EPA-AA-CD-CPSB-92-01
EFFECTS OF RVP ON EMISSIONS AT 20°F
AMBIENT TEMPERATURE
by
Barry Mclntyre
Phillip Enns
December 1991
NOTICE
Technical reports do not necessarily represent final EPA
decisions or positions. They are intended to present
technical analysis of issues using data which are
currently available. The purpose in the releases of such
reports is to facilitate the exchange of technical
information and to inform the public of technical
developments which may form the basis for a final EPA
decision, position, or regulatory action.
U.S. Environmental Protection Agency
Office of Air and Radiation
Office of Mobile Sources
Certification Division
Certification Policy and Support Branch
2565 Plymouth Road
Ann Arbor, MI 48105
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This report, "Effect of RVP on Emissions at 20°F Ambient
Temperature" is a data only report and therefore has not
been peer reviewed. It is being provided for general
information.
Concurrence
Michael A. Sabourin, CPSB Dat
Proj ect-Manager
A
Robert?E. Larson,
Associate Director
Dati
, CD
Date
Division Director
-2-
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INTRODUCTION
The Environmental Protection Agency is currently proposing
rules that will establish cold carbon monoxide (CO) emission
standards. The vehicle emission certification testing will be
performed using the Federal Test Procedure (FTP) driving cycle
at 20°F ambient temperature. Questions have arisen as to
whether the Reid Vapor Pressure (RVP) of the fuel used for the
FTP test will have an impact on cold temperature CO emissions.
PURPOSE
The purpose of this test program was to determine whether
the RVP of fuel could affect the CO exhaust emissions of recent
technology vehicles FTP tested at 20°F ambient temperature.
Since EPA had procured a number of recent technology light-duty
trucks (LDT's) for a different test program, these LDT's were
also used in the test program described in this report.
SUMMARY
In most cases, an increase in RVP of the test fuel did not
significantly influence the weighted FTP emission values at
20°F ambient temperature of 15 recent technology LDT's from the
four engine families tested.
In the LOT engine families tested, increasing fuel RVP
from 9.1 psi to 15 psi appeared to affect some of the
individual bag emissions of carbon monoxide (CO), hydrocarbons
(HC) and oxides of nitrogen (NOx). We observed that the
decrease in average bag 1 CO emissions was significant, but was
offset by increases in average CO emissions in bags 2 and 3,
effectively offsetting the bag 1 influence on the weighted CO
emission value. In the same families, we observed a consistent
decrease in average bag 1 HC emissions but this was not
sufficient to influence the weighted HC emission value. The
higher RVP fuel appeared to increase NOx emissions.
BACKGROUND
Motor vehicle emissions have been demonstrated to be
dependent on ambient temperature. As temperature decreases,
carbon monoxide emissions increase1'2. The current
regulations for certification of motor vehicles state that the
ambient temperature levels encountered by the test vehicle
while testing shall not be less than 68°F nor more than 86°F3.
F. Strump, S. Tejada, W. Ray, D. Dropkin, F. Black, W.
Crews, R. Snow, P. Siudak, C.O. Davis, L. Baker, and N. Perry
(1989) The Influence of Ambient Temperature on Tailpipe
Emissions from 1984-1987 Model Year Light Duty Gasoline Motor
Vehicles. Atmospheric Environment Vol. 23, No. 2 pp. 307-320
2 Regulatory Support Document: Interm regulations for Cold
Carbon Monoxide Emission from Light Duty Vehicles & Light Duty
Trucks.
3 40 CFR 86.130-78
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The Environmental Protection Agency (EPA) is currently
promulgating rules that will require exhaust emission testing
of vehicles at reduced ambient temperatures.
The EPA has currently proposed 20°F as the temperature at
which the testing would be conducted. Lower ambient testing
temperature is reflective of conditions that a vehicle actually
encounters in-use in most areas of this country for at least a
portion of the year.
The EPA was concerned that motor vehicle emissions may
also be dependent on certain fuel properties. For current
certification FTP emission testing, a fuel with a specified RVP
and composition is used. This test fuel is commonly called
Indolene. The RVP of Indolene is approximately 9 psi and is
similar to summer grade commercial fuel. During the winter
months, petroleum companies add butane (a by-product of
petroleum refining) which raises the RVP of gasoline to between
10 and 15 psi. These fuels are termed winter grade commercial
fuel. The RVP of winter grade fuel is much higher than that of
the Indolene fuel currently used for certification testing.
RVP is a standard measurement (ASTM 4953) of fuel vapor
pressure that is reported for each batch of fuel produced. It
is measured in pounds per square inch (psi). Fuel vapor
pressure is directly proportional to ambient temperature. As
temperature decreases the vapor pressure decreases. A fuel
which has a high RVP has a higher vapor pressure at any
particular ambient temperature than a fuel with a lower RVP.
Use of a different fuel in winter months produces a market
for butane (isobutane and n-butane) and improves cold starting
vehicle performance. However, as ambient temperature
increases, the butane vaporizes within the fuel system. In
non-positive pressure fuel supply systems this may cause "vapor
lock" which results in hard starting and driveability problems
with the probability of greater vapor escape into the
atmosphere which increases evaporative emissions. For these
reasons the higher RVP fuels are only sold during the winter
months.
TEST PROCEDURE
The test sample used in this program consisted of fifteen
1986 model year LDT's representing four different engine
families and three different manufacturers. While these test
vehicles were originally procured for a test program with a
different objective in mind, the engine families tested
represented fuel and emission technologies that are expected to
be used in light-duty vehicles and LDT's for the foreseeable
future. These emission technologies included fuel injection
(multipoint and throttle body), closed loop fuel control, and
three-way or three-way plus oxidation catalyst systems.
Table 1 identifies the engine families and respective emission
systems included in the test program.
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The vehicles tested had accumulated between 50,000
95,000 miles. They were initially screened for tampering and
malmaintenance. The LDT's passing program screening criteria
represented typical, reasonably maintained mid to high mileage
LOT's.
Once the vehicle was accepted into the program, it
received restorative maintenance. This maintenance included a
major tune up and repair of failed emission control
components. The oil, oil filter, spark plugs and wires,
coolant, distributor cap and rotor were replaced as required.
The adjustable engine parameters were readjusted to the
manufacturer's original specifications. Any emission component
repair necessary to make the test vehicle properly operable was
also done during this maintenance.
After the restorative maintenance, the fuel tank was
filled to 40% capacity with Indolene test fuel, prepped and
soaked at 20°F. The standard FTP emission test was performed
at 20°F. The only deviation from protocol was that the fuel
was not drained and refilled after the prep and the heat build
was eliminated.
For the high RVP fuel, the LOT was soaked for at least two
hours at a maximum of 40°F to reduce fuel tank skin
temperature. The Indolene fuel was drained and the tank was
filled with 15 psi RVP fuel and operated on the road for at
least ten minutes to purge the fuel system and to avoid cross
contamination of fuels. The fuel was drained and filled to a
40% capacity with fresh 15 psi RVP fuel. The LOT was then
prepped and soaked at 20°F. The standard FTP emission test was
performed on the LDT at 20°F. Again, the fuel was not drained
and refilled and the heat build was eliminated.
During the course of testing, high RVP fuel samples were
periodically drawn and tested before the 20°F prep. This was
done to insure the RVP remained relatively constant throughout
the test program. The Indolene and high RVP test fuel were
tested to determine their fractional composition. These
results are shown in Appendix A.
The RVP of Indolene and the commercial grade high RVP fuel
were found to be 9.1 psi and 15.0 psi respectively. The RVP of
the commercial fuel used in this test program represents the
high end of commercially available winter grade fuels.
ANALYSIS OF SAMPLE REPRESENTIVITY
The emissions of the LDT's were recorded (See Appendix B)
and compared according to two factors: engine family and fuel
type. Because both fuels were used in the same sequence in
each test vehicle, the vehicles form natural design blocks and
the difference between Indolene and high RVP emissions for a
given vehicle becomes the measurement of interest. Thus, for
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each emission category there were fifteen data points for each
test bag as well as for the weighted average.
Because each of the four engine families tested represents
a distinct technology, preliminary statistical tests were
performed to determine if emissions differ among families.
Using paired differences described above, one-way analysis of
variance showed virtually no significant overall difference, at
the 0.05 level of significance, among the families for any of
the emissions in any of the test stages or in the weighted
averages. These results can be found in Table 2.
Only one engine family in this test sample employed
secondary air injection. Among the families tested, this
engine familiy was the most unique. To isolate the air
injection feature to determine whether the emissions from
systems designed with secondary air injection would be
significantly different from the emission from the other test
families, the three engine families with no secondary air
injection were grouped for comparison with family A614 which
includes the air injection feature. This is shown in Table 3.
The results of these tests also showed no significant overall
difference in emissions between the family groupings, except in
the case of the Bag 3 and weighted average hydrocarbon
emissions.
Because there was little evidence of engine family
differences, the fifteen vehicles were combined as a single
sample for the purpose of comparing emissions within each
emission type and FTP test stage. This produced a series of
simple t-tests in which the mean paired difference of Indolene
versus high RVP emissions is compared to zero (no difference).
The results of these tests appear in Table 4.
RESULTS
The CO emission decrease in bag 1 when using high-RVP fuel
was small but statistically significant. The decrease was
probably caused by more complete fuel combustion (of the high
RVP fuel over Indolene fuel) at reduced ambient temperatures
due to the increased volatility of a fuel charge that has
vaporized more effectively. More complete combustion would
cause a lower concentration of CO. Once the vehicle reaches
operating temperature the CO emissions difference is smaller
between fuels, and on average, bag 2 and 3 CO emissions are
significantly higher for high-RVP fuel. The individual bag
differences offset each other, producing an overall weighted
result that is not significant (see Figure 1).
HC emissions were significantly lower during bag 1 when
commercial high RVP fuel was used in our test sample. At
warmed up engine operating temperature (i.e., bags 2 and 3), HC
emissions were higher using high RVP fuel, but not
significantly (see Figure 2).
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One possible reason for this observation is that the high
RVP fuel vaporizes faster than Indolene at any one
temperature. At a lower ambient temperature the rate at which
the Indolene fuel vaporizes is less than that of the high RVP
fuel. The liquid fuel would cause "flame quenching", resulting
in unburned fuel being exhausted. This results in higher HC
emissions when Indolene fuel is used during low ambient
temperatures conditions. Once the vehicle reaches its
stabilized operating temperature (i.e., after engine warm-up)
the fuel vaporizes at a higher rate. This could explain the
higher Indolene HC emissions observed in bag 1. The
non-significant HC weighted emission value reflects the
canceling of the individual bags.
Unlike the others, Nox emissions were significantly higher
using high-RVP fuel in all bags and overall. This supports the
assumption that a higher degree of combustion, and higher peak
temperatures are occurring when the high-RVP fuel is used.
(See Figure 3).
CONCLUSION
These results demonstrate that RVP may have a significant
affect on individual bag data in at least some newer technology
vehicles. This test program is not adequate to predict that
the composite emissions from other current or future technology
vehicles (not represented in this program) will not be
significantly affected by the RVP of the test fuel. This
conclusion is based on the significant effect RVP had on
individual bag data. EPA can not conclude that the emission
influence of RVP on bag 1 will always be compensated with a
relatively equal and opposite emission influence in bags 2 and
3, as occurred in our limited vehicle sample.
3891w
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TABLE 1
LOT Fleet
1
flaaa nlaaai Fjngf""
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TABLE 2
Analysis of Variance
Overall Comparison of Engine Families
F-value
(Significance)
Bag HC NOx CO
1
2
3
Weighted
2.042
(0.166)
0.655
(0.596)
3.097
(0.071)
2.620
(0.103)
2.350
(0.128)
0.462
(0.714)
0.274
(0.843)
0.001
(1.000)
0.464
(0.713)
0.354
(0.788)
0.601
(0.628)
0.001
(1.000)
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TABLE 3
Analysis of Variance
Engine Families A603, A610 and A611 vs. A614
F-value
(Significance)
Bag HC NOx CO
1
2
3
Weighted
0.015
(0.905)
0.982
(0.340)
10.965
(0.006)
4.870
(0.046)
4.069
(0.065)
0.300
(0.593)
0.516
(0.485)
0.512
(0.487)
0.383
(0.547)
0.000
(0.991)
0.906
(0.359)
0.000
(0.983)
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raJble 4
t-Tests on Difference: Indoline-High RVP
All Vehicles (n = 15)
(Negative t implies higher mean for High RVP than for Indoline)
1
2
3
Weighted
HC
6.28**
-0.76
-2.13
1.75
NOx
-6.65**
-2.93*
-3.56**
-5.15**
CO
4.53**
-2.16*
-3.13**
0.200
* Significant at 0.05 level
** Significant at 0.01 level
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130
120
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too
90
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60
50
40
30
20
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ra-i
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CO emissions
XX
A610
X\
X/
x\
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XX
XX
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tM«l
A611
FIgur* 1
/
>\
X
A6U
7 p
HC emissions
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as
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X
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XX
A603
A610 A611
NOx emissions
>
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X
A610
indo)in«
Mgl
A611
high-RVP
A014
pigur.3
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A614
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APPENDIX A
FUEL COMPOSITION
Item
Method
EOD VALUES
RVP
Distillation
Initial Boiling
10% Evap. Point
50% Evap. Point
90% Evap. Point
End Evap. Point
ASTM D 4953
ASTM D 86
Point (°F)
(°F)
(°F)
<°F)
<°F)
% Evaporated at 160°F
Sulfur
Lead (g/gal)
Phosphorus (g/gal)
HC Composition
Olefins (vol%)
Aromatics (vol%)
Saturates (vol%)
Oxygenates (vol%)
Research octane number
Motor octane number
Antiknock Index
Sensitivity
ASTM D 1266
ASTM D 3237
ASTM D 3231
ASTM D 1319
ASTM D 2699
ASTM D 2700
ASTM D 439
RON-MON
High RVP
15
83
105
182
312
418
40.0
0.0002
0.010
0.0004
16.6
26.6
56.8
<0.l
92.0
82.0
87.0
10.0
Indoline
9.1
84
124
219
302
408
22.5
0.0045
<0.003
0.004
5.5
28.5
66.0
NA
96.6
87.4
92.0
9.2
Weight Fraction Carbon
Net Heat of Combustion
(BTU/lb)
Specific Gravity (60°F/60°F)
Fuel Economy Numerator
(grams carbon/gallon)
Fuel Economy Numerator with R Factor
ASTM D 3343
ASTM D 3338
ASTM D 1298
0.8631124
18515.213
0.7290057
2377
2399.148
0.8653
18470
0.7412258
2423
2425
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APPENDIX B
Vehicle Specific Comparison
Emission Data Listing (grams/mile)
Vehicle ID
TEST Fuel
A603/0024
Indoline
High-RVP
A603/0052
Indoline
High-RVP
A603/0084
Indoline
High-RVP
A6 10/0024
Indoline
High-RVP
A61 070036
Indoline
High-RVP
A610/0175
Indoline
High-RVP
A6 10/0 102
Indoline
High-RVP
A61 1/0027
Indoline
High-RVP
A61 1/0032
Indoline
High-RVP
A61 1/0067
Indoline
High-RVP
HC
4.631
3.779
4.989
3.269
3.952
2.516
4.601
3.787
4.143
3.7
4.768
4.146
3.968
3.211
3.847
3.733
4.039
3.264
5.742
5.147
NQx
1.063
1.455
0.551
0.754
0.849
0.749
1.656
2.314
1,103
1.295
3.295
3.709
1.001
1.232
0.867
1.08
1.155
1.369
1.13
1.4
Bag1
C02
392.7
387.8
366.3
362.7
373.8
351.5
443.2
450.4
449.2
442.5
427.5
435.3
473.4
468.9
441.4
432.5
481.1
472.2
452.4
448.0
CO
50.16
46.89
49.37
45.99
36.03
32.53
49.51
37.56
39.19
36.23
43.12
36.49
44.33
41.75
62.58
59.87
71.24
53.84
91.02
86.03
HC
0.346
0.367
0.445
0.505
0.828
0.632
0.15
0.226
0.808
0.632
1.418
1.341
0.102
0.116
1.251
1.446
0.795
0.631
0.749
1.026
NOx
0.428
0.535
0.245
0.306
0.488
0.393
0.659
0.732
0.5
0.574
2.441
2.729
0.637
0.836
1.036
1.317
1.191
1.113
1.256
1.372
Bag2
C02
420.4
414.2
386.3
382.1
382.2
362.8
430.6
425.6
409.3
398.7
424.3
423.9
428.4
430.0
475.9
460.2
506.2
482.7
510.8
492.0
CO
3.492
5.036
4.307
5.58
4.894
4.149
1.782
2.876
4.404
5.556
7.333
8.431
1.517
1.839
9.085
13.86
8.246
7.05
8.128
12.70
HC
0.427
0.438
0.452
0.553
0.643
0.591
0.429
0.356
0.82
0.747
1.415
1.465
0.16
0.3
1.23
1.45
1.086
0.997
1.535
1.445
NOx
1.026
1.259
0.432
0.649
0.696
0.664
0.713
0.875
0.647
0.744
3.383
3.78
0.718
0.885
1.854
2.137
2.385
2.382
2.822
2.956
Bag3
C02
359.9
361.0
328.1
332.4
324.1
309.7
368.9
371.8
383.3
370.1
370.5
377.3
392.3
386.7
390.9
380.3
431.4
413.8
411.7
409.5
CO
3.854
5.202
3.14
4.346
4.469
3.461
2.769
2.861
3.818
5.375
6.942
7.632
1.979
9.465
7.922
12.62
6.83
4.781
9.169
10.88
Weighted Values
HC CO CO2 NOx
1.251
1.096
1.389
1.092
1.429
1.014
1.151
1.003
1.508
1.298
2.113
1.959
0.923
0.81
1.788
1.919
1.55
1.278
2.011
1.993
13.2
13.8
13.3
13.6
11.3
9.9
12
10.1
11.5
11.9
14.7
14
10.6
12.2
19.9
23
21
16.1
25.8
27.4
398
394
366
365
364
346
416
416
410
400
410
413
428
426
445
433
480
462
471
460
0.72
0.92
0.36
0.49
0.62
0.54
0.88
1.1
0.67
0.77
2.88
3.22
0.73
0.93
1.23
1.49
1.51
1.52
1.66
1.81
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Vehicle ID
TEST Fuel
A614/0163
Indoline
High-RVP
A614/0046
Indoline
High-RVP
A614/0004
Indoline
High-RVP
A614/0131
Indoline
High-RVP
A614/0127
Indoline
High-RVP
Bagl
NOx QQ2 £9
5.209 1.855 558.7 92.99
4.892 2.435 559.4 87.91
5.171 2.08 533.7 108.9
4.398 2.592 536.9 88.67
7.136 1.659 530.1 137.4
6.056 2.057 511.8 136.2
11.40 1.554 546.6 119.5
9.774 1.834 542.9 112.1
3.889 3.597 615.2 55.90
3.793 4.142 618.7 50.43
APPENDIX B
Vehicle Specific Comparison
Emission Data Listing (grams/mile)
NOx C02 CO
Bag3
NOx CQ2 CO
tiQ.
Weighted Values
CO C02 NOx
0.8
0.857
0.85
0.851
1.294
1.539
1.489
1.944
1.004
0.786
1.256
1.328
0.941
1.454
1.251
1.185
0.974
1.111
0.849
0.948
573.0
579.0
573.9
576.4
629.4
582.1
615.0
605.7
607.3
612.3
3.852
4.051
6.243
3.763
13.37
20.73
1.087
2.646
3.508
3.911
0.85
1.1
0.831
1.088
0.718
0.709
1.743
2.168
1.039
1.335
1.406
1.462
1.287
1.516
1.445
1.503
1.31
1.681
1.478
1.277
495.7
493.9
503.6
491.0
530.7
510.0
552.3
548.1
548.4
545.6
6.169
10.09
6.386
10.58
4.188
5.755
11.05
11.42
7.828
12.12
1.723
1.771
1.741
1.655
2.358
2.249
3.168
3.625
1.607
1.563
22.9
23.3
27.6
23.3
36.8
40.6
28.4
27.6
15.5
15.9
549
551
546
545
581
548
584
577
593
595
1.42
1.6
1.27
1.71
1.39
1.45
1.19
1.42
1.59
1.7
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Vehicle ID Bag1
TEST Fuel HC NOx CO2 CO
APPENDIX C
Engine Family Specific Comparison
Statistical Analysis
Bag2 Bag 3
HC NOx C02 CO HC NOx CO2 CO
Weighted Values
HC CO CO2 NOx
A603/0024
Indoline
A603/0052
Indoline
A603/0084
Indoline
avg. g/m
sd+-
4.631 1.063 392.7 50.16 0.346 0.428 420.4 3.492 0.427 1.026 359.9 3.854
4.989 0.551 366.3 49.37 0.445 0.245 386.3 4.307 0.452 0.432 328.1 3.14
3.952 0.849 373.8 36.03
4.524 0.821 377.6 45.19
0.430 0.209 11.09 6.483
0.828 0.488 382.2 4.894 0.643 0.696 324.1 4.469
0.539 0.387 396.3 4.231
0.207 0.103 17.10 0.574
0.507 0.718 337.4 3.821
0.096 0.242 16.00 0.543
1.251 13.2 398 0.72
1.389 13.3 366 0.36
1.429 11.3 364 0.62
1.356 12.6 376 0.566
0.076 0.920 15.57 0.151
A603/0024
High-RVP
A603/0052
High-RVP
A603/0084
High-RVP
avg. g/m
sd+-
3.779 1.455 387.8 46.89 0.367 0.535 414.2 5.036 0.438 1.259 361.0 5.202 1.096 13.8 394 0.92
3.269 0.754 362.7 45.99 0.505 0.306 382.1 5.58 0.553 0.649 332.4 4.346 1.092 13.6 365 0.49
2.516 0.749 351.5 32.53 0.632 0.393 362.8 4.149 0.591 0.664 309.7 3.461
3.188 0.986 367.3 41.80
0.518 0.331 15.19 6.564
0.501 0.411 386.4 4.921
0.108 0.094 21.18 0.589
0.527 0.857 334.4 4.336
0.065 0.284 20.98 0.710
1.014 9.9 346 0.54
1.067 12.43 368.3 0.65
0.037 1.793 19.73 0.192
A610/0024
Indoline
A610/0036
Indoline
A610/0102
Indoline
A6KJ/0175
Indoline
avg. g/m
sd +~
4.601 1.656 443.2 49.51
0.15 0.659 430.6 1.782 0.429 0.713 368.9 2.769 1.151
4.143 1.103 449.2 39.19 0.808 0.5 409.3 4.404
3.968 1.001 473.4 44.33 0.102 0.637 428.4 1.517
0.82 0.647 383.3 3.818
0.16 0.718 392.3 1.979
12 416 0.88
1.508 11.5 410 0.67
0.923 10.6 428 0.73
4.768 3.295 427.5 43.12 1.418 2.441 424.3 7.333 1.415 3.383 370.5 6.942 2.113 14.7 410 2.88
4.37 1.763 448.3 44.04
0.325 0.918 16.50 3.687
0.619 1.059 423.1 3.759
0.538 0.800 8.335 2.351
0.706 1.365 378.8 3.877
0.471 1.165 9.616 1.885
1.423 12.2 416 1.29
0.449 1.528 7.348 0.921
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A61070024
High-RVP
A610/0036
High-RVP
A610/0102
High-RVP
A610/0175
High-RVP
avg. g/m
sd+-
APPENDIX C
Engine Family Specific Comparison
Statistical Analysis (cont)
3.787 2.314 450.4 37.56 0.226 0.732 425.6 2.876 0.356 0.875 371.8 2.861
3.7 1.295 442.5 36.23 0.632 0.574 398.7 5.556
3.211 1.232 468.9 41.75 0.116 0.836 430.0 1.839
4.146 3.709 435.3 36.49 1.341 2.729 423.9 8.431
3.711 2.137 449.3 38.01
0.333 1.003 12.55 2.217
0.578 1.217 419.6 4.675
0.480 0.877 12.26 2.557
0.747 0.744 370.1 5.375
0.3 0.885 386.7 9.465
1.465 3.78 377.3 7.632
0.717 1.571 376.5 6.333
0.464 1.276 6.482 2.473
1.003 10.1 416
1.959
1.1
1.298 11.9 400 0.77
0.81 12.2 426 0.93
14 413 3.22
1.267 12.05 413.7 1.505
0.435 1.382 9.283 0.997
A611/0027
Indoline
A61170032
Indoline
A611/0067
Indoline
avg. g/m
sd+-
3.847 0.867 441.4 62.58 1.251 1.036 475.9 9.085
4.039 1.155 481.1 71.24 0.795 1.191 506.2 8.246
5.742 1.13 452.4 91.02 0.749 1.256 510.8 8.128
4.542 1.050 458.3 74.95
0.851 0.130 16.73 11.90
0.931 1.161 497.6 8.486
0.226 0.092 15.47 0.426
1.23 1.854 390.9 7.922
1.086 2.385 431.4 6.83
1.535 2.822 411.7 9.169
1.283 2.353 411.3 7.973
0.187 0.395 16.52 0.955
1.788 19.9 445 1.23
1.55
21 480 1.51
2.011 25.8 471 1.66
1.783 22.23 465.3 1.466
0.188 2.561 14.83 0.178
A611/D027
High-RVP
A611/0032
High-RVP
A611/0067
High-RVP
avg. g/m
sd+-
3.733 1.08 432.5 59.87 1.446 1.317 460.2 13.86
3.264 1.369 472.2 53.84 0.631 1.113 482.7 7.05
5.147 1.4 448.0 86.03
4.048 1.283 450.9 66.58
0.800 0.144 16.34 13.97
1.026 1.372 492.0 12.70
1.034 1.267 478.3 11.20
0.332 0.111 13.32 2.976
1.45 2.137 380.3 12.62
0.997 2.382 413.8 4.781
1.445 2.956 409.5 10.88
1.297 2.491 401.2 9.430
0.212 0.343 14.86 3.362
1.919 23 433 1.49
1.278 16.1 462 1.52
1.993 27.4 460 1.81
1.73 22.16 451.6 1.606
0.321 4.650 13.22 0.144
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APPENDIX C
Engine Family Specific Comparison
Statistical Analysis (cont.)
A614/0163
Indoline
A614/0046
Indoline
A614/0004
Indoline
A614/0127
Indoline
A614/0131
Indoline
avg. g/m
sd-i-
5.209 1.855 558.7 92.99
5.171 2.08 533.7 108.9
0.8 1.256 573.0 3.852
0.85 1.406 495.7 6.169
0.85 0.941 573.9 6.243 0.831 1.287 503.6 6.386
1.723 22.9 549 1.42
1.741 27.6 546 1.27
7.136 1.659 530.1 137.4 1.294 1.251 629.4 13.37 0.718 1.445 530.7 4.188 2.358 36.8 581 1.39
3.889 3.597 615.2 55.90 1.004 0.849 607.3 3.508 1.039 1.478 548.4 7.828 1.607 15.5 593 1.59
11.40 1.554 546.6 119.5 1.489 0.974 615.0 1.087 1.743 1.31 552.3 11.05 3.168 28.4 584 1.19
6.561 2.149 556.9 102.9 1.087 1.054 599.7 5.613
2.632 0.745 30.89 27.62 0.264 0.167 22.58 4.212
1.036 1.385 526.1 7.124
0.368 0.074 22.96 2.280
2.119 26.24 570.6 1.372
0.586 6.993 19.29 0.136
A614/0163
High-RVP
A614/0046
High-RVP
A614/0004
High-RVP
A614/0127
High-RVP
A614/0131
High-RVP
avg. g/m
sd+-
4.892 2.435 559.4 87.91
0.857 1.328 579.0 4.051
4.398 2.592 536.9 88.67 0.851 1.454 576.4 3.763
1.1 1.462 493.9 10.09
1.088 1.516 491.0 10.58
1.771 23.3 551
3.793 4.142 618.7 50.43 0.786 0.948 612.3 3.911
1.335 1.277 545.6 12.12
1.563 15.9 595
9.774 1.834 542.9 112.1
5.782 2.612 554.0 95.09
2.129 0.810 35.79 28.55
1.944 1.111 605.7 2.646 2.168 1.681 548.1 11.42
1.6
1.655 23.3 545 1.71
6.056 2.057 511.8 136.2 1.539 1.185 582.1 20.73 0.709 1.503 510.0 5.755 2.249 40.6 548 1.45
1.7
1.195 1.205 591.1 7.020
0.464 0.174 14.85 6.873
1.280 1.487 517.7 9.996
0.487 0.129 24.67 2.232
3.625 27.6 577 1.42
2.172 26.14 563.2 1.576
0.763 8.151 19.55 0.121
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