Evap 76-1
Technical Support Report for Regulatory Actipn
In-House Test Program
Report No. 5
Hot Soak Temperature Constraints
February, 1976
Thomas Rarick
Notice
Technical support reports for regulatory action do not
necessarily represent the final EPA decision on regulatory
issues. They are intended to present a technical analysis
of an issue and recommendations resulting from the assumptions
and constraints of that analysis. Agency policy considerations
or data received subsequent to the date of release of this
report may alter the recommendations reached. Readers are
cautioned to seek the latest analysis from EPA before using the
information contained herein.
Standards Development and Support Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Office of Air and Waste Management
U.S. Environmental Protection Agency
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Contents
Page
1. Introduction 1
2. Summary and Conclusions 2
3. Technical Discussion 3
3.1 Program Objectives . 6
3.2 Program Design ,,,-.,,,•.. 7
3.3 Test Facilities and Equipment 8
3.3.1 Evaporative Enclosure (SHED) 8
3.3.2 Test Vehicles 8
3.3.3 Test Fuel 11
3.4 Test Procedures 11
3.4.1 SHED vs. Shop Hot Soaks 11
3.4.2 Enclosure Temperatures 11
3.4.3 Hot Soak Tests with Additional Fans ... 11
4. Test Results 14
4.1 SHED vs. Shop Hot Soaks 14
4.2 Enclosure Temperature Profile. ......... 20
4.3 Tests conducted with Additional Fans 21
5. Discussion of Results 23
6. References 24
Appendix A - Test Data for SHED vs. Shop Hot Soak Tests
Appendix B - Test Data for Enclosure Temperature Profiles
Appendix C - Test Data for Hot Soak Tests with Additional
Fans
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1. Introduction
The goal of the in-house evaporative emission enclosure (SHED)
testing is to develop a concise, accurate, and practical evaporative
emission test procedure. One of the critical questions requiring eval-
uation is whether or not the enclosure method of testing for hot soak
emissions presents abnormally high vehicle temperatures. The enclosure
may be a barrier to heat dissipation during the hot soak portion of the
evaporative emission test and result in higher SHED interior temperatures
which could result in increased vehicle temperatures. Increa'sed vehicle
temperatures, especially in the carburetor bowl and fuel tank, would
tend to cause an abnormally high generation of fuel vapors.
In order to evaluate whether abnormally high temperatures do occur
in the enclosure, hot soak tests were conducted in the enclosure and in
the shop soak area and various temperatures were monitored. The objective
of this study was to determine if a maximum enclosure ambient temperature
should be specified for the hot soak test and to determine what a reasona-
ble maximum temperature would be with respect to other phases of the
test procedure. Also, temperatures near and on the surfaces of the
inner and outer walls of the enclosure were measured. The purpose of
gathering such data was to evaluate how enclosure temperatures could be
reduced.
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2. Summary and Conclusions
The purpose of this study was to determine whether or not the use
of a vehicle enclosure (SHED) for measuring hot soak evaporative emissions
would cause abnormally high ambient and vehicle temperatures. It was
reasoned that the carburetor bowl temperatures would be .the most critical.
Testing consisted of soaking the five test vehicles both in the enclosure
and in the shop soak area for two hours immediately following a dynamometer
drive. Ambient temperatures in the enclosure on the average rose 10°F
more than in the soak area with a range of from 5 to 14°F. Peak carburetor
bowl temperatures were 12°F higher on the average in the enclosure. The
SHED also limited the cooling of the fuel tank. For certain vehicles
internal tank temperatures rose approximately 2°F more in the enclosure
than in the soak area. Increases in the fuel temperature are expected
to have a much smaller effect on emissions than the increased carburetor
bowl temperatures. The fact that the enclosure does present a more
severe temperature condition points to the need to limit the maximum
ambient temperature in the enclosure by setting a maximum temperature
limit.
The ambient temperature range specified for other portions of the
exhaust and evaporative emissions test is 68-86°F (20-30°C). It would
seem appropriate to recommend that the same temperature range be specified
for the hot soak portion of the test. However, some problem may exist
in maintaining the maximum temperature below 86°F for some vehicles.
Therefore, if a slightly higher maximum temperature could be met for the
"hottest" vehicle tested using simple techniques for heat transfer,
whereas an 86°F maximum temperature could only be met by elaborate
techniques such as a closed loop air conditioning system, then it would
seem reasonable to recommend up to a 90°F maximum allowable SHED ambient
temperature as in the SAE(J171a)(1) test procedure. Techniques to cool
the SHED include increasing the inner and outer surface area of the
enclosure, maximizing the temperature gradient across the wall surfaces
and increasing air circulation.
A limited amount of testing was done to determine the effectiveness
of increased air circulation inside and outside the SHED. The results
of this testing showed that lower SHED ambient temperatures were achieved,
but carburetor bowl and tank temperatures were the same or higher.
Achieving an 86°F maximum temperature would require approximately 5°F
more cooling than was achieved with the additional fans, however. It is
believed that this additional cooling can be achieved by lowering the
soak area ambient temperature, and affixing cooling fins to the SHED.
If testing shows that these steps do not result in maximum temperatures
below 86°F for the hottest vehicles, it is recommended that a slightly
higher maximum temperature requirement be adopted rather than the use of
a more elaborate cooling system.
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3. Technical Discussion
The concern over the possibility of encountering abnormally high
ambient temperatures in the enclosure is due to the possibility that
this condition will cause abnormally high carburetor bowl and fuel tank
temperatures. If these temperatures increase, a greater amount of fuel
vapors could be generated from the bowl and tank and this would create
an abnormal load on the evaporative control system. Whether or not this
would actually result in higher emission levels from the vehicle would
depend on the design of the evaporative control system and on whether or
not a large amount of fuel vapors was already stored. Abnormally high
temperatures should be avoided to reduce test variability and to provide
an equitable test for different vehicles, regardless of whether or not
increased fuel vapor generation would show up as a measureable increase
in emissions.
The effect of temperature on fuel vapor generation can be expressed
by a distillation curve of the test fuel used. Figure 3-1 shows such a
curve relating the temperature of the fuel with the volume percent
distilled. The figure shows two curves; one for fuel vapor temperatures
and one for liquid fuel temperatures. It can be seen from the figure
that the fuel in the fuel tank would not begin distilling until the
liquid temperatures are elevated to 135°F. This temperature level would
not be expected during a normal hot soak, and as normal certification
test fuel has a similar initial boiling point, fuel vapors would not be
generated from the fuel tank as a result of fuel distillation. However,
some increase in the vapor from the fuel tank could be expected during
the hot soak test if temperatures are increasing: (1) in the vapor
space - causing the vapors to expand and be forced through the evapora-
tive emission storage media, and (2) in the liquid fuel - causing a
higher concentration of hydrocarbons in the vapor space.
Peak temperatures in the carburetor bowl during a hot soak will
depend on, among other things, the size of the engine and will range
from 150-180°F. Initial bowl temperatures at the start of the hot soak
test are normally between 110 and 120°F. It can be seen from Figure 3-1
that an increase in fuel vapor generation could be expected due to
increased peak carburetor bowl temperatures. The percent increase due
to a 10°F increase in carburetor bowl temperatures from 160°F to 170°F
can be estimated using the following equation and values from Figure 3-
1.
Increased % of Evaporated _ % Evaporated at 170°F - % Evaporated at 160°F
Fuel % Evaporated at 160°F
Substituting the values from figure 3-1 into this equation shows a
33% increase in the volume percent evaporated due to a 10°F increase in
fuel bowl temperatures from 160°F to 170°F. The actual percent 'increase
will be dependent on the actual peak bowl temperatures, but this example
does serve to illustrate that a 10°F increase can have a significant
effect.
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0)
l-i
3
4-1
Cfl
a)
H
240
220
2 do
180
160
140
120
100
80
Fuel Liquid
Temperature
Fuel Vapor Temperature
0 10 20 30
% Distilled, by Volume
Figure 3-1 Distillation Curve For Test Fuel.
40
From the above discussion it appears that if increased carburetor
bowl temperatures are seen in the enclosure as opposed to temperatures
experienced during a hot soak in a large soak area, then some means of
controlling the temperaure in the enclosure may be required. How this
can best be accomplished can be determined by examining what mechanisms
limit the transfer of heat away from the vehicle. The vehicle during a
hot soak must dissipate large amounts of heat energy to the surrounding
air and then this warmer air must be moved away from the vehicle and
replaced by cooler air. In the soak area, air warmed by the vehicle
will rise and be replaced by cooler air. The SHED air is a fixed
parcel of air and is therefore not allowed to rise and heat transfer
must occur primarily across the ceiling and wall surfaces by conductive
heat transfer.
Improving the conductive heat transfer across the walls of the SHED
will improve the heat dissipation away from the vehicle during a hot
soak. The following equation can be used to quantify steady-state
conductive heat transfer through a flat surface such as the walls of the
SHED:
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f. + R + f
i wm o
where: Q = Rate of heat transfer
A = Surface area of the wall
AT = Difference In the inside and
outside temperatures
f. and f = Inner and outer wall surface heat
transfer coefficients
R = Resistance to heat transfer due to
wm the wall itself.
This equation cannot be used to quantify the heat transfer capabili-
ties of a particular SHED design during a hot soak, because the test
does not represent a steady-state condition, and the geometry of SHED is
much more complex than a plane surface. It can be used, however, to
qualitatively determine what steps can be taken to maximize the rate of
heat transfer (Q). First, the surface area (A) of the enclosure can be
increased by adding cooling fins to the inner and outer wall surfaces of
the enclosure. Secondly, the temperature difference (AT) can be in-
creased by cooling the outer walls of the enclosure by lowering the
outside ambient temperature, by blowing cooler air against the walls, or
by water cooling the walls. The inner and outer wall surface coefficients
(f and f ) are indicative of the difficulty of transferring heat from
the air to the solid wall material. These coefficients are dependent on
the velocity of air moving against the wall surface. The coefficients
become smaller as the velocity increases and, thus, using fans to circu-
late air against the enclosure walls will increase heat transfer.
Lastly, the resistance of the wall material itself can be lowered by (1)
selecting a material with a high thermal conductivity, and (2) making
the wall as thin as is practicable.
A semiquantitative use of the above equation and a consideration of
practical limitations can give an indication of the most favorable ways
of increasing the heat transfer. The addition of cooling fins has the
advantage of requiring little maintenance, and it has a high capacity
for increasing heat transfer. If you can double the inner and outer
surface area of the SHED walls, you should be able to roughly double the
heat transfer. The steady-state approximation is somewhat misleading,
however, because as soon as you increase the heat transfer, the £T
across the wall decreases which in turn decreases the heat transfer. The
use of cooling fins would also increase the expense of the SHED.
Cooling the outer surface of the SHED wall to increase the tempera-
ture gradient (AT) across the wall could require either some source of
cooler air or cooler water. This necessitates a sizeable .hardware
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expenditure, as well as a maintenance and operating expenditure. Thus,
the major drawback of this technique would be its cost and complexity.
The effectiveness of this technique is considerable, however. The
ambient temperature in the enclosure could be reduced significantly. It
would be limited though because hydrocarbons could condense on the walls
of the enclosure if the wall temperatures were reduced too much. This
same problem would exist with a closed loop airconditioning system.
The denominator of the equation is the sum of three terms (f , R ,
and f ). The effectiveness of reducing any one term must be evaluated7"1
with respect to the resulting reduction in the size of the entire denomi-
nator. The inner and outer wall surface heat transfer coefficients (f.
and f ) are much larger than the wall material resistance term in the
equation.„ (The sum of the wall surface coefficients ranges from 0.4 to
1.4 hr-ft -°F/BTU) depending on the amount of air circulation, whereas
the wall material resistance ranges from .1 to .0002 hr-ft -°F/(BTU)
depending on the material used and its thickness). Thus, if the air is
still inside and outside the enclosure, increasing the air circulation
will be more effective than changing the wall material. The most practi-
cal way of reducing the denominator of the equation cost effectively
would be to use a material that is a good heat conductor and is inexpen-
sive, and to use enough air circulation to achieve the desired goals.
Presently there is some air circulation required inside the SHED and it
is likely that there is some around the enclosure. How much more is
required would have to be determined experimentally. The greater the
amount of air circulation required, the greater the hardware, and main-
tenance cost, however.
From the above discussion a balanced system to reduce temperatures
at a reasonable cost is suggested as follows: (1) Cooling fins added
to the inner and outer wall surfaces, (2) Blowers positioned so as to
direct air against the cooling fins, (3) Walls made of thin sheets of
aluminum, and (4) Reduced ambient soak area temperatures to maximize the
temperature difference across the SHED walls. Such a system would have
low operating costs, relatively inexpensive initial capital cost com-
pared with a water cooler SHED or a closed loop air-conditioning system,
and would require little maintenance. Whether or not this system would
meet an enclosure maximum ambient temperature of 86°F would have to be
determined experimentally. Although this is not in the scope of this
report, such data need to be gathered in the near future.
3.1 Program Objective
The purpose of this study is to determine whether or not a maximum
SHED temperature should be specified for the hot soak portion of the
evaporative emission test and to determine what a reasonable maximum
temperature would be..
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3.2 Program Design
In order to determine if the SHED presents an abnormal condition
with respect to encountered temperatures, the ambient, internal and
external tank and carburetor bowl temperatures were measured for a
vehicle undergoing a 2 hour hot soak, both in the SHED enclosure and in
the shop area. It is assumed that the vehicle soaking in the shop soak
area would be representative of a real life situation from the standpoint
that the vehicle is allowed to cool-off by means of natural convective
heat transfer. Thus, a comparison of shop and SHED enclosure temperatures
during a hot soak is expected to show whether or not the SHED presents a
more severe ambient condition.
Five vehicles which varied in overall size, engine size, and other
vehicle parameters were used during the comparative testing. A minimum
of 5 tests on each vehicle were conducted for both shop and SHED soaks.
Temperatures were recorded every ten minutes for two hours even though
the hot soak evaporative emission test is only run for one hour, in
order to gain a better understanding of the temperature changes. This
allowed for the establishment of typical two hour temperature profiles
for both a shop and SHED soak.
The temperatures were taken in conjunction with other testing.
Evaporative loss data were recorded for the SHED enclosure hot soak
tests but similar data could not be obtained for shop hot soak tests.
A second part of the test program was aimed at evaluating the
temperatures across the SHED wall in order to evaluate what heat transfer
methods could be employed to promote more rapid heat dissipation from
the SHED. Temperatures were taken at the wall surface, 1/2", 1", 2",
4", 6", 8" and 10" from both inside and outside the enclosure.wall
surfaces. These data were taken during hot soak tests with a Ford
Galaxie 500.
A third part of the testing was aimed at determining whether or not
increased air circulation at the SHED outer wall and inner wall surfaces
aided in lowering temperatures. Again, various vehicle temperatures and
the ambient SHED temperature were recorded. Only the New Yorker was
used for these tests.
Hot soak tests conducted in the SHED immediately followed a 1975
FTP exhaust emission test dynamometer cycle. Hot soaks conducted in the
shop soak area followed either an Urban Dynamometer Driving Schedule
(usually called an LA-4) or a one-hour AMA road route followed by a LA-4
dynamometer cycle. The reason for the difference in the driving cycles
was not related to this evaluation but concerned the ability to gather
the needed data during other evaporative emission data gathering tasks.
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The time from the end of the vehicle drive to the start of the hot
soak differed slightly for the tests conducted in the SHED or shop.
Data gathering for tests in the shop area started immediately after the
engine was shutdown. Tests conducted in the SHED were delayed by 1 or 2
minutes due to the need to move the vehicle into the SHED and shut the
enclosure doors after engine shutdown. Even though there was a slight
delay in starting the soak in the SHED, this should not affect the
comparison of maximum temperatures measured for either a shop or SHED
soak.
3.3 Test Facilities and Equipment
The Light Duty Vehicle Evaporative Enclosure used during testing is
shown in figure 3-2. The soak area surrounding the enclosure was used
to park the vehicle during shop soaks. This area along with the recorder
for recording temperatures mounted on top of the vehicle is shown in
figure 3-3. The shop area ambient temperature is normally kept at 76-
86°F. For tests in the shop area, actual ambient temperatures averaged
75.9°F. For tests conducted in the SHED, the actual soak area ambient
temperatures averaged 77.6°F.
Esterline Anges temperature recorders utilizing iron-constantan
thermocouples were used to measure and record temperatures. Some of the
thermocouples used were grid type thermocouples, and these were used
specifically to measure tank skin temperatures, and the inner and outer
surface temperatures of the SHED enclosure wall.
3.3.1 Evaporative Enclosure (SHED)
The SHED enclosure used during testing was made by Olson Labora-
tories. The enclosure used is nominally 8 ft. high by 10 ft. wide by 20
ft. long and has a measured volume of 1540 ft . The lower portion of
the walls and doors and the entire rear wall of the enclosure are made
from panels with a masonite core covered with thin sheets of porcelain
enamel coated aluminum. The upper portion of the walls and doors are
made of wire reinforced plate glass. The ceiling is made of a sheet of
5 thousandths of an inch thick Mylar plastic. The floor is made of a
sheet of anodized aluminum covering marine grade plywood. The above
materials accounted for roughly 200 ft of surface area each. The
supporting frame of the enclosure was made of anodized aluminum and the
surface area of the frame was roughly 50 ft . The overall surface area
of the SHED is roughly 8050 ft .
3.3.2 Test Vehicles
Five (5) 1975 MY vehicles were used in this evaluation. The cri-
teria for vehicle selection was that they had been in use for over 90
days and had accumulated 4000 miles. Additional criteria were engine-
fuel tank configuration and exhaust control system. Specifics of each
vehicle are shown in Table 3-1. In addition, a 1975 Ford Galaxie 500
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Figure 3-2. Evaporative Enclosure
Figure 3-3. Vehicle Soaking in the Shop Area with
Temperature Recorder Mounted on the Top.
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Table 3-1. Test Vehicle Descriptions.
Make
Model
VlN
Disp/Cyl
Displacement
Transmission
Air Cond.
Ign. Timing
Idle RPM
Tires
Carb. Model
Venturis
Fuel Bowl Size
Fuel Tank Vol.
Inertia Wt.
Dyno H.P.
Exhaust Sys.
Evap . Sys .
Chevrolet
Vega
IV77B5U113062
140-14
4-speed
no
10°BTDC
700
A78-13
Holley
2
38.5 cc
16.0 gal
2750
9.9
EGR
Catalytic
Reactor
Canister
Chevrolet
Camaro
IQ87H5N511341
350-V8
Automatic
yes
6°BTDC
600
' FR-78U
Rochester
2
72 cc
21.0 gal
4000
12.0
EGR
Catalytic
Reactor
Canister
Chrysler
New Yorker
LS23T5C110951
440-V8
Automatic
yes
8°BTDC
750
JR78-15
Carter
4
160 cc
26.5 gal
5000
13.4
.EGR
Catalytic
Reactor
(dual)
Canister
AMC
Matador
A56167P15041
360-V8
Automatic
yes
5°BTDC
700
HR78-14
Motorcraft
4
24.5 gal
4500
32.7
EGR-AIR
Catalytic
Reactor
(dual)
Canister
Volkswagen .
Beetle
1352038245
97 - 14
4 - speed
No
5° ATDC
875
6.00 - 15L
-
-
-
11.0 gal
2250
8.3
EGR
Fuel injection
Canister
o
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was used for wall temperature profile data gathering during hot soaks in
the enclosure.
3.3.3 Test Fuel
Indolene Type HO lead-free test fuel was used throughout the
program. Additional information regarding the distillation properties
of the test fuel was discussed earlier in this section (see Figure 3-1).
3.4 Test Procedures
3.4.1 SHED vs. Shop Hot Soaks
Each of the five (5) vehicles underwent the two test sequences for
a SHED and shop hot soak as shown in Figure 3-4. The additional testing
prior to the SHED hot soak was done in conjunction with separate evapo-
rative emission related testing. Temperature data were recorded every
15 seconds. Hydrocarbon concentration as measured by a Flame lonization
Detector (FID) for tests conducted in the SHED enclosure were recorded
continuously. Hydrocarbon concentration measurements for soaks in the
shop area were not possible.
3.4.2 Enclosure Temperatures
A 1975 Ford Galaxie 500 was used to evaluate the temperature profile
across the SHED wall during a one hour hot soak. The vehicle was driven
over an LA-4 exhaust emission test cycle and then parked in the enclosure
for one hour. Temperatures at the wall surfaces, 1/2", 1", 2", 4", 6",
8", and 10" from the wall surfaces were measured and recorded at 20 min.
intervals during the one hour soak. The temperatures were taken approxi-
mately 6 feet above the floor and approximately in line with the engine
compartment of the vehicle along one of the side walls of the enclosure.
Three replicate tests were conducted.
3.4^3 Hot Soak Tests with Additional Fans
Additional fans placed outside and inside the enclosure were used
to increase the movement of air to the wall surfaces. Tests were con-
ducted using the New Yorker only and consisted of a one hour hot soak
following an FTP exhaust emission cycle. The placement of the fans is
shown in figure 3-5. The external fans were mounted approximately 15"
above the floor and were similar to the fans used to cool the vehicle
during the exhaust emission test. The fans used inside the SHED were
squirrel cage blowers set in the back seat of the vehicle. Air was
directed against the wall through a 7" diameter flexible duct leading
from the blowers.
For this portion of testing, vehicle temperature data as well as
SHED ambient temperature data were collected. Also enclosure hydro-
carbon concentration as measured by a Flame lonization Detector (FID)
was recorded continuously.
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Starti.
Vehicle Preconditioned
Followed by 11-20 hr.
soak.
Fuel Tank refueled
followed by a One
Hour Diurnal in SHED.
Start
1975 Exhaust Test Run
on The Dynamometer.
Vehicle driven on either
one LA-4 or AMA Follow-
ed by an LA-4.
2 Hour Hot Soak in SHED
Ambient, Tank, Under-
hood, and Carburetor
bowl Temperature Re-
corded.
2 Hour Hot Soak in Shop
Ambient, Tank, Under-
hood, and Carburetor
bowl Temperature Re-
corded.
End of Test
2 Hour SHED Soak
End of Test
2 Hour Shop Soak
Figure 3-4 Sequence of Events
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-13--
Personnel
Acces
Door
Duct Work for Purging Enclosure
Additional
Cooling Fan
Thermo-
couples for
temperature
taken across
enclosure wall
Standard
Cooling fan
Ambient temperatur
thermocouple
7" Diameter
Air
Sample Probe
Additional
Cooling Fan
7" Diameter
Air Duct
Vehicle Access Doors
Figure 3-5 Equipment Placement for Tests conducted with Additional
Cooling Fans.
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4. Test Results
4.1 SHED vs. Shop Hot Soaks
A total of 57 2-hour hot soak tests were conducted with 33 of those
tests being conducted in the SHED enclosure and 24 conducted in the shop
soak area. The individual temperature data for these tests are presented
in Appendix A along with the average temperature data.
Temperature data for each of the five vehicles individually and the
composite of all five vehicles are shown graphically in figures 4-1
through 4-4. For the composite graphs the data were reduced by averaging
the average values for each of the five vehicles. This method of data
reduction should have eliminated bias due to unequal numbers of test
results between vehicles. The composite graphs for external tank and
carburetor bowl temperature were constructed from data from four vehicles
only. External tank data were not recorded for the Volkswagen and
carburetor bowl data could not be obtained for the Volkswagen as it had
fuel injection
Figure 4-1 shows that ambient temperatures were higher in the SHED
than in the soak area. For all the vehicles it appears that the initial
temperatures in the SHED were on the average 5°F higher. In reality,
the average initial temperatures in the SHED were only 1.7°F above the
average temperatures in the soak area. The 1.7°F higher temperatures
occurred due to the daily soak area temperature fluctuations. The
difference between the actual 1.7°F and the apparent 5°F higher SHED
temperatures was due to the fact that the vehicle sat in the enclosure
for between 30 and 60 seconds while thermocouples were being connected
and the doors were being closed prior to the start of the test. Thus,
the curves for tests in the SHED start somewhat after time zero. Project-
ing the curves for the SHED ambient temperatures back roughly a minute
to time zero shows that the initial temperatures were roughly the same
for all of the vehicles. The time delay between the start of the key-
off operation and the start of the SHED hot soak tests also affected
other temperatures measured. Peak ambient temperatures in the SHED were
on the average 10°F higher than in the soak area. The worst case was
for the New Yorker for which maximum temperatures were almost 95°F and
this maximum temperature was roughly 14°F higher than the maximum tempera-
ture recorded for tests in the soak area. These differences take into
account the difference in the ambient soak area temperatures (1.7°F
higher for tests in the SHED than for tests in the soak area).
The internal and external tank temperatures are plotted in figures
4-2 and 4-3 respectively. The initial temperatures at the beginning of
the hot soak period could have been affected by the handling of the
vehicles prior to the hot soak and thus temperatures are plotted as the
change in temperature from the start of the test. For tests in the soak
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95-
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o
£85
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Matador
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__ /._
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soak in Sill
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20 40 60 80 100 120
Time, Min.
20 40 60 80 100 120
Time, Min.
g 5
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New Yorker
V soak in SHED
I
H
soak in Shop
60
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Volkswagen
- soak in SHED
20 40 60 80 100 120
Time, Min.
§ 10
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03
-10
-10
20 40 60
Time, Min.
80 100 120
20 40 60 80 100 120
Time, Min.
5 Vehicle Composite
,- soak in SHED
.20 40 60
Time, Min.
80 100 120
Figure 4-2 Change in Internal Tank Temperatures vs. Time
for Hot Soak Tests in the SHED and in the Shop.
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-17-
Camaro
soak in SHED
10 I
-10
.*:
a
0)
00
5-
0-
-5-
~20 40 60 80 100 120
Time, Min.
New Yorker
,. soak in SHED
-10-
20 40 60 80 100 120
Time, Min.
-10
20 60 60 80 100 120
Time, Min.
c
8
« 0 <
c
•H
01
c "~5 -
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-10 •-
(K
o
p.
£ 10-,
a
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0-
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10
Matador
^-soak in SHED
/"" soak in Shop
20 40 60 80 100 120
Time, Min.
Volkswagen
/~ soak in SHED
20 40 60 80 100 120
Time, Min.
4 Vehicle Composite
/--soak in SHED
20 40 60 80 100 120
Time, Min.
Figure 4-3 Change in External Tank Temperatures vs. Time
for Hot Soak Tests in the SHED and in the Shop.
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area, the fuel in the fuel tank was either at the ambient temperature of
the soak area (approximately 76°F) or between 50 and 60°F if a fresh
charge of fuel was needed prior to the preconditioning drivevr^rFor tests
in the enclosure, the vehicle underwent a diurnal test prior to the
start of the drive before the hot soak. The temperature of. the fuel at
the end of the diurnal would have been 84°F. Thus, the temperature of
the fuel at the end of the drive could have been different' for the two
types of hot soak. The figures do show, however, that the cooling of
the tank is inhibited due to the presence of the SHED. The composite
graphs for internal and external tank temperatures show that the tank
started to cool immediately in the soak area, but in the SHED the tempera-
tures rose slightly before cooling. This general statement was not true
for all vehicles tested, but a more severe condition did exist for all
vehicles soaked in the SHED (with the possible exception of the Volkswagen
for which external tank temperature data were unavailable). The effect
of the tank temperatures on the generation of hydrocarbons is probably
small, however. The maximum internal tank temperature measured was 96°F
for the Matador. This temperature is roughly 30°F below the initial
boiling point of the fuel used during the test program (see figure 3-1)
and therefore there would be no increase in fuel generation due to
distillation. The only increase in the fuel vapor loading on the evapo-
rative control system from the fuel tank would be due to increasing
vapor temperatures which would cause an expansion of gases in the vapor
space which would force vapors through the control system. The peak
tank temperatures would have a slight effect due to an increased concen-
tration of vapors in the vapor space at higher temperatures. Vapor
temperatures were not measured and therefore the actual expansion of
gases in the vapor space could not be determined. The expansion would
not be large, however, and the additional load on the evaporative control
system would be small compared with the effect of increased emissions
from the carburetor bowl.
Figure 4-4 shows the carburetor bowl temperatures during the two
hour hot soak. The initial temperatures were roughly the same for hot
soaks in the soak area or in the SHED. Peak temperatures, however,
averaged 12°F higher in the SHED than in the soak area. The peak temper-
atures occurred at the end of the first hour of the two hour soak. The
most severe case for carburetor bowl temperatures occurred for the Vega
in which the peak carburetor bowl temperatures in the SHED averaged
164°F or 13°F higher than the 151°F average peak bowl temperatures in
the soak area. Using this information and the information regarding
fuel distillation in figure 3-1, the 13°F higher bowl temperatures will
result in roughly 50% more fuel being distilled. Whether or not this
increase in the evaporative control system loading would result in
higher emissions measured during the test would depend on the control
system type and its condition prior to the test. Regardless of whether
or not it would cause higher emission results, the potential for this is
present due to the increased generation of fuel vapors.
-------
-19-
(n
0 180
160
140
120
ra
u
100
Camaro
soak in SHED
soak in Shop
0 20 40 60 80 100 120
Time, Min.
New Yorker
Px
0 180 •
n.
I 160-
140 •
120 -
100
soak in Shop soak in Sli
20 40 60 80 100 120
Time, Min.
180
160
120
100
O.
180
160
140'
120-
100
0
. 180-
o.
^ 1601
1
w
n 140
o
u
f> 120-
-------
-20-
4.2 Enclosure Temperature Profile
Temperature data gathered during hot soak tests conducted.in the
SHED using a Galaxie 500 are presented in Appendix B. Temperatures at
40 min. into the test were found to be at a maximum and thus only data
for this time are presented. Figure 4-5 shows the temperature profile
across the wall at that time. This figure shows that the temperature
drop across the wall occurs in the 1/2-1 inch air layer on either side
of the SHED wall and through the SHED wall. Temperatures 3 feet away
from the outer wall surface and at the center of the SHED showed that
the temperatures measured 10" from either side of the SHED wall were
representative of temperatures several feet away. The air inside the
enclosure was being circulated using a small fan to one side of the
vehicle. It is not known to what extent the air outside the enclosure
was being circulated, but the temperature profile suggests that a similar
amount of circulation was present outside the SHED as inside the SHED.
As discussed earlier, the amount of circulation will affect the amount
of conductive heat transfer across the enclosure walls. The effectiveness
of increased circulation drops off as the circulation increases. In
other words increasing the air movement from still air to a 10 mph
velocity is much more effective than increasing the velocity from 10 mph
to 20 mph. Therefore, Jt is not known how effective an increase in air
circulation would be.
C!
-------
-21-
4.3 Tests Conducted with Additional Fans
In order to determine if the use of additional fans to blow air
against the enclosure walls can effectively lower the ambient temperature
in the enclosure, tests were conducted using additional cooling fans
placed as shown in figure 3-5. Temperature data collected for tests
using the New Yorker in the enclosure included the various vehicle
temperatures and SHED ambient temperature. These data for individual
tests are given in Appendix C along with the hydrocarbon loss during
tests with the additional fans and without additional fans.
Data from Appendix C were reduced and plotted in figures 4-6 through
4-10 along with data presented earlier from the two hour hot soaks
conducted in the SHED and in the shop soak area with the New Yorker.
Figure 4-6 shows that the maximum SHED ambient temperatures were reduced
by approximately 5°F. The maximum SHED ambient temperature recorded was
roughly 91°F. The initial ambient temperatures for tests with and
without additional fans appear to have been roughly the same. A statisti-
cal T-test applied to the maximum temperature data for tests with and
without the additional fans indicates that the difference in maximum
temperatures is statistically significant at a 99.9% confidence level.
Therefore, it appears that the additional fans do reduce the inner and
outer wall surface heat transfer coefficients (f. and f ), thereby
increasing heat transfer across the enclosure walls. The additional air
circulation was not capable of maintaining 86°F or lower maximum temperatures,
however.
Although the ambient temperatures were reduced, the carburetor bowl
temperatures were not,as seen in figure 4-7. Figures 4-8 and 4-9 indicate
that the change in tank temperatures during the one hour soak was also
the same or greater with the additional fans compared to tests without
the fans. A statistical T-test applied to the carburetor bowl temperature
data indicates that the difference in bowl temperatures was not statisti-
cally significant even at a 90% confidence level. Thus, the additional
fans did not aid in lowering the vehicle temperatures.
Figure 4-10 shows the hydrocarbon loss during the hour soak for
tests with and without the additional fans. The losses were essentially
the same. This would be expected due to the fact that the various
vehicle temperatures monitored were unchanged due to the additional
fans. Whether a change in the vehicle temperatures would have resulted
in a difference in the measured emissions would have depended on the
condition of the evaporative emission control system, however.
-------
-22-
100-
95
90
: 85
.
80.
->
75
70
10 20 30 40 50 60
Time, Mln.
Figure 4-6 Ambient Temp. vs.
Time for Hot Soak Tests
on New Yorker.
20 30
Time, Mln.
Figure 4-7 Carburetor Bowl Temp.
vs. Time for Hot Soak Tests
on New Yorker.
§ 10
' *
-5
-10
10 20 30 40 50
Time, Mln.
60
Figure 4-8 Change in Int. Tank
Temperatures vs. Time for
Hot Soak Tests on New Yorker.
10-,
10 20 30 40 50 60
-10
Figure 4-9 Change in Ext. Tank
Temperatures vs. Time for Hot
Soak Tests on New Yorker.
10
0 10 20 30 40 50 60
Time. Mln.
Figure 4-10 Hydrocarbon Loss
vs. Time for Hot Soak
Tests on New Yorker.
SHED Tests without
Additional Fans.
SHED Tests with
Additional Fans.
Tests in the Shop
Soak Area.
-------
-23-
5. Discussion of Results
The most important conclusion to be drawn from the test results is
that the enclosure does indeed present a more severe temperature condi-
tion than exhibited during a soak in the shop area. It would seem
appropriate to keep the ambient temperature in the SHED enclosure
between 68 and 86°F as specified for other portions of the test sequence.
This would make all test phases consistent. Also, by limiting the
temperature to this range instead of a broader range, it would help to
reduce test variability.
The important question is whether or not 86°F is a reasonable temp-
erature to maintain. The SAE J171a (1) procedure requires the ambient
temperature range be between 76 and 90°F or a 14°F range, if the
temperature range were specified to be between 68 and 86°F this would be
an 18°F range and thus it would be slightly more liberal but would
require a 4°F lower peak ambient temperature.
Section 3 of this paper discussed several ways of increasing the
heat flow across the enclosure wall. The SAE J171a (1) test procedure
suggests that blowing air across the inner and outer wall surfaces can
aid in cooling the ambient SHED temperatures. Tests conducted with
addition fans inside and outside the SHED did reduce the ambient SHED
temperatures by approximately 5°F. Further circulation beyond that
employed for those tests would probably not greatly reduce temperatures
and therefore other methods of cooling the SHED should be explored.
The maximum temperature recorded for the tests with additional fans
was 91°F. This is 5°F above the 86°F maximum which is desirable for
testing. Reducing temperatures 5°F could be accomplished in a number of
ways including the addition of cooling fins, lowering the ambient
temperature several degrees in the soak area, and using more thermally
conductive wall materials. These methods are relatively inexpensive and
simple compared to a closed loop air conditioning system or a water
cooled SHED, but would have to be proven effective experimentally. It
is recommended that testing be conducted to show the effectiveness of
these methods of cooling. It needs to be shown that temperatures at or
below 86°F can be maintained in the enclosure for the. hottest vehicle
before 86°F is set as a maximum temperature requirement. It is believed
at the present time that employing these methods will be able to maintain
an 86°F maximum temperature. However, should testing show that these
methods cannot meet this maximum temperature level it is recommended
that a slightly higher temperature requirement be allowed rather than
using an elaborate cooling system. The potential impact of allowing
slightly higher ambient temperatures would be that a greater amount of
fuel vapors could be generated in the carburetor bowl. The increased
amount of vapors generated would be roughly 2 .1/2% more vapors generated
for every 1°F higher bowl temperatures. The exact % increase would
depend on the distillation properties of the fuel and the peak bowl
temperatures encountered.
-------
-24-
6. "References
1. "Measurement of Fuel Evaporative Emissions from Gasoline Powered
Passenger Cars and Light Trucks using the Enclosure Technique",
SAE Recommended Practice, SAE J171a, SAE Handbook.
-------
Appendix A-la Ambient Temperature Data
For Tests Conducted in Shop Soak Area
Vehicle
Camaro
Matador
New Yorker
Volkswagen
Vega
TEsC •
No.
0078
0081
0090
0080
0082
0083
0091
0087
OOS9
0093
0105
0107
0103
0104
C109
0084
0088
0092 ;
0102
0114 ;
0117
0096
0098
0099
. . Ambient Temperature, °F, for- each 10'min. Interval
0
78.2
79.5
79.9
75.8
74.1
72.3
75.6
72.6
78.5
74.5
75.4
77.0
78.0
77.9
76.1
68.9
71.9
69.3
78.6
75.5
75.8
72T.2
77.5
72.0
10
78.4
78.3
78.8
. 77.7
76.5 .
76.2
77.1
76.7
76.5
76.5
76.5
76.8
77.8
78.9
77.0
75.2
76.7
76.6
83.1
79.0
76.8
75.9
77.3
75.7
20
78.9
77.0
78.3
.77.7
77.0
76.7
77.7
77.0
77.0
76.3
76.7
76.5
77.9
78.0
77.2
73.9
76.8
77.4
83.9
79.9
76.5
76.3
77.3
76.6
,30
79.0
78.5
78.0
77.9
76.5
76.2
78.1
77.0
76.6
77.0
76.5
76.3
77.7
73.3
77.3
74.7
77.5
77.6
84.5
81.0
77.1
76.6
77.5
76.4
40
78.2
77.9
77.9
77.9 '
77.3
76.5
78.0
77.1
76.3
77.0
76.9
76.2
77.4
78.1
77.5
75.0
77.9
77.3
85.0
79.5
77.5
76.0
'77.8
76,7
50
78.9
77.9
77.1
77.4
77.0
77.9
77.0
76.8
77.0
76.9
77.0
77.8
73.2
77.3
75.5
77.8
77.1
84.8
76.8
78.5
75.8
77.3
77.0
60
• -•
78.5
1
77.8
78.0
77.5
76.8
78.0
78.6
76.1
76.9
77.0
77 jO
77.1
78.5
77.3
76.1
77.2
77.0
80.1
74.5
79.9
75.5
77.6
77,1
70
78.1
78.0
77.0
78.0
77.7
76.8
78.0
76.0
77.2
77.4
77.1
77.3
78.6
77.9
75.4
77.8
77.0
75.2
73.0
81.3
76.2
77.2
76.9
80
78.7
78.2
77.2
77.3
77.2
76.0
78.0
76.0
77.0
77.0
77.1
77.8
78.2
77.3
75.2
77.9
77.0
74.1
72.9
82.2
76.0
77.3
77.3
90
78.0
77.8
77.0
77.7
77.2
76.0
78.0 .
76.0
76.9
76.3
77.3
77.5
78.3
77.5
75.8
77.3
76.9
73.0
72.1
32.7
76.0
77.8
77.3
100
78.5
77.9
77.2
77.7
77.2
77.0
78.2
76.9
77.0
77.4
77.5
77.7
73.1
77.1
74.2
77.6
75.7
72.3
72.1
81.3
76.1
77.0
77.2
110
78.9
77.8
77.4
78.0
77.3
77.0
78.3
76.1
75.9
78.0
76.9
77.0
77.8
77.1
74.3
77.8
76^7
72.2
72.9
79.9
76.0
77.0
77.4
120
78.0
. 77.3
77.4
77.5
76.3
78.5
75.9
75.9
77.8
77.0
77.2
78.0
77.0
76.0
77.7
77.0
72.2
73.0
77.8
75.6
77.4
77.4
•e
•8
a.
-------
Appendix A-lb Internal Tank Temperature Data
For Tests Conducted in the Shop $o£k Area
Vehicle
Camaro
Matador
New Yorker
Volkswagen
Vega
Test
No.
0078
0081
0090
0080
0082
0083
0091
0087
0089
0093
0105
0107
0103
0104
0109
0084
0088
0092
0102
0114
0117
0096
0098
nnoo
Internal Tank Temperature, °F, for each 10 nln. Interval
0
87.7
86.0
78.4
89.9
88.1
86.6
87.5
85.6
89.2
86.0
87.0
92.7"
82.0
89.2
90.5
84. 1
85.1
82.0
88.9
92.4
87.7 '
99.7
101.4
on.s
10
. 87.9
90.9
78.9
90.3
88.5
88.4
87.5,
86.2
90.1
85.2
83.0,
91.0
77.7
84.2
89.0
84.4
85.7
83.1
90.7 ,
94.0
88.1"
100.0
101.9
07.1
20.
88.1
86.2
79.1
90.1
88.1
88.5
87.8
86.9
90.4
85.8
82.0
89.8
78.0
83.9
87.9
82.9 '
85.9
83.5
. 91.0
94.0
90.0,
99.5
101.7
05 9
30
89.0
87.2
79.1
'89.9
88.0
88.3
87.9
87.0
90.9
85.9
80.9
88.2
76.3
83.3
87.0
84.3
86.2
84.0
91.2
94.0
87.9
98.3
101.0
01 «
40
88.1
87.0
79.5
89.5
87.8
88.0
87.9
87.4
90.8
85.8
80.5
87.3
77.6
83.0
86.3
84.6
86.3
84.0
90.6
93.7
87.2
97.0
100.0
01 n
50
88.1
79.9
83.8
87.3
87.7
87.2
87.4
90.9
83.9
80.1
86.3
77.9
83.0
85.8
83.7
86.5
83.9
89.9
93.0.
87.0
95.6 •
98.8
on n
60
88.0
79.9
88.8
86.9
87.1.
87.0
87.4
90.2
85.7
80.0
85.5
77.1
82.5
85.5
83.9
86.0
83.8
89.0
92.1
86.3
93.9
97.9
DO 1
70
87.7
86.7
80.2
88. 0
86.2
86.5
87.0
90.0
82.9
79.8
84.9
77.2
82.2
84.8
83.2
85.9
83.4
86.9
,.91,0,
85.9
92.1
96.1
80
87.4
86/3
81.7
87.3
85.9
86.0
86.5
89.7
85.0
79.3
83-. 9
77.1
82.0
84.3
82.0
86.8
83. 2
85.9
90.0
85.7
90.6
95.1
»
90
86.3
86.8
80.8
87.0
85.3
85.6
86.0
89.0
84.7
79.2
83.2
77.3
82.0
84.0
82.3
85.1
82.9
84.8
88.9
85.2
90?3
93.9
100
86.5
85.6
81.1
86.1
85.0
85.1
85.7
89.7
84.1
79.2
82.9
77.8
81.9
83.8
81.4
85. 0
82.2
83.0
87.9
85.0
88.2
92.1
110
86.4
85.0
81.3
85.9
84.8
84.8
85.1
88.0
83.9
79.0
82.1
77.0
81.0
83.1
81.0
84.9
82.0
82.0
86.2
84.9
87.0
91.2
120
85.6
84.5
81.3
85.3
84.1
84.9
87.3
83.4
79.0
81.7
77.2
81.2
83.0
81.7
84.3
81.9
81.0
85.7
84.2
86.0
90.3
I
to
I
-------
Appendix A-lc External Tank Temperature Data
For Tests Conducted inthe Shop Soak Area
Vehicle
Camaro
Matador
New Yorker
Volkswagen
Vega
•
Test
Ho.
0078
0081
0090
0080
0082
0083
0091
0087
0089
0093
0105
0107
0103
0104
0109
0084
0088
0092
0102
0114
0117
0096
0098
0099 |
External Tank Temperature, °F, For each 10 min. Interval
0-v.-
.
88.4
80.9
102.9
97.0
87.4
94.2
86.3
84.2.
82.8
87.6
86.9
98.1
• 10
86. 5
84.0
97.9
96.0
87.0
91.3
85.1
85.0
84.5
88.9
88.2
94.0
-
20
90.2
85.0
95.6
93.0
86.9
90.0
85.0
83.0
84.7
89.2
85.0
92.9 V
30
89.3
85.3
92.0
91.9
86.1
89.2
84.5
84.2
84.0
89.2
84.1
90.7
40
88.2
85.8
92.4
90.5
86.0
88.8
84.2
84.1
83.0
88.5
83.7
88.8
50
85.5
91.2
89.5
85.3
88.0
85.8
83.2
82.8
87.8
83.2
87.8
60
s
>5.0
90.2
88.2
85.0
87.2
83.3
'
83.2
82.1
84.0
83.2
86.2
1
70
86.5
85.8
89.3
87.9
•
86.1
85.1
82.4
81.9
81.9
83.5
85.8
80
85.9
85.6
88.2
86.5
86.0
82.2
81.7
81.3
80.2
83.7
84.9
90
84.9
85.4
87.1
86.9
84.0
81.9
81.9
81.2
79.3
83.2
84.0
-.100
84.4
85.0
86.3
85.1
84.6
81.5
80.2
80.6
78.0
83.0
83.0
110
83.8
84.8
86.0
84.8
84.0
81.5
80.8
80.3
77.0
82.3
83.1
120
83.2
84.5
85.3
84.0
83.1
81.2
80.8
80.0
76.9
81.1
81.7
u>
I
-------
Appendix A-ld Carburetor Bowl Temperature Data
For Tests Conducted in Shop Soak Area
Vehicle
Canaro
Matador
Nev Yorker
Volkswagen
Vega
Teat
No.
0078
0081
0090
0080
0082
0083
0091
0087
0089
0093
0105
0107
0103
0104
0109
0084
0088
0092
0102
0114
0117
0096
0098
0099
Carburetor Bowl Temperature, °F, for each 10 nln. Interval
0
113.0
109.1
110.0
105.1
112.5,
102.3
103.8
126.7
146.0
129.5
108.0
102.9
106.2
119.2
108.2
110.0
112.5
113.7
113.0
10
121.5
120.0
117.0
119.0
118.0
117.0
129.4
145.4
151.0
149.0
132.5
126.2
132.1
136.1
133.0*"
135,0.
135.7
135.0
134.7
20
130.5
131.2
124.8
131.5
132.0
131.0
133.9
162.0
162.5
155.5
143.9
139.0
146.2
149.8 '
148.4
148.5
147.5
147.0
145.9
30
143.0
141.1
131.0
141.0
140.6
141.5
142.2
170.5
171.5
174.5
l'49.8
144.5
151.0
154.9
153.7
151.5
151.2
151.1
149.6
40
149.2
147.2
138.0
146.9
146.5
147.9
148.0
175.0
175.8
178.7
149.8
145.0
151.8
155.5
154.1
151.5
150.8
151.2
149.1
50
152.0
1A3.0
150.0
150.2
152.2
151.3
176.5
177.3
179.7
146.2
143.3
149.0
153.1
151.8
149.2 .
148.0
149.0
146.7
60
154.0
157.3
158.7
152.5
154.1
153.3
175.4
176.0
178.8
143.0
139.4
145.5
149.7
i«7.9
145.5-
144.2
145.9
143.1
70
153.8
152.0
150.5
153.2
153.3
152.9
153.3
173.8
175.9
136.9
136.1
141.4
144.5.
143.0
141^9
140.2
142.0
139.1
80
152.8
150.5
153.2
152.6
152.9
154.0
152.3
170.5
172.5
-
133.2
132.7
136.9
140.5
138.9
138.0
136.2
138.5
135. 5
90
150.3
148.2
154.6
151.1
152.0
152.8
151,3
166.8
168.7
129.6
129.0
132.8
136.0
134.0
134.1
132.3
134.8
131.7
100
148.5
146.2
156.1
149.1
150.3
151.0
150.0
163.0
164.7
123.1
125.7
128.7
131.6
129.8
130.5
128.7
130.9
128.0
110
147.0
143.8
136.7
147.4
149.0
148.9
147.8
158.9
160.3
120.0
123.2
124.7
127.2
125.9
128.2
125.3
127.5
125.0
120
142.4
141.2
156.0
145.7
147.0
145.8
154.3
156.9
118.0
121.0
122.0
125.0
121.3
125.8
122.3
124.3
121.8
I
f
-------
Appendix A~le. Statistical Temperature Data for
Hot Soak Tests Conducted in the Shop Area.
Time,
min.
0
10
20
30
40
50
60
70
80
90
100
110
120
Ambient Temp.
N
5
5
5
5
5
5
5
5
5
5
5
5
5
X, °F
75.9
77.3
77.4
77.4
77.5
77.6
77.5
77.3
77.2
77.1
77.2
77.0
76.9
a
2.2
0.7
0.5
0.9
0.5
0.6
0.4
0.6
•
0.6
0.5
0.7
0.9
0.8
Int. Tank Temp.
N
5
5
5
5
5
5
5
5
5
5
5
5
5
\, °F
87.5
87.6
87.3
87.1
86.9
86.3
86.1
85.6
85.5
85.0
84.7
84.2
83.8
a
2.3
2.4
2.9
3.1 .
3.0
2.9
2.9
2.4
2.5
2.4
2.2
2.2
1.9
Ext. Tank Temp.
N
4
4
4
4
4
4
4 -
4
4
4
4
4
4
X. °F
90.5
89.5
89.0
88.1
87.6
86.8
85.8
85.9
84.9
84.3
83.6
83.3
82.7
a
6.6
5.1
3.5
2.6
2.6
2.4
2.4
2.3
2.1
2.3
2.1
2.0
O f\
..0
Carb. Bowl Temp.
: N
4
4
4
4
4
i
; 4
4
4
'
4
4
4
4
4
X, °F
115.3
130.5
141.8
150.7
154.9
156.2
158.0
155.2
153.3
150.8
148.2
145.6
142.7
a
12.7
13.5
14.3
15.3
14.6
14.5
13.4
14.3
14.2
14.4
14.6
14.. 5
14.2
-------
Appendix A-2a Ambient Temperature Data for
Tests Conducted in the SHED
Vehicle
Camaro
Matador
Mew Yorker
Volkswagen
Vega
Test
No.
0011
0012
0013
0014
0016
0017
0024
0025
0026
.0027
0028
0029
0038
0039
0041
0042
0030
0032
0034
0036
0094
0097
0101
0103
0104
0105
0107
0018
0019
0020
0021
0022
0023
Ambient TF.MPkATUPE °r , FOQ EACH 10 MIN. INTERVAL.
0
85.0
84.5
81.5
82.8
HI. 5
«3.5
83.5
"80.5
80.0
79.0
80.0
«4.5
85.0
81.5
81. 0
81.5
85.0
82.0
82.5
S4.o
P.O.?
79.0
79.0
60.9
79.1
80.0
79.3
81.0
80.0
80. 0
*1.0
80.5
80.0
10
8ft. 5
90.5
89.0
89. S
87.5
90.5
88.0
87.0
87.5
86.0
88.5
89.0
93.5
9?. 5
90.5
94.0
93.0
•92.5
93.0
94.5
HS.3
84.6
84.0
84.0
83.9
84.0
84,0
85.5
86.0
84.0
85.5
85.5
85.5
20
91 .0
92.0
89.5
90.3
«9.0
91.5
89.5
87.5
89.0
88.0
90.5
90.5
94.0
95.0
92.5
96.0
94.5
93.5
94.0
96.0
*S. 1
85.8
85.0
85.1
84.6
84.5
84.8
86.0
87.0
85.0
86.0
86.5
86.5
30
91.3
93.0
90.5
91.0
90.0
92.0
90.5
89.5
90.0
89.5
91.0
9}.0
94.5
95.5
93.5
95.5
94.5
94.0
94.5
96.0
85.?
85.8
85.6
86.0
85.0
84.5
85.0
87.0
85.0
86.0
87.0
87.5
40
91.5
93.0
91.5
91.5
90.0
91.5
90.5
90.0
91. 0
90.0
92.0
91 .5
94.5
95.5
92.5
94.0
93.5
94.0
94.5
95.0
P5.2
85.8
85.6'
85.9
84.0
84.5
P4.7
86.5
85.0
87.0
87.5
87.5
50
92.0.
92.0
91.0
91.5
90.0
92.0
90.5
90.5
91.5
90.5
92.. 0
91.5
94.5
95.0
93.0
95.0
93.0
93.5
93.5
95.0
85.2
84.5
85.0
84.9
83.8
84.0
84.3
84.0
86.0
66.5
87.5
87.5
60
91.3
91.5
90.0
91.0
90.0
92.0
90.5
91.5
91.0
91.5
91.5
94.0
93.0
93.0
9«f.5
93.0
93.0
93.5
94.5
H5.2
84.5
84.0
84.9
83.4
83.8
84.2
87.0
87.0
86.0
88.0
87.0
87.0
70
91.0
92.0
90.5
91.0
90.0
92.0
90.5
91.0
90.5
91.5
91.5
93.0
93.0
•93.0
94.0.
92.5
93.0
94.0
94.5
85.0
84.5
83.8
B4.6
83.0
83.8
34.7
86.5
87.0
86.0
88.0
87.0
87.0
80
91.0
91.5
90.5
91.0
89.5
91.0
90.5
91.0
90.0
92.0
91.0
92.5
92.0
92.5
93.0
92.0
92.5
93.0
94.0
84.0
84.3
84.1
84.0
83.0
83.8
83.8
86.0
86.5
86.0
87. b
87.0
86.5
90
90.3
91.0
. 90.5
91.0
89.5
91 .0
90.0
90.0
90.0
90.0
91.5
91.0
92.0
91.5
91.5
91.5
91.5
92.0
92.5
93.5
84.0
83.8
84.0
83.6
82.9
83.3
83.7
86.0
86.5
85.0
87.0
86.5
86.5
100
90.0
90.5
90.0
90.5
89.5
90.0
89.5
89.5
90.0
90.0
91.0
90.5
91.0
90.5
91.0
91.0
91.0
91.0
92.0
93.0
84.0
83.2
83.0
83.6
82.3
83.2
83.8
86.0
86.0
85.5
87.0
86.0
86.0'
110
89.3
90.0
89.5
90.0
89.0
90.5
89.5
89.0
90.0
89.5
91.0
90.5
91.0
90.0
91.0
90.0
90.5
90.5
91.5
92.5
84.0
83.0
83.0
83.6
82.0
82.5
83.4
85.5
85.5
85.0
87.5
85.5
85.5
120
85.5
90.0
89.0
90.0
89.0
90.0
89.5
89. 0
89.5
89.0
90.5
9Q.5
90.0
90.0
90.0
89.5
90.5
90.0
91.0
91.0
83.8
83.3
82.8
83.6
82.0
82.2
83.3
85.5
85.0
85.0
A7.5
85.5
85.0
-------
Appendix A-2b Internal Tank Temperature Data
For Tests Conducted in the SHED
Vehicle
Canaro
Matador
New Yorker
Volkswagen
Vega
Test
Mo.
0011
0012
0013
0014
0016
0017
0024
0025
0026
0027
0028
0029
0038
0039
0041
0042
0030
0032
0034
0036
0094
0097
0101
0103
0104
0105
0107
0018
0019
0020
0021
0022
0023
Internal. Tank, TEMPRATURE°Ff FOR F.4CH 10 MIN. INTERVAL
0
88.5
90.5
90.0
91.5
91.0
: 95.0
90.0
89.5
96.5
96.0
98.5
97.0
91.0
-91.5
93.5
91.0
92.0
91.0
90.5
9L.JJ
A6.7
88.0
88.0
87.5
8ft. 5
87.5
87.6
97.0
90.0
87.0
94.5
95.5
95.5.
10
87.9
90. «?
90.0
9?.0
91.0
96.0
89.5
90.0
97.0
96.5
98. S
97.5
9?. 5
92.0
93.0
92.0
92. S
91.0
91.0
93. S
86.5
87.5
P«.0
86.5
86.0
87.0
87. T
99.0
91.5
89. S
95.0
96.0
96.0
20
89.6
91.0
89.5
93.5
91.0
06.5
90.0
90. n
97.0
06.5
98.5
97.5
93.0
92.5
93.0
92.5
92.5
91.5
91.5
94.0
86.2
87.5
87.6
PS. 9
85.5
86.7
SK.O
99.0
91.5
89.5
96.0
96.5
96.5
30
89.8
92.0
91.0
"3.0
91.5
97.0
90.5
90.0
97.0
96.5
98.5
97.5
93.5
93.5
94.0
92.0
93.5
92.5
92.0
94.5
85.5
87.5
87.5
85.9
85.1
86.5
86.0
99.0
89.5
95.5
96.5
96.5
40
90.0
92.5
91.0
93.0
91.5.
97.0
90.5
91.0
97.5
96.5
98.5
97.5
94.0
93.5
94.0
93.5
93.5
93.0
92.0
9^.5
85.?
87.0
87.3
86.0
85.0
86.0
86. n
97.5
89.0
95.5
96.5
97 . 0
50
90.0
9?,0
91.5
93.8
92.5
97.5
90.5
90.5
97.5
97.0
98.5
97.5
94.5
94.0
95.0
94.0
94.0
93.5
9?.0
95.5
85.2
8*.0
' 86.1
85.7
84.5
85.5
85.8
95.0
89.5
95.5
97.0
96.5
60
• 90.5
V2.0
91.0
93.5
92.5
98. 0
90.5
97.5
96.5
98.0
97.5
95.0
94.0
95.0
94 .'5
94.0
93. 5'
93.5
95.5
85.5
85.8
86.0
85.5
84.0
85.2
85.3
97.5
91.5
89.5
95.5
97.0
96.5
70
91.0
92.5
91.5
93.5
92.5
98.0
91.0
97.0
96.5
98.0
97.0
95.0
94.0
95". 5
94.5
94.5
94.0
94.0
95.5
85.0
86.0
86.0
85.0
84.0
85.0
84.8
96.5
91.5
90.0
95.5
97.0
96.0
80
91.5
92.0
91.5
94.0
92.5
98.0
91.5
96.5
96.0
98.5
97.0
95.0
95.0
95.5
95.5
94.5
94.5
94.0
9K.O
84.5
86.0
86.0
84.9
84.0
85.0
84.8
96.0
91.0
90.0
95.0
96.5
96.0 .
90
91.5
93.0
92.0
94.0
92.5
98.0
90.5
91.0
96.0
96.0
98.5
96.5
95.0
95.0
95.5
95.5
94.5
94.5
94.5
96.5
84.3
85.5
86.0
84.9
83.9
84.7
84.7
96.0
91.0
89.5
94.5
96.0
96.0
100
91.3
93.0
91.5
94.0
92.5
97.0
90.5
91.0
96.0
96.0
98.0
96.5
95.0
95.0
95.5
94.5
94.5
94.5
94.5
96.5
84.3
85.0
85.5
84.7
83.2
84.5
84.7
95.5
90.5
89.5
94.5
96.0
96.0
110
90.8
92.5
91.5
94.0
93.0
97.5
90.5
91.0
96.0
96.0
98.0
96.0
95.0
95.0
95.5
94.5
94.5
94.5
95.0
96.5
64.8
84.5
85.2
84.2
83.0
84.1
84.3
95.0
90.5
89.0
94.5
. 95.5
95.5
120
90. 8
93.0
92.0
94.0
92.5
97.5
90.5
91.0
96.0
95.5
97.5
96.5
95.0
95.0
95.5
94.0
94.5
94.0
94.5
9=;.=;
85.1
85.2
85.2
84.0
83.0
84.1
84. n
94.5
90.0
89.5
94.0
95.0
94.5.
-------
Appendix A-2c External Tank Temperature Data
For Tests Conducted in the SHED
Vehicle
Camaro
Matador
-
•
. New Yorker
Volkswagen
Vega
Test
No.
0011
0012
0013
0014
0016
0017
0024
0025
0026
0027
0028
0029
0038
0039
0041
0042
0030
0032
0034
0036
0094
0097
0101
0103
0104
0105
0107
0018
0019
0020
0021
0022
0023
External Tapk TEMPRATURE"F, FOR EACH 10 MIN. INTERVAL
0
88.5
90.5
00.0
91.5
91.0
95.0
90.0
89.5
96.5
96.0
98.5
. 97.0
'91.0
91.5
92.5
91.0
92.0
91.0
90.5
91 .5
86.7
8P.O
88.0
87.5
86.5
87.5
P7.6
97.0
90.0
87.0
94.5
95.5
95.5
10
P7.9
90.5
90.0
92.0
91.0
96.0
89.5
90.0
97.0
96.5
9«.5
97.5
92.5
92.0
93.0
92.0
92.5
91.0
91.0
93.5
86.5
87.5
88.0
86.5
86.0
87.0
87.3
99.0
91.5
89.5
95.0
96.0
'96.0
20
89.6
91.0
89.5
92.5
91.0
96.5
90.0
90.0
97.0
96.5
98.5
97.5
93.0
92.5
93.0
92.5
°2.5
91.5
91.5
94.0
86.?
87.5
87.6
85.9
85.5
86.7
86. 0
99.0
91.5
89.5
96.0
96.5
96.5
30
89.8
9?.0
91.0
91.0
91.5
97.0
90.5
90.0
97.0
96.5
98.5
97.5
93.5
93.5
94.0
92.0
93.5
92.5
92.0
94.5
85.5
87.5
87.5
85.9
85.1
86.5
H6..0
99.0
0.0
89.5
95.5
96.5
96. S
40
90.0
92.5
91.0
93.0
91.5
97.0
90.5
91.0
97.5
96.5
98.5
97.5
94.0
93.5
94.0
93.5
93.5
93.0
92.0
95.5
85.2
87.0
87.3
86.0
85.0
86.0
8*.0
97.5
0.0
89.0
95.5
96.5
97.0
50
90.0
92.0
91.5
93.8
92.5
97.5
90.5
90.5
97.5
97.0
9*. 5
97. 5
94.5
94.0
95.0
94.0
94.0
93.5
92.0
95.5
85.2
• 86.0
86.1
85.7
84.5
85.5
-85.8
95.0
0.0
89.5
95.5
97.0
96.5
60
90.5
92.0
91.0
93.5
92.5
98.0
0.0
90.5
97.5
96.5
98.0
97.5
95.0
94.0
95.0
94.5
94.0
93.5
93.5
95.5
85.5
85.8
86.0
85.5
H4.0
85.2
85.3
97.5
91.5
89.5
95.5
97.0
96.5
70
91.0
92.5
91.5
93.5
93.5
9S.O
0.0
91.0
97.0
96.5
98.0
97.0
95.0
94.0
95.5
94.5
94.5
94.0
94.0
95.5
85.0
86.0
86.0
85.0
84.0
85.0
84.8
96.5
91.5
90.0
95.5
97.0
96.0
80
91.5
92.0
91.5
94.0
92.5
98.0
0.0
91.5
96,5
96.0
98.5
97.0
95.0
95.0
95.5.
95.5
94.5
94.5
94.0
96.0
84.5
86.0
86.0
84.9
84.0
85.0
84.8
96.0
91.0
90.0
95.0
96.5
96.0
90
91.5
93.0
92.0
94.0
92.5
98.0
90.5
91.0
96.0
96.0
98.5
96.5
95.0
95.0
95.5
95.5
94.5
94.5
94.5
96.5
84.3
85.5
86.0
84.9
83.9
84.7
84.7
96.0
91.0
89.5
94.5
96.0
96.0
100
91.3
93.0
91.5
94.0
92.5
97.0
90.5
91.0
96.0
96.0
98.0
96.5
95.0
95.0
95.5
94.5
94.5
94.5
94.5
96.5
84.3
85.0
85.5
84.7
83.2
84.5
84.7
95.5
90.5
89.5
94.5
96.0
96.0
110
90.8
92.5
91.5
94.0
93.0
97.5
90.5
91.0
96.0
96.0
98.0
96.0
95.0
95.0
95.5
94.5
94.5
94.5
95.0
96.5
84.8
84.5
85.2
84.2
83.0
84.1
84.3
95.0
90.5
89.0
94.5
95.5
95.5
120
90.8
93.0
92.0
94.0
92.5
97.5
90.5
91.0
96.0
95.5
97.5
96.5
95.0
95.0
95.5
94.0
94.5
94.0
94.5
95.5
85.1
85.2
85.2
84.0
83.0
84.1
84.0
94.5
90.0
89.5
94.0
95.0
94.5
i I
..oo
! |
,
-------
Appendix A-2d Carburetor Bowl Temperature Data
For Tests Conducted in the SHED
Vehicle
Camaro
Matador
New Yorker
Volkswagen
Vega
Test
No.
0011
0012
0013
0014
0016
0017
0024
0025
0026
0027
0028
0029
0038
0039
0041
D042
003Q
0.032 .
0034
0036
009'4
0097
0101
0103
0104
0105
0107
0018
0019
0020
0021
0022
0023
CARBURETOR BOWL TFMPRATUBE°F. FOR EACH 10 WIN. INTERVAL
n
10P.fi
110.5
109.0
113.5
108.0
ill.n
114.5
106.5
106.5
104.0
103.0
111.0
135.0
131.5
130.5
136.0
133.5
i29.s
139.0
114.5
i i ? . 5
107.0
111.5
112.0
111.5
10
120.3'
126.0
126.0
128.5
126.0
128.5
132.0
124.5
J25.0
122.0
12?. 0
)2«.n
160.0
164.0
152.0
162.5
156.5
151.0
159.5
142.5
141.5
138.0
140.5
140.5
142.5
20
141.0
1^0.0
140.5
145.0
142.0
1.44.5
145.5
140.5
139.0
137.5
137.5
14?. n
175.0
171.0
167.5
178. 0
174.0
168.0
176.0
158.5
158.0
153.0
157.0
157.0
157.5
30
151.0
153.5
152.0
I55.,0
152.5
155.0
154.5
150.0
148.0
148.0
147.5
152.0
184.5
I8i.o
178.0
187.0
185.0
179.0
186.0
165.5
160.0
162.5
163.0
164.0 .
40
156.8
160.5
160.0
163.0
160.5
161.5
161.5
158.0
155.5
155.5
155.0
158.5
189.0
186.0
183.5
192.5
189.0.
1B5.0
190.5.
165.5
161.0
163.5
164.5
164.5
50
162.3"
163.0
164.5
161.8
165.0
167.0
164.5
163.0
160.0
160.5
160.0
163.5
191.5
188.5
186.5
194.5
191.0
187.5
191.5
161.0
159.0
162.0
162.5
162.5
60
164.3
165.5
165.5
168.0
166.5
169.0
165.5
163.0
163.0
162.0
16S.5
191.5
188.5
186.5
194.5
190.5
187.5
192.0
161.0
159.0
156.0
158.5
159.0
159.0
70
164.5
166.0
166.0
169.5
167.0
169.5
167.5
164.5
164.5
164.0
167.0
190.5
186.0
185.5
193.5
188.5
186.0
190.5
1^6.0
156.0
153.0
154.5
155.5
155.5
80
163.5
165.5
165.5
168.5
165.5
J68.5
168.0
164.5
164.5
164.5
16K.5
186.0
184.0
183.5
189.5
185.0
183.5
187.5
151.0
151.5
149.5
150.5
151.0
151.0
90
161.5
163.0
164.0
165.0
163.5
166.5
167.0
166.5
164.0
164.0
164.0
165.5
1S2.5
181.5
181.0
185.5
181.5
180.5
184.0
147.5
147.5
145.8
145.5
146.5
147.0
100
159.5
160.5
162.0
162.0
161.5
164.0
165.5
165.0
163.0
163.0
162'. 5
164.0
178.5
178.0
177.5
181.5
178.0
177.0
180.5
143.0
143.5
141.0
142.5
143.0"
143.0
110
156.5
158.0
159.0
159.8
159.5
162.0
163.5
163.5
161.5
161.5
1M.O
162.5
175.5
174.5
174.5
178.0
175.0
173.5
176.5
139.5
139.5
137.5
139.0
139.0
140.0
120
153.0
155.0
157.0
157.0
156.5
159.5
161.5
162.0
159.5
159.5
158.5
160.5
171.5
171.5
171.0
174.0
171.5
170.0
173.5
136.5
136.0
134.5
135.5
135.5
136.5
-------
Appendix A-2e. Statistical Temperature Data for
Hot Soak Tests Conducted in the SHED.
Time,
min.
o
10
20
30
40
50
60
70
80
90
100
iio
120
Ambient Temp.
N
5
5
5
5
5
5
5
5
5
5
5
5
5
X, °F
81.4
87.8
89.0
89.6
89.7
89.5
89.4
89.3
89.0
88.6
88.2
87.9
87.5
a
1.4
3.4
3.8
3.8
3.7
4.0
3.7
3.7
3.6
3.5
3.4
3.3
3.1
Int. Tank Temp.
N
5'
5
5
5
5
5
5
5
5
5
5
5
5
X, °F
91.2
91.9
92.0
92.5
92.5
92.6
92.6
92.6
92.6
92.4
92.2
92.1
92.0
a
2.5
3.3
3.6
3.7
3.7
3.8
4.2
4.3
4.3
4.3
4.4
4.4
4.3
Ext. Tank Temp.
N
4
4
4
4
4
4
4
4
4
4
4
4
4
X, °F
92.3
94.1
94.3
94.3
94.0
93.9
.93.7
93.5
93.1
92.7
92.3
92.1
91.8
CT
4.3
4.3
3.4
3.0
2.6
2.3
2.7
2.6
2.6
2.3
2.3
2.0
2.1
Carb. Bowl Temp.
N
4
4
4
4
4
4
4
4
4
4
4
4
4
X, °F
115.8
137.6
153.0
162.3
167.4
169.3
169.8
169.1
167.1
164.5
161.7
159.0
156.1
a
12.0
15.3
15.1
14.8
14.0.
13.9
13.9
14.1
14.3
14.6
14.8
15.0
15.0
-------
Appendix B Temperature Profile Data for Temperatures Across
the SHED Wall at 40 Minutes into Hot Soak Test.
Test No.
1
2
3
Average
Temperatures (°F) Inside the SHED at a Distance of:
0"
83.8
85.2
84.6
84.5
1/2"
85.8
85.5
85.3
85.5
1"
86.0
85.5
85.4
85.6
2"
86.2
85.6
85.2
85.7
4"
87.0
85.8
85.5
86.1
6"
87.0
86.0
85.5
86.2
8"
86.5
85.8
85.5
85.9
10"
87.2
86.0
85.8
86.3
Test No.
1
2
3
Average
Temperatures (°F) Outside the SHED at a Distance of:
0"
83.5
84.7
84.3
84.2
1/2"
80.6
81.8
81.3
81.2
1"
80.4
81.5
81.1
81.0
2"
80.4
81.0
81.0
80.8
4"
80.3
80.9
81.1
80.8
6"
80.0
80.7
80.9
80.5
8"
80.3
81.1
80.9
80.8
10"
81.0
81.0
81.0
81.0
-------
Appendix C
Vehicle Temperatures for:Hot Soak
Tests with Additional Fans
Location
Ambient
Te
mperature
Mean
Std. Dev.
Carburetor
Bowl
Te
mperature
Mean
Std. Dev.
Temperature, °F
t)
MIN.
78.1
?i.i
75.1
74.8
3.5
10
MIN.
86.1
82.4
84.1
84.2
1.9
20 . JO
MIN. MIN.
89.2
84.9
86.7
86.9
2.2
138
131
133
134
r
3.8
160
155
158
158
2.6
Internal
Tank
Te
mperature
Mean
Std. Dev.
External
Tank
Te
:mperature
Mean
Std. Dev.
88.0
82.8
87.0
85.9
2.8
87.9
82.2
85.6
85.2
2.9
90.0
86.2
89.8
88.7
2.1
91.0
85.8
86.2
87.7
2.9
178
172
176
175
2.8
90.0
86.0
87.8
87.9
2.0
40 i 50
MIN. MIN.
90.9
87.2
88.2
88.8
1.9
189
183
186
[!?6
2.6
195
187
191
191
3.9
91.2
87.2
91.1
89.8
2.3
92.0
87.3
87.8
89.0
2.6
92.0
88.0
91.0
90.3
2.1
92.3
87.8
88.4
89.5
2.4
92.2
88.3
92.0
90.8
2.2
92.1
87.6
89.0
89.6
2.3
91.0
88.2
89.5
89.6
1.4
196
189
192
192
3.3
60
MIN.
91.3
89.6
89.5
90.1
1.0
195
188
192
192
3.5
92.8
88.9
92.0
91.2
2.1
92.2
87.5
89.2
89.6
2.4
93.0
89.5
92.1
91.5
1.8
92.2
88.9
89.9
90.3
1.7
-------
Appendix C (continued)
Hydrocarbon Loss for Hot Soak Tests
with Additional Fans
Mean
Std. Dev.
Hydrocarbon Loss, g
0 Min.
-o-
-0-
-0-
-0-
—
10 Min
.38
.42
.29
.36
.06
20 Min.
.89
.73
.71
.78
.10
30 Min.
1.75
2.17
1.85
1.92
.22
40 Min.
4.16
5.00
4.35
4.50
.44
50 Min.
6.33
7.21
6.19
6.58
.55
60 Min.
7.92
8.47
7.75
8.04
.38
Hydrocarbon Loss for Hot Soak Tests
without Additional Fans
Mean
Std. Dev.
Hydrocarbon Loss, g
0 Min.
-0-
-0-
-0-
-0-
-0-
-0-
-0-
-0-
-0-
—
10 Min
0.41
0.42
0.55
0.45
0.50
0.45
0.46
0.49
0.47
0.05
20 Min.
0.72
0.91
1.09
1.10
0.95
0.94
0.94
0.99
0.96
0.12
30 Min.
1.23
1.33
1.87
2.26
1.61
1.59
1.77
1.65
1.66
0.32
40 Min.
2.38
2.81
4.54
4.86
4.32
4.00
3.95
3.97
3.85
0.85
50 Min.
4.33
5.15
7.53
7.52
6.51
6.80
6.64
6.32
6.35
1.11
60 Min.
6.23
7.26
10.33
9.09
8.15
9.81
9.20
8.07
8.52
1.36
------- |