.9143
1. 1667
1 .2179
.8281
NOx
1 .6144
1 .226O
1 .3150
1 . 53O9
1 .4836
1 .2659
TP
. 16O
.089
. 1OO
. 155
. 125
.086
F .E.
(mpg)
TRAP TYPE/COMMENTS
MEAN (COUNT): FTP
STANDARD DEVIATION:
MEAN (COUNT): HWFE
STANDARD DEVIATION:
26.5721 Bridgestone BS2-1
35.3529 Brtdgestone BS2-1
REGENERATION
35.5544 Bridgestone BS2-1
27.2247 Bridgestone BS2-1
27.0014 Bridgestone BS2-1
35.O872 Bridgestone BS2-1
.28221(13)1.1389(15) 1.5214(15) .149(14) 27.0805(15)
.01977 .O446 .O514 .017
.21765(12) .7616(13) 1.2256(13) .099(13) 35.0312(13)
.01847 .O619 .0352 .014
Nominally identical to Bridgestone
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 4-15-82 THROUGH 6-24-83):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .7590 1.O097 1.0444 .4671 1.0O76
HWFE .844O 1.O819 1.O228 .4222 1.0105
Percent Change, that Is ( 1 - Ratio ) x 1OO % :
FTP 24. 1% -1.O% -4 .4% 53.3% -0.8%
HWFE 15.6% -8.2% -2.3% 57.8% -1.O%
819425
819426
819427
819428
819429
819430
819431
819432
819433
819434
none
819435
819438
819440
819441
819442
O4-O6-83
O4-O6-83
O4-07-83
O4-O7-83
04-15-83
O4-15-83
O4-19-83
O4- 19-83
O4-21-83
04-21-83
O4-25-83
O4-26-83
O4-28-83
O4-28-83
O4-29-83
O4-29-83
12612
12591
12664
12685
12847
12868
12919
12940
12992
13013
131O2
13163
13285
13343
13401
13422
HWFE
FTP
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
STEADY
FTP
STEADY
FTP
HWFE
.25148
.32O84
.34104
.26628
.28944
. 19990
N/R
.23163
N/R
. 2O929
STATE
STATE
.3O564
STATE
.30213
.24135
.67OO
1 . 1 195
1 .2150
.9745
1 . 1973
.8961
1 . 2307
.996O
1 . 26O3
.9926
1 .2386
1 .2179
.8899
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
FTP
.31182(5) 1.2113(7)
.01980 .0451
.9877
.4584
.5189
.32O3
.5262
.2844
.5595
.2698
.5235
1.2818
1 .5125
1 .7120
1 .2181
. 1O8
. 159
. 122
.078
.073
.063
.088
.060
.092
.060
.089
.111
. O7O
HWFE(6) .23332
.02521
.9O32
. 1235
1 .5444(7)
.0797
1.227O
. 1218
. 105(7)
.029
.073
.018
4O.7278* Bridgestone Catalyzed
27.6683 Bridgestone Catalyzed
26.5688 Bridgestone Catalyzed
34.2196 Bridgestone Catalyzed
27.1498 Bridgestone Catalyzed
34.7239 Bridgestone Catalyzed
26.4266 Bridgestone Catalyzed
33.5495 Bridgestone Catalyzed
26.4186 Bridgestone Catalyzed
33.5593 Bridgestone Catalyzed
REGENERATION
REGENERATION
26.5743 Bridgestone Catalyzed
REGENERATION
26.6470 Bridgestone Catalyzed
34.71O4 Bridgestone Catalyzed
26.7723(7)
35.09O2
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 6-21-83 THROUGH 6-24-83):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .7631 1.0365 1.0227 .2807 .9961
HWFE .7122 1.0911 .9526 .2616 1.O201
Percent Change, that is ( 1 - Ratio ) x 100 % :
0.4%
-2.O%
It
T CCT
1 t O 1
NUMBER
819444
819445
819446
819979
819980
819981
819982
819983
819984
819985
819986
819987
819988
819989
819990
819991
819992
819993
819994
819995
819996
819997
819998
819999
820000
82O637
820638
820639
82O640
820641
82O642
MEAN
T" C C T
I b 5 I
DATE
O5-O4-83
O5-O5-83
05-05-83
05-1 1-83
05-12-83
05-12-83
O5-17-83
O5-18-83
O5- 19-83
O5-19-83
O5-25-83
O5-25-83
O6-01-83
06-O1-83
06-02-83
O6-03-83
06-03-83
O6-O7-83
06-07-83
06-O7-83
O6-O8-83
O6-O8-83
06-1O-83
06-1O-83
O6-14-83
O6-14-83
06-15-83
06-15-83
06-15-83
06-16-83
O6-16-83
(COUNT) :
on nim
UUUM
(km)
135O6
13559
13581
13792
13845
13865
13950
13966
14OO4
14O25
14144
14167
14287
1 13O8
•4387
'441O
14433
14565
14587
14624
14677
147O1
14752
14774
14825
14847
14898
1492O
14957
15O13
15O34
FTP
HWFE
TEST
CYCLE
HWFE
FTP
HWFE
HWFE
FTP
HWFE
STEADY
FTP
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
23 . 7%
28 . 8%
HC
.23478
.29996
.15919
. 14148
.25674
. 13498
STATE
.26624
.25817
. 16388
.241 17
. 14O53
.21715
. 15447
STATE
.27732
. 19689
. 26486
. 15893
STATE
.28564
.21245
.28532
. 19361
.26863
. 18883
. 269O2
. 16301
STATE
.33785
.24346
FTP ( 13) .27139
STANDARD DEVIATION:
MEAN
(COUNT) :
.02886
HWFE( 14) . 17761
STANDARD DEVIATION:
.O3475
-3.7%
-9. 1%
EMISSIONS
CO
.8266
1.1121
.7317
.7882
1 . 18O7
.7869
1 . 1417
1 . O8 1 2
.7793
1 . 1633
.847O
1 . 1838
.98O7
1 .2252
.9331
1 .2473
.9173
1 . 1961
.8952
1 . 1762
.8887
1 . 2O2 1
1 .0166
1 .2418
.9867
1 .2696
.8904
1 . 1862
.O539
.8763
.O867
-2.3%
4 . 7%
(g/mi )
NOx
1 . 19O2
1 .4158
1 . 1564
1 . 1691
1 .4536
1 . 1485
1 .4298
1 .4475
1 . 1395
1 .4523
1.1915
1 .4871
1 .2336
1 .4569
1 .2149
1 .5199
1 .2361
1 . 5039
1 .2246
1 .5868
1 .3197
1 .6169
1 .3761
1 .6518
1 .3595
1 .5578
1 .3126
1 . 5O62
.O757
1 .2337
.0785
7 1 . 9%
73.8%
TP
.084
. 1 14
.071
.070
.091
.064
. 156
. 1O8
.066
.099
.053
.080
.052
. 1O4
.074
.089
.053
. 128
.067
.111
.066
.098
.068
.090
.047
. 133
.077
. 108
.021
.065
.011
F.E.
(mpg)
34.7238
27.1575
34.3O22
34.O683
26.9437
34.7689
27.O896
27.39OO
35.6114
26.7371
34.5197
26.7402
34.2587
26.7917
34.7195
26.4441
34.5001
27.0064
34.9580
26.7251
34.61OO
26.7265
33.6722
26. 1722
33.7985
26.5640
34.3581
26.8O32
34.4839
TRAP TYPE/COMMENTS
Bridgestone Catalyzed HI
Bridgestone Catalyzed tfi
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
REGENERATION
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed HI
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
REGENERATION
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed HI
REGENERATION
Bridgestone Catalyzed H2
Bridgestone Catalyzed #2
Bridgestone Catalyzed *'2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
REGENERATION
Bridgestone Catalyzed #2
Bridgestone Catalyzed #2
I
u>
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 6-21-83 THROUGH
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .6642 1.O151 .9974 .2888 .9973
HWFE .5422 1.O586 .9578 . 233O 1.OO25
Percent Change, that Is ( 1 - Ratio ) x 1OO % :
FTP 33.6% -1.5% O . 3% 71.1% O . 3%
HWF E 45.8% -5 . 9% 4 . 2% 76 . 7% -0 . 3%
TEST
NUMBER
82O643
820644
820645
820646
TEST
DATE
O6-21-83
O6-22-83
06-23-83
06-24-83
ODOM
(km)
15127
15174
1522O
15246
MEAN (COUNT):
STANDARD DEVIATION:
MEAN (COUNT):
STANDARD DEVIATION:
TEST
CYCLE
HWFE
HWFE
FTP
FTP
FTP
HWFE(2)
EMISSIONS (g/mi)
HC
.3431 1
.31210
. 40860
N/R
.40860( 1
N/A
.32760
.O2193
CO
.8429
.8127
1 . 1733
1 . 1639
) 1.1686(2)
.OO66
.8278
.0214
NOx
1 .2914
1 .2849
1 .5211
1 .4992
1 .5101(2)
.0155
1 .2881
.0046
TP
.259
.299
.377
.370
.374(2)
.005
.279
.028
F .E .
(mpg) TRAP
34
34
26
26
26
34
33O4 Basel
4636 Basel
7689 Basel
9838 Basel
8759(2)
3974
6-24-83) :
TYPE/COMMENTS
Ine
1ne
ine
Ine
I
U)
Ul
-------
A-36
Appendix A-4
Emissions Test Data on VW Rabbit
-------
VEHICLE I.D. 071-612 (1982 VW DIESEL RABBIT)
EMISSIONS (g/ml)
1 bbl
NUMBER
812147
812137
812138
812142
812143
812145
812146
812213
MEAN
i ti i
DATE
01-26-82
01-28-82
01-28-82
02-02-82
O2-02-82
O2-03-82
02-04-82
02-05-82
(COUNT) :
UUUM
(ml)
4276
4299
431O
4373
4385
4413
4428
4485
i ts i
CYCLE
FTP
FTP
HWFE
FTP
HWFE
FTP
FTP
FTP
FTP (4)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(2)
STANDARD DEVIATION:
HC
N/R
.21231
.07 192
.25686
.08392
.21196
N/R
.23310
.22856
.O213O
.O7792
.OO849
CO
N/R
.8758
.3048
.9576
.3531
.8985
N/R
.9227
.9136
.035O
.329O
.0342
NOx
N/R
.7965
.58OO
.7877
.5794
.7926
N/R
.7988
.7939
.0049
.5797
.OOO4
TP
N/R
. 158
.094
. 198
.098
. 179
N/R
. 167
. 176
.017
.096
.003
r . c .
(mpg)
N/R
45.6201
62. 1614
44.5675
62.8849
47.7543
N/R
46.OO59
45.9580
TRAP TYPE/COMMENTS
Dummy without
Dummy without
Dummy without
Dummy without
Dummy without
Dummy without
Dummy without
Dummy without
Fuel Economy
JM regeneration
JM regeneration
JM regeneration
JM regeneration
JM regeneration
JM regeneration
JM regeneration
JM regeneration
mean 1s harmonic;
system.
system
system
system
system
system
system
system
all other means are arithmetic.
62.5195
-- VOID
-- VOID
Car shipped to JM.
813908
8 1 3909
813911
813912
813914
813916
813917
813919
813922
813923
814354
814227
MEAN
O6-08-82
O6-08-82
O6- 10-82
O6- 10-82
06-15-82
06-16-82
O6-16-82
O6-16-82
06-18-82
06-22-82
O6-23-82
O6-24-82
(COUNT) :
5965
5977
60O5
60O8
6O55
6085
6O96
6124
618O
6383
6196
62O7
FTP
HWFE
FTP
HWFE
HWFE
FTP
HWFE
HWFE
FTP
FTP
FTP
HWFE
FTP (6)
STANDARD DEVIATION:
MEAN
(COUNT):
HWFE(6)
STANDARD DEVIATION:
.516O7
.2140O
.51835
.25296
.24944
.43189
. 2O987
. 19945
.36762
.4O245
.33977
. 14731
.42936
.O7484
.21217
.03855
1 .2378
.4997
1 . 1515
.4868
.542O
1.1113
.4674
.4482
1 .0158
1 .O279
1 .0238
.4464
1 .O947
.0891
.4818
.0362
.7418
.5803
.7460
.5802
.5831
.7369
.5616
.5591
.7453
.7583
.75O6
.5710
.7465
.OO74
.5726
.O103
.242
. 122
.259
. 121
. 127
.211
. 121
.111
.205
.226
.215
. 117
.226
.021
. 120
.005
46.767O
65.0359
46.3695
64. 1714
61 .8071
46.6535
63.0454
63.4646
47.6O16
46.4874
47. 1798
62.362O
46.8384
63.2951
Basel ine
Basel Ine
Basel Ine
Basel ine
Basel ine
Basel ine
Basel ine
Basel 1ne
Basel ine
Basel ine
Basel 1ne
Basel Ine
with JM
with JM
with JM
with JM
with JM
with JM
with JM
with JM
with JM
with JM
with JM
with JM
regenerat ion
regenerat ion
regeneration
regenerat ion
regenerat 1on
regenerat ion
regenerat ion
regenerat ion
regenerat ion
regenerat ion
regenerat ion
regenerat ion
system
system
system
system
system
system
system
system
system
system
system
system
Ua
\*^
1
GJ
•-J
814229
814230
814232
MEAN
O7-02-82
O7-07-82
O7-O7-82
(COUNT) :
6253
6265
6296
MEAN (COUNT):
STANDARD DEVIATION:
FTP
HWFE
HWFE
FTP (
1)
HWFE(2)
.06687
-.OO526
.OO662
.06687
.OO331
.OO468
. 1524
.OOOO
.OOOO
. 1524
.0000
.OOOO
.7756
.6052
.6096
.7756
.6074
.OO31
.051
.042
.065
.051
.054
.016
44
57
58
44
57
. 1566
.4956
. 14O1
. 1566
.8168
Johnson Mat they JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
Regeneration system deactivated to
eliminate off-cycle fuel injection
during non-regeneration cycles.
-------
EMISSIONS (g/mi)
1 CO 1
NUMBER
814234
814235
814237
814238
81424O
MEAN
i c:> i
DATE
O7-O8-82
O7-O8-82
O7-13-82
O7-13-82
O7L 13-82
(COUNT) :
uuum
(ml)
6335
6347
6384
6395
6423
1 CU 1
CYCLE
FTP
HWFE
FTP
HWFE
HWFE
FTP (2)
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(2)
STANDARD DEVIATION:
814242
814243
814892
814893
814895
814896
81491 1
814913
814914
814897
814898
814916
814918
814919
814921
814922
814925
814926
815489
81549O
815491
815493
815494
815496
815497
815498
815500
815502
815504
815505
815507
815508
815509
815907
8 1 5909
81591 1
none
O7-21-82
O7-21-82
O7-22-82
O7-22-82
O7-23-82
07-27-82
07-27-82
O7-28-82
07-28-82
08-03-82
O8-O4-82
08-O4-82
O8-12-82
O8-12-82
O8-13-82
O8-17-82
08-18-82
O8- 19-82
08-20-82
O8-24-82
08-24-82
08-25-82
08-25-82
08-26-82
08-27-82
O8-27-82
O8-31-82
O9-03-82
09-08-82
09-08-82
09-09-82
O9- 10-82
09-21-82
O9-21-82
09-22-82
O9-24-82
09-27-82
646O
6473
65O5
654O
6571
6594
6604
6633
6648
6715
6724
6736
6786
6799
6849
6859
6961
6999
7016
7O25
7037
7O68
7082
7126
7135
7148
7198
7251
7290
7303
7337
7357
7482
7495
7526
7558
7587
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
FTP
STEADY
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
STEADY
HWFE
FTP
HWFE
STEADY
STEADY
FTP
HWFE
HWFE
FTP
STEADY
HC
.26131
N/R
. 284O6
.O9633
.O9974
.27268
.O16O9
. O98O4
.O0241
N/R
.O0065
.O9728
.O0403
STATE
.08563
.OO179
.11514
.OO438
STATE
.O5057
.00010
.O3746
.OO463
STATE
.O56O3
.O5147
STATE
STATE
N/R
.OO830
. 10051
.OO617
STATE
N/R
.OO573
STATE
N/R
N/R
N/R
STATE
STATE
N/R
N/R
.OO623
.O7652
STATE
CO
.9577
N/R
.925O
.3338
.3686
.9414
.O231
.3512
.O246
N/R
.OOOO
. 1O83
.0000
.2633
.OOOO
.2435
.OOOO
. 1249
.OOOO
. 1128
.O002
.2016
. 1330
N/R
.OOOO
. 1887
.OOOO
.2533
.OOOO
.OOOO
. 1761
.OOOO
.2425
.OOOO
.OOOO
. 1695
NOx
.7671
N/R
.7688
.5734
.5930
.7680
.0012
.5832
.0139
N/R
.5866
.7823
.5947
.8058
.6135
.801O
.6155
.8001
.5829
.794O
.5974
.7887
.7830
N/R
.5568
.7621
.5665
.7689
.5630
.5647
.7999
.5857
.7589
.5627
.5739
.7729
TP
.203
N/R
. 18O
. 102
. 1 1O
. 192
.016
. 106
.006
N/R
.065
.038
. 149
.059
.062
.037
.097
.041
.039
.050
.060
.079
.038
N/R
.042
.031
.056
.031
.041
.029
.036
.057
.047
.041
.053
.038
F.E.
(mpg)
46.3936
N/R
47.O348
63.6692
62.8530
46.7115
63.2591
N/R
58.48O6
43.O3O2
57.813O
43.1761
60.5680
43.7214
56.8441
43.6O74
59.8578
43.6187
59.1563
44.7304
43.6O45
N/R
60.2029
44.3161
60.5635
44.6739
60.2O52
60.5612
43.9973
58.8111
44. 1113
59.4967
59.1552
43.7648
TRAP TYPE/COMMENTS
Basel1ne
Baseline
Baseline
BaselIne
Basel1ne
-- VOID
Johnson Matthey JM-13 -- VOID
Johnson Matthey
-------
EMISSIONS (g/ml)
1 t5l
NUMBER
815912
815913
815915
816265
none
816267
816268
816264
816397
816398
816399
816400
8164O2
8164O3
8164O5
816406
8164O7
8164O9
81641O
81641 1
816413
816415
816416
817O35
817047
817048
817059
81706O
817061
817O62
817O63
817064
817O65
817066
817067
817068
817O69
817O70
817O71
817O72
817073
8t7425
817426
817427
817428
817429
81743O
MEAN
I tb I
DATE
09-29-82
O9-29-82
O9-3O-82
10-O1-82
1O-O5-82
10-07-82
10-07-82
10-O8-82
10-14-82
10-14-82
10-15-82
10-15-82
1O-2O-82
1O-2O-82
1O-26-82
1O-26-82
1O-27-82
1-O2-82
-O3-82
-03-82
-05-82
-16-82
-17-82
-18-82
-19-82
-19-82
1 -24-82
1 1-3O-82
1 1-3O-82
12-01-82
12-01-82
12-O1-82
12-O7-82
12-08-82
12-08-82
12-15-82
12-15-82
12-16-82
12-16-82
12-21-82
12-21-82
12-28-82
12-29-82
12-29-82
12-30-82
12-3O-82
O1-O4-83
(COUNT):
UUUM
(ml)
7596
76O9
7641
7654
771O
7710
7723
7754
7797
781 1
7832
7845
7887
790O
7938
7959
7972
8O20
803O
8O42
8O73
81O8
8129
8163
82O9
8219
825O
8271
8283
8342
8355
8405
8435
8466
8478
8517
853O
8556
8569
8607
8619
8680
8689
8702
8733
8745
8779
i ca i
CYCLE
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
HWFE
FTP
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
HWFE
FTP
HWFE
FTP
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
HWFE
FTP
HWFE
STEADY
FTP
STANDARD, DEVIATION:
MEAN
(COUNT) :
HWFE
STANDARD DEVIATION:
r . c .
HC
.O9332
.OO462
N/R
N/R
STATE
N/R
N/R
N/R
.O9537
STATE
N/R
N/R
N/R
N/R
STATE
N/R
N/R
STATE
N/R
N/R
N/R
.O2664
STATE
. 1O472
. 10464
.O1756
STATE
.08956
.OO632
.08409
.02122
STATE
.OO734
.07915
.OO790
.O6712
STATE
.05168
.00615
N/R
.O1147
STATE
. 10820
.00829
. 1O473
.OtO78
STATE
.08266(20)
.02298
. 008 11(21)
. 00655
CO
.26OO
.OOO4
. 1672
.0000
. 1886
.OOOO
.O085
.0847
N/R
.OOOO
. 1774
.OOOO
. 187O
.OO54
.3363
.0037
.2241
.01 14
.3246
.2531
.0121
.2714
.OOO2
. 1938
-OO42
.OOOO
. 1978
.O004
. 1438
. 1576
.OOOO
. 1211
.OOOO
.2988
.OOOO
.2O66
.OOOO
.2004(30)
.0645
.0015(31)
.OO34
NOx
.8O42
.601 1
.8688
.6122
.7971
.5835
.5856
.8211
N/R
.5928
.8O96
.5966
. 8O64
.59O8
.7673
.5576
.8139
.5959
.84 1O
.8419
.6242
.8235
. 6O88
.822O
.6222
.6193
.9015
.6499
.9247
.8765
.6268
.8851
.6498
.8681
.6282
.8545
.65O1
.8182(30)
.04 2 9
.5987(31)
.O27O
TP
.039
.046
.032
.081
.033
.033
.061
.035
N/R
.043
.033
.099
.039
.037
.039
.029
.043
.058
.036
.032
.088
.032
.046
.058
. 187
.031
.031
.086
.036
.028
.049
.032
. 119
.033
.037
.026
.089
.039(30)
-O1.1
.065(31 )
.036
(mpg)
43
57
42
56
44
59
57
41
356O
4853
67O1
2121
3326
4989
8OO5
8023
N/R
58
42
57
43
57
44
61
42
57
43
41
55
42
56
41
53
55
40
55
39
41
54
40
54
40
55
4t
54
42
57
4561
8383
8O36
O172
473O
6636
655O
298O
7839
8923
751O
8887
9886
2141
4384
8213
9O42
7742
2957
9942
2952
1212
6453
1166
7335
9O33
4218
6984
TRAP TYPE/COMMENTS
Johnson Mat they
Johnson Mat they
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION.
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
Johnson Matthey
Johnson Matthey
Johnson Matthey
Johnson Matthey
REGENERATION
JM- 13
JM-13
JM- 13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13 -- VOID
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
8339(3O)
7234(31
)
I
u>
-------
EFFECTIVENESS OF ABOVE TRAP RELATIVE TO TEST DATA WITH DUMMY TRAP (FROM 7-O8-82 THROUGH 4-05-83):
RATIO OF TEST DATA WITH TRAP TO TEST DATA WITH DUMMY TRAP:
FTP .2085 .1873 1.O124 .2OO9 .949O
HWFE .O388 .OO33 .9852 .5945 .9457
Percent Change, that is ( 1 - Ratio ) x 1OO % :
TP CT
1 t O 1
NUMBER
817431
817432
817433
817434
817435
817436
817437
817438
817439
817440
817441
MEAN
~r c c^
1 C i 1
DATE
O1-07-83
01-07-83
O1-1 1-83
01-11-83
01-12-83
01-12-83
01-18-83
04-01-83
04-05-83
04-05-83
04-05-83
(COUNT):
nrtnM
uuuivj
(ml)
88O7
8818
8846
8867
8895
8906
898O
9O17
9O36
9047
9O82
FTP
HWFE
TC C T
1 t D I
CYCLE
FTP
HWFE
FTP
HWFE
FTP
HWFE
STEADY
FTP
FTP
HWFE
HWFE
FTP
STANDARD DEVIATION:
MEAN
(COUNT) :
HWFE(4)
STANDARD DEVIATION:
79 . 2%
96. 1%
8 1 . 3%
99 . 7%
- 1 . 2% 79 . 9%
1 . 4% 40 . 5%
EMISSIONS (g/m1)
HC
N/R
N/R
.45328
.31737
.55271
.28734
STATE
.43102
N/R
.22587
.22726
.47900(3)
.06480
.26446
.O4545
CO
1 . 1849
N/R
1 . O88O
.5146
1 . 1041
.5207
1 . 1O29
1 . 1272
.5088
.4900
1 . 1214(5)
.0382
.5085
.O133
NOx
.8421
N/R
.83OO
.6039
.8355
.6344
.8056
.8077
.6157
.6256
.8242(5)
.0166
.6199
.0131
TP
. 184
N/R
. 184
. 105
. 189
. 11O
.215
.203
. 121
. 109
. 195(5)
.014
.111
.007
5.1%
5 . 4%
FC
. C .
(mpg)
44.5O58
N/R
45. 1957
6O.28O8
45. 1290
6O.6687
44.2243
43.6468
60.7445
58.3175
44.5335(5)
59.9880
TRAP TYPE/COMMENTS
Basel Ine
Basel Ine -- VOID
Basel Ine
Basel Ine
Basel Ine
Basel Ine
Johnson Matthey JM-13 -- REGENERATION
Basel ine
Basel ine
Basel ine
Basel ine
I
*>.
O
-------
This Page Intentionally Blank
-------
B-l
Appendix B
Emissions Measured During Regeneration Cycles
-------
APPENDIX B-1
EMISSIONS MEASURED DURING 6O MPH STEADY-STATE REGENERATIONS
VEHICLE I.D.
11511412019885 (1975 MERCEDES BENZ 300D)
TEST
NUMBER
797445
797445
797446
797446
799476
799476
799479
799479
79948O
799480
799483
799483
80207O
8O207O
810787
81O787
8 111 70
81 1 17O
81 1764
81 1764
811823
811823
81 1824
81 1824
BAG
H
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
TEST
DATE
04-13-79
04-13-79
04-13-79
O4-13-79
10-15-79
1O-15-79
1O-16-79
1O- 16-79
10-19-79
10-19-79
10-25-79
1O-25-79
04-08-8O
O4-O8-8O
1O-O9-81
1O-O9-81
10-21-81
1O-21-81
12-09-81
12-O9-81
12-23-81
12-23-81
O1-06-82
O1-O6-82
DOOM
(mi)
30497
3O497
30521
30521
35227
35227
353O7
35307
35433
35433
35790
3579O
39363
39363
42458
42458
42619
42619
43264
43264
43547
43547
43590
43590
HC
.069
.073
.046
.059
.060
.O7O
N/R
N/R
,O67
.060
.051
.042
N/R
N/R
.091
.066
.070
.066
.021
.014
.017
.013
.017
.015
tmi so iurv
CO
.573
.428
.400
.403
.430
.481
.406
.491
.689
.690
1 .302
.827
6.077
1 .223
.006
.038
.006
,O35
1 .979
.592
4.918
.806
3. 158
2.230
3 Vg/ mi ;
NOx
2
2.
2.
2.
1
2
1
2
1
1
1
2
1
1
i
1
1
2
i
2
1
2
1
2
.390
.293
. 158
105
.943
.009
,99O
.088
.783
.768
.897
.055
.599
.901
.889
.568
.894
.042
.852
. 121
.681
. 132
.668
.089
TP
.421
.241
. 164
. 170
.294
.358
.249
.363
. 155
.329
. 160
.303
.221
N/R
3.019
.998
1 .509
1 .930
. 113
. 1O4
.681
. 115
N/S
N/R
F.E.
(mpg)
24.2
24.4
24. 0
23.3
25.0
29. 0
24.7
28. 1
28. O
31 . 1
24.9
27.7
22.0
27.7
23.2
33. 0
22.8
26.8
23.0
26.0
21 .8
25.9
22. 0
25.5
TRAP.
DUMMY TRAP
DUMMY TRAP
DUMMY TRAP
DUMMY TRAP
DUMMY TRAP
DUMMY TRAP
DUMMY TRAP
DUMMY TRAP
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
Corning 12" (#1)
non-catalyzed
Corning 12
w UOP
Corning 12
w UOP
NGK #2
NGK Hi
NGK #2
NGK #2
NGK #2
NGK #2
Coat Ing
Coat ing
THROTTLE CONDITION
Unthrottled Inlet
Throttled Inlet 7
Throttled Inlet ® 9
Throttled Inlet
Hg of vacuum
Hg of vacuum
1O" Hg of vacuum
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @ 9" Hg for 8 m1n
Unthrottled Inlet for 4 min
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @ 9" Hg for 8 m1n
Unthrottled Inlet for 4 minutes
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 minutes
Throttled Inlet <3> 9" Hg for 8 min
Unthrottled Inlet for 4 minutes
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 minutes
Throttled Inlet <» 9" Hg for 8 min
Unthrottled Inlet for 4 minutes
Throttled Inlet ® 9" Hg for 8 miri
Urithrottied inlet for 4 minutes
O1-2O-82 43819
Not Measured
NGK #2
-------
APPENDIX B-t (Con't)
VEHICLE
TEST
NUMBER
812777
812777
812784
812784
81361 1
81361 1
813612
813612
814760
814760
814749
814749
814776
814776
816071
816O71
816O78
816O78
816498
816498
817116
8171 16
817121
817121
I.D.
BAG
H
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
115114121
TEST
DATE
O4-14-82
O4-14-82
O4-29-82
O4-29-82
O6-17-82
O6-17-82
O6-22-82
O6-22-82
07-23-82
07-23-82
08-O4-82
O8-O4-82
O9-21-82
O9-21-82
09-28-82
O9-28-82
10-07-82
10-07-82
1O-26-82
10-26-82
12-01-82
12-01-82
12-08-82
12-08-82
319885 (
ODOM
(ml)
44665
44665
44805
44805
45149
45149
452O6
45206
45471
45471
45486
45486
46O64
46O64
46147
46147
46253
46253
46447
46447
46865
46865
46989
46989
EMI
1975 ME
HC
.045
.030
.050
.037
.046
.O4O
.035
.044
.096
. 102
.037
.039
N/R
N/R
.040
.024
N/R
N/R
N/R
N/R
. 169
. 196
.023
.025
SSIONS MEASUI
RCEDES BENZ :
EMISSIONS (<
CO 1
3. 172
.793
6.705
.842
.719
.499
1 .478
.578
4.721
.525
2.883
.629
2.959
.384
4.727
.697
4.246
.981
5.231
.739
3.445
1 .331
4.085
.940
1
2
1
2
1
1
1
1
2
1
1
1
1
1
1
2
1
1
1
2
1
2
3ED DUI
300D)
3/mi) •
>JOx
.622
.092
.596
. 107
.799
.991
.545
.969
.475
.027
.406
. 9O6
.067
.940
.359
.874
.513
.000
.373
.896
.481
.068
.476
.001
UNG 6O
TP
. 115
. 149
.077
. 121
.096
. 152
.084
N/R
.306
.299
.241
.291
. 134
. 1 16
.084
. 136
. 109
. 170
. 141
. 110
. 129
.336
.042
.091
HPH STEA
F.E .
(mpg)
22.2
25.8
21 .2
25.7
24.7
26.8
23.5
27.4
21 .8
26.0
22.9
27. O
3O.5
N/R
23.2
27.5
21 .9
25.7
23.3
27. 0
22.7
25.7
22.5
26. 1
DY-STATE REGENERATIONS
TRAP THROTTLE CONDITION
Corning 12" (#2) Throttled Inlet ^
non-catalyzed Unthrottled Inlet
Corning 12" (#2) Throttled Inlet @>
non-catalyzed Unthrottled Inlet
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
#3
#3
#3
#3
#3
#3
#3
#3
#4
#4
#4
#4
#4
#4
#4
#4
#4-2
#4-2
#4-2
#4-2
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet 9
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet i»
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
for 8 min
ml n
for 8 m1n
mln
for 8 m1n
min
for 8 min
min
for 8 min
mi n
for 8 min
min
-------
APPENDIX B-2
EMISSIONS MEASURED DURING 6O MPH STEADY-STATE REGENERATIONS
VEHICLE
TEST
NUMBER
811576
811576
81 1788
81 1788
81 1986
81 1986
8 1 2OO 1
8 1 2OO 1
812OO2
812OO2
812003
8120O3
814226
814226
814265
814265
814803
8148O3
816737
816737
816743
816743
816748
816748
816753
816753
817290
817290
I.D.
BAG
#
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
1
2
K-LS110-S
TEST
DATE
1 1-18-81
1 1-18-81
12-1 1-81
12-1 1-81
O1-O8-82
O1-O8-82
O3-O9-82
O3-O9-82
O3-1O-82
O3-1O-82
O3-1O-82
03-1O-82
O6-22-82
O6-22-82
O8- 19-82
O8-19-82
10-26-82
10-26-82
1 1-02-82
11-O2-82
11-17-82
11-17-82
11-24-82
11-24-82
12-O7-82
12-07-82
12-15-82
12-15-82
iEMFSY (
ODOM
(km)
4053
4053
4763
4763
5595
5595
60O1
6001
6073
6073
61O7
6107
S0 15
8015
888O
888O
9599
9599
980O
980O
10110
101 10
1035O
1035O
10551
10551
10733
10733
1981 TO
HC
. 141
. 149
. 139
. 195
. 139
. 175
.219
.224
. 169
.225
.220
. 198
. 137
. 159
. 126
. 131
N/R
N/R
N/R
N/R
N/R
N/R
N/R
N/R
. 1 13
. 178
. 1O2
. 176
YOTA
EM]
C
7.
1 .
8.
1 .
8.
2
1
1
4
1
2
1
1
9
1
1
1
1
1
1
2
1
k CROWN SUPER D
:SSIONS (g/mD
:o NOX
090
968
.769
,41O
.015
.849
.438
.895
.279
.921
.037
.889
.895
.987
.332
.965
.857
.095
.266
. 176
.929
.835
.837
.046
.989
.056
.581
.040
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
181
. 144
. 145
.355
.216
.324
.339
.451
.282
.410
.203
.401
. 3O3
.508
.274
.365
.312
.308
. 137
.375
.300
.084
.240
.325
.341
.401
.267
.433
IE LUXE)
TP
. 126
. 125
N/R
N/R
.226
.218
.299
.365
.209
.271
.411
.231
.689
.469
1 .074
.913
. 161
. 128
.210
.204
. 126
.206
.081
. 149
.072
.110
. 1 14
. 182
F.E .
(mpg)
24.7
33.2
23.
30.
24.
29.
26.
28.
25.
28.
24.
28
26
29.
27.
3O
27
31
26
30
27
37
27
30
27
30
26
30
9
5
5
3
1
7
3
9
.4
.6
.4
.9
.0
.4
.7
.2
.9
.9
. 1
.5
.5
.4
. 1
.2
. 1
. 1
TRAP
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
Dummy
Dummy
Dummy
Dummy
Dummy
Dummy
Toyota Foam Non-cat
Toyota Foam Non-cat
Toyota Foam Non-cat
Toyota Foam Non-cat
Br idgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
THROTTLE CONDITION
Throttled Inlet <$>
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @
Throttled Inlet
Unthrottled Inlet
Throttled Inlet <5>
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
Throttled Inlet &
Unthrottled Inlet
Throttled Inlet @>
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
Throttled Inlet @
Unthrottled Inlet
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9.5"
9 7.5
for 4
8.2"
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
9" Hg
for 4
vac for 8 min
minutes
vac for 8 min
minutes
vac for 8 min
minutes
Hg for 1 .25 min &
" for 6.75 min
min
Hg for 8 min
mi n
k— 4
for 8 min j
m 1 n »£»
for 8 min
min
for 8 min
mi n
for 8 min
min
for 8 min
min
for 8 min
min
for 8 min
min
for 8 min
min
for 8 min
min
-------
APPENDIX B-2 (Con't)
EMISSIONS MEASURED DURING 60
VEHICLE
TEST
NUMBER
8173O2
8173O2
817881
817881
817895
817895
8179O5
817905
none
819435
819435
819440
819440
819982
819982
81999O
819990
819995
819995
820640
82O640
I.D.
BAG
H
1
2
1
2
1
2
1
2
1
1
2
1
2
1
2
1
2
1
2
1
2
K-LS110-!
TEST
DATE
01-2O-83
01-2O-83
02-03-83
02-O3-83
O3-01-83
O3-01-83
03-29-83
03-29-83
04-25-83
04-26-83
04-26-83
04-28-83
04-28-83
05-17-83
O5-17-83
06-O2-83
06-O2-83
06-O7-83
06-07-83
06-15-83
06-15-83
5EMFSY (
ODOM
(mi)
1 1315
1 1315
11600
1 16OO
1 1979
1 1979
124O5
124O5
131O2
13163
13163
13343
13343
13950
1395O
14387
14387
14624
14624
14957
14957
1981 TOYOTi
HC
. 173
.225
. 192
. 171
N/R
N/R
. 142
. 191
Not
.201
.276
. 145
.257
. 133
. 197
.095
. 159
.111
. 190
. 130
. 197
(
2
1
2
1
4
1
1
1
\ CROWN SUPER C
ISSIONS (g/mi)
:o NOX
.543
.267
.263
.048
. 161
. 29O
.838
. 135
1 .291
1 .429
1.419
1.317
1 .409
1 .528
1 .278
1 .385
IE LUXE )
TP
.250
.662
.081
.559
.299
.455
.303
1 . 172
MPH STEADY-STATE
F .E.
(mpg)
26.8
3O.3
23.
31 .
26.
28.
28.
31 .
.4
,3
.5
.9
.9
.7
Measured
1
1
1
1
1
1
1
1 .
1 .
1 .
1 .
1 .
.513
.271
.438
.209
.053
. 175
. 167
.073
221
236
384
.205
1 .687
1 .763
1 .339
1.412
1 .259
1 .345
1 .257
1.339
1 .261
1 .367
1 .485
1.618
.092
. 1 15
.088
. 108
. 127
. 136
. 137
. 150
. 164
. 181
.223
.220
29.
30.
28.
30.
28.
3O.
28.
30.
27.
30.
27 .
30.
1
4
.7
2
7
4
4
5
9
5
6
4
TRAP
REGENERATIONS
Br idgestone
Br Idgestone
Br Idgestone
Br idgestone
Br idgestone
Br idgestone
Br idgestone
Bridges tone
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Bridg.
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
BS2-1
BS2-1 1
BS2-1
BS2-1 1
BS2-1
BS2-1 1
BS2-1
BS2-1 I
Cat .
Cat.
Cat. I
Cat.
Cat. I
Cat #2 '
Cat 02 I
Cat #2 '
Cat H2 I
Cat #2 '
Cat #2 I
Cat #2 '
Cat #2 I
THROTTLE CONDITION
Throttled Inlet «> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet <» 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @ 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @> 9" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @ 9" Hg for 8 m1n
Unthrottled Inlet for 4 min
Throttled Inlet @> 7" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @> 8" Hg for 8 min
Unthrottled Inlet for 4 min
Throttled Inlet @ 8" Hg for 8 min
Unthrottled Inlet for 4 min
to
I
ui
-------
APPENDIX B-3
EMISSIONS MEASURED DURING 5O
VEHICLE I.
TEST
NUMBER
814895
814897
814921
814926
815489
815496
81550O
815507
815508
none
none
816398
816405
816409
816416
817O59
817064
817O69
817425
81743O
817437
D. 071-812
TEST
DATE
07-23-82
O8-O3-82
O8-13-82
O8-19-82
O8-2O-82
08-26-82
08-31-82
O9-09-82
O9-1O-82
O9-27-82
1O-O5-82
10-14-82
1O-26-82
1 1-O2-82
1 1- 17-82
1 1-24-82
12-01-82
12-15-82
12-28-82
O1-04-83
O1-18-83
(1982 VW RABBIT)
r- ti T r- f T mti
ODOM
(mi)
6571
6715
6849
6999
7O16
7126
7198
7337
7357
7587
771O
781 1
7938
8020
8129
8250
8405
853O
8680
8779
898O
HC
.385
N/R
N/R
N/R
.565
.383
.292
N/R
.522
Not
Not
1 .972
N/R
N/R
N/R
N/R
N/R
N/R
N/R
.864
N/R
CO
O.523
4.633
O.007
0.000
2.487
0.690
0.0
O.OOO
0.000
Measured
Measured
4.515
6.679
4.991
0.845
N/R
4.437
8.332
5.890
0.057
5.011
S (g/mi)
NOx
O.406
O.398
O.458
O.539
0.460
0.486
0.481
0.473
0.44O
O.459
0.467
O.450
O.398
N/R
O.499
O.523
O.521
0.520
0.562
6
2
3
1
3
1
1
2
0
1
0
0
2
1 .
0.
1
3.
1
TP
.032
.287
. 146
.549
.382
.894
.008
.642
.823
.318
.600
.707
.589
N/R
.975
.565
.276
. 93O
.999
MPH STEA
F.E.
(mpg)
48.3
46
56
58
53
53
54
57
55
51
49
50
62
.3
. 1
.5
.5
.7
.5
.9
.5
.2
,O
.6
.O
N/R
48
47
47.
52.
48.
9
3
.4
.8
3
DY-STATE REGENERATIONS
Distance (mi les)
TRAP for Reaen Cycle
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM- 13
Trap
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP
TRAP-- VOID
TRAP
TRAP
TRAP
TRAP
TRAP
2
2
5
5
5
5
4
5
4
5
5
5
4 .
5.
5.
5.
5.
5.
4 .
.775
.912
. 89O
.396 -- Unsuccessful
. 4O2
.427
.700
.420
.070 tfl
1
CTl
,O58
.514
.395
.988
432
435
580
494
4O7
2O8
-------
C-l
Appendix C-l
Exhaust Backpressure Data on Mercedes 300D
-------
C-2
VEHICLE
Date
04-25-79
04-26-79
04-27-7S
04-30-79
05-01-79
05-10-79
05-10-79
05-1 1-79
N.R. »
05-15-79
05-15-79
05-16-79
05-16-79
05-16-79
05-16-79
05-16-79
05-17-79
05-17-79
05-18-79
05-22-79
O5-22-79
05-22-79
05-23-79
05-23-79
06-04-79
06-04-79
06-05-79
06-06-79
N.R.
06-10-79
06-10-79
N.R.
N.R.
06-12-79
06-13-79
06-13-79
07-02-79.
07-05-79
07-06-79
07-06-79
07-07-79
07-09-79
07-09-79
07-10-79
07-10-79
07-1 1-79
07-1 1-79
O7-1 1-79
07-1 1-79
07-12-79
07-12-79
07-13-79
07-18-79
07-18-79
07-18-79
07-18-79
07-18-79
07-18-79
07-18-79
07-18-79
I.D.
ODOM
(mi )
30637
30692
30725
30766
30800
30983
31004
31063
31119
31182
31203
31243
31261
31292
31295
31309
31365
31404
31414
31499
31532
31549
31600
31629
31652
31677
31702
31762
31842
31954
31962
11511412019885 (1975 MERCEDES BENZ 300D)
--Exhaust Gas Backpressure (in of water)--
20 mph 30 mph 40 mph 50 mph 60 mph
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N,
N,
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
*
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
,M.
M.
.M.
.M.
M.
M.
.M.
M.
M.
.M.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
*
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
Regeneration at
N.
M.
Regenera
N.
t i
M.
on at
Regeneration in
32150
32076
32108
32128
32466
32589
32622
32653
32722
32749
32810
32844
32871
32890
32923
32933
32987
33000
33002
33058
33222
33237
33248
33258
33265
33276
33286
33295
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N,
N.
N.
N.
N.
N.
N.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
10
1 1
6
7
7
13
17
20
20
17.
20
19
20.
23.
23,
23.
24.
25.
25.
26.
29.
27.
27.
27.
25.
25.
25.
31 .
.93
. 15
.61
.30
.09
.69
.72
.78
.62
.92
.39
.46
.47
.03
.71
.04
,45
42
42
82
.32
.27
36
33
87
32
66
61
Steady
21 .
73
Steady
15.
15.
10.
10.
10.
24.
26.
29.
31 .
27.
30.
29.
30.
34.
34.
34 .
36.
38.
39.
39.
42.
41 .
39.
41 .
39.
37.
38.
45.
State
33.
State
59
74
01
69
56
82
66
95
05
27
1 1
40
27
22
86
22
26
38
02
34
42
72
99
29
01
33
14
70
86
24
24
14
15
15
30
39
43
46
39
42
43
43
50
50
50
52,
55
55,
56
59
60,
58,
60.
56.
53,
54.
64.
49.
Reci rculat ing Oven @
14 .
10.
10.
10.
14 .
13.
17 .
13.
17.
12.
13.
17.
14 .
13.
16.
12 .
15.
12.
17 .
14 .
18.
18.
18.
17.
17.
17 .
17 .
17.
69
35
20
20
13
35
00
53
70
84
35
70
61
03
30
14
90
84
00
96
39
17
02
00
00
1 1
1 1
00
22.
16.
15.
15.
23.
20.
24.
20.
25.
19.
20.
24 .
20.
19.
22.
18 .
23.
19.
24.
23.
26.
26.
25.
24.
25.
24 .
24.
25.
78
41
90
90
03
13
64
16
34
40
13
64
32
40
56
39
94
09
64
55
02
02
34
72
26
64
33
34
34.
25.
25.
25.
35.
29.
35.
29.
36.
28.
29.
35.
28.
29.
33.
27.
34.
28.
35.
34.
37.
37.
36.
35.
35.
36.
35.
36.
.33
.02
.94
.77
.08
.90
.34
.24
.20
.68
.75
.08
.89
.06
.53
.03
.22
.82
.82
.86
.40
.88
.61
.88
.86
.81
.84
.94
98
925
89
49
49
17
57
42
34
17
34
38
37
65
79
17
90
68
28
10
65
28
03
25
61
97
97
29
65
29
Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Dummy Trap
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
A-1R
Texaco A-1R
F for 6.5 hours
Tex. A-1R after Oven Burnout
Dummy Trap
Dummy Trap
Dummy Trap
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
A-
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
1R
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
w
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
CST-1
'N.R.' designates Not Recorded.
'N.M.' designates Not Measured.
-------
C-3
Date
08-02-79
08-02-79
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
' N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
10-15-79
10-16-79
N.R.
N.R.
N.R.
10-19-79
10-19-79
N.R.
10-22-79
10-22-79
10-23-79
10-23-79
10-23-79
10-23-79
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
N.R.
10-25-79
10-25-79
N.R.
ODOM
(mi )
33620
33635
33680
34160
34167
34195
34326
343
34360
34508
34736
34
34901
34922
34907
34914 ,
34962
34982
34997
35015
35036
35046
35086
35094
35227
35307
35353
35390
35406
35413
35433
35447
35455
35481
35506
35524
35527
35541
35576
35600
35660
35691
35717
35740
35766
35792
35790
35809
--Exhaust Gas Backpressure (in of
20 mph
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
30 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
Regenerat ion
N
N
N
.M.
.M.
.M.
N.M.
N.M.
N.M.
Regeneration
N
N
N
.5 N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
N.M.
N.M.
N.M.
N.M.
N.M.
54. 15
N.M.
N.M.
35.04
34.30
35.82
8. 17
Regenerat ion
Regenerat ion
N
N
N
N
.M.
.M.
.M.
.M.
N.M.
N.M.
N.M.
N.M.
Regeneration
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
N.M.
N.M.
N.M.
N.M.
N.M.
Regenerat ion
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
Regenerat ion
N
.M.
N.M.
40 mph
14.91
14 .91
18.39
25.34
25.34
24.95
29.48
at Steady
16.30
25.34
30. 17
at Steady
19.09
21.18
43.85
54 .44
68.52
>73.2
12.22
50.81
50.81
55.43
52.87
12.94
at Steady
at Steady
22.07
23.43
26.76
26.77
at Steady
N.M.
27.05
26. 10
31 .39
32.03
at Steady
N.M.
19.99
21 .24
24.78
26. 10
28.38
30.06
30.06
32.03
at Steady
N.M.
50 m
ph
20.49
20.
24.
36.
35.
35.
44.
State
22.
35.
43.
State
28.
30.
59.
73.
>73.
>73.
21 .
71 .
72.
74.
72.
20.
78
95
61
97
65
53
16
65
16
10
85
76
14
2
2
91
49
32
00
32
13
water)
60 m
28.
29.
33.
50.
50.
49.
60.
30.
47 .
56.
37.
42.
>73.
>73.
>73.
>73.
40.
>105.
>105.
>105.
>105.
30.
--
p_h
79
48
90
20
03
32
02
85
94
93
90
49
2
2
2
2
40
0
0
0
0
87
Trap
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
Corning EX-40
Corning EX-40
Corning EX-40
Corning EX-40
Balston Fi
Balston Fi
Balston Fi
Balston Fi
Balston Fi
Balston Fi
1 ter
Iter
1 ter
Iter
1 ter
Iter
State Basel ine
State Basel ine
32.
34.
38.
38.
95
01
70
38
State
N.
38.
38.
44.
45.
M.
70
02
55
62
State
N.
27.
29.
36.
38.
40.
42.
43.
45.
M.
49
40
01
70
96
10
52
87
State
N.
M.
44 .
47.
47.
53.
93
06
77
84
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
46.
54.
53.
59.
62.
78
61
93
54
89
ICI Saffil
34.
36.
38.
49.
51 .
55.
57.
59.
62.
68
93
02
93
71
82
31
54
89
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
(Attempted)
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
42.
82
ICI Saffil
-------
C-4
Date
11-07-79
1 1-07-79
11-07-79
11-07-79
11-08-79
11-08-79
11-08-79
1 1-09-79
1 1-09-79
1 1-09-79
1 1-13-79
1 1-13-79
1 1-14-79
1 1-14-79
1 1-14-79
1 1-14-79
1 1-15-79
1 1-15-79
11-15-79
11-16-79
11-16-79
1 1-16-79
1 1-16-79
1 1-16-79
1 1-16-79
11-16-79
11-16-79
1 1-18-79
1 1-18-79
1 1-18-79
1 1-18-79
1 1-19-79
11-20-79
1 1-20-79
11-21-79
1 1-21-79
11-23-79
1 1-23-79
1 1-23-79
11-23-79
1 1-26-79
1 1-26-79
1 1-26-79
1 1-27-79
1 1-27-79
1 1-27-79
1 1-29-79
12-04-79
12-05-79
12-06-79
12-06-79
12-06-79
12-07-79
12-07-79
12-07-79
12-08-79
12-08-79
12-09-79
12-09-79
12-09-79
12-1 1-79
12-12-79
12-12-79
'12-12-79
12-12-79
12-14-79
12-26-79
12-27-79
01-02-80
01-02-80
01-02-80
01-03-80
01-03-80
ODOM
(ml )
35976
36000
36021
36047
36068
36092
36116
36139
36162
36185
362OO
36225
36248
36272
36293
36316
36339
36355
36380
36396
36408
36421
36444
36468
36492
36504
36516
36540
36563
36575
36587
36609
36625
36648
36672
36695
36718
36741
36752
36763
36782
36795
36807
36852
36875
36899
36923
36949
36954
36976
37002
37023
37046
37070
37094
371 19
37129
37141
37165
37196
37291
37317
37341
37362
37378
37402
37463
37486
37519
37541
37565
37589
37613
--Exhaust Gas Backpressure (in of water) —
20 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
30 mph
N.M.
N.M.
N.'M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
40 mph
17
18
18
20
19
20
20
19
18
18
20
19
20
20
20
18
17
19
20
20
20
20
19
20
20
20
20
19
20
20
20
19
19
19
19
20
20
20
22
20
22
21
21
22
20
17
16
16
16.
20
21
21
22
22.
24.
24
26
22
23
24.
22
21
20
22
22
23.
23.
24
25
25
25
25
26
88
25
60
01
30
70
01
66
60
60
70
30
01
70
70
95
88
30
01
01
70
01
30
01
13
70
36
30
36
70
70
30
66
30
30
01
01
70
07
70
76
73
39
41
01
88
44
44
65
70
39
39
76
76
11
78
1 1
76
43
11
76
39
01
08
76
53
52
53
54
55
55
54
05
50 mph
26. 10
26.77
27.43
28.41
27.43
27.43
28.74
29.07
27.43
27.76
31 .37
28.08
29.07
30.06
29.40
27 .43
27. 10
28.74
30.06
30.06
30.39
28.74
28.74
29.40
30.39
29.73
29.40
29.40
30.72
29.40
29.73
28.41
28.74
29.40
29.40
30.06
30.06
30.72
31 .37
30.06
33.36
30.06
28.08
32.70
31 .38
29.41
26. 11
25. 1 1
26.86
32.77
31.71
31.71
34.02
34.02
36.02
36.69
36.02
32.70
34.02
34.68
33.36
31 .38
32.04
33.36
34.68
36.70
37.72
37.72
38.74
39.76
39.76
39.76
40.78
60 mph
38
38
39
41
38
39
40
40
39
39
44
41
42
43
41
40
40
41
42
42
42
40
41
42
43
42
41
41
44
42
41
40
40
42
41
42
42
44
43
41
5O
42
42
47
47
43
38
36
39
44
45
45
49
48
51
51
50
47
49
50
47
46
46
49
49
54
55
55
57
58
58
58
60
.02
.02
.39
.45
.88
.39
75
75
39
39
22
45
13
52
45
07
41
09
83
83
13
75
45
13
52
49
45
45
22
13
09
75
07
13
45
49
83
58
18
1 1
31
82
13
77
77
52
37
35
25
93
63
63
22
49
40
40
31
06
22
67
06
34
34
22
94
17
22
22
30
38
35
35
45
Trap
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
Texaco
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A- 1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R W
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
A-1R w
1
CST-1 #2
•CST-1 tfi
CST-1 #2
CST-1 #2
CST-1 #2
CST-1 til
CST-1 #2
CST-1 tfi
CST-1 #2
CST-1 HZ
CST-1 Ifi
CST-1 #2
CST-1 #2
CST-1 Ifi
CST- #2
CST- tfi
CST- #2
CST- tfi
CST- #2
CST- #2
CST-1 #2
CST-1 #2
CST-1 #2
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 #2
CST-1 Ifi
CST-1 tfi
CST-1 tfi
CST-1 #2
CST-1 #2
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 H2
CST-1 #2
CST-1 #2
CST-1 tfi
CST-1 tfi
CST-1 *2
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 #2
CST-1 tfi
CST-1 #2
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 Ifi
CST-1 Ifi
CST-1 Ifi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 #2
CST-1 tfi
CST-1 tfi
CST-1 tfi
CST-1 #2
CST-1 #2
-------
C-5
DOOM
Date (mi)
01-04-80 36737
01-04-80 37661
01-04-80 37685
01-05-80 37709
01-05-80 37733
01-05-80 37756
01-06-80 37782
01-06-80 37807
01-07-80 37833
01-O8-80 37868
01-08-80 36893
01-08-80 37917
01-08-80 37941
01-29-80 38217
01-29-80 38240
01-29-80 38248
01-29-80 38263
01-30-80 38275
01-30-80 38285
01-31-80 38321
01-31-80 38330
01-31-80 38340
01-31-80 38348
02-01-80 38360
02-01-80 38387
02-01-80 38395
02-01-80 38
02-12-80 38440
02-12-80 38461
02-12-80 38472
02-12-80 38479
02-13-80 38491
02-14-80 38502
02-14-80 38532
02-14-80 38541
02-15-80 38557
02-15-80 38585
02-15-80 38594
02-15-80 38605
02-22-80 38656
02-22-80 38666
02-22-80 38674
N.R. 38
02-26-80 38725
02-26-80 38735
02-27-80 38746
02-27-80 38767
02-27-80 38776
02-27-80 38785
02-28-80 388O7
02-28-80 38821
02-28-80 38829.5
02-28-80 38837
02-29-80 38849
02-29-80' 38869
02-29-80 38876
02-29-80 38884
02-29-80 38
02-29-80 38907
03-24-80 39196
03-26-80 39216
03-26-80 39228
03-26-80 39237
03-26-80 39246
N.R. 39267
--Exhaust Gas Backpressure (in of
20 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
68.9
75.3
86.2
88.3
N.M.
51 .06
55.21
65.72
72. 1 1
84.0
96.09
102.74
30 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
62.55
74.26
84.0
93.8
98.3
N.M.
53.7
55.21
71 .04
78.58
N.M.
N.M.
N.M.
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
47.96
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
40. 1
49.9
55.21
58.35
Regenerat ion
14 .40
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
15.42
N.M.
N.M.
N.M.
N.M.
42.82
48.50
53.5
59.5
62.5
69.98
66.78
76.41
78.57
Regenerat ion
13.38
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
15.42
1 14.76
126.46
139.74
149.63
160.42
143.45
40 mph 50 mph
24.53 38.74
27.06 41.80
25.55 39.76
23.52 37.72
25.55 39.76
24.53 39.76
21.50 35.68
23.52 37.72
N.M. 37.72
23.52 37.72
24.53 38.23
24.53 38.74
24.53 38.74
93.88 >105.0
>105.0 N.M.
N.M. N.M.
N.M. N.M.
N.M. N.M.
39.20 53.2
78.57 N.M.
60.45 91.67
106.0 N.M.
N.M. N.M.
N.M. N.M.
N.M. N.M.
N.M. N.M.
at Steady State
N.M. 25.56
N.M. 32.4
N.M. 35.7
N.M. 38.7
N.M. 41 .70
44.87 57.7
39.75 54 . 19
42.82 58.8
47.96 64.66
56.25 74.26
57.8 78.58
60.45 82.91
74.26 101.1
80.74 N.M.
84.5 N.M.
at Steady State
23.0 3O.1
25.45 35.8
39.75 35.21
51.06 67.84
56.25 77.5
63.6 87.28
72.11 98.30
78. 1 N.M.
88.38 N.M.
96.09 N.M.
105. 1 N.M.
99.41 N.M.
N.M. N.M.
N.M. N.M.
at Steady State
22.51 3O.5
165.65 210.6
183.40 228.5
199.17 246.29
210.6 261. O8
222.56 276.24
210.60 258.12
water )--
60 mph
58.35
62.55
59.40
57.30
58.35
58.35
54. 17
55.22
55.22
55.22
56.26
56.26
57.30
> 105.0
N.M.
N.M.
N.M.
N.M.
72. 1 1
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
(Unsuccessful )
36.7
43. 1
47.3
52.5
55.21
62.53
74.22
78.0
85. 1 1
97. 15
104.2
N.M.
N.M.
N.M.
N.M.
41 .2
49.5
73.8
89.9
102.9
N.M.
N.M.
N.M.
N.M.
.N.M.
N.M.
N.M.
N.iV.
N.M.
39.76
246.29
264.05
278.93
303. 17
N.M.
N.M.
Corning EX-47 6" Non-Cat,
Corning EX-47 6" Non-Cat.
Corning EX-47 6" Non-Cat.
Corning EX-47 6" Non-Cat.
Corning EX-47 6" Non-Cat,
Corning EX-47 6" w CST-1
Corning EX-47 6" w CST-1
Corning EX-47 6" w CST-1
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-^47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
6"
6"
6"
6"
6"
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
W CST-1
w CST-1
w CST-1
w CST-1
w CST-1
" Non-Cat
11 Non-Cat
" Non-Cat
11 Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
11 Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
11 Non-Cat
" Non-Cat
" Non-Cat
11 Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
11 Non-Cat
11 Non-Cat
11 Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
" Non-Cat
tt 1
#1
#1
#1
i?1
#1
#1
#1
#1
#'1
#1
#1
#1
01
#1
#1
#1
#\
K^
H\
H\
#1
#1
#1
#1
n\
#1
A1
#1
#1
#1
#1
#1
#1
#1
#1
-------
C-6
Date
04-01-80
04-01-80
04-01-80
04-01-80
04-01-80
04-02-80
04-02-80
N.R.
04-03-80
04-03-80
04-03-80
04-08-80
04-08-80
04-08-80
04-1O-80
04-10-80
04-1 1-80
04-1 1-80
04-1 1-80
04-1 1-80
04-1 1-80
04-15-80
04-15-80
04-15-80
04-16-80
04-16-80
04-16-80
04-16-80
04-22-80
04-22-80
04-22-80
ODOM
(mi )
39276
39285
39214
39302
39310
39322
39329
39340
39347
39355
39363
39363
394 1 7
39418
39446
39455
39478
39488
39498
39508
39517
39549
39557
39567
39588
39600
39608
39618
39654
39663
39672
--Exhaust Gas Backpressure (in of water)--
20 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
30 mph
162.58
163.50
180.35
189.48
203.09
152. 10
197.66
180.35
192.52
2 1 8 . 08
204.6
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
21 .96
21 .96
26.87
27.79
29.88
31 .06
32.97
33.93
36.63
37.62
40.89
42.93
43.45
48.80
51 .07
53.49
60.91
63.71
65.68
40 mph
229.99
227.02
250. 13
267.57
276.84
221 .96
272.96
261 .08
269.98
300 . 09
284.92
at Steady
25.73
24.65
32.25
35.40
37.87
40.89
42.93
46.04
50.53
51 .87
57.31
60.08
60. 08
69.38
72.54
75.44
88.39
90.78
95.29
50 mph
283.72
281 .92
N.M.
N.M.
N.M.
284.62
N.M.
N.M.
N.M.
N.M.
N.M.
State
31 .06
31 .06
39.87
42.93
47.62
52.95
56.22
60.08
63.99
67.95
75. 15
79.52
77.47
93. 18
93. 18
98.30
115.99
114.15
120.91
60 mph
N
N
N
N
N
N
N
N
N
N
N
38.
38.
50
53
60
68.
73,
78
81 .
82.
91 ,
100.
101 .
1 14.
116,
124,
140.
142.
149.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
,37
,87
.53
,76
.63
.81
,70
,35
.87
.46
,56
,42
03
, 15
.30
.3
.98
21
,01
Trap
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corni ng
Corning
Corning
Corning
Corning
Corning
Corning
Corni ng
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
Non-Cat #1
Non-Cat 01
Non-Cat #1
Non-Cat #1
Non-Cat #1
Non-Cat #1
Non-Cat tt\
Non-Cat #1
Non-Cat #1
Non-Cat 01
Non-Cat 01
Non-Cat #1
Non-Cat #1
Non-Cat 01
Non-Cat 01
Non-Cat #1
Non-Cat 01
Non-Cat #1
Non-Cat #1
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
Non-Cat 01
04-16-81 41544
04-17-81 41584
N.M.
N.M.
15.5
19.7
15.4
19.3
20.9
26.8
28.7
37.3
Corning EX-47 12" w UOP
Corning EX-47 12" w UOP
04-28-81 41728 N.M. 7.6 8.3 10.4 14.9
04-29-81 41776 N.M. 8.0 8.8 11.3 15.8
07-29-81 41872 N.M. 8.0 8.8 11.3 15.6
Dummy Trap
Dummy Trap
Dummy Trap
N.R.
08-31-81
09-01-81
09-01-81
O9-01-81
O9-03-81
09-03-81
09-03-81
09-09-81
09-O9-81
09-15-81
O9-15-81
09-17-81
09-17-81
O9-24-81
09-24-81
09-24-81
09-30-81
10-01-81
10-01-81
10-09-81
10-09-81
1O-O9-81
10-15-81
10-15-81
10-20-81
10-20-81
10-20-81
10-21-81
10-22-81
10-22-81
10-22-81
10-27-81
10-27-81
42012
42026
42053
42075
42094
42116
42140
42151
42174
42199
42222
42232
42272
42301
42342
42365
42376
42396
42419
42426
42458
42403
42474
42481
42505
42545
42570
42579
42619
42643
42666
42679
42718
42736
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
16.97
12.92
N.M.
24.386
23.218
29. 13
31 .43
N.M.
23.3
25. 1
25. 1
25.8
27.5
N.M.
34 .5
34.7
33.3
36.2
46.3
45.2
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
22. 1
20.0
22.0
39.2
51 .66
51 .66
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
16.69
15.78
16. 14
20.9
20.5
17.6
19.3
21 .00
22.444
22.831
28.03
30.29
30.43
32.7
34.8
36. 1
36.8
39.35
42.31
49.4
49.6
50.3
54.6
64.9
67.4
Steady
N.M.
33.4
29.0
31 .0
57.92
74.95
74.95
Steady
21 .4
20.9
21 .96
29.3
29.7
25.5
25.8
28.93
30.73
31 .84
39.86
41 .90
42.93
45.7
47.5
48.5
50.8
54.2
57.8
68.4
68. 1
69.8
76.3
87.9
91 .9
State
N.M.
48.3
42.0
45.0
80.73
98.7
104.5
State
28.72
29. 13
31 .53
39.75
41 .7
35,
34,
40.
41 .
43,
53
55,
58.
63.
65.
66,
69
72
77
91
92
95
102
1 16
121
45
68
58
61
102
125
131
39
40
44
52
56
.3
.3
,57
.90
,85
.6
.9
.6
.8
.6
,8
.8
.3
.3
.0
.0
, 1
.8
.7
.4
.9
.9
.0
.0
.00
.0
.5
.65
.37
.67
.4
.7
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corni ng
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP'
w UOP'
w UOP
w UOP
w UOP
w UOP
w UOP
w UOP
-------
C-7
ODOM
Date (mi)
--Exhaust Gas Backpressure (in of water)--
20 mph 30 mph 40 mph 50 mph 60 mph
Trap
10-28-81 42759
10-28-81 42769
10-28-81 42786
10-28-81 42802
10-29-81 42816
11-10-81 42888
11-12-81 42930
11-17-81 42978
1 1-24-81
11-25-81
11-25-81
11-25-81
12-01-81
12-01-81
12-01-81
12-O8-81
12-08-81
12-08-81
12-09-81
12-O9-81
12-09-81
12-O9-81
12-09-81
12-10-81
12-10-81
12-10-81
12-11-81
12-11-81
12-11-81
12-16-81
12-16-81
12-16-81
12-17-81
12-17-81
12-17-81
12-17-81
12-17-81
12-17-81
12-22-81
12-22-81
12-22-81
12-23-81
01-05-82
01-05-82
01-05-82
01-06-82
01-06-81
01-19-81
01-19-81
01-19-81
01-19-81
01-19-81
01-19-81
01-19-81
01-19-81
01-19-81
O1-19-81
01-19-81
01-19-82
01-19-82
01-19-82
01-20-82
01-20-82
01-20-82
01-20-82
01-21-82
01-21-82
01-21-82
42979
43O04
43027
43037
43059
43082
43091
43182
43192
43202
43215
43237
43247
43264
43274
43294
43315
43325
43338
43360
43369
43374
43387
43397
43478
43429
43438
43466
43477
43487
43507
43529
43538
43547
43569
43580
43589
43590
43610
43657
43673
43684
43696
43708
43718
43732
43743
43754
43768
43779
43791
43803
43817
43819
43846
43858
43869
43879
43893
43905
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
20
21
22
17
1 1
6
6
6
15
17
22
21
26
29
29
53
51
53
55
61
61
.5
.4
.4
.5
.7
.47
.3
.0
.09
.5
.0
.9
.4
.2
.5
.08
.89
.08
.6
.9
.6
Regenerat ion
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
31
40
46
48
54
59
61
Regenerat
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
25
27
33
41
42
51
57
55
62
66
67
Regenerat
N
N
N
.M.
.M.
.M.
43
58
62
.9
.0
.6
.8
. 15
.9
.3
ion
.0
.68
.6
.88
. 15
.8
.20
.08
.3
.9
.2
ion
.8
.0
.9
Regeneration
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
22
36
42
45
47
49
49
56
60
61
63
67
N
67
71
.3
.01
.98
.48
. 1
.5
.7
.8
.6
.4
.4
.0
.M.
.9
.9
Regeneration
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
35
41
38
39
44
47
.2
.2
.0
.0
.9
.9
29.
30.
31 .
24.
14.
7 .
6.
6.
19.
24.
29.
30.
36.
40.
41 .
76.
72.
74.
74.
86.
87.
1
6
2
1
4
05
5
0
79
1
7
5
5
8
4
. 19
.53
25
25
2
8
at Steady
46.
56
66
68
76
84
86
0
.6
.6
.8
.04
.7
. 1
at Steady
36
38.
46.
58.
58
71
76
79
89
95
96
.6
.09
.5
.09
.79
.80
.01
.08
. 1
. 1
.3
at Steady
66
83
95
.3
.5
.6
at Steady
32
49
57
62
66
68
70
79
83
85.
88.
93
N
95
101 .
. 1
.8
.28
.38
.6
.8
.0
.8
.4
.4
.98
.5
.M.
.3
.3
at Steady
50.
59,
53.
53.
62.
66.
.0
,3
0
3
2
4
40.6
43.4
42.9
34.3
20.8
10.9
9.9
9.
27.
34.
40.
42.
49.
55.
56.
103.
94.
96.
104.
112.
115.
State
61 .
75.
87.
92.
100.
109.
112.
0
58
2
7
8
8
0
6
28
48
O8
3
5
2
0
2
8
1
2
0
4
54.
59.
60.
47.
30.
16,
15,
14,
38.
48,
56,
59.
67
73
76
133
96
124
131
140
143
78
97
113
119
127
136
139
7
2
2
9
22
95
3
0
10
,5
,0
,5
.9
.9
. 1
.53
.08
.08
.3
.4
.5
.2
.8
.2
. 1
.2
.4
.3
Corning EX-47 12" w UOP
Corning EX-47 12" w UOP
Corning EX-47 12" w UOP
Corning EX-47 12" w UOP
Corning EX-47 12" w UOP
Dummy Trap
Dummy Trap
Dummy Trap
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
#2
ti2
til
ti2
#2
ti2
#2
#2
ti2
ti-i
ti-i
ti-i
ti-i
ti-i
ti-i
#2
ti-i
ti-i
ti-i
#2
State
48.
52.
62.
76.
77.
94.
98.
103.
1 17.
123.
124.
4
38
09
30
75
30
70
53
5
6
8
State
92.
1 12.
124.
8
7
7
62
70
81
97
100
1 19
123
132
148
156
159
.0
.38
. 10
.08
. 15
.40
.98
.08
.4
.9
.2
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
ti-i
ti-i
ti-i
H2
ti-i
ti-i
ti-i
ti-i
ti-i
ti-i
ti2
(Unsuccessful )
124
144
161
.98
.7
.60
NGK
NGK
NGK
ti2
H2
ti2
State
43.
66.
73.
80.
85.
89.
91 .
100.
105.
108.
1 12.
1 18.
122.
122.
127.
2
54
60
45
1
5
1
0
4
7
9
4
98
1
8
56
87
94
103
109
1 14
1 19
125
133
137
141
148
154
153
160
.3
.98
.48
.08
.0
.7
.2
.5
.4
.6
.6
.9
.43
.4
.6
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
ti-i
ti-i
ti-i
ti2
It2
ti-i
ti-i
H2
ti2
ti-i
#2
ti-i
ti2
ti2
#2
State
68.
79.
69.
71 .
79.
85.
2
3
8
3
05
3
91
102
90
94,
102,
108,
.2
.8
.9
.0
.6
,5
NGK
NGK
NGK
NGK
NGK
NGK
H2
ti-i
ti2
ti2
ti2
ti2
-------
C-8
Date
N.R.
N.R.
N.R.
N.R.
02-18-82
02-18-82
02-18-82
02-18-82
03-31-82
04-01-82
04-01-82
04-01-82
04-02-82
04-05-82
04-06-82
04-06-82
04-07-82
04-07-82
04-08-82
04-08-82
04-09-82
04-09-82
04-09-82
04-09-82
04-12-82
04-13-82
04-14-82
04-14-82
04-14-82
04-16-82
04-16-82
04-16-82
04-19-82
04-23-82
04-23-82
04-26-82
04-27-82
04-29-82
04-29-82
05-03-82
05-05-82
05-17-82
05-18-82
05-18-82
05-18-82
05-19-82
05-19-82
05-24-82
05-26-82
05-27-82
05-27-82
05-27-81
05-27-81
05-27-82
05-28-82
05-28-82
06-03-82
06-03-82
06-03-82
06-O3-'B2
06-03-82
O6-03-82
06-04-82
06-17-82
06-22-82
N.R.
06-23-82
O6-23-82
06-23-82
O6-28-82
DOOM
(mi )
43921
43932
43944
43955
43964
43973
43982
43991
44439
44451
44472
44481
44493
44502
44524
44533
44543
44552
44561
44570
44591
44601
44610
44631
44640
44652
44665
44665
44692
44704
44725
44734
44743
44763
44784
44792
44805
44805
44838
44847
44859
44868
44899
44910
44918
44930
44938
44947
44960
44971
44991
45013
45021
45029
45064
45072
45081
45089
45098
451 18
45128
45137
45149
45149
45206
45206
45219
45241
45250
45258
--Exhaust Gas Backpressure (In
20
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
mph
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
30 mph
51
51
53
58
56
58
61
63
1 1
14
16
17
19
17
22
23
22
24
25
28
N
34
36
42
40
48
48
.6
.9
.8
.0
.3
.7
.3
.4
.30
.08
.85
.48
.38
.9
. 1
.20
.4
.7
.0
.4
.M.
. 1
.5
.9
. 1
. 1
. 1
Regeneration
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
32
37
44
45
48
58
66
66
78
.7
.8
.28
. 1
.0
.98
.6
. 1
.05
Regenerat Ion
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
31 ,
36
45.
45
58
64
101
77
123.
8
16
12
18
14
17
14
24
23
15
26
16
18
16
18
19
.6
.3
.3
.6
.7
.7
.5
.4
.3
.23
. 1
.8
. 1
.4
. 1
.0
.5
.2
.0
.9
.8
.9
.8
.5
.8
Regenerat ion
Regeneration
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
1 1
11
19
17
16
.0
.3
.3
.8
.2
40 mph
74
72
75
81
78
82
86
91
12
17
22
21
25
24
30
30.
31 .
34.
35
39
46
47
51 .
60.
57,
67,
70,
.0
.0
.4
.2
.9
.8
.9
.6
.98
.25
.38
.50
.2
.98
.7
.98
.2
.2
.6
.2
.9
.3
.0
.2
,6
, 1
.8
at Steady
46.
53
61 ,
64.
67,
83.
94.
95.
108
. 1
.45
.7
,98
.9
.5
.4
, 1
.6
at Steady
45.
51 .
63.
65.
81 ,
93.
133,
106,
116.
10,
14,
14
18
20
17,
18,
24
22
20
26
22
26
23
27
26
.2
.9
.4
.8
.3
,5
,2
.4
,9
,40
.4
.6
.5
.2
.7
.4
. 1
.5
.3
.2
.6
.2
.4
. 1
.7
at Steady
at Steady
16
15
24
23
22
.9
.8
.7
.0
.6
of water)--
50 mph
97.
92.
97 .
103.
101 .
109.
1 14 .
1 19.
18.
24.
29.
30.
34.
34.
42.
42.
42.
46.
49.
52.
62.
63.
67.
79.
76.
88.
95.
State
61 .
70.
81 .
83.
89.
109.
123.
125.
145.
7
3
8
3
7
5
8
0
08
68
69
01
7
1
2
6
8
8
6
98
08
8
4
2
7
2
1
4
98
4
5
2
98
7
0
5
60 mph
123
1 17
123
129
131
140
146
148
26
34
41
42
47
46
57.
58.
58.
62.
66.
70.
82
84.
89.
101 ,
10O.
113.
122.
80.
93.
105.
109.
115.
142.
155.
157,
181 .
.8
.0
.9
. 1
.5
.3
.7
.9
.08
.60
.08
.08
.9
.6
.0
.5
.2
.7
7
.40
. 1
.98
3
5
8
9
.3
,2
.25
5
1
.3
.0
.5
.0
4
State
62.
70.
87.
88.
1 14.
1 16.
168.
143.
155.
14 .
20.
2O.
24.
27.
25.
26.
33.
32.
27.
36.
30.
35.
33.
37.
36.
5
6
5
4
6
2
6
6
0
20
8
0
2
8
4
7
7
4
6
7
1
1
6
3
5
86.
93.
109.
115,
142,
150,
154,
170,
179.
20.
27.
29.
34.
38
37,
38,
45,
45,
37,
5O,
41
48
47.
51 .
52
6
8
2
,7
.4
.4
.8
,2
1
,78
,60
,7
5
.6
4
6
,5
.7
.4
.6
.9
.3
.3
.4
.8
State
State
23.
21 .
35.
32.
30.
0
8
5
5
8
31
32
48
46
45
.2
.2
.7
.7
. 18
Trap
NGK #2
NGK * '2
NGK #2
NGK #2
NGK #2
NGK #2
NGK #2
NGK #2
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
Corning
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK it 3
NGK #3
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
EX-47
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
12"
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Gat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Gat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
#2
#2
HI
#2
#2
#2
#2
#2
#2
#2
#2
H2
#2
#2
#2
H2
#2
H2
#2
H2
H2
#2
M2
#2
#2
#2
H2
tf2
#2
#2
#2
H2
#2
H2
»2
#2
#2
-------
C-9
Date
06-29-82
06-29-82
07-01-82
07-13-82
07-14-82
07-14-82
07-14-82
07-14-82
07-15-82
07-15-82
07-15-82
07-19-82
07-20-82
07-20-82
07-20-82
07-22-82
07-23-82
07-25-82
07-28-82
07-28-82
07-29-82
07-29-82
07-29-82
07-30-82
07-30-82
08-02-82
08-02-82
08-04-82
08-04-82
08-04-82
08-04-82
O8-12-82
08-16-82
08-18-82
08-18-82
08-18-82
08-19-82
ODOM
(mi )
45285
45293
45305
45315
45325
45336
45346
45356
45382
45390
45399
45409
45421
45443
45452
45471
45486
45502
45514
45521
45533
45563
45573
45609
45618
45628
45641
45641
45662
45670
45678
45706
45717
45728
45148
45757
45769
--Exhaust Gas Backpressure (in
20 tnph
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
30 mph
22
22
24
23
30
31
33
36
33
36
35
35
44
49
46
57
.3
.2
.3
.3
.7
.7
.9
.4
.8
.4
.7
.8
.3
. 1
.8
.0
Regenerat ion
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
20
25
27
27
34
34
40
35
40
49
Regenerat
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
16
15
15
23
20
27
28
26
34
.48
.6
.4
.8
.8
.0
.8
.9
.2
.6
ion
.7
.2
.30
. 1
.5
.8
.7
.9
.2
40 tn
29.
29.
34 .
32.
44.
45.
48.
53.
49.
53.
52.
53.
64 .
71 .
106.
84.
ph
3
2
4
5
5
96
8
1
2
3
1
7
0
5
5
5
at Steady
32.
39.
43.
41 .
56.
52.
64.
61 .
65.
75.
5
7
0
9
2
7
5
9
2
2
at Steady
25.
22.
23.
36.
32.
45.
46.
40.
52.
2
8
6
5
7
3
4
4
8
50 m
40.
42.
47.
46.
62.
65.
68.
74.
67.
71 .
72.
73.
89.
93.
94.
1 14 .
of water)--
ph
6
2
6
0
4
3
5
95
2
8
2
4
5
6
9
8
60 m
57.
57.
64.
64.
62.
88.
92.
10O.
89.
95.
97.
99.
118.
122.
124.
145.
p_h
5
3
2
5
4
98
6
87
7
5
8
8
6
7
3
6
State
46.
57.
58.
61 .
76.
76.
91 .
87.
91 .
107.
3
6
7
2
3
9
7
2
2
6
68.
82.
79.
81 .
104 .
108.
124.
120.
125.
143.
2
9
8
2
5
4
2
9
8
2
State
34.
31 .
33.
49.
46.
58.
64.
59.
70.
7
4
8
3
6
7
3
2
9
48.
45.
48.
69.
67.
80.
90.
84.
97.
4
7
8
5
7
4
4
3
4
Trap
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK 03
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK #3
NGK 13
NGK #3
NGK #3
NGK #3
NGK #3
NGK 03
NGK 03
NGK 03
NGK #3
NGK #3
NGK #3
NGK #3
NGK 03
NGK #3
NGK #3
NGK #3
NGK #3
NGK 03
NGK #3
NGK #3
NGK #3
08-30-82
09-02-82
09-02-82
09-02-82
09-09-82
09-O9-82
09-09-82
09-09-82
09-09-82
09-09-82
09-09-82
09-13-82
09-14-82
09-14-82
09-14-82
09-14-82
O9-15-82
09-15-82
09-15-82
O9-15-82
09-20-82
09-21-82
09-21-82
09-21-82
09-21-82
09-22-82
09-22-82
09-22-82
09-23-82
09-23-82
09-23-82
09-28-82
45778
45790
45810
45819
45828
45836
45845
45853
45862
45871
45879
45888
45900
45920
45928
45955
45976
45985
45999
46012
46017
46033
46044
46055
46064
46076
46097
46105
46117
46138
46146
46147
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
10.
14,
14,
14.
14.
16,
17,
19
19
20
24
21
27,
30
29.
36
36
37,
45,
47
43,
49,
,0
.3
.8
,7
,4
,4
.3
.0
.2
.7
.9
.5
.0
.7
.3
,7
.8
.7
.8
.9
.4
.6
Regeneration at
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
18,
18.
29,
34.
36.
42.
48.
47.
.6
.6
,3
4
4
2
9
6
Regeneration at
13.
18,
19,
18.
20,
22.
23.
25
26.
28
31
30
36.
41 ,
41 .
49,
50,
51 .
61 .
65,
61 ,
71 .
2
1
,5
.9
.3
.7
.6
.3
,4
.6
.9
.7
.8
.5
,9
,9
.7
.8
.7
.4
,9
4
Steady
28
30,
40,
48.
51 .
58.
66.
69.
,2
.2
,5
5
4
6
0
2
Steady
17 .
24.
26.
26.
27.
29.
30.
34.
34 .
37.
40.
41 .
50.
54.
55.
64.
68.
69.
80.
85.
83.
96.
State
39.
40.
56.
64.
68.
78.
90.
92.
State
9
1
1
6
6
6
8
5
8
4
7
2
2
6
2
9
1
1
5
8
0
3
4
2
4
0
7
2
5
2
25,
31 ,
35,
35,
36
39
41
44
46
49
54
54
65
75
72
82
88
90
101 ,
1O7
105
118
52
52,
73
84.
89.
101 .
1 14.
117.
.7
6
.7
.6
.6
.3
.4
.8
. 1
.9
.3
.9
.9
.5
.2
. 1
.8
.4
.9
.5
.9
.O
.0
.2
.7
5
7
3
0
5
NGK #4
NGK #4
NGK #4
NGK #4
NGK #4
NGK #4
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
NGK 04
-------
C-10
Date
09-28-82
09-28-82
09-29-82
09-29-82
09-29-82
09-30-82
09-30-82
09-30-82
10-07-82
10-07-82
10-12-82
10-13-82
10-13-82
10-13-82
10-14-82
10-14-82
10-14-82
10-18-82
10-19-82
10-19-82
10-21-82
10-21-82
10-26-82
10-26-82
10-26-82
10-27-82
10-27-82
10-28-82
10-28-82
10-28-82
ODOM
(mi )
46169
46177
46189
46209
46218
46230
46251
46259
46253
46277
46287
46299
46321
46331
46343
46365
46374
46383
46413
46422
46433
46447
46447
46472
46482
46508
46517
46529
46550
46559
--Exhaust Gas Backpressure (in
20
N
N
N
N
N
N
N
N
mph
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
30 mph
16,
17.
20.
28
28
33
39
40.
,0
.5
,4
. 1
.6
.5
,4
.0
Regenerat ion
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
18.
19.
24,
28.
32.
36.
40.
41 .
44.
59.
62.
76.
87.
.2
.09
,7
.2
.8
6
2
.5
9
7
0
7
2
Regeneration
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
27.
34.
50.
51 .
64.
71 .
72.
4
0
8
7
4
8
9
40 mph
23
23
29
38
39
47
56
61
.7
.6
.3
.5
.4
.6
.6
.2
at Steady
27
27
33
39
45
52
56
59
64.
81 .
86.
108.
123.
.0
.0
.5
.9
. 1
.7
.0
.3
.0
.6
.2
.0
.5
at Steady
40.
50.
72.
81 .
90.
97.
104.
.5
.0
.6
.9
.2
.2
.2
Of
50 mph
33.
32.
41 .
54.
54.
65.
75.
80.
4
5
7
3
3
6
7
6
water )--
60 mph
44
44
57
71
72
86
97
102
.5
.8
.6
.2
.2
.9
.3
.9
State
38.
37.
45.
55.
59.
72.
75.
79.
87 .
109.
1 15.
140.
154.
State
55.
67.
95.
106.
1 19.
134.
139.
3
5
7
0
9
8
2
7
5
1
9
2
9
1
6
2
4
6
6
2
51
50
60
73
78.
82.
98.
104,
111.
138.
148.
169.
190.
72.
91 .
122.
136.
153.
168.
178.
.2
.5
.9
, 1
.7
,0
.9
.4
1
,9
,5
1
9
3
2
2
4
8
9
5
Trap
11-01-82
11-02-82
11-02-82
1 -02-82
1 -10-82
1 -10-82
1 -10-82
1 -15-82
1 -17-82
1 -17-82
1 -17-82
1 -21-82
1 -23-82
1 -23-82
1-23-82
1-23-82
1-24-82
1-24-82
1-24-82
12-01-82
12-01-82
12-01-82
12-02-82
12-02-82
12-02-82
12-03-82
12-03-82
12-07-82
12-08-82
12-08-82
12-08-82
12-13-82
12-21-82
12-22-82
12-22-82
12-22-82
12-27-82
12-29-82
12-29-82
46569
46581
46601
46610
46631
46660
46651
46660
4668O
46701
46728
46737
46749
46770
46797
46805
46817
46838
46865
46865
46894
46902
46914
46936
46944
46956
46977
46989
46989
46989
47041
47049
47058
47070
47092
47101
47109
47121
47143
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
10
12
14
13
17
19
19
21
26
18
18
32
32
35
38
35
43
49
54
2
5
5
2
0
9
3
2
2
9
2
2
3
4
5
7
9
3
8
Regeneration
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
29
30
38
46
43
53
55
62
8
6
3
6
6
9
2
2
Regeneration
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
27
29
31
38
45
49
52
55
70
79
6
1
5
4
1
3
7
6
1
2
12
14
19
17
23
26
27
30
27
26
26
47
45
49
53
49
62
66
73
6
9
2
3
3
5
1
6
0
6
4
5
0
2
7
9
8
8
6
at Steady
43
4O
52
63
67
77
77
87
2
5
6
0
5
2
1
1
at Steady
40
39
44
54
62
70
74
85
99
109
0
2
8
7
6
2
6
7
2
8
17.
20.
25.
25.
31 .
37.
35.
38.
38.
37.
36.
64.
61 .
68.
74.
71 .
81 .
92.
98.
State
58.
58.
72.
83.
84.
101 .
103.
110.
State
55.
56.
60.
72.
82.
93.
99.
108.
131 .
141 .
5
5
7
2
6
6
7
8
0
2
8
5
3
1
6
6
6
9
6
9
1
8
0
1
4
9
4
3
7
7
8
4
6
4
2
6
1
24
28
34
33
43
49
47
50
51
49
49
85
81
90
97
85
107
1 17
128
76
76
96
113
107
125
134
142
72
74
82
94
1 1 1
123
129
147
165
178
2
7
2
8
0
2
8
1
5
e
2
2
7
6
0
8
6
3
5
2
2
0
5
9
4
9
O
6
2
6
7
5
8
3
0
0
6
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
NGK
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
#4
if4
#4
#4
if4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
#4-2
-------
C-ll
Appendix C-2
Exhaust Backpressure Data of Peugeot 504 Diesel
-------
VEHICLE I.D. 504ACO-2700783
012
(1978 PEUGEOT 504)
Date
11-28-79
1 1-28-79
11-28-79
11-28-79
1 1-30-79
11-30-79
12-03-79
12-04-79
12-06-79
12-06-79
V2-06-79
12-07-79
12-07-79
12-07-79
12-07-79
12-07-79
12-07-79
12-07-79
12-07-79
12-1 1-79
12-1 1-79
12-1 1-79
12-12-79
12-12-79
12-12-79
03-26-80
03-27-80
03-27-80
03-27-80
03-27-80
03-28-80
03-28-80
03-28-80
03-31-80
04-01-80
04-02-80
04-02-80
O4-02-80
04-02-80
04-02-80
04-09-80
04-09-80
04-09-80
O4-09-80
04-09-80
04-09-80
04-10-80
04-10-80
04-10-80
04-10-80
04-1O-80
04-1 1-80
04-1 1-80
04-16-80
04-16-80
04-16-80
04-16-80
04-16-80
04-16-80
04-16-80
04-16-80
04-16-80
04-17-80
O4-17-80
04-17-80
04-17-80
04-17-80
04-17-80
04-22-80
DOOM
(km)
8000
•8021
8030
8038
8062
8087
8113
8136
8161
8181
8207
8218
8230
8253
8276
8301
8312
8324
8512
8533
8550
8559
8571
8595
8620
8736
8747
8771
8782
8791
8829
8839
8849
8859
8869
8893
8910
8926
8935
8946
8969
8993
9004
9014
9024
9035
•9049
9073
9084
9094
91O4
9115
9125
9142
9152
9164
9176
9189
9202
9213
9223
9233
9246
9256
9265
9288
9298
9307
9329
--Exhaust Gas Backpressure (in
20 mph
2-3
20
23
27
32
35
N
53
63
N
57,
32.
31
47
26.
51 .
34,
34.
50.
37.
50.
52.
47 .
36.
58.
N:
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N,
N,
•N,
N,
.09
.70
.09
. 10
.90
.35
.M.
.58
.79
.M.
.38
.70
.48
.36
76
.38
,01
01
67
35
70
14
06
68
80
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
,M.
.M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
M.
.M.
M.
,M.
,M.
.M.
,M.
30 mph
46
39
46
53
61
63
63
73
N
71
N
68
61
N
55
N
67
66
N
72
N
N
N
72
N
23
N
24
24
23
24
23
23
•N
24
24
25
24
24
24
25
25
24
24
24
24
26
25
24
24
25
25
24
N
28
28
28
28
29
26
26
28
25
25
29
26
27
28
26
.70
.39
.35
.61
.41
.63
.61
.81
.M.
.38
.M.
.30
.08
.M.
.08
.M.
.47
.54
.M.
.96
.M.
.M.
.M.
.94
.M.
.50
.M.
.16
. 16
.94
. 16
.72
.28
.M.
. 16
.38
.96
. 16
. 16
. 16
.96
.51
. 16
.38
.61
.61
. 18
.96
.61
.03
.51
.28
.61
.M.
.71
.94
.48
.71
. 18
.64
.87
.02
.51
.28
.28
.41
.56
.34
.41
40 mph
64
60
64
66
67
68
68
76
N
N
N
N,
N
N
N.
N.
N,
N.
N.
N.
N.
•N.
N.
N.
•N.
32.
33.
33.
32.
32.
33.
31 .
32.
32.
33.
33.
34.
33.
32.
33.
33.
33.
33.
.33.
33.
33.
35.
35.
33.
33.
33.
34.
34.
41 .
40.
40.
39.
40.
40.
36.
38.
38.
34.
33.
33.
35.
39.
38.
.35.
.36
.30
.00
. 18
.25
.30
.99
.91
.M.
.M.
,M.
.M.
.M.
.M.
.M.
.M.
,M.
M.
M.
M.
M.
M.
M.
M.
M.
97
45
45
73
25
45
53
73
01
21
45
66
21
73
21
93
81
21
45
45
21
40
15
93
93
93
18
18
40
38
89
62
38
89
63
87
37
66
69
93
89
37
87
40
of water)--
50 mph
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N,
N.
N.
N
N,
N.
N.
.N.
46.
47 ,
48.
47,
46.
47.
46.
48.
46.
47.
47 ,
48.
47 .
46.
47.
48.
47.
48.
49.
48.
49.
51 .
50.
50.
50.
50.
50.
50.
59,
57 .
59.
58.
57.
59.
55.
55.
57 .
49.
48.
49.
50.
56.
54.
50.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M,
.M.
..M.
.M.
.M.
.M.
.M.
.M.
,M.
,M. -
.M.
.M.
.M.
.M.
,M.
,M.
.04
35
67
.35
83
,62
.04
.67
04
35
.88
41
35
04
.35
94
35
67
20
67
,20
.34
80
27
27
27
..53
80
52
04
52
14
86
52
.40
.67
59
20
67
20
27
76
,85
80
60 mph
N
N
N
N
N
N
•N
N
N
N
N
N
N
N
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
N.
73.
70.
70.
69.
69.
69.
69.
70.
70.
7O.
70.
70.
71 .
70.
71 .
74.
70;
72.
73.
72.
74.
78.
77.
77 .
76.
76.
73.
76.
87.
84.
86.
84.
85.
86.
88.
85.
87.
76.
73.
73.
72.
85.
85.
73.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
,M.
,M.
.M.
.M.
.M.
,M.
,M.
M.
.M.
M.
M.
12
.81
81
38
38
38
67
81
81
24
•81
81
39
81
10
28
-.81
54
70
54
28
O6
18
.47
60
60
70
60
80
83
01
83
42
01
•39
72
20
02
12
•99
88
42
42
70
Trap
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
.Johnson
Johnson
Johnson
Johnson
Johnson
.Johnson
Johnson
Johnson
Johnson
Johnson-
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
.Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Mat they
Matthey
Matthey
Matthey
Matthey
Matthey
•Matthey
Matthey
Matthey
Matthey
.Matthey
Matthey
Matthey
Matthey
.Matthey
'Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
.Matthey
Matthey
•Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
.Matthey
Matthey
Matthey
Matthey
Matttoey
Matthey
Matthey
Matthey
Matthey
Matthey
.Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
.Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
.#1
#1
01
#1
#1
01
#1
#1
#1
01
.#1
.01
.01
.01
.01
cJM-4
JM-4
JM-4
JM-4
.JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
..JM-4
JM-4
JMr4
JM-4
JM-4
JM-4
JM-4
JM-r4
JM-4 .
JM-;4
JM-4
.JM-4
JM-4 .
JM-4
.JM-4, 02
JM-4 #2
JM-4 -02
JM-4 .02
JM-4 '#2
JM-4 #2
JM-4 02
JM-4 #2
JM-4 -tfi
JM-4 #2
JMr4 .HI
JM-4 02
JM-4 02
JM-4. tfi
JM-4 ,.02
JM-4 02
JM-4 02
JM-4.02
JM-4 02
JM-4s02
JM-4 02
JM-4 02
JM-4 02
JM-4 .02
JM-4.02
JM-4 02
JM-4 02
JM-4 02
JM-4 02
JM-4 02
JM-4 02
JM-4 02
JM-4 -02
JM-4.02
JM-4 02
JM-4 02
JM-4 02
JM-4 .02
JM-4.02
JM-4.02
JM-4 i02
JM-4 02
JM-.4. 02
JM-4.02
-------
C-13
Appendix C-3
Exhaust Backpressure on Toyota Crown Diesel
(Caution: Odometer values for this
vehicle are given in kilometers.)
-------
VEHICLE I.D.
Date
09-02-81
09-03-81
09-10-81
09-15-81
09-17-81
09-22-81
09-22-81
09-24-81
10-01-81
10-01-81
10-01-81
10-01-81
10-07-81
10-07-81
10-07-81
10-08-81
10-08-81
10-08-81
10-20-81
10-21-81
10-22-81
10-27-81
10-27-81
10-27-81
10-28-81
10-28-81
10-29-81
10-29-81
10-29-81
10-29-81
10-30-81
10-30-81
1 1-05-81
1 1-10-81
1 1-12-81
1 1-12-81
1 1-12-81
11-12-81
1 1-18-81
1 1-18-81
11-18-81
1 1-18-81
1 1-18-81
1 1-18-81
1 1-18-81
1 1-19-81
1 1-19-81
1 1-19-81
1 1-25-81
1 1-25-81
1 1-25-81
12-01-81
12-01-81
12-01-81
12-01-81
12-01-81
12-01-81
12-01-81
12-03-81
12-03-81
•12-03-81
12-03-81
12-03-81
12-03-81
12-03-81
12-03-81
12-03-81
ODOM
(mi )
1863
1875
2058
2154
2228
2307
2343
2385
2456
2496
2527
2564
2623
2633
2653
2678
2717
2735
2777
2915
2948
2983
3021
3036
3108
3125
3163
3215
3244
3262
3312
3338
3487
3602
3632
3675
3699
3734
3867
3909
3913
3952
3990
4030
4053
4098
4138
4162
4195
4234
4251
4252
4268
4294
4321
4339
4356
4373
4390
4410
4426
4443
4460
4476
4492
4509
4526
C-14
K-LS110-SEMFSY (1981 TOYOTA CROWN SUPER DELUXE)
--Exhaust Gas Backpressure (in of water)--
20 mph 30 mph 40 mph 50 mph 60 mph
Trap
N
N
N
N
N
N
N
N
N
N
N.
N.
N.
N
N.
N.
N,
N,
N,
N.
N.
N.
N.
N.
N.
N.
N,
N.
N.
N,
N.
N.
N.
N.
N.
N.
N.
N.
N.
N,
N.
N.
N.
N.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
,M.
.M.
.M.
.M.
.M.
,M.
M.
,M.
M.
,M.
,M.
M.
,M.
.M.
M.
M.
.M.
M.
,M.
M.
.M.
,M.
M.
M.
M.
M.
,M.
M.
,M.
,M.
M.
M.
M.
7
4
4
4
4
4
7
7
8
8
8
N
8
9
8
9
9
9
4
3
9
10
1 1
1 1
12
1 1
13
14
13
14
15
16
20
23
24
27
27
29
38
41
43
44
45
46
Regenerat
N.
N.
N.
N.
N,
N.
N.
N.
N.
N.
N.
N.
N.
N.
N,
N.
N.
N.
N.
N
N
N
.M.
,M.
M.
.M.
.M.
.M.
.M.
,M.
.M.
.M.
M.
M.
M.
,M.
,M.
.M.
,M.
.M.
.M.
.M.
.M.
.M.
8
10
10
10
12
12
13
13
13
15
15
17
18
17
19
21
21
21
22
24
25
25
.9
.5
.4
.3
.7
.4
.3
.96
.0
.8
.2
.M.
.8
.5
.8
.0
.5
.0
.3
.8
.09
.5
.5
.2
.9
.7
.8
.8
.8
.2
.7
.8
.2
. 18
. 10
.3
.0
.0
.9
.38
.9
.6
.0
.3
ion at
.0
.O
.0
.8
.0
.5
.88
.98
.98
.28
.9
.0
.0
.9
.9
.0
.0
.9
.6
.7
.0
.0
9
6
6
5
6
6
1 1
12
12
13
13.
13.
13.
14
14
13.
14 .
14 .
6.
8.
12.
14.
15.
15.
17.
17.
19.
20.
20.
20.
22.
23.
30.
35.
37.
39.
40.
44 .
58.
57.
61 .
64.
65.
65.
.4
.3
. 1
.9
.5
.3
.4
.0
.4
.4
.3
2
.3
.7
.2
.8
.4
2
.3
8
.56
. 1
5
4
99
2
. 1
6
3
8
2
8
4
18
0
9
4
9
7
98
4
3
7
7
Steady
13.
15.
15.
17.
18.
19.
20.
21 .
21 .
22.
22.
24.
25.
27.
28.
30.
31 .
31 .
33.
36.
36
37
8
5
4
1
3
5
58
28
48
7
8
9
8
08
.4
. 5
. 1
.8
.7
,2
.6
.2
9.
10.
9.
9.
10.
10.
14 .
16.
18.
18.
18.
17.
18.
20.
19.
19.
20.
19.
9.
10.
18.
20.
22.
22.
25.
24.
27.
28.
29.
30.
32.
33.
43.
50.
52.
56.
57 .
62.
82.
78.
83.
87.
89.
89.
State
21 .
23.
23.
26.
27.
29.
29.
30.
31 .
32.
33.
35.
37.
39.
40.
42.
43.
45.
47.
50.
50.
52.
8
1
8
9
6
3
9
6
1
5
6
9
7
5
6
3
2
9
8
3
55
8
7
8
7
5
7
9
7
4
0
8
9
90
9
0
8
8
0
5
3
3
6
6
9
6
7
2
1
5
68
38
58
6
2
8
3
03
9
5
8
1
3
5
8
6
12
12
1 1
1 1
12
1 1
21
22
24
24
24
23
25
27
26
25
26
27
1 1 .
12.
25,
28.
30.
30.
34.
34 ,
37 .
39.
40,
41 .
43,
45.
60.
70,
73.
76.
78.
84.
104 ,
105,
1O8 .
1 14 .
1 17 ,
1 19,
30.
31 .
33.
34.
36,
39,
41 ,
42.
44.
45.
46.
49.
51 .
54.
55.
57.
59.
61
63.
67,
67
70
.5
.0
.5
.4
.5
.7
.9
.6
.97
.5
. 1
.8
.2
. 1
.9
.95
.9
.0
.5
.2
.46
,2
,5
.7
.97
.5
.4
.2
.5
.4
.6
.7
.3
.48
.3
.5
6
.9
.28
.6
.8
.8
,5
.3
.0
.2
.5
. 7
8
.9
.58
.68
,O8
,5
4
4
.0
. 16
.6
7
.3
.4
. 1
. 1
.9
.4
Dummy
Dummy
Dummy
Trap
Trap
Trap
Dummy Trap
Dummy Trap
Dummy Trap
ICI
ICI
ICI
ICI
ICI
ICI
ICI
ICI
ICI
ICI
ICI
ICI
Saff i 1
Saff i 1
Saff il
Saff il
Saff i 1
Saff i 1
Saff il
Saff il
Saff il
Saff i 1
Saf f i 1
Saff i 1
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
fourth
Generation
Generat ion
Generation
Generation
Generat ion
Generat ion
Generation
Generat ion
Generat ion
Generation
Generation
Generat ion
Dummy Trap
Dummy Trap
NGK #1
NGK #1
NGK #1
NGK /C1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK 01
NGK tf\
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK
-------
C-15
Date
12-04-81
12-04-81
12-04-81
12-04-81
12-08-81
12-08-81
12-08-81
12-10-81
12-10-81
12-10-81
12-11-81
12-15-81
12-15-81
12-15-81
12-16-81
12-16-81
12-16-81
12-17-81
12-17-81
12-17-81
12-18-81
12-18-81
12-18-81
12-18-81
12-29-80
12-29-80
12-29-80
12-29-80
12-29-80
12-29-80
12-29-80
12-29-80
12-29-80
12-29-80
12-29-81
12-29-81
12-29-81
01-05-82
01-05-82
01-05-82
01-05-82
01-05-82
01-05-82
01-05-82
01-06-82
01-06-82
01-07-82
01-07-82
01-07-82
01-07-82
01-08-82
01-08-82
01-12-82
01-12-82
01-12-82
01-13-82
01-13-82
01-13-82
DOOM
(km)
4545
4560
4578
4595
4631
4669
4686
4708
4733
4761
4763
4827
4864
4880
4901
4938
4953
4970
4986
5002
5019
5039
5053
5070
5087
5103
51 19
5135
5151
5167
5185
5201
5217
5232
5248
5266
5281
5297
5313
5328
5345
5361
5377
5393
5421
5458
5481
5519
5556
5512
5593
5595
5660
5697
5725
5749
5789
5806
--Exhaust Gas Backpressure (in of water)--
20 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
30 mph 40 mph
26.9
27.9
28.9
31 .0
33.0
36.8
35.8
37.5
40.5
41 .8
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
6.6
7.5
6.6
8.0
9.5
8.4
10.28
1O.88
10.88
10.88
11.1
11.4
1 1 .9
11 .08
12.6
13.9
14.8
15.7
16.8
17.3
17.9
18. 1
18.6
20.3
20.9
22.0
20.2
21 .2
22. 1
23. 1
22.9
21 .6
22.0
26.98
32.0
26.7
30.3
31 .5
30.2
30.5
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
6.6
8.9
8.2
10.80
11.7
11.7
38.9
40.6
42.0
44 .4
49.4
52.6
52.4
55.6
59. 1
60.2
Steady
10.5
11.7
11.4
13. 1
14 .0
13.8
16.5
17.4
16.98
17.28
17.7
18.5
18.8
16.9
18.6
20.6
21 .7
22.8
24.3
25. 1
25.8
26.5
27.6
30.6
30.3
31 .4
29.9
31 .6
33.2
34.5
34.5
32.8
33.7
39.7
44 .4
39.3
42.9
46.0
43.7
46.2
Steady
12.0
13.5
14 .0
16.0
16.3
17.2
50 mph
55. 1
56.5
58.8
61 .3
68.7
71 .5
72.2
76.7
80.0
82.9
State
17.5
18.4
18.3
20.3
21.6
21 .4
25.4
26 .5
25.5
26.9
27 .2
28. O
28.3
25.3
27.3
30.2
31 .5
33.0
34.7
36.4
37.0
37.8
39.0
42.7
43.7
43.9
42.3
45.2
47.3
49.0
49. 0
46.7
48. 1
55.4
60.6
54.7
59.3
64.2
61 .5
65. 1
State
20.0
22.3
22.7
24.90
24.6
26. 1
60 mph
74.0
76.0
78.8
82.2
91 .2
94.0
95.4
102. 1
104 .2
108.2
21 .7
23.5
23.3
25.5
28. 1
27.9
35.08
35 .98
35.56
36.8
37 .2
38.6
39. 1
35.3
37.9
41.3
43.2
44 .9
47.5
50. 1
51 .0
51 .7
52.7
57.0
58.5
60.0
56.4
60. 1
62.6
64.7
65.3
62.8
65.3
73.2
80. 1
75.4
80.3
85.4
83.6
88.4
24.8
27.7
29.9
32.25
32.0
34.3
Trap
NGK #1
NGK #1
NGK #1
NGK /M
NGK H\
NGK #\
NGK #1
NGK #\
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK H"(
NGK #1
NGK tt 1
NGK tt\
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK H\
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK tt\
NGK #1
NGK #1
NGK tt\
NGK H\
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK H\
NGK H\
NGK #1
NGK #1
NGK #1
NGK #1
03-09-82 6001
03-10-82 6073
03-10-82 6107
Regeneration at Steady State Dummy
Regeneration at Steady State Dummy
Regeneration at Steady State Dummy
03-10-82 6145
N.M.
61 .9
96.3
145.9
203. 1
WR Grace U13U13U25U25U30U30
03-15-82
03-16-82
03-23-82
03-23-82
03-23-82
6224
6248
6318
6358
6374
N
N
N
N,
N
.M.
.M.
.M.
.M.
.M.
13
14
18
22.
20,
.7
.9
.88
,9
.7
24
27
34
38
37
.6
. 1
.09
.0
.5
40.
44
55
60.
60.
.2
,2
.6
2
2
60
67
81 ,
88.
98.
.4
. 1
.8
1
9
WR Grace U13U13 w 8" Spcr.
WR Grace U13U13 w 8" Spcr.
WR Grace U13LM3 w 8" Spcr.
WR Grace U13U13 w 8" Spcr.
WR Grace U13U13 w 8" Spcr.
-------
C-16
Date
03-24-82
03-25-82
03-26-82
03-26-82
03-29-82
03-30-82
03-30-82
N.R.
04-05-82
04-06-82
O4-23-82
04-27-82
04-28-82
04-28-82
04-28-82
O5-04-82
05-O4-82
05-05-82
05-05-82
05-06-82
05-06-82
05-06-82
05-06-82
05-06-82
05-06-82
05-06-82
O5-06-82
05-06-82
05-06-82
05-06-82
05-06-82
05-06-82
05-06-82
05-11-82
05-12-82
05-12-82
O5-12-82
05-12-82
05-12-82
05-19-82
O5-19-82
05-19-82
O5-20-82
05-24-82
05-26-82
O5-26-82
05-26-82
06-01-82
O6-02-82
06-02-82
06-03-82
06-03-82
06-03-82
06-03-82
06-09-82
06-09-82
06-09-^82
06-09-82
06-09-82
O6-09-82
06-10-82
06-14-82
06-22-82
06-22-82
O6-23-82
O6-25-82
07-02-82
ODOM
(km)
6391
6413
6452
6469
6485
6524
6540
6585
6602
6629
6838
686 1
6880
6919
6958
6979
7017
7033
7048
7O65
7080
7075
7111
7126
7141
7156
7171
7186
7202
7217
7233
7250
7266
7281
7296
7311
7326
7341
7356
7376
7412
7427
7447
7463
7484
7520
7534
7575
7596
7634
7655
7679
7695
7711
7746
7784
7800
7837
7852
7867
7911
7953
8015
8013
8O44
8O65
8154
Trap
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
22.
28.
31
36
39
46.
50
40,
42.
52,
18.
19.
19.
21 .
19.
20.
20.
20.
21 .
22.
23.
22.
23.
25.
24.
24.
25.
24.
24.
25.
24.
25.
26.
27.
26.
29.
27.
28.
31 .
27.
30.
28.
29.
27.
27.
32.
30.
30.
31 .
28.
30.
31 .
29.
30.
32.
34 .
31 .
34.
30.
32.
32.
32.
.08
.3
. 1
.3
.9
.3
.9
, 1
.6
,4
08
1
9
9
9
8
8
9
8
6
2
1
7
7
2
6
2
2
8
9
3
9
8
9
2
2
8
9
3
8
7
8
8
9
8
8
2
0
8
8
8
0
8
8
6
6
8
8
5
6
8
2
Regeneration at
N
N
N
N
.M.
.M.
.M.
.M.
20.
19.
21 .
24.
4
.5
7
1
40
53
59
65
69
80
90
75
76
92
31
35
36.
39.
38.
37.
39.
37.
39.
40.
39.
39.
40.
42.
43.
44.
44.
43.
44.
44.
42.
44.
45.
47.
46.
49.
47.
48.
52.
48.
53.
48.
53.
50.
53.
53,
54.
52.
54,
50.
57.
55,
54,
57.
6O,
61 .
58.
64.
55,
59,
60,
57,
.68
.7
.2
.3
. 1
.3
.4
.0
.0
.9
.6
.7
6
7
6
8
6
2
5
2
2
2
5
1
2
2
1
2
1
6
9
1
3
2
2
6
6
6
5
6
.2
, 1
.2
,7
.9
,4
1
,2
,3
.9
.6
.4
.3
.5
. 1
.0
.7
.6
.8
.2
. 1
.6
Steady
35,
36
38
43
.0
.9
.6
.5
62
79
92
102
108
124
140
121
121
148
50,
56,
58.
60.
59.
59.
63.
63.
62.
63.
63.
64 .
64 .
66.
66.
71 .
69.
70.
68.
70.
70.
70.
74.
72.
73.
80.
82.
80.
78.
79.
83.
79.
84.
78.
83.
88.
85.
83.
85.
80.
89.
88 .
87.
91 .
94 .
97.
94.
97,
87,
94,
92,
88,
.2
.7
. 1
.5
.4
.5
. 1
.5
.0
.0
.3
,0
1
6
3
7
2
7
7
1
5
0
4
2
7
5
1
1
9
6
1
3
2
2
9
5
8
2
6
2
5
5
.2
4
5
.7
4
,5
2
7
.7
.6
,5
.0
.7
.4
6
,2
,7
,0
.5
.2
94
117
135
151
160
182
200
182
180
226
75
84
85.
89.
90.
90.
91 .
97.
92.
95.
93.
94.
95.
99.
99.
102.
103.
104.
106.
104.
105.
106.
1O8.
110.
1 14.
120.
1 19.
120.
125.
119.
126.
116.
123.
1 16.
123.
129.
126.
124.
127.
1 17.
128,
128.
127,
131 ,
136.
140,
142,
143,
129,
135,
138,
131 ,
.9
.4
.6
.9
. 1
. 1
.7
.8
.5
.7
.6
.0
.8
1
6
,2
5
4
7
9
,3
7
2
7
5
2
,2
6
8
7
7
4
9
.2
.5
.5
.2
.2
6
8
.2
3
.4
8
,9
2
1
.4
.3
.6
.3
.4
.2
.7
.5
.8
, 1
.7
.3
.8
.2
.4
State
55,
60,
62.
70
.2
. 1
.6
,9
84
88
91
103
. 1
. 1
.0
.5
WR
WR
WR
WR
WR
WR
WR
Grace
Grace
Grace
Grace
Grace
Grace
Grace
U25U25
U25U25
U25U25
U25U25
U25U25
U25U25
U25U25
w
w
w
w
w
w
w
8"
8"
8"
8"
8"
8"
8"
Spcr
Spcr
Spcr
Spcr
Spcr
Spcr
Spcr
WR Grace CA13CA13 w 8" Spcr.
WR Grace CA13CA13 w 8" Spcr.
WR Grace CA13CA13 w 8" Spcr.
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyot-a
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyb'ta
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Non-
Non-
Non'
Non-
Non-
Noh-
Non-
Non-
Non-
Non-
Non-
Noh-
Non-
Non"
Non-
Non-
No n-
Nori-
Non-
Nbn-
Non-
Non-
Non-
Non-
Nbh-
Nbn-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Nbn-
Non-
Non-
Noh-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Non-
Norv
Non-
•Cat.
•Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
•Cat.
Cat.
Cat.
Cat.
•Cat.
Cat.
Cat.
Cat.
Toyota Foam Non-Cat.
Toyota Foam Non-Cat.
toyota Foam Non-Cat.
Toyota Foam Non-Cat.
-------
C-17
Date
07-07-82
07-08-82
07-08-82
07-08-82
07-08-82
07-09-82
07-09-82
07-09-82
07-09-82
07-09-82
07-13-82
07-13-82
07-13-82
07-14-82
07-14-82
07-14-82
07-14-82
07-14-82
07-14-82
07-14-82
07-14-82
07-15-82
07-16-82
07-16-82
07-19-82
07-20-82
07-20-82
07-20-82
07-21-82
07-21-82
07-21-82
07-26-82
07-27-82
08-13-82
08-13-82
08-13-82
08-19-82
08-19-82
08-19-82
08-19-82
08-19-82
08-19-82
08-20-82
08-20-82
08-20-82
08-26-82
08-26-82
ODOM
(km)
8182
8197
8212
8226
8242
8257
8272
8286
8301
8317
8333
8348
8362
8377
8393
8408
8423
8439
8455
8469
8484
8505
8542
8557
8563
8593
8630
8650
8672
8685
8700
8715
8737
8774
8789
8804
8819
8834
8849
8880
8880
8894
8916
8952
8967
9041
9056
--Exhaust Gas
20 mph
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N.
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
•M.
.M.
.M.
.M.
.M.
.M.
.M.
30 m
22.
23.
21 .
22.
22.
23.
24.
24.
24.
24.
24.
26.
25.
28.
29.
30.
30.
31 .
31 .
3O.
31 .
32.
32.
32.
32.
31 .
34.
31 .
35.
38.
34.
28.
34.
36.
35.
39.
36.
36.
35.
Backpressure (in
Eh
3
2
7
8
6
6
7
7
7
7
8
7
8
2
2
6
7
6
5
7
4
9
8
8
0
5
6
3
8
9
4
9
2
2
2
5
8
8
6
Regeneration
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
19.
18.
19.
20.
2O.
23.
21 .
8
2
9
5
0
2
7
40 m
41 .
41 .
42.
41 .
41 .
42.
44 .
47.
47 .
45.
47.
48.
48.
49.
52.
54 .
56.
55.
58.
55.
56.
57.
60.
59.
55.
58.
62.
58.
63.
64.
61 .
53.
62.
63.
65.
66.
64.
65.
67.
ph
8
2
6
1
6
7
2
6
2
6
1
9
8
0
3
3
6
3
9
6
7
3
5
2
6
3
2
0
2
3
2
8
5
7
7
5
4
4
4
at Steady
36.
35.
37.
37.
38.
44.
42.
2
4
9
6
2
1
1
50 m
66.
64.
65.
63.
65.
67.
70.
73.
73.
73.
75.
78.
80.
81 .
81 .
86.
88.
85.
92.
92.
91 .
92.
94.
92.
88.
93.
100.
92.
98.
98.
98.
87.
97.
105.
103.
99.
1OO.
1O4 .
108.
of
ph
3
8
8
7
4
0
0
2
3
2
3
1
3
2
9
3
0
7
1
2
2
4
6
7
9
5
2
5
8
5
9
0
3
5
7
2
3
5
7
water)
60 m
102.
97.
102.
101 .
98.
105.
109.
108.
113.
109.
1 16.
116.
120.
121 .
122.
131 .
133.
136.
135.
131 .
135.
135.
133.
138.
129.
142.
143.
135.
141 .
140.
142.
129.
145.
143.
140.
145.
143.
145.
152.
--
ph
5
2
3
9
5
6
5
2
2
2
5
8
5
5
3
5
2
7
7
4
3
3
2
6
2
5
0
0
7
3
6
6
9
7
2
5
7
5
8
State
57.
54.
57.
6O.
60.
70.
72.
3
2
2
1
4
4
1
87.
84.
92.
90.
92.
104.
103.
0
5
7
2
4
3
2
Trap
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Toyota
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Foam
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
Non-Cat
08-30-82
08-31-82
08-31-82
O8-31-82
09-15-82
09-17-82
09-17-82
09-17-82
09-17-82
09-23-82
09-23-82
10-05-82
10-05-82
10-05-82
10-06-82
10-06-82
10-06-82
9057
9093
9131
9146
9162
9219
9241
9263
9285
930O
9316
9332
9344
9359
9374
9389
9403
N
N
N
N
N
N
N
N,
N
N,
N.
N.
N,
N.
N,
N.
N.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
,M.
,M.
,M.
,M.
M.
.M.
,M.
.M.
7
8
9
8
8
13
14
14
9
8
9
9
9
10
10
1 1
12
.2
.4
.5
.5
.8
.49
. 19
. 19
.58
.8
.0
. 1
.6
.0
.5
.5
.4
12
15
16
15
15
21
23
22
17
15
16
18
19
19
19
20
21
.8
.9
. 1
.6
.7
.54
.30
.95
.9
.2
. 1
.5
.5
.2
.8
.8
.6
21
25
27
25
26
33
35
35
29
27
27
31
31
32
32
34
35
.3
.3
.0
.7
.4
.88
.65
.66
.7
.8
.9
.5
.5
.5
.9
.5
.8
27,
33.
36.
37,
35,
46,
49.
50,
42.
39,
41 ,
45.
4c .
48.
47.
48.
50.
,3
,9
.2
,2
,5
.89
.3
,95
,4
2
4
7
, O
.6
9
7
5
Bridgestone #1
Bridgestone #1
Bridgestone #1
Bridgestone 01
Bridgestone #1
Bridgestone ti^
Bridgestone #1
Bridgestone #1
Bridgestone #1
Bridgestone #1
Bridgestone *1
Bridgestone #1
Bridgestone #1
Bridgestone #1
Bridgestone /f1
Bridgestone #1
Bridgestone #1
-------
C-18
Date
10-19-82
10-20-82
10-20-82
10-20-82
10-21-82
10-21-82
10-21-82
N.R.
10-26-82
10-26-82
10-26-82
10-28-82
10-28-82
10-28-82
10-29-82
10-29-82
10-29-82
11-02-82
1 1-02-82
1-02-82
1-03-82
1-03-82
1-03-82
1-10-82
1-15-82
1-16-82
1-16-82
1-16-82
1-17-82
1-17-82
1-17-82
1 1-18-82
11-18-82
1 1-18-82
11-21-82
11-23-82
1 1-23-82
11-24-82
11-24-82
11-29-82
11-30-82
11-30-82
11-30-82
11-30-82
11-3O-82
12-07-82
12-07-82
12-07-82
12-O8-82
12-08-82
12-08-82
12-10-82
12-10-82
12-15-82
12-15-82
12-15-82
12-16-82
12-16-82
12-16-82
12-27-82
12-28-82
12-28-82
12-28-82
12-30-82
12-30-82
ODOM
(km)
9419
9441
9477
9492
9531
9551
9567
9583
9599
9642
9657
9678
9714
9729
9749
9785
9800
9800
9867
9882
9903
9939
9953
9990
1OOO5
10026
10062
10110
10110
10161
10174
10195
10231
10278
10293
10313
10350
10350
10402
10418
1O439
10475
10490
1051 1
1O548
10551
10590
10604
10625
10662
1O677
10697
10733
1O733
10779
10793
10815
10850
10865
10879
10900
10937
1O951
10971
11O07
--Exhaust Gas Backpressure (1n of water)--
20 mph 30 mph 40 mph 50 mph 60 mph
Trap
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
9.8
13. 1
18.5
20.9
24.3
34. 1
36.9
43.0
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
17.2
18. 1
18.6
26. 1
26.5
33.5
42.6
42.5
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
13.5
11.5
14.9
19.8
21 .5
31.4
30. 0
38.2
54.7
62.5
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
16.2
13.7
14.2
20.8
30. 1
30.6
33.3
40.3
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
17.5
13.6
17.8
25.7
25.6
30.8
38.9
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
18.0
17.0
17.7
25.6
26.6
32.8
42.7
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
14 .0
13.0
15. 1
19.8
21.5
24.7
29.5
36.4
40.2
48. 1
59.8
18.2
24.2
31 .9
36.8
42.7
57.7
63.5
74 .4
at Steady
30. 1
31 .2
31 .8
44 .2
46.9
58.5
71.4
72.4
at Steady
24.5
20.9
26.2
32.9
36.6
52.5
50.2
64.4
88.4
102.6
at Steady
29.6
25.5
27.6
36.6
54.0
52.3
59.2
67 .8
at Steady
31 .6
24.7
33. 0
45.2
45.3
54.5
69.8
at Steady
31 .6
29.3
31 .5
43.2
45.0
54.3
68.9
at Steady
24.6
23.2
25.9
34.9
37.6
41.2
50. 1
62.2
68.0
79.5
101 .3
30. 1
38.5
5O.4
56.2
65.5
86.2
95.2
110.3
State
50.0
43.7
50.0
68.8
72.6
88.8
104. 1
108.5
State
39.2
34.6
42.3
51 .4
55. 1
79.4
76.8
96.4
128.6
149. 1
State
46.4
41 .2
44.0
57.0
79.2
84.2
87.7
102.5
State
49.2
40.4
52.7
70.0
70.6
82.3
103.3
State
49.7
44.2
49 .4
67.3
68.7
78.2
103.2
State
37.9
35.2
40.5
53.3
54.7
61 .4
75.2
94.3
103.7
114.9
144.9
44.2
56.5
72.5
81 .5
94. 1
120.9
136.5
154.7
73. 1
70.3
74.6
97.6
103.5
124.5
145.5
153.3
57.6
51 .7
60.5
74.0
82.2
1 10.2
113.5
137.2
176.3
211 .0
69.5
61 .9
65.5
83.7
110.9
125.8
127.9
145.5
72.2
62.7
81 .2
101 .6
103.6
117.5
143.6
72.3
61 .2
74.8
96.4
103.9
112.7
144. 1
54. 1
47.0
61 .6
77.4
79.9
88.9
109.8
135.7
148.2
160.2
197.2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
Bridgestone #1-2
-------
C-19
Date
01-10-83
01-1 1-83
01-11-83
01-12-83
01-13-83
01-13-82
01-19-82
01-19-82
01-19-82
01-20-83
01-20-82
01-24-83
01-24-83
01-24-83
01-25-83
01-27-83
01-27-83
01-31-83
O1-31-83
02-02-83
02-02-83
02-O2-83
02-03-83
02-03-83
02-03-83
02-04-83
02-02-83
02-07-83
02-10-83
02-11-83
02-1 1-83
02-15-83
02-16-83
03-01-83
03-01-83
03-01-83
03-02-83
03-02-83
03-02-83
03-03-83
03-10-83
03-10-83
03-10-83
03-11-83
03-1 1-83
03-11-83
03-17-83
03-18-83
03-23-83
03-25-83
03-29-83
03-29-83
03-29-83
03-29-83
03-30-83
03-30-83
03-30-83
03-31-83
03-31-83
DOOM
(km)
11007
11043
1 1078
11093
11115
1 1152
11223
1 1259
11296
1 1315
11348
1 1363
1 1883
1 1419
1 1434
1 1453
11505-
11521
1 1541
1 1556
11571
1 1586
11600
1 1636
1 1650
1 1671
1 1714
11730
1 1744
1 1765
1 1802
1 1850
1 1903
1 1979
1 1994
11979
12015
12052
12069
12087
12121
12158
12195
12213
12233
12247
12282
12303
12334
12356
12439
12405
12405
12446
12467
12504
12518
12539
12576
--Exhaust Gas Backpressure (in of water)--
20 mph
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
30 mph 40 mph
11.3
11.2
14.8
13.5
14.6
16.8
20.2
22.2
24. 1
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
14 .0
12.2
13. 1
15.6
15.3
16.6
21 .2
19.8
2O. 5
21.5
21 .4
22. 1
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
13.0
11 .0
11.7
14.9
14.8
14.0
15.7
19.3
22.0
22.7
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
13. 1
15. 1
13.7
16.2
15.0
17.2
18.0
20.7
22.2
22.0
20.4
22.4
24. 1
25.6
28.8
32.9
34.5
Regeneration at
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
20.4
18.6
20.5
25.0
25.9
27. 18
29.7
20. 1
20.9
26.7
23.8
25.7
27.6
35.9
38.7
42.4
Steady
24.6
21 .5
24.8
28. 1
26.2
30.0
37. 1
32.9
36.0
36.4
38. 1
38.3
Steady
23.9
21 .5
21 .9
26.9
25.4
25.4
28.0
33.3
38.7
39.5
Steady
23.4
27.2
24.5
28.7
27. 1
29.4
31 .7
35.7
38.2
37. 1
34.7
38.2
40. 1
44.6
51 .6
56.8
60.0
Steady
39.2
34.0
40.0
45.9
46.0
50.5
53.0
50 mph
32.3
33.9
38.7
38.4
40.5
45. 1
54.2
58.7
63.5
State
40.2
34. 1
38.5
44.8
40.7
45.0
55.8
52. 1
56.4
56.0
58.3
58.7
State
38.2
34.0
36.4
40.5
40.3
40.8
43.8
50.5
56.6
59.2
State
36.9
43.5
38.2
43.8
42.8
46.6
48.6
53.2
56.4
54.4
54.2
58.5
64.5
68.4
76.2
83.7
89.2
State
57.9
49. 1
58.5
67.2
67.6
72.0
79.2
60 mph
45.0
50.7
58.0
57 . 1
62.9
68.6
80.7
86.9
95.0
59.6
52.4
57.2
65.7
61 .3
68.6
81 .3
76.3
83.7
83.8
88.6
90.3
56.5
49.0
54.7
61 .6
62.9
62.2
67.6
76.8
84.2
89.5
55.7
64.2
59.4
67 . 1
66.0
69.0
74.2
81 . 1
84.6
83.0
88.6
89.2
94.5
101 .8
106.2
114.6
120.7
77.3
69.3
81 .2
93.2
93.4
99.7
107.6
Trap
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Br idgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Br idgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Br idgestone
Br idgestone
Br idgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
Bridgestone BS2-1
-------
C-2'0
Date
04-04-83
04-05-83
•04-05-83
04-06-83
04-07-83
04-07-83
04-08-83
•04-08-83
04-08-83
04-08-83
04-08-83
04-08-83
04-1 1-83
04-14-83
04-15-83
04-15-83
04-21-83
04-21-83
04-18-83
0.4-19-83
04-19-83
04-19-83
04-25-83
04-25-83
04-25-83
04-25-83
04-25-83
04-26-83
04-26-.83
04-26-83
04-26-83
04-27-83
04-27-83
04-27-83
04-28-83
04-28-83
04-28-83
04-28-83
04-28-83
04-29-83
O4-29-83
DOOM
(km)
12591
12612
12649
12664
1.2685
12723
12738
'1,2753
12771
1.2788
12803
128'17
12833
12847
12868
T2904
13013
1 3049
12919
12940
12977
12992
13102
13102
13118
13133
13148
13163
13163
13197
13212
13233
13270
13284
13305
13343
13343
13387
13401
13422
1346O
--Exhaust Gas Backpressure (in
20 mph
N
N
N
N
•N
N
N
N
N
N
N
N
N
N
N
N
N.
N,
N
N.
N,
N.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.•M.
.M.
.M.
:M.
,'M.
M.
.M.
.M.
.30 mph 40 mph
10
10
1 1
12
14
12
13
20
22
17
18
•20
19
19
20
20
19
19
18
22
20
19
.4
.7
.2
.:e
.0
.8
.8
.7
.9
.7
.0
.5
.0
.2
.3
.7
.2
.2
.6
.0
.2
.4
Regeneration at
N,
N.
N.
N.
N,
.M.
,M.
M.
:M.
M.
14
12
14
16
17
.2
.8
.8
.3
.4
Regeneration at
N.
N.
N.
N.
N.
N.
N.
M.
,M.
.M.
,M.
,M.
M.
.M.
12
1 1
13
15
15
18
18
.7
.2
.2
.2
.6
. 1
.2
Regeneration at
N.
N.
N.
N.
M.
.M.
M.
.M.
9
10
11
14
.5
.3
.3
.O
19
21
23
23
27
25
25
33
37
31
33
37
34
37
38
37
38
36,
33.
40.
37.
34.
.0
.•9
.5
.7
.4
.-6
.3
.0
.5
.9
.0
.2
.3
.3
. 1
. 1
.0
.6
,7
3
,7
.8
'Steady
28.
27,
29.
32.
36
5
,0
2
4
.-2
Steady
24. '
23,
26.
29.
32.
33.
34.
.3
,7
9
4
.4
2
.5
Steady
22.
21 .
25.
27.
3
6
3
3
of water)--
'50 mph
23.
27.
30.
30.
37.
34.
33.
46.
52.
45.
47.
51 .
48.
49.
55.
"57.
56.
50.
50.'
58.
52.
50.
State
41 .
36.
43.
46.
50.
State
32.
29.
36.
42.
43.
51 .
51 .
State
29.
26.
32.
38.
6
2
'1
8
5
2
7
5
9
2
6
4
2
9
9
O
1
6
8
6
3
9
9
9
4
0
4
7
4
4
6
8
6
4
4
7
0
5
.60 "f
32
37
'41
43
51
46
47
53
58
•60
63
70
67
76
76
76.
77.
68.
69.
79.
68.
70.
56.
53.
61 .
66.
71 ,
46.
42.
51 .
59,
61 .
69.
70.
40.
37.
46.
53.
ntih
.9
.7
.6
.0
.5
.0
.8
.2
.2
.8
.'5
.2
.6
.3
.3
.8
1
.7
.4
•3
0
,9
4
.6
3
0
7
3
1
9
0
4
9
3
2
5
3
4
Trap.
Bridgestone Cat
'Br idgestone ''Cat
Bridgestcirie -Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgest'one 'Cat.
Bridgestone Cat.
Br i dgestorfe :Cat.
Bridgestone Cat.
Br i'dgestorie Cat.
Bridgestone Cat.
Br i dgestone Ca*t.
Bridgestone Cat.
Bridgestone Cat.
Bri-dgestone Cat.
Bridgestone Cat.
Br'idgesto'ne Cat.
B r i dg'e's tone Cat.
Br idg'estohe Ca't.
Bridgestone Cat.
Bridgestone Cat.
B'r 1 dges'tone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
B r 'i dges't o'ne Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
05-02-83
05-04-83
05-04-83
05-04-83
05-05-83
05-05-83
05-05-83
O5-05-83
05-05-83
05-06-83
05-06-83
05-06-83
05-06-83
05-09-83
05-09-83
05-09-83
13485
13506
13544
13559
13581
13618
13633
13650
13664
13679
13693
13708
13724
13739
13754
1377O
N.
N
N.
N.
N.
N.
N.
N.
N.
N,
N.
N.
N
N.
N.
N
,M.
.M.
.M.
,M.
.M.
.M.
.M.
.M.
.M.
,M.
M.
.M.
.M.
,M.
.M.
.M.
9.
9.
10.
10,
11 ,
12.
14.
13,
14.
15,
15.
17.
16.
14,
15.
16
3
.2
. 1
.5
.2
.2
,8
.0
.0
,3
.3
.8
.0
.5
,3
.6
18
21
22
20
23
25
29
25
26
27
30
32
30
28
29
32
.0
.3
.3
.8
.7
.3
.0
.8
.8
.8
.3
.3
. 1
.2
.9
.0
22.
27.
29.
27.
31 .
35.
37.
37.
40.
40,
44.
47.
44.
39.
43.
46.
7
6
5
3
8
1
2
6
0
9
6
0
4
8
0
2
32
38
40
38
45
48
52
52
55
55
58
63
62
55
59
65
.2
.6
. 1
.3
.4
.5
.7
.4
.O
.4
.4
.2
.6
.3
.7
.0
Bridgestone Cat. .
Bridgestone Cat .
BHdgestbhe' Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat .
Bridgestone Cat .
Bridgestone Cat .
Bridgestone Cat .
Bridgestone Cat.
Bridgestone Cat .
Bridgestone Cat.
Bridgestone Cat.
Bridgestone Cat .
Bridgestone Cat.
#2
#2
*?
#2
#2
#2
#2
'H2
HZ
#2
*2
#2
#2
#2
#2
#2
-------
C-21
Date
05-11-83
05-11-83
05-11-83
05-12-83
05-12-83
05-17-83
05-17-83
05-17-83
05-18-83
05-18-83
05-19-83
05-19-83
05-19-83
05-23-83
05-23-83
05-23-83
05-25-83
05-25-83
O5-25-83
05-31-83
06-01-83
06-01-83
06-02-83
06-02-83
06-02-83
06-03-83
06-03-83
06-03-83
O6-03-83
06-03-83
06-06-83
06-07-83
06-07-83
06-07-83
06-07-83
06-07-83
06-08-83
06-08-83
06-08-83
06-10-83
O6- 10-83
06-13-83
06-14-83
06-14-83
O6-14-83
06-15-83
06-15-83
06-15-83
06-15-83
06-15-83
06-16-83
06-16-83
ODOM
(km)
13845
13792
13830
13865
13902
13950
13950
13966
13987
14003
14025
14060
14097
141 14
14128
14144
14167
14208
14223
14287
14308
14345
14387
14394
14410
14433
14470
14497
14521
14548
14565
14587
14624
14624
1466O
14676
14698
14738
14752
14774
14809
14825
14847
14883
14898
14920
14957
14957
14999
15013
15034
15070
--Exhaust Gas Backpressure (in
20
N
N
N
N
N
mph
.M.
.M.
.M.
.M.
.M.
30 mph 40 mph
17
18
18
18
19
.6
.6
.4
.0
.5
Regeneration at
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
9
9
9
10
10
13
15
16
16
17
18
18
18
20
23
23
Regenerat
N
N
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
8
8
10
12
14
15
16
16
18
21
.5
.0
.7
.8
.97
.3
. 1
.2
.4
.6
.9
.2
.6
.6
.2
.5
ion at
.9
.6
.0
.8
.5
.6
.9
.6
.5
.2
Regeneration at
N
N
N
N
.M.
.M.
.M.
.M.
N.M.
N
N
N
N
N
N
N
N
.M.
.M.
.M.
.M.
.M.
.M.
.M.
.M.
10
10
10
13
13
16
19
17
20
27
25
27
28
.0
.3
.9
.2
.2
.7
.9
.3
.9
.4
.5
.8
.4
Regeneration at
N
N
N
N
.M.
.M.
.M.
.M.
14
12
10
13
.8
.6
.8
.5
34.
35.
35.
36.
38.
2
4
3
.3
,2
Steady
21 .
20,
23,
22,
27,
30,
30,
31 ,
33,
33,
37,
35
36
39
43
41
. 5
,2
,2
.6
,76
.7
,3
.3
. 1
.6
.2
.3
.2
.8
.7
.8
Steady
20
21
21
24
26
28
30
29
34
37
.5
.6
.7
.8
.9
.5
.2
.8
.4
.0
Steady
21
19
23
25
25
30
35
31
36
45
41
46
46
.5
.3
. 1
.5
.9
.4
.5
.7
.9
.0
.3
.7
.9
Steady
25
23
21
25
.3
.6
.2
. 1
of water)--
50 mph
47 .
53.
50.
52.
56.
6
0
1
3
0
60 mph
65.
72.
67,
72,
76,
4
6
,9
.3
.9
State
26.
23,
28.
29.
33.
40,
42,
42.
44 .
46.
53.
51 .
52.
59.
67,
63.
5
5
4
8
28
13
3
.6
.0
.9
.3
.9
1
.9
. 1
.3
38
34
41
44
48
53
58
60
60
66
75
72
75
81
91
84
,4
.7
.3
.3
.0
.7
.3
.5
.2
.8
.3
.2
.2
.8
.4
.0
State
28,
25,
28
33
37,
40.
43,
41
50
54
.0
,3
.4
.5
,5
.6
. 1
.7
.2
.5
38
36
41
46
51
55
62
59
68
72
.2
.7
.0
.8
.4
. 1
. 1
.5
.6
.6
State
28
25
30
34
35
43
51
47
55
64
59
70
69
.8
.5
.8
.8
.9
.0
.6
.0
.9
.5
.4
.6
. 1
38
35
41
47
49
58
69
67
78
84
80
97
94
.5
.3
.4
.0
.6
.8
.0
. 1
.6
.9
. 1
.9
.4
State
30
29
29
36
.6
. 1
.4
. 1
39
38
40
49
.5
.5
.6
.0
Trap
Br idgestone
Bridgestone
Br idgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Br idgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Br idgestone
Bridgestone
Bridgestone
Br idgestone
Br idgestone
Br idgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Bridgestone
Cat .
Cat.
Cat.
Cat .
Cat .
Cat .
Cat .
Cat .
Cat.
Cat.
Cat.
Cat .
Cat .
Cat .
Cat .
Cat.
Cat.
Cat .
Cat .
Cat .
Cat .
Cat.
Cat.
Cat.
Cat.
Cat .
Cat .
Cat .
Cat.
Cat .
Cat.
Cat.
Cat .
Cat.
Cat.
Cat .
Cat.
Cat.
Cat .
Cat.
Cat.
Cat .
Cat.
Cat.
Cat.
Cat.
Cat.
Cat.
#2
#2
#2
#2
#2
#2
H2
#2
HI
#2
#2
#2
#2
M2
#2
H2
H2
HZ
M2
#2
HZ
#2.
H2
H2
#2
H2
f/2
#2
#2
H2
H2
H2
#2
H2
H2.
H2
#2
#2
H2
H2.
H2
H2.
#2
f/2
*2
H2
H2.
H2
-------
This Page Intentionally Blank
-------
C-22
Appendix C-4
Exhaust Backpressure Data on VW Rabbit
-------
VEHICLE I.D.
023
071-612 (1982 VW DIESEL RABBIT)
Date
ODOM --Exhaust Gas Backpressure (in of wate'r)--
(mi) 20. mph 30 .mph 40 mph 56 mph 60 mptr
tr.a'p .,. T
07-02-82
07-07-82
07-07-82
07-07-82
07-07-82
07-20-82
07-21-82
07-21-82
07-21-82
07-22-82
07-22-82
07-22-82
07-22-82
07-23-82
07-23-82
07-26-82
07-27-82
07-27-82
07-27-82
07-28-82
07-28-82
07-28-82
08-O2-82
08^03-82
08-03-82
0&-03-82
08-04^82
08-04-82
08-64-82
08-69-82
08- 1 1 -82
08-12-82
08-12-82
08-12-82
08-13-82
08-13-82
08-16-82
08-17-82
08-17-82
OS- 17-82
08-17-82
08-17-82
08-17-82
08-17-82
08-18-82'
08-19-82
08-20-82
O8-20-82
08-23-82
08-24-82
08 -24- 8 2
08-24-82
08-25-82-
O8-25--82
08-25-82
O8-26-82'
08-2'6-82
08-2"6-82
08-27-82
08-27-82
08-2-7-82
08-31-82
08-31-82'
O9-01-82
09-01-82-'
09-03-82
09-03-82
6264
6287
6296"
6318
6327
6460
6473
6496
6505
6519
6529
6562
65-71-
6571
6580
6591'
6604
6626;
6635
6648
66 i 1
6680
6700
6715.
6 7 1-5'
6-7 24.
6'-736
67T58
6767
6777.7
6786
6799
6821
6830
6849
6849
6858
6872
6887
69O1
69:16
6931
6953
6961
6974
6999
7016
7016
7025
7037
7059'
7068
7082
7'1O4'
71 13
7126
7126
7135
7148
7169
7178
7198
7198
7239
7247
7273
7282
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
38.2
39.7
37.2
41.2
41.9
50.8
60.2
59.6
51 .9
71 .4
75.4
55.7
57.4
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
22.7
24.01
27.9
32.4
31 .5
38.8
39.2
44.5
86.6
Regenerat ion
N'.M-.
N.M-.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M-.
N.M.
N.M.
N.M.
32 . 8
40.5
37.7
39.5
47'. 1
52.6
60.4
58.2
60.4
Regeneration
N.M.
N.M.
N.M.
N . M .
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
29.2
re. 01
41.7
44.6
51 .2
55.7
57.8
54.7
52.7
71 . 6-
Regeneration
Regeneration
N.M.
N.M.
N.M.
N.M.
N'.M.
N'.M.
N.M.
N.M.
23.5
26.8
34.7
38.8
37.8
46.5
52.0
51'. 9
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
27.5
30.9
37.9
42.7
47.8
52.7
Regenerat ion
N.M.
N.M.
N.M.
N-.M.
31 .9
31 .9
42.4
43.7
59.3
59.5
58. 1
62.9
64. 1
73.2
86.7
81 .5
79.5
1 02 . 5
103.6
79.6
88.7
at Steady
35'. 5
37. 19
44.6
49.2
49.2
56.2
58.9
65.9
123.5
at Steady
54.7
50.8
60.7
51'. 6
60.2
67.9
76.5
88.9
84.5
85.6
a't Steady
44.3
26.4
60.2
64.0'
72. 1
79.5
84.5
78.2
78.5
101 .5
at Steady
at Steady
36.8
40.9
53.5
57'. 0
55 . f
70.2
7;6 . e
75 . a
at Steady
41.9
46.9
56 . 9
65.4
70.2
73.9
at Steady
49.8
46.4
63.2
65.4
82.
81 .
83.
87.
88.
102.
117.
109.
110.
138.
137.
107.
11-8.
1
2
5
2
7
8
6
6'
7
2
4
5
5
110
105
110
113
123
137,
154,
145.
161 .
177.
177,
142 ,
157',
---*---
.2
.6
.7
.7
.7
.5
. 1
.9
.7
,5
5
8
Johnson
Johnson
Johrison
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson'
Johnson'
Johnson
Jdhnsori
Johrison
Matthey
Ma'tthey
Matthey
Ma 1 1 hey
MaH'they
Mat'they
Mai: they
Mat-ihey
Ma'tthey
Ma'tthey
Matthey
Ma' tit' hey
Ma'tthey
JM- 1 3
JM-13
JM- 1 3
JM-^ 1 3
JM- 1 3
JM-13
JM'- 1 3
JM''-1'3
JM'- 1 3
JM- f 3
JM-13
JM- 1 3
JM'-- is'
State
51'.
54'.
61 .
66.
67'.
78.
80.
89.
167.
State
75.
70.
85.
81 .
84'.
97.
105.
121 .
1'12 .
116.
State
60.
37r.
83.
87.
100.
1"04 .
1 1'2 .
107.
109.
13.
State
State
51 .
59.
73.
77.
79.
99.
106.
106.
State
61 .
64.
77.
88.
95.
100.
State
70.
64.
85.
88.
5
46
6
7
6
7
8
4
9
1
2
5
5'
2
5
7
3
9'
7
0
8-
5
8
9
5
9
6
6
6
69.
77.
83.
89.
92.
108.
109.
116.
200.
91 .
98.
1 15'.
106.
118.
128.
139.
tSfi'.
147.
154;.
79.
5'6.
108.
1 17".
127'.
13'4'.
1451
1'3"9\
144'.
17 8'.
1
08
7
5
5
4
3
4
0
1"
4
3:
5'
5
4'
7
7
2
5
7'
08
4''
6
9
4'
•9-
2
8
5'
Johnson
Johrison
Johrison
JohVisori
Johnson-
Johnson
Johnson
Johnson
Johnson
Johrison
Johnson
Johnson
Johnson
Jori~ns°on
JohnSon'
Johrison
Johnson
Johnson
Johnson
Johnson
Johnson1
Johnson
Johns'on
Johnson
Johnson
Johnson'
Johnson
Johnson
Jbh'risron'
Mat't' ri'ey
Mat'the'y
Ma't'the'y
Ma'tthey
M'af-trth'ey
Matthey
Mat -they
Mat'fhey
Matthey
Ma'ifrtey
Matthey
Mafthey
Malf't hey1
Matthey
Mat't hey
Matthey
Matthey
Matthey
Ma'tthey
Matthey
Matthey
Mattney
Mat'they
Mat they
Matthey
Matthey1
Ma'tthey
Matthey
Ma'tthey
JM- 1-3'
dW- i 3'
JM-M-3'
M-i'3
JM'-'IS'
JM- 1'S
JM- 1>3'
JM-'1!3^
JM-f3;
JM'-1<3
JM'- 1'3'
JM- rs'
JM'- 1'3
JM^ 1'3"
JM-' 1*3;
JM- 1;3
JM'- 1'3'
JM- t'3'
JM- 1-3"'
JM - 1'3!;
JM^I'S*
JM*-'1!3"'
JM- 1:3;
JM- 1'3'
JM;- 1 3^
JM-'1'3^
JM- Ili'
JM- 1;3»
JM-1-3"'
(Unsuccessful)
4
1
0
8
3
4'
4
6
2
8
5'
2
8'
5
5
9
7
0
66.
81'.
9'9~:
103".
108'.
135.
13' 7.'.
14M".
7&.
87.
105.
1 18*.
1'2€'.
1 38'-.
911.
96.
1 1 2".
118.
5
2
4
9
7
6
4't
5>
2-
2'
r
$1
6
8"
•9'
6
6
7
Johnson
Johnson
Johrison1
Johnson
Johnso'ri'
Johnson
Johnso'ri
Jorinsori
Johnson
Johnson
Johrison
Johrisbn-
Johnso'ri
Johnson
Johnson
Johrison
Johns'on
Johnson
Matthey
Melt'they
Mat'they
Matthey
Matthey
Matthey
Mat'they
Mat they
Ma'tthey
Matthey
Matthey
Matthey
Mat'they
Matthey
Matthey
Matthey
Matthey
MattheV'
JM- 1'3-'
JM- 1'3'
JM-1-3
jM-'rs'1
JM-1'31
JM-13*
JM- 1 3'
JM-'1'3:
JM-M3'
JM-13'
JM- 1 3
JM-13'
JM-13
JM-13
JM-13--
JM-13'
JM-13
JM- 1"3'
-------
C-24
Date
09-08-82
09-08-82
09-08-82
09-09-82
09-O9-82
09-10-82
09-10-82
09-10-82
09-10-82
09-10-82
09-10-82
09-10-82
09-14-82
09-15-82
09-20-82
09-21-82
09-21-82
09-21-82
09-22-82
09-22-82
09-24-82
09-27-82
09-28-82
09-28-82
09-29-82
09-29-82
09-29-82
09-30-82
09-30-82
09-30-82
10-05-82
10-05-82
10-07-82
10-07-82
10-07-82
10-08-82
10-O8-82
10-13-82
10-14-82
10-14-82
10-14-82
10-14-82
N.R.
N.R.
N.R.
10-18-82
10-20-82
10-20-82
10-20-82
10-26-82
10-26-82
10-26-82
10-27-82
10-27-82
10-27-82
1 1-02-82
ODOM
(mi )
7303
7325
7334
7337
7337
7357
7392
7408
7416
7423
7430
7438
7462
7472
7487
7495
7517
7526
7548
7558
7571
7587
7587
7596
7609
7632
7641
7654
7676
7685
7710
7710
7723
7745
7754
7777
7786
7798
781 1
7811
7823
7832
7846
7868
7878
7887
7900
7923
7932
7938
7943
7949
7972
7994
8003
8020
--Exhaust Gas Backpressure (in of water )--
20 mph
N.M.
N.M.
N.M.
30 ropn
58.9
56.6
60.3
Regenerat ion
N.M.
44.7
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
22.5
22.6
28.6
31 .3
36.8
41 .8
24.3
27.8
33.5
37. 1
37.8
40.9
46.5
48.9
58.5
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
28.5
29.5
42.9
44.0
45.3
56.9
54.7
60.9
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
27.9
4O.4
43.2
44.0
52.2
53.7
69.2
80.2
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
26.4
30.9
38.2
43.0
46.8
49.2
65.9
58.5
60.5
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
41.4
39.5
54.6
54.6
56.6
Regenerat ion
40 mph
84.5
82.3
87.6
at Steady
65.0
at Steady
34.8
36.6
44.3
49. 1
55.8
63.2
36.8
42.5
42.0
56.2
55. 1
60.7
68.2
73.2
86.8
at Steady
44 . 1
46.9
65.4
65.7
69.5
83. 1
81 .2
86.5
at Steady
42.5
60.6
63.9
66.2
75.6
77.7
98. 1
115.2
at Steady
40.5
46.6
56.7
64. 1
68. 1
73.4
94.0
87.6
87.0
at Steady
63. 1
60.6
80.7
82.6
86.5
at Steady
50 mph
113.7
111.6
120.9
State
91 .7
State
50.7
54.5
62.6
71 .0
79.8
87.8
51 .5
60.4
70.5
77 .4
76. 1
86.7
93.4
100.8
118.2
State
63.3
67.2
89.0
89.2
98.3
114.9
111.7
119.2
State
63.4
84 .2
88.5
92.7
1O1 .9
1O8.6
134.5
154.5
State
56.2
65.7
77.8
87. 1
93.9
103.9
126.8
115.2
125.4
State
89.3
82.6
113.2
133.6
119.1
State
60 mph
155.4
150. 1
169.5
118.7
65.6
80.0
87.9
97.3
108.5
117.8
65.6
83.2
96.4
104.7
104.6
117.6
127.7
13O.2
158.8
79.2
92.6
120.0
118.7
133.5
154.2
158.6
146.5
85.2
113.4
116.5
128.4
135.8
147.6
174.6
197 .6
71.2
87.7
103.5
111.6
121 .5
147. 1
160.4
152.4
163.7
124.2
107.9
150.6
148.2
158.4
Trap
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13
-------
C-25
Date
11-02-82
11-02-82
11-03-82
11-03-82
11-03-82
11-05-82
1 1-05-82
N.R.
11-17-82
11-17-82
1 1-17-82
11-18-82
1 1-18-82
1 1-18-82
11-19-82
1 1-19-82
11-24-82
1 1-24-82
1 1-24-82
1 1-29-82
1 1-30-82
1 1-30-82
11-30-82
12-01-82
12-01-82
12-06-82
12-07-82
12-07-82
12-08-82
12-08-82
12-13-82
12-13-82
12-15-82
12-15-82
12-15-82
12-15-82
12-16-82
12-16-82
12-16-82
12-20-82
12-20-82
12-20-82
12-28-82
12-28-82
12-28-82
12-29-82
12-29-82
12-29-82
12-30-82
12-30-82
12-30-82
12-30-82
01-04-83
01-14-82
01-14-82
01-14-82
01-14-82
01-14-82
01-14-82
01-18-83
01-18-82
ODOM
(mi )
8020
8029
8042
8064
8073
8086
8108
8129
8129
8154
8163
8176
8207
8198
8219
8241
8250
8250
8261
8271
8283
8305
8333
8405
8425
8435
8457
8466
8478
8500
8508
8517
8530
8530
8547
8556
8569
8590
8598
8607
8619
8641
8680
8680
8689
8702
8724
8733
8745
8768
8779
8799
8779
8935
8944
8953
8961
8970
8979
8980
8999
--Exhaust Gas Backpressure (in of water)--
20 mph 30 mph 40 mph 50 mph 60 mph
Trap.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
23.5
25.8
33.7
40.5
43.0
51 .9
55.7
53. 1
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
22.5
30.3
37.8
40.2
42.0
56.3
54.7
56.8
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
25.2
26.2
37.6
41 .2
50.6
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
26.7
30.6
35.2
36.7
51 .3
52.5
57.9
78.8
71 .2
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
35.7
40.5
50.3
52.8
52.8
65.8
83.8
70.3
Regenerat ion
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
27.0
28.6
41 .6
45.9
55.8
61 .8
62.8
Regeneration
N.M.
34.5
Regeneration
N.M.
N.M.
N.M.
N.M.
N.M.
N.M.
40.8
44 .9
53.5
52.3
68.8
78.8
Regenerat ion
N.M.
35.0
36.9
40.7
51 .8
59.7
63.7
76.0
79.7
77.9
at Steady
35.5
46.9
55.3
59.5
62.8
79.6
76.2
84.4
at Steady
39.8
45.0
57.3
60.3
75.5
at Steady
41.5
47.5
52.8
56.2
79.5
79.6
85.3
111.7
101 .7
at Steady
52.2
59.2
75.6
77.6
78.6
93.8
117.8
102.8
at Steady
41.6
46.2
61 .4
66.6
81 .5
92.3
91 .4
at Steady
52.3
at Steady
62. 0
73.0
80.7
81.2
103.7
113.6
at Steady
52.8
51 .2
57.7
72.5
82.4
87.8
1O5.6
107.2
107. 1
State
50.5
63.0
77. 1
81 .6
87.0
110.5
103.7
115.4
State
55.5
64.3
79.2
83.7
' 100.3
State
57.4
70.2
73.9
78.8
107.9
107.8
115.0
147.2
131 .5
State
71.3
80.9
102.5
105.2
1 10.7
127.0
156.4
137.2
State
57.5
65.7
85.6
91 .3
1O8.4
124.7
123.5
State
72.3
State
90.6
104.5
1 10.2
116.6
142.7
152.7
State
74.2
65.8
77.9
94.6
108.9
120.5
140.5
136.9
139.2
64.8
87.8
106.7
110.9
119.2
147 .8
139.3
150.5
69.5
85.5
105.8
112.5
133.6
72.5
92.7
105.2
1 14.8
141.9
141.2
143.7
174 . 3
181.2
90.8
103.7
134.5
137.3
149.2
157.6
195.2
173.5
71.8
88.4
114.7
126.7
130.2
160.5
158.2
89.7
122.7
137.4
146.7
162.5
184.7
205.7
94.5
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13<
Johnson Matthey JM-13
Johnson Matthey JM-13
Johnson Matthey JM-13-
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
JM-13
JM-13
JM-13
JM-13
JM- 13
JM-13
JM-13
JM-13
JM- 13
JM-13
JM-13
JM-13
JM-13
JM- 13
JM- 13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
JM-1'3
Johnson Matthey JM-13
Johnson
Johnson
Johnson
Johnson
Johnson
Johnson
Matthey
Matthey
Matthey
Matthey
Matthey
Matthey
JM-13
JM-13
JM-13
JM-13
JM-13
JM-13
Johnson Matthey JM-13
-------
D-l
Appendix D
Graphs of Fuel Economy, Trapping Efficiency,
and Exhaust Backpressure
versus
Mileage Accumulation
-------
D-2
FIGURE D-l: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
CAR EQUIPPED WITH TEXACO A-1R TRAP
EGBP @ 60 MPH
300-
^ 240-
V
^ X
xx x
- 50
1
-40
3
o
*fF
0
-30 ^
w
-20
,..&
.A- \ Legend
•• '''•-• ^ ° EG8P
A-.. ^rtO C^CJhj)0 A TOT PART
nOOfOClB + FTPMPG
O X PART-BASELINE
0 RECEN
II 1 1
30500 30900 31300 31700 32100 32500
ODOMETER MILES
FIGURE D-2: EGBP. PARTICULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH TEXACO A-1R, ENGELHARD CST-1 COATING
EGBP @ 60 MPH
300-
•"T" 24°"
... a. -4^"***
X
p 50
1
-40
g
55
O
-30 ^
U
* i
[V,
L20
^ A* * ^*3»
h-- AA' 'A Legend
0 ECBP
A TOT PART
O O O O <5Jr_) D + FTP Iff G
X PART-BASELINE
2000 32400 32800 33200 33600 34000
ODOMETER MILES
-------
D-3
FIGURE D-3: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH ENGELHARD CST-1 COATING #2
EGBP @ 60 MPH
300-
"C* 240-
-2
cd
fe
%H
0 180-
w
1
*=* 12&-
O.
O
W
80-
0-
1-
• iH
fl
-< 0.8-
1
w
j^
00
>-x 0.6-
w
3
y 0.4-
K
as
H 0.2-
E-i
H
0-
•»A
^x ** '" \XX
^
- ou
a
e
s£J'
-40
2
O
§
o
"30 w
Ed
-20
A Legend
O o cs&foig£> ° EGBP
^Q^MMgM^I&d^^tV^ A TOT PART
(jjmop^w^^^^^^^^*^^ \^^ • •
+ rrpMPc
X PART-BASELINE
i i i i i
35000 35800 36600 37400 38200 39000
ODOMETER MILES
FIGURE D-4: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
TOYOTA CAR EQUIPPED WITH BRIDGESTONE #1-2
EGBP @ 60 MPH
300-
s~* 240-
0)
^
•M
0 180-
8
1
a
•^ 120-
I
w
60-
0-
1-
'§
^X 0.8-
co
a
Ofl
^ 0.6-
W
H
^H
D
O 0.4-
(*-«
E-
tf
S5
t— ^
^ 0.2-
O
E-
0-
O O O O O O
o
o
o
^ ° 8 **" *o "'"o o "o*
O 0 O
0 ° * n
-60 ^
1
-40 ^
Q
s
-30 ^
UW
£d
S
on
(§» 0 0 o
0 „ o Legend
O O O o /G
0 <$> 0 „ o (fi ^ 0 EGBP
S *? ° cP A TOT PART
O\ U ^A
* -A, ..A.. .A .-•*
'A'" "6 '•.. ..••"••&... ..-A'
+ FTPMPG
"A" a" o REGEN
9000 9400 9800 10200 10600
ODOMETER KILOMETERS
11000
-------
D-4
FIGURE D-5: EGBP, PARTICUUTE AND FUEL ECONOMY VS. MILEAGE
TOYOTA CAR EQUIPPED WITH BRIDGESTONE
EGBP @ 60 MPH
300-
xjv 240-
0)
•4_>
•^
7$ 180-
m
1
d
•^ jgo^
a,
^
o
w
80-
1-
*^T
S
< 0.8-
W
(C
&A
^ 0.6-
W
^ 0.4-
K
^
g «-
g
rv
-1 u
1
o o o o
.••*»
-*f- I...,,.. •(..— -H.-H-
o °
- ou
'So
a
1
"4° I>rl
S
8
O,
"30 ^
1
-20
0° « Oo ^j>°^ <^ Legend
V) O PI^ O ^ rp D Q
^JD° <# (flP ^^ °
Ajf" % 9O ° ^..A.. A ^ & TOT PART
*•••&> A A A + FTPMPG
0 REGEN
3800 11200 11600 12000 12400 12800
ODOMETER KILOMETERS
FIGURE D-6: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
TOYOTA CAR EQUIPPED WITH BRIDGESTONE CATALYZED TRAP
EGBP @ 60 MPH
300-
x— > 240-
V
tg
te^
0 180-
w
J§
14
^^ 120-
DH
CQ
O
W
60-
0-
i-
?
^ 0.8-
V)
g
^,
00
"^ 0.6-
w
^
5
y 0.4-
1
'••H
< 0.2-
|
n-
O O O
+- -i_
- 60
1
-40
O,
S5.
O
-30 0
^
t-J
w
£
-20
Legend
./•ft) O cP O rP O O ° EGBP
A ° cP° * 0,° ^ 0 ° ^ TOT PART
o° ' = ^ S + FTPMPG:
A 0 REGEN
12500 12700 12900 13100 13300
ODOMETER KILOMETERS
13500
-------
D-5
FIGURE D-7: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
TOYOTA CAR EQUIPPED WITH BRIDGESTONE CAT #2
EGBP @ 60 MPH
300-
-TS 240-
I*
0)
.__*
"8
£
(^
*S 180-
m
3
*=* 120-
PH
pg
o
w
60-
0-
1-
^
'§
-C 0.8-
tn
g
H4
w
£
00
^ 0.6-
W
H
CJ 0.4-
g
a
5: 02~
o
H
0-
o o o o
c
jfflfcr ri^*
658^ -^f
14
I 1
13000 13500 14000
ODOMETER
«f—
- BO
'wi
&
>S
-40
r^
2
O
2i
O
"30 w
w
-20 ^
o .^ Legend
S>°° ^ *
/O A TOT PART
<$£ -*0
+ FTPMPG
0 REGEN
i i i
14500 15000 15500
KILOMETERS
FIGURE D-8: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
PEUGEOT CAR EQUIPPED WITH
EGBP
300-
^ 240
$H
1
f
*S 180 •<
1
d
^ 120-
m
w
80-
n-
1-
^
-\ 0.8-
w
6
£
00
^ 0.6-
w
1—)
y 0.4-
s
0,
< 0.2-
O
E~"
n-
+-H— *
X
X
A
£ 'a'
JOHNSON MATTHEY JM-4 #1 TRAP
@ 60 MPH
4
/ \
/ . V
..•"
p50
a
-40 ^
^J
o
§
"30 w
w
FT.
1-20
*
./
Legend
•'
A TOT PART
+ FTPMPC
X PART-BASELINE
7300 7600 7900 8200 8500
ODOMETER MILES
8800
-------
D-6
FIGURE D-9: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
PEUGEOT CAR EQUIPPED WITH JOHNSON MATTHEY JM-4 #2 TRAP
EGBP @ 60 MPH
300-
^ 24°"
"i
*0 180-
%
A
a
•*=*' 120-
m
0
W
80-
0-
1-
'3
^\ 0.8-
(0
(H
^0.6-
w
M
^
J=2 0.4-
H
«
^
^j 0.2-
E^*
0-
^
f ****** ^
+ "*"*•-. /
"""""Aa
....-••"
- ou
1
-40 ^
i
-30 8
^j
Ed
ID
-20
_,..••'''
— "- •••''
<^g0&p^. Qbo ,..--" Legend
A / ''•• A.-"" ° EeBP
a. .• '• A
a' 'a A TOT PART
+ FTPMPG
X PART-BASELINE
TI I I i
8200 8700 9200 9700 10200 10700
ODOMETER MILES
FIGURE D-10: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
VW CAR EQUIPPED WITH JOHNSON MATTHEY JM-13
EGBP @ 60 MPH
300-
^^ 240-
1
^
^j
0 180-
OT
Q)
fj
^ 120"
CU
pg
o
w
80-
n
1-
D
^
-§. 0.8-
w"
6
i
00
"*" 0.6-
w
E-«
5
^
y 0.4-
g
as
< 0.2-
E-*
O
E-
n-
OOOOOO<3» OOOOOOOOOOO
•f J*)» -L +
+-'1*"M'' **** *"t""""KSl. *^++' \f\*
v*+^V+'f
_ o
11 ^~»
0 0 o
on D °
° u ^ o o o
o
fPo Oj n O/O (^p O Q) ^
O ^ O iu (® O n O *$* O n ^/Q O
5 rv5> o ooooo
-------
D-7
FIGURE D-ll: EGBP, PAimCULATE AND FUEL ECONOMY VS. MILEAGE
CAR EQUIPPED WITH ICI SAFFIL
EGBP ® 60 MPH
300-
,£. 240-
1
°>-i
0 180-
8
&
q
a
•^ 120-
n
M-)
O
w
60-
0-
i-
-\ 0.8-
ag
x-' 0.8-
g
i— »
^ 0.4-
H
*!
£
^ 0.2-
O
E-
0-
Q O V V
$
X j*
^ : i^
; ^qeRl{aoQo^A]r.)tj. Vv^
/ \ ...•'"' -. X
/ \ P'° \
- DO
1
•&
!
o
~30 w
,
w
h— J
^
-20
A / '& \
£ 6. \ Legend
0 EGBP
O o A TOT PART
rf * 0° S
+ FTPMPG
Or ° X PART-BASELINE
0 REGEN
i i i i
33000 33600 34200 34600 35400 36000
ODOMETER MILES
FIGURE D-12: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
TOYOTA CAR EQUIPPED WITH ICI SAFFIL, GENERATION #4 TRAP
EGBP @ 60 MPH
_ nn
300-
x-s 240-
1
*0 180-
l/j
|
^ 120-
OH
CD
O
w
60-
n-
1-
s~^
~
< 0.8-
a
(0
00
^ 0.6-
w
3
y 0.4-
&
«t
S
g 0.2-
o
E-
0-
""**" "*"
^^
(X
1
"40 >H
8
-30 1
i
Ed
-20
x
A .A x Legend
""A-& -A 0 EGBP
A TOT PART
o o o oo o c$»o oo + n?.1!^
X PART-BASELINE
2000 2200 2400 2600 2800
ODOMETER KILOMETERS
3000
-------
D-8
FIGURE D-13: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
CAR EQUIPPED WITH CORNING EX-47 12 IN. NON-CATALYZED
EGBP 0 60 MPH
300-
,->. 240-
-«j
•«M
0 180-
OT
0)
1 J
^ 120-
cu
CQ
O
W
60-
!
'
0-
1-
^
Q)
•r-4
g
<^ 0.8-
§
M
(0
00
^ 0.6-
w
g_,
I
O 0.4 -
s
ss
d 0.2-
0
v^
0-
O O O O
O
O
~^H* ^^— * ^%,
S» »^
: \ P
p50
"W
CX
s&
- 40
s
o
0
-30 :0
'^^
1 j ^
•Ed
D
-20
^-\ — . • •
o o i" \ o legend
6* O ..- \Aff 0 EGBP
3 .-•' V/P A TOT .fl ART
ff A O o ••'' O + "^ MPG
A" ''••a-A'A'-A"fl x PART-BASELINE
0 REGEN
-^
1 •! 1 1
38000 38400 38800 39200 39600 40000
ODOMETER MILES
FIGURE D-14: EGBP. PARTICULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH CORNING EX-47 12 IN. - >UOP -COATING
EGBP @ 60 MPH
300-j
x£. 240-
|
*M
0 180-
w
1 '•
"^ 120-
...
§
W
60-
n-
1-
^
-^H /» n
\ 0.8-
OT
1
00
"^ 0.6-=
W
a
g 0,4-
H
1
< 0.2-
H
O
E-
n_
O O
X
X
* X v
XX X $f
8 ® /
-50
a
- 40
JM
0
p
Pd
,
.FjJ
D
Cu
-20
A-. A oo /
' .-". (@ / Legend
& g" Kg,cP / ''a ° EGBP
^^••A" c£> gg>
A TOT 'PART
rtg) O _O O + FTP'MPG
O Ox PART-BASELINE
0 REGEN
41000 41400 41800 42200 42600
ODOMETER MILES
43000
-------
D-9
FIGURE D-15: EGBP. PARnCULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH CORNING EX-47 12 IN. UNCATALYZED #2
EGBP @ 60 MPH
300-
ft 24°-
-2
?
«t_i
0 180-
w
QJ
1
<> ^o-
cu
CQ
O
W
60-
0-
1-
'S
< 0.8-
fn
VI
g
w
s
00
^ 0.6-
w
C_|
S
D
0 0.4-
1
K
^ °'2-
O
H
0-
.^'^— f
o ^ c?
- ou
a
s&
-40
jg
S
O
- 30 £->
m
^J
w
£
L20
/y U
rj® o £ Legend
X) ° ° EGBP
«, A TOT PART
>P + FTP MPG
A /'••A-'"A 0 REGEN
i i i i
44000 44200 44400 44600 44800 45000
ODOMETER MILES
FIGURE D-16: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
TOYOTA CAR EQUIPPED WITH NGK #1 TRAP
EGBP @ 60 MPH
300-
^ 240-
1
*0 180-
OT
9)
%
o
d
•^ 120-
m
w
80-
0-
1-
^
r5
g
6
(0
(H
oc
^-^ 0.6-
w
5
•1
y 0.4-
E-
«
•• -f >-f 4>o.
r-60
oS
1
-40
i
"30 w
_q
U
fj
-20
CP^ (^
x n - rfl^ xx Legend
x f <$^ ^ J?^ ° EGBP
-. O £> ^7 A TOT PART
'l,. rftfP jp A ^y A + FTP "pG
(5^ ^P. //JJP^"" ./^n X PART-BASELINE
A' * 0 REGEN
i i i 1
2500 3200 3900 4600 5300 6000
ODOMETER KILOMETERS
-------
D-10
FIGURE D-17:
3, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
CAR EQUIPPED WITH NGK #2 TRAP
EGBP @ 60 MPH
300-
^ 240-
0)
"S
^
"8 180-
8
|
fl
<=3- 120-
m
w
60-
0-
1-
g
"\ 0.8-
i
IH
00
' 0.6-
W
p_,
3
D
y 0.4-
° o A TOT PART
.P + FTPMPG
J.A.... x P*"T-BASEUNE
A-.jjfA'A- 0 RKEN
ill!
42500 42900 43300 43700 44100 44500
ODOMETER MILES
FIGURE D-18: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH NGK #3 TRAP
EGBP @ 60 MPH
300-i
^ 240-
••••«••. ./»•••'' ''$ Legend
** •2Wya""'a o Q? ° EGBP
oiPcriP (fe)1^ ® A TOT PART
0 cP ^ + pTPMPG
°^ 0 REGEN
i i i i >
44800 45000 45200 45400 45600 45800
ODOMETER MILES
-------
D-ll
FIGURE D-19: EGBP, PARHCULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH NC
EGBP @ 60 MPH
300-
? 24°-
1
^
O 180-
8
£
0
<=- 120-
8
W
80-
0-
1-
?
-£ 0.8-
w"
8
(0
S*
00
v-x 0.6-
w
H
3
^ 0.4-
H
K
as
•_] « «
^" ' O 2 •*•
o
0-
o o o o
o
K #4-1 TRAP
o
0 0
o
0 & 0 °
& 0 Q ff
•a o © a o
^ o o
-^ <° .nT ®
J5p O
CT^««'^'.
•A»£" on A A *
45500 45800 46100 46400
ODOMETER MILES
-60
a,
"40 bi
|
o
"30 u
w
J3
-20
Legend
0 EGBP
A TOT PART
-f FTPMPG
I
0 REGEN
46700 47000
FIGURE D-20: EGBP, PARTICULATE AND FUEL ECONOMY VS. MILEAGE
MERCEDES CAR EQUIPPED WITH NGK #4-2 TRAP
EGBP @ 60 MPH
300-
^ 240-
%
^H
0 180-
W
1
g
^ 120-
CU
8
W
60-
n-
i-
1
§
•< 0.8-
1
a
Si
00
"-^ 0.6-
w
3
^ 0.4-
E
s
ss
^ 0.2-
O
E-
n-
O O
^^
• «r --••-•• -T - 4— C^ •»»>.
u O (
° Q. n
O TJ
_ O O O
* ° m °
(TO Oo
o-
§
§
-30 g
W
&-.
y x L2o
Legend
0 EGBP
A TOT PART
+ FTP MPG
X PART-BASEUNE
0 REGEN
46400 46600 46800 47000 47200
ODOMETER MILES
47400
-------
This Page Intentionally Blank
-------
E-l
Appendix E
Sulfate (504) Emissions
-------
E-2
Appendix E-1
Sulfate (SO.) and Total Particulate Emissions (TP)
Trap
Texaco AMR w CST- 1
Texaco A-1R w CST- 1
Texaco A-1R w CST- 1
Texaco A-1R w CST- 1
Texaco A-1R w CST- 1
Texaco A-1R w CST- 1
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
ICI Saffil
Corning EX-47 12"
with UOP
Corning EX-47 12"
with UOP
Corning EX-47 12"
with UOP
Mercedes
Test Cycle
Cold LA-4 Bag 1
Cold LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
HWFE
HWFE
Cold LA-4 Bag 1
Cold LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
HWFE
HWFE
CFDC
CFDC
Regen Throttled
Regen Unthrottled
Regen Throttled
Regen Unthrottled
Emissions
TP
.450
.297
.347
.257
.699
.653
1 .010
.727
.865
.884
.602
.591
.032
. 147
2. 131
.175
2.527
1.629
(g/mi)
so4
.0631
.0141
.0922
.0167
.4310
.4350
.039
.2267
.0456
.0130
.0797
.0539
.013
.067
1.040
.059
1.357
.848
% TP
as S04
14.0%
4.75%
26.6%
6.49%
61.7%
66.6%
3.86%
31.2%
5.27%
1.47%
13.2%
9.12%
40.4%
45.4%
48.8%
33.7%
53.7%
52.0%
-------
E-3
Appendix E-1 (Con't)
Sulfate (S04)
Trap
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#1)
Corning EX-47 12"
non-catalayzed (#2)
Corning EX-47 12"
non-catalayzed (#2)
NGK #2
NGK #2
NGK #2
NGK #2
NGK #2
NGK #2
NGK #2
and Total Particulate Emissions (TP)
Mercedes
Test Cycle
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Hot LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Hot LA-4 Bag 1
Hot LA-4 Bag 2
Regen Throttled
Regen Unthrottled
Regen Throttled
Regen Unthrottled
CFDC
Regen Throttled
Regen Unthrottled
Regen Throttled
Regen Unthrottled
Regen Throttled
Regen Unthrottled
Emissions
TP
.064
.081
. 127
.087
. 147
. 185
.410
.209
.276
. 155
.111
.257
.207
.207
.202
. 106
. 188
.061
. 171
.017
.141
. .102
.151
.134
.064
.538
(g/mi )
so4
.009
.0035
.0223
.0056
.0129
.0082
.0216
.0205
.0169
.0053
.01 15
.0389
.0513
.0196
.0236
.035
.081
.023
.040
.003
.065
.031
.029
.079
.028
.052
% TP
as S04
14.1%
4.32%
17.6%
6.43%
8.79%
4.43%
5.27%
9.81%
6. 12%
3.42%
10.3%
15. 1%
24.8%
9.47%
1 1.7%
32.8%
43.2%
37.4%
23.4%
14.6%
45.8%
30.6%
19'.0%
59.0%
43.7%
9.73%
-------
E-4
Appendix E-2
Sulfate (SO^) and Total Particulate Emissions (TP)
Peugeot
Trap
Basel
Basel
ine
ine
Baseline
Baseline
Basel
Basel
JM-4
JM-4
JM-4
JM-4
JM-4
JM-4
ine
ine
#1
#1
#1
#1
#1
#1
Test
Cold
Cold
Hot
Hot
HWFE
HWFE
Cold
Cold
Hot
Hot
HWFE
HWFE
Cycle
LA-4
LA-4
LA-4
LA-4
LA-4
LA-4
LA-4
LA-4
Bag
Bag
Bag
Bag
Bag
Bag
Bag
Bag
1
2
1
2
1
2
1
2
Emissions (g/mi)
TP S04
.545
.592
.401
.384
.374
.302
.392
. 164
.564
. 183
.677
.784
.01714
.0074
.0127
.00576
.0190
.0167
.268
.038
.447
. 1445
.586
.677
%
as
3
1
3
1
5
5
68
23
79
79
86
86
TP
so4
. 14%
.25%
.17%
.50%
.08%
.52%
.4%
. 1%
.3%
.0%
.5%
.3%
-------
E-5
Appendix E-3
Sulfate (SO.) and Total Particulate Emissions (TP)
Trap
Baseline
Baseline
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
NGK #1
Test
CFDC
CFDC
CFDC
CFDC
Regen
Regen
Regen
Regen
Regen
Regen
Toyota
Cycle
Throttled
Unthrottled
Throttled
Unthrottled
Throttled
Unthrottled
Emissions
TP
.200
.21 1
.031
.022
.072
. 155
.079
.062
. 103
. 138
(g/mi)
so4
.017
.014
.002
.003
.025
.054
.016
.007
.015
.035
% TP
as S04
8.43%
6.76%
7.44%
1 1 .7%
34.3%
35.0%
20.2%
11 .2%
14.7%
25.3%
-------
This Page Intentionally Blank
-------
F-l
Appendix F
Particulate Data on Certification Tests Conducted at EPA
-------
APPENDIX F-1
DATA ON ALL DIESEL CAR FTP TESTS CONDUCTED BY EPA'5 CERTIFICATION DIVISION THROUGH JUNE 30. 1983
Through Model Year 1983
Mfr Model (Car Line)
AUDI QUANTUM WGN
AUDI 40OO/COUPE
AUDI 4OOO/COUPE
AUDI 4000/COUPE
AUDI 4OOO/COUPE
AUDI 4OOO/COUPE
AUDI 4OOO/COUPE
AUDI 5000
AUDI 5000
AUDI 5OOO
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CHEVETTE
GM CUTLASS SUPREME
GM MONTE CARLO
GM MONTE CARLO
GM CUTLASS CIERA
GM CELEBRITY
GM CELEBRITY
GM CELEBRITY
GM CELEBRITY
GM CUTLASS CIERA
GM CENTURY
GM CUTLASS CIERA
GM CENTURY
GM MALIBU WGN
GM MALIBU WGN
GM CENTURY
GM CUTLASS SUPREME
GM CUTLASS SUPREME
GM CUTLASS SUPREME
GM CUTLASS SUPREME
i est
Type
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
FE
EMIS
EMIS
EMIS
EMIS
FE
EMIS
EMIS
EMIS
EMIS
FE
EMIS
FE
FE
FE
FE
FE
FE
FE
FE
EMIS
FE
FE
FE
EMIS
EMIS
FE
FE
FE
FE
EMIS
EMIS
EMIS
FE
FE
EMIS
EMIS
uaom
(ml )
3971
4O33
42O7
3918
3943
3949
3993
3897
3901
3901
4123
5493
5237
4O98
5903
5281
5650
5237
544O
5599
5531
5789
7908
824O
8415
7777
3993
7238
7196
7156
3982
4076
352O
3477
3435
3391
5O5O
4844
3927
2853
2834
454O
41O3
emissions \g/mi>
HC CO NOx
. 195
.200
.114
.210
. 177
.323
.201
.296
.433
.266
. 172
. 178
. 168
. 152
. 14O
. 151
. 134
. 141
. 173
.266
.249
.221
.202
. 187
. 186
. 182
. 120
. 160
. 176
. 172
. 17O
. 166
. 124
. 153
. 159
. 155
. 179
. 153
. 1 16
.244
.222
.206
. 1 18
.79
.94
.61
.67
.70
1 . 19
.68
.53
2.05
.75
.54
.48
.44
.66
.53
.59
.55
.58
.59
.73
.72
.7 1
.55
.59
.61
.76
.58
. 74
.75
.76
.51
.67
.75
.71
.67
.69
.92
.85
.65
.67
.73
.83
.63
1 . 17
1 .24
1 . 18
1 . 16
1.21
1 .33
1 . 14
1 .29
1 .32
1 .27
1 .06
1 .02
.99
1 . 19
1 .06
1 . 14
1 . 17
1 .25
1 .07
1 . 12
1 . 15
1 .08
1.12
1.11
1 .38
1 . 32
1.21
1.31
1 .32
1 .32
1 .46
1 .48
1 .07
1 .09
1 .08
1 .09
.82
1 .43
1 . 16
1 .28
1 . 13
1 . 16
1 .23
TP
. 184
.244
. 152
. 149
. 142
.336
.203
.379
.382
. 181
. 163
. 124
. 142
.207
. 138
.217
. 150
. 189
. 171
.236
.203
.208
. 162
. 176
.207
. 179
.209
. 187
.211
.218
.246
.246
.239
.240
.213
.255
. 28O
.529
.302
. 183
.204
.223
.324
r . c .
(mpg)
36
35
34
33
36
37
40
26
26
27
35
36
36
40
42
41
42
40
36
41
39
4O
42
43
24
24
24
27
26
25
24
24
28
26
26
25
25
25
26
27
26
24
24
O
6
1
1
4
0
8
8
7
5
0
O
7
1
9
5
2
5
0
0
5
6
0
6
2
8
5
1
2
6
4
8
1
7
9
9
7
6
3
1
9
3
1
C 1 W
UP)
2875
2750
275O
275O
2750
2625
2625
3250
3250
325O
250O
2625
2625
2500
2625
2625
2625
2625
2500
2500
25OO
2500
2625
25OO
375O
3750
375O
3250
3375
3375
3375
3375
3250
3375
325O
3375
35OO
35OO
3375
3750
3750
3750
3750
— cng i ne —
CID Conf
97
97
97
97
97
97
97
121
121
121
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
263
263
263
263
263
263
263
263
263
263
263
263
263
263
263
263
263
263
263
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-5
L-5
L-5
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
V-6
1 r
an
M5
M5
A3
A3
M5
M5
M5
M5
M5
A3
L3
L3
L3
M5
M5
M5
M5
M5
L3
M5
M5
M5
M5
M5
L3
L3
L3
L3
L3
L3
L3
L3
L3
L3
L3
L3
L4
L4
L3
L3
L3
L3
L3
ClaK
7
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1 TOO
7
No
Yes
Yes
Yes
Yes
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
moae i
Year(s)
82
82
82
82
82
82
82
81
82
82
81
838.82581
838.828.81
81
836828.8 1
83S82&81
83S82&81
838.82881
81
81 ._
7
81 KJ
838.81
83S81
82
82
82
82
82
82
82
82
83
83
83
83
83
83
83
83
83
83
82
-------
Mfr
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
MERC
Model (Car Line)
REGAL
REGAL
DELTA 88
IMPALA/CAPRICE WGN
TORONADO
RIVIERA
NINETY-EIGHT
NINETY-EIGHT
DELTA 88
NINETY-EIGHT
DELTA 88
IMPALA/CAPRICE
DELTA 88
LESABRE
IMPALA/CAPRICE WGN
IMPALA/CAPRICE WGN
RIVIERA
RIVIERA
REGAL
CUTLASS SPRM/CAL
DELTA 88
IMPALA/CAPRICE WGN
IMPALA/CAPRICE WGN
IMPALA/CAPRICE WGN
SEVILLE
DELTA 88
DELTA 88
-MARK
-MARK
-MARK
-MARK
-MARK
-MARK
-MARK
I -MARK
2400
240D
240D
240D
24OD
24OD
240D
240D
3OOTD
300TD
3OOD
3OOD
3OOSD
3OOSD
300SD
i esi
Type
EMIS
FE
EMIS
EMIS
FE
EMIS
FE
FE
FE
FE
FE
FE
FE
EMIS
EMIS
EMIS
FE
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
FE
FE
EMIS
EMIS
FE
FE
EMIS
FE
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
uaom
(m j )
3871
8001
3932
4591
9887
3969
8731
7847
8643
8687
7934
7890
8957
4793
1276
1317
5584
4275
1317
3968
4O39
3953
4056
3956
4028
3961
4O30
4045
391 1
3861
3934
3988
4O47
3878
4O10
3966
4016
4O71
3969
44O9
3989
4427
4O94
3965
3951
4001
3954
4O4O
4000
4226
emissions vg/mi;
HC
.216
.222
.250
.299
.273
.221
. 182
.309
. 183
. 159
.317
.335
. 156
. 197
.260
.252
.261
. 194
.2OO
.322
.312
.274
.378
.340
.427
.267
.265
.255
.204
. 181
.339
.297
.266
.247
.253
.217
.233
.215
.204
. 159
. 19O
. 144
. 196
.257
.205
.221
. 197
.206
. 176
.218
CO
.77
.82
.75
.81
.88
.81
.82
.88
.83
.81
.99
.88
.79
1 .08
.80
.83
1 .04
.97
.87
1 .00
1 .02
1 .24
1 . 18
1 .04
1 .24
.98
.92
.62
.57
.56
.79
.77
.59
.72
.59
.95
.80
.78
.75
.98
1 .01
.93
.80
.99
.82
.92
.91
1 .09
1 . 1O
.93
NOx
1 .43
1 .26
1 .47
1 .40
1 .42
1 .42
1.31
1 . 19
1 .38
1 .42
1.21
1 .23
1 .30
1 . 12
1 .56
1 .67
1.21
1 .24
1.51
1 .48
1 .47
1 .02
1 .30
1 .43
1 . 13
1 .59
1.41
1 .06
1 .09
1 . 13
1 .06
.99
1 . 18
1 . 1O
1 .07
1 .27
1 .43
1 .42
1 .52
1 .09
1 . 16
1 .09
1 . 13
1 .29
1 .32
1 .29
1 .37
1 .20
1.31
1 . 13
TP
.281
.311
.284
.292
.308
.387
.342
.297
.332
.333
.305
.295
.310
.237
.335
.315
.401
.414
.345
.344
.363
.702
.411
.357
.456
.337
.332
. 181
. 150
. 192
.245
.222
. 198
. 181
. 182
.409
.320
.357
.373
.448
.461
.354
.344
.436
.375
.382
.409
.501
.548
.484
r .c. .
(mpg)
22
22
21
20
21
2O
22
22
22
22
22
22
22
22
2O
2O
21
21
21
21
20
19
19
19
2O
20
21
43
41
40
36
37
39
32
35
29
26
27
26
28
28
28
26
23
24
24
23
25
24
26
1
9
4
5
3
1
2
6
3
0
7
9
9
2
1
1
4
o
3
6
9
7
4
7
3
9
2
7
1
1
2
9
9
7
4
0
6
0
1
8
6
9
9
7
8
3
7
g
9
6
C 1 W
(Ib)
4OOO
4000
4250
4750
4250
45OO
4500
4500
4250
4500
4250
4250
4250
4500
4750
475O
450O
4500
4000
4OOO
4250
4750
4750
475O
450O
4250
4250
2500
25OO
25OO
2625
2625
2625
2750
275O
3500
3500
3500
350O
350O
35OO
3500
350O
3875
4000
375O
3750
4000
4OOO
4OOO
— cng i ne —
CID
350
35O
350
350
350
350
350
35O
350
350
350
350
350
350
350
35O
350
350
350
350
350
350
350
350
350
350
350
1 1 1
1 1
1 1
1
1
1
1
1
147
147
147
147
147
147
147
147
183
183
183
183
183
183
183
Conf
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-3
V-8
V-8
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-5
L-5
L-5
L-5
L-5
L-5
L-5
1 1
an
L3
L3
L3
L4
L4
L4
L4
L3
L4
L4
L3
L3
L4
L3
L4
L4
L4
L4
L3
L3
L3
L3
L3
L3
A3
L3
L3
M4
M4
M4
M5
MS
MS
A3
A3
M4
A4
A4
A4
M4
M4
M4
A4
A4
A4
A4
A4
A4
A4
A4
cur<
7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1 1 U\J
?
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
No
No
Yes
Yes
Yes
rriuu*? i
Year(s)
82
82
82
82
82
82
82
82
82
82
82
82
82
83
82
82
83
83
82
81
81
81
81
81
81
81
81
83
81
81
81
81
828.81
81
82&81
81
81
81
81
82
82
82
82
81
81
81
81
81
81
81
7
OJ
-------
Mf r
NISS
NISS
NISS
NISS
NISS
NISS
NISS
NISS
NISS
PEUG
PEUG
PEUG
PEUG
PEUG
PEUG
PEUG
PEUG
PEUG
PEUG
PEUG
*REN
*REN
*REN
*REN
*REN
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
VW
Model (Car Line)
NISSAN SENTRA
.NISSAN SENTRA WGN
NISSAN SENTRA WGN
NISSAN SENTRA
NISSAN SENTRA
NISSAN SENTRA WGN
8 1O WGN
810 WGN
810
504 WGN
604
604
604
604
6O4
505
505
504 WGN
504 WGN
505
18 i WGN
18 i WGN
18 1 WGN
18 1
18 1
RABBIT
RABBIT
RABBIT
DASHER WGN
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
QUANTUM WGN
QUANTUM
QUANTUM
QUANTUM WGN
JETTA
i esi
Type
FE
FE
EMIS
FE
FE
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
FE
FE
FE
FE
FE
FE
FE
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
FE
EMIS
FE
FE
FE
EMIS
FE
fE
FE
EMIS
FE
uaom
(mi )
624O
4153
4172
4158
4362
42O1
4043
4050
4319
4206
4203
4060
4109
4O92
4O17
4O18
4128
4292
4336
4297
4195
4264
4139
4187
4167
4466
4373
4415
3994
4102
3949
3992
3922
3918
3967
4O53
3942
4O15
3969
4058
4112
4040
3982
404O
4082
4123
3998
39O3
HC
. 159
.215
.211
.099
. 109
.094
. 193
. 184
. 197
.312
.200
.203
.287
. 122
. 128
. 1O4
. 162
.298
.324
. 195
.248
.253
.241
.230
.257
.232
.366
.345
.396
.329
.233
.272
. 19O
.245
.316
.268
.499
.228
.223
. 196
.204
. 163
.238
. 154
.283
. 176
.256
.285
tm i 55 i on
CO
.75
.93
.92
.59
.62
.58
1 .20
.90
1 .02
1 .26
1 .24
.97
1 .09
.78
1 .45
.74
1 .01
1 .42
1 .48
1 .37
.92
.94
.85
1 .02
1 .OO
.75
.95
.80
1 . 10
.96
.76
.90
.67
1 . 10
.74
.80
1 .00
.80
.73
.79
.83
.65
.89
.65
1 .00
.67
.85
.90
b \ g/ mi;
NOx
.80
.96
.96
.86
.80
.87
1 . 14
1 .OO
1 . 14
.78
.34
. 1 1
. 13
.08
. 12
.97
1 .06
.80
.82
.97
1.21
1 .22
1 .36
1 .27
1.31
.87
.88
.83
1 .04
.89
1 .03
1 .00
1 .04
1 .03
1 .07
.96
.92
.86
.84
.81
.80
.78
.81
1 .02
1 .02
.92
1 . 14
.82
r . c .
TP
. 167
.227
.212
.238
.250
.222
.226
.276
.239
.310
.326
.252
.283
.238
.239
.272
.223
.399
.384
.492
.227
.251
.247
.309
.295
. 176
.208
. 184
.307
. 182
.215
.209
.206
.263
.370
.217
.277
. 191
. 162
. 174
. 185
. 162
. 169
.204
.252
. 181
.305
. 197
(mpg)
47
42
41
39
39
39
29
28
26
27
26
23
23
25
27
28
28
25
25
27
33
33
32
33
32
45
42
45
36
42
41
42
4O
38
38
38
45
43
44
44
44
46
43
36
36
39
33
4O
6.
9
O
9
7
4
5
4
8
2
8
4
4
3
3
1
7
4
6
7
1
0
9
9
9
0
8
6
O
8
4
4
0
2
1
O
2
1
1
9
6
1
3
9
0
2
5
O
C 1 W
(Ib)
2250
250O
25OO
2375
2375
2500
3375
3375
3375
3750
3750
3750
3750
3750
3750
3500
350O
3625
3625
35OO
3OOO
2875
2875
2875
275O
2375
2375
2375
2625
2250
225O
225O
2375
2375
2375
2375
225O
2375
2375
2375
2375
2375
2375
2875
275O
275O
2875
25OO
— cny i n« —
CID
103
103
1O3
1O3
103
1O3
17O
170
170
141
141
141
141
141
141
141
141
141
141
141
126
126
126
126
126
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
Conf
L-4
L-4
L-4
L-4
L-4
L-4
L-6
L-6
L-6
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
i r
ah
M4
M5
M5
A3
A3
A3
M5
L3
L3
M4
M5
A3
A3
A3
M5
A3
M5
M4
M4
M4
M5
M5
M5
M5
M5
M4
M4
M4
M4
M4
M4
M4
M4
M5
M5
M5
M4
M4
M4
M4
M4
M4
M4
M5
M5
M5
M5
M4
eVjK
7
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
1 TOO
?
No
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
woae i
Year(s)
83
83
83
83
83
83
82
81
81
82
82
82
82
82
82
82
82
81
81
81
82
82
82
82 i
82 *"
81
81
81
81
81
81
81
81
81
81
81
81
82
82
82
82
82
82
82
82
82
82
82
-------
Hfr Model (Car Line)
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
vw
VOLV
VOLV
VOLV
VOLV
VOLV
VOLV
VOLV
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
RABBIT
QUANTUM
QUANTUM
QUANTUM WGN
QUANTUM WGN
QUANTUM
QUANTUM WGN
QUANTUM
QUANTUM WGN
JETTA
JETTA
RABBIT
RABBIT
VOLVO SEDAN
VOLVO SEDAN
VOLVO STAT WGN
VOLVO SEDAN
VOLVO SEDAN
VOLVO MID SEDAN
VOLVO MID SEDAN
i es t
Type
FE
EMIS
FE
EMIS
FE
FE
FE
EMIS
EMIS
FE
FE
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
EMIS
FE
FE
EMIS
EMIS
EMIS
EMIS
CURB
EMIS
EMIS
uaom
(ml )
3953
39O3
3996
4132
4189
42O7
4086
3948
3858
41 1O
4032
3991
3948
4108
398O
4292
4145
3906
39O4
3958
4127
3950
4O13
3622
3881
44135
3976
4O8O
emissions i g/ m i ;
HC
. 164
.171
. 154
. 170
. 132
. 125
. 177
.207
. 199
. 150
. 172
. 179
. 175
. 184
. 178
. 1 12
. 134
.200
.232
. 190
. 183
.597
.723
.275
. 184
. 155
.292
.264
CO
.79
.77
.78
.70
.56
.49
.81
.69
.84
.65
.84
.85
.57
.86
.86
.60
.66
.89
.83
.92
.87
1 .53
1 .66
1 .22
.94
.86
.96
1 . 13
NOx
1.21
1 .01
1 . 15
1 .04
.97
.93
1 . 12
1 .01
.91
.97
1 . 15
1 . 14
1 .22
1.11
1 . 16
1 .22
1 . 22
1 .01
1 .05
1 .09
1 . 13
1 .23
1 . 17
1 .34
1 .22
1 .34
1 . 13
1 . 12
TP
. 198
.202
. 187
. 188
. 160
. 145
.206
. 169
. 161
. 149
.207
.239
. 176
.213
.241
. 158
. 181
.208
. 181
.235
.223
.281
.315
.292
.307
.421
.257
.306
i- . t .
(tnpg)
43. 0
46.9
46.5
5O.O
51 .3
5O.3
46.9
34.9
45.4
4O.5
36. 1
35.8
32.0
37. 1
39.6
33.6
31 .5
39.7
33.9
39.0
41.0
25.9
26.0
29 .0
26.2
26.7
26.7
27.8
t 1 W
(1b)
225O
225O
2250
2250
2250
2250
2250
2375
2375
2750
2750
2875
2875
2750
2875
2750
2875
2500
2625
2375
2375
3375
3375
35OO
3375
3375
3375
3375
--tngine--
CID
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
97
145
145
145
145
145
145
145
Conf
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-6
L-6
L-6
L-6
L-6
L-6
L-6
i r
an
M4
SA
SA
SA
SA
SA
SA
A3
M4
M5
M5
M5
A3
M5
M5
A3
A3
M5
A3
M5
M5
A3
A3
M4
A3
A3
A3
M5
CV3K
?
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
t roo
7
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
Yes
Yes
moue >
Year(s)
83
83
83
83
83
83
83
83
83
82
82
82
82
82
82
82
82
82
82
83
83
81
81
81
81
81
83
83
7
Ul
-------
APPENDIX F-2
DATA ON ALL DIESEL TRUCK FTP TESTS CONDUCTED BY EPA'S CERTIFICATION DIVISION THROUGH JUNE 3O. 1983
Through Model Year 1983
Mf r
FORD
FORD
FORD
FORD
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
GM
'IHC
'IHC
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
ISUZ
NISS
NISS
NISS
NISS
NISS
NISS
NISS
TKM
TKM
Model (Truck Line)
RANGER P/U 2WD
RANGER P/U 2WD
RANGER P/U 2WD
RANGER P/U 2WD
S1O P/U 2WD
S10 P/U 2WD
S1O P/U 2WD
EL CAMINO P/U 2WD
CIO P/U 2WD
C1O P/U 2WD
C1O P/U 2WD
C1O P/U 2WD
C10 P/U 2WD
C10 P/U 2WD
C1O P/U 2WD
C10 P/U 2WD
C1O SUBURBAN 2WD
C10 P/U 2WD
C1O P/U 2WD
C2O P/U 2WD
K1O SUBURBAN 4WD
K10 SUBURBAN 4WD
K1O SUBURBAN 4WD
K1O SUBURBAN 4WD
K2O P/U 4WD
TRAVELER 4WD
TRAVELER 4WD
LUV P/U 2WD
LUV P/U 2WD
LUV P/U 2WD
LUV P/U 2WD
LUV P/U 2WD
LUV P/U 4WD
P'UP P/U 2WD
P'UP P/U 2WD
P/U 2WD
P/U 2WD
P/U 2WD
P/U 2WD
P/U 2WD
P/D* 2 WO
P/U 2WD
B2OOO/22OO P/U 2WD
B2000/2200 P/U 2WD
Test
Type
EMIS
EMIS
EMIS
FE
EMIS
FE
EMIS
FE
EMIS
EMIS
EMIS
FE
FE
EMIS
EMIS
FE
FE
FE
FE
EMIS
FE
FE
EMIS
EMIS
EMIS
EMIS
EMIS
FE
FE
FE
FE
EMIS
EMIS
FE
FE
EMis
EMIS
FE
EMIS
FE
EMIS
EMIS
EMIS
EMIS
Odom
(mi)
4120
3953
4241
6O88
4265
4617
4265
3363
3994
391 1
4036
4121
4404
3996
5295
5250
5326
7667
7328
3924
4795
4765
3948
5436
4008
8145
12265
4O32
3980
4059
3929
3865
3805
4O98
4O64
4O18
4 1O6
4046
3966
3927
3926
3965
4205
42O5
HC
.210
. 19O
.220
.200
.289
.240
.290
. 183
.740
.250
.310
.700
.230
. 190
. 18O
. 18O
. 210
. 168
.200
.290
.410
.400
.430
.360
.270
. 19O
. 120
.350
.350
.300
. 18O
.220
.240
.230
.260
.300
.290
.390
.. 34O
?33O
. 34O
.350
. 12O
. 1 19
Emissio'ns (g/m1 )
CO
.80
.70
1 .OO
.90
1 . 10
1 .00
1 . 10
.74
1 .60
1 .20
1 .20
1 .70
.80
.80
1 .00
.90
.90
1 . 10
.90
1 . 1O
1 .40
1 .30
1 .40
1 .20
1 . 10
.80
.70
1 .30
1 .40
1 .30
t . 10
1 .20
1 . 10
1 .00
1 .20
1 .OO
.90
.90
'.9O'
1 . 1O
1 .50
1 .50
.60
.60
NOx
1
1
2
1
2
1
2
1
1
1
2
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
i
1
1
.90
.91
. 14
.26
.03
.92
.03
.41
. 15
. 14
.31
.70
.24
.91
.41
.64
.68
.37
.79
.64
.42
.59
.42
.38
.52
.51
.60
.28
.31
.26
.75
.75
.79
.49
. 14
.46
.39
.25
.30
.20
.93
.93
.20
.20
TP
. 187
.187
.286
.244
. 195
. 182
. 195
.307
.777
.792
.461
.764
.241
.289
.356
.331
.228
.420
.290
.222
.299
.329
.301
.346
.384
.339
.375
.234
. 346
.258
. 173
.246
.289
.237
.302
.301
.254
.237
.236
.255
.243
.258
. 191
. 191
F.E.
ETW
(mpg) ( lb)'
33.
34
33
34.
33.
35.
33 .
22.
18 .
18.
18.
18.
18.
20.
21 .
21 .
20.
23.
23.
19.
18.
18 .
18.
18.
21 .
19.
2O
33.
32.
33.
32.
31 .
28.
31 .
31 .
32.
34 .
3*2.
32.
33
32
32.
33.
33.
.5
8
.2
.5
2
0
2
.5
8
8
.7
.5
.8
.6
,3
.6
. 1
8
7
0
.5
1
4
8
2
5
5
. 3
.0
1
1
.4
2
.3
1
.O
O
.9
7
.O
. 1
.6
1
1
325O
3250
3250
325O
3375
3250
3375
40OO
475O
5OOO
4750
5000
5000
5000
5000
5000
5500
475O
475O
525O
60OO
600O
6000
6000
5500
45OO
45OO
30OO
3000
3000
3000
3125
3250
3000
3000
2875
3OOO
2875
3125
2875
3125
3125
325O
3250
--Engine--
CID
134
134
134
134
137
137
137
35O
350
35O
350
350
379
379
379
379
379
379
379
379
379
379
379
379
379
198
198
137
137
137
137
137
137
137
137
132
132
132
132
132
f32
132
135
135
Conf
L-4
L-4
L-4
L-4
L-4
L-4
L-4
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
V-8
L-6
L-6
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
Tr
an
M4
M4
M4
M4
M5
M5
M5
L3
L3
L3
L3
L3
L4
L4
L4
L4
L4
M4
M4
L4
L4
L4
L4
L4
M4
A3
A3
M5
M5
M5
M5
M5
M4
A3
A3
M5
M5
M5
M5
M"5
M5
M5
M5
MS
EGR
7
No
No
No
No
No
No
No
Yes
No
Yes
Yes
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
Yes
No
No
No
No
Yes
Yes
Yes
No
No
Trbo
1
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Mode!
Year(s)
83
83
83
83
83
83
83
83
81
81
81
81
82
82
S3&82
83582
83682
83582
83S82
82
82
82
82
83582
82
81
81
82
82
82
81
81
81
83
83
81
81
82
82
81
81
81
82
83882
-------
Mfr Model (Truck Line)
TOTA
TOTA
TOTA
TOTA
TOTA
VW
VW
VW
VW
VW
VW
TRUCK 2WD
TRUCK 2WD
TRUCK 2WD
TRUCK 2WD
TRUCK 2WD
P/U 2WD
VANAGON 2WD
VANAGON 2WD
VANAGON 2WD
VANAGON 2WD
P/U 2WD
i est
Type
EMIS
EMIS
FE
EMIS
EMIS
FE
EMIS
EMIS
EMIS
FE
EMIS
uoom
(mi )
3936
3993
402O
41O3
4036
3931
3883
3883
3935
3935
3940
emissions ig/mij
HC
.4 10
.260
.200
. 100
..19O
. 150
. 18O
.210
.200
.200
.360
CO
.90
.80
.70
.80
.70
.70
.80
1 .00
1 .90
1 .70
1 .50
NOx
1 . 17
1 .24
1 .23
1 .08
1 .OO
.91
1 .00
1 .20
1 .20
1 . 19
1 .06
TP
.200
. 187
. 153
. 128
. 144
. 173
.243
.308
.361
.316
.270
r . c .
t 1 w
(mpg) ( Ib)
31 .
32.
32
33.
32.
41 .
31 .
28.
28.
29.
38.
2
. 1
.7
. 1
2
.3
.3
.5
.5
.5
3
3000
3125
3125
3125
3125
2375
3750
4OOO
4OOO
3625
2375
— trig i lie —
CID
134
134
134
134
134
97
97
97
97
97
97
Conf
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
L-4
I r
an
M5
M5
M5
M5
M5
M4
MS
M5
M4
M4
M5
cu«
7
No
No
No
No
No
No
No
No
No
No
No
1 I UU
?
No
No
No
No
No
No
No
No
No
No
No
IVIL7UC 1
Year(s)
81
81
83582
83
83
82
83
83
82
82
81
-------
This Page Intentionally Blank
-------
G-l
Appendix G
Results of Ames Testing
-------
Appendi x G-1
Results of Ames Test ing
Sample Test
Number Vehicle
Trap
790680 Peugeot
79O691 Peugeot
79084O Peugeot
Baseline
Baseline
JM-4 tt\
79O852 Peugeot JM-4 H\
80O290 Peugeot JM-4 #2
8OO31O Peugeot JM-4 »2
HWFE
LA-4
HWFE
LA-4
HWFE
LA-4
Test
Date
11-O6-79
11-06-79
12-08-79
12-08-79
04-O8-8O
04-17-8O
Analys i s
Date
OS-19-8O
06-19-80
06-27-80
O6-27-8O
O6-19-80
O6-19-8O
06-27-80
06-27-8O
O6-17-80
06-17-80
06-24-8O
O6-24-8O
O6-17-8O
O6-17-8O
O6-24-8O
06-24-8O
O8-O5-8O
08-O5-8O
O8-O5-8O
O8-O5-80
Act i -
vat ion
Model Predicted Mean
Specific Activity for Strain:
(revertants per plate f ,,g extract)
TA100 TA 1537 TA1538
5
16
2
14
2
1 1
2
13
19
206
22
34
56
74
67
73
21
23
8
1 1
.59
.25
.53
.68
. 14
.32
.35
.04
.24
.20
.27
.70
.62
.00
.85
.83
.58
.03
.29
. 12
1
5
2
3
1
2
1
1
32
132
28
92
27
19
28
15
27
54
3
12
.65
.51
. 1O
.72
.08
.20
.96
.96
.39
.85
.52
.30
.79
.20
.57
.56
.87
.79
.92
.64
TA98
2
8
2
1 1 .
1
2
1
3.
41
27
52
28.
31
44
35
3O
21
31
15
1 1
55
.24
.40
.97
.64
. 47
.72
14
3O
.02
.34
.91
.86
.04
.60
.89
.52
.97
.65
. 18
I
to
-------
Results of Ames Test ing (Continued)
Model Predicted Mean
Specific Activity for Strain:
(revertants per plate /
-------
Appendix G-2
Sample Test
Number Vehicle
79O721 Mercedes 3OO SO
198O Cert . Vehicle
79O771 Mercedes 3OO TD
198O Cert. Vehicle
79O80O Mercedes 300 TD
1980 Cert. Vehicle
79O891 Peugeot 504 Turbo Diesel
1981 Calif. Prototype
141 CID
79O941 Peugeot 504 Turbo Diesel
1981 Calif. Prototype
141 CID
HWFE
HWFE
HWFE
HWFE
HWFE
f Ames Testing of Prototype
T es t
Date
1 1/ 14/79
1 1/20/79
1 1/21/79
12/18/79
12/2O/79
Vehicles
Model Predicted Mean
Specific Activity for Strain:
(revertants per plate / ,,g extract I
A na lysis A c t i ~ - -
Date vation TA1OO TA1535 TA1537
O6/19/8O -•
O6/19/8O
06/27/8O +
O6/27/8O
O6/19/8O +
06/19/8O
O6/27/8O +
O6/27/8O
O6/19/8O +
O6/19/8O
O6/27/80 +
OB/27/80
O6/18/8O +
06/18/8O
06/25/8O +
O6/25/8O
06/18/80 +
06/18/8O
06/25/80 +
06/25/80
1 1 .
33.
1 1 .
22.
5
21 .
8 .
147 .
4 .
15.
5.
15
5.
14
4
20
2
14
2
15
13
72
18
54
49
.73
76
27
.06
97
55
.48
15 0.86 O.68
.35 O.86 1 .89
.43 1 .40 O.95
. 16 O.O3 1 .52
.50 O.05
. 58 Negat i ve
25 O. 19
.79
TA1538
7 .
15.
1 1 .
13.
9
17
54 .
1 1
4 .
7
7
5
2
6
2
6
14
12
.51
.47
. 37
.46
77
O5
.28
.96
. 74
.91
.31
. 1O
.65
.45
I
TA98
15
15.
15
13
8
17
8
1 1
7
7
7
5
3
8
3
9
.08
. 12
.32
.47
.65
.46
.90
.05
.34
.96
.49
.91
.40
.95
. 10
. 15
Q
I
-------
Appendix G-3
Resul ts of ..Ames Test ing of In-Use Vehicles
Privately Owned. 1978 Model Year. High Mileage (over 4O.OOO miles). 01dsmobi1e. 35O CID. Diesel Cars
Model Predicted Mean
Specific Activity for Strain:
(revertants per plate / pg extract)
Sample Test Test Test Analysis
Number Vehicle Cycle pate Date
79O911 Delta 88 HWFE 12/20/79 07/30/80
O7/30/80
O8/15/8O
08/15/80
O8/18/80
O8/18/8O
80OO11 Delta 88 HWFE 01/02/80 O7/3O/80
O7/3O/8O
O8/15/80
O8/15/8O
80OO31 Delta 88 HWFE 01/1O/8O O7/3O/80
O7/3O/8O
08/18/8O
08/18/8O
Acti-
vat ion
80OO50 Oldsmotile 98
80OO6O Oldsmobile 98
HWFE 01/16/8O O7/29/80
O7/29/8O
O8/11/80
O8/11/8O
HWFE 01/16/8O O7/29/80
O7/29/80
O8/11/80
08/11/8O
8OO070 Olds Custom Cruiser Wgn HWFE 01/23/80 O7/29/8O
O7/29/8O
O8/1 1/80
O8/11/8O
TA
5
19
4
25
6
20
3
1 1
6
12
6
21
7
22
7
8
6
15
4
8
5.
21
12.
7 .
8.
32
1OO TA1535
.33
.90
.79
.94
.88
.63
.91
.68
.95
.49
.33
20
. 16
.78
.53
.22
.80
. 37
.09
.54
. 14
.76
84
78
.31
. O8
TA1537 TAT.
3
8
3
7
3
IB
2
3
2
4
3
3
3
3
12
16
6
16
7
15
3
8
12
1 1
3
9
538
.46
.06
.86
.42
.80
.42
.78
. 1O
.83
.27
. 16
.92
. 21
.70
. 7O
.56
. 19
.51
.23
.00
.23
. 25
.42
. 2O
.09
.78
TAJ
3.
14 .
5.
13.
8.
13.
3
10
3
1O
7 .
12.
9.
13
1 1 .
1O.
1O
19
1O
1 1
8
13.
10
12 .
13.
13.
98
84
23
.08
96
.37
.98
84
. 59
.68
,O1
34
49
.66
.03
. 3 t
.75
.45
32
.OS
.03
65
.66
72
.52
56
25
I
Ul
-------
Results of Ames Testing from In-Use Program (Continued)
Model Predicted M«?an
Specific Activity for Strain:
(revertants per plate / pg extract)
Sample lest
Number Vehicle
8OOO80 Oldsmobile 98
8OO14O Del ta 88
8OO15O Oldsmobile 98
8OO16O Oldsmobile 98
8O017O Oldsmobile 98
8O019O Delta 88
8OO2OO Oldsmobile 98
8OO21O Del ta 88
i est i est
Cycle Date
HWFE 01/23/8O
HWFE O1/3O/8O
HWFE O1/3O/80
HWFE 02/O7/8O
HWFE O2/O7/80
HWFE 02/25/80
HWFE O2/14/8O
HWFE O2/2O/8O
Ana i ys i s ACT i
Date vat ion
07/29/80 +
O7/29/8O
O7/31/8O +
O7/31/80
O7/31/80 +
07/31/80
07/31/8O «•
07/31/80
O7/31/80 +
O7/31/8O
08/O1/80 +
08/O1/8O
08/O1/8O +
08./O1/8O
O8/O1/8O +
08/O1/80
TA10O TA1535
9
1 1
3
7
14
23
g
1 1
8
15
17
18
17
16
1 1
48
.66
.50
.86
. 54
. 21
.03
. 15
.03
. 12
.35
. 38
. 42
.86
.76
.70
.95
TA1537 TA1538
6
5
8
5.
12
8
6
6
6
5
1 1 .
14
6
8
3O
36
61
.28
.09
37
. 53
. 22
. 72
.45
. 44
. 17
.78
.36
.86
.08
.49
.90
TA98
6
to
6
6
7
9
10
7
6
6
9
12
7
7
10
26
.58
. 56
38
.97
.03
.90
.08
.47
.77
. 14
.59
.99
.95
. 31
-------
Appendix G-4
Summary of Ranges of Preliminary Ames Data
Specific Activity (revertants per plate per microgram of extract) for Strains:
No Trap (c)
Uncatalyzed
Trap (c)
Catalyzed
Trap (d)
No Trap (a)
Test
Cycle
LA-4
HWFE
LA-4
HWFE
LA-4
HWFE
LA-4
HWFE
TA
+
2.14- 2.35
2.53 - 5.59
2.41 - 1 5 . 07
---
8.29 - 67.85
19.24 - 3O.O
---
2.25 - 17.86
OO
1 1 .32 - 13.O4
14.68 - 16.25
7.21 - 17.12
---
11.12 - 88.8
21 .58 - 206. 2(b)
---
7.54 - 147. 3(b)
TA
+
1 . O8 - 1.96
1 .65 - 2. 10
O.88 - 11.15
---
3.92 - 28.57
27.87 - 32.39
---
2.31 - 54.77
538
1 .96 - 2.20
3.72 - 5.51
O.9O - 5. 1O
---
12.64 - 23. O3
54 .79 - 132.8
---
3. 1O - 36. 9O
TA£
+
1 .64 - 1 . 72
2.40 - 2.55
O.87 - 12.94
---
4.8 - 35.6O
7.1 - 52.34
---
3. 1O - 15.32
38
2.47 - 3.14
8.24 - 1 1 .97
2.23 - 15.81
---
11.18 - 44. O4
14 .O - 31 .97
---
5.91 - 26.31
(a) From other test programs.
(b) Questionable value.
(c) From a single vehicle.
(d) From only two vehicles.
------- |