EPA/AA/CTAB/89-03
                        Technical Report
          Durability Testing Of A Toyota LCS-M Carina
                               by
                     Gregory K.  Piotrowski
                            June  1989
                             NOTICE

     Technical  Reports  do  not  necessarily represent  final  EPA
decisions or positions.   They are  intended  to  present technical
analysis  of  issues  using  data  which  are  currently  available.
The purpose in the release of such  reports  is  to facilitate  the
exchange  of  technical  information  and  to inform the  public  of
technical developments which may form the basis  for  a final  EPA
decision, position or regulatory action.

              U.  S.  Environmental Protection Agency
                   Office of Air  and Radiation
                    Office of Mobile Sources
              Emission Control Technology Division
           Control Technology and Applications Branch
                       2565 Plymouth Road
                   Ann Arbor, Michigan  48105

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       UNITED STATES ENVIRONMENTAL PROTECTION AGENCY

                    ANN ARBOR. MICHIGAN 48105
                                                        OFFICE OF
                                                     AIR AND RADIATION
 ..:; 22 :389

MEMORANDUM


SUBJECT:    Exemption  From Peer and Administrative Review
FROM:       Karl  H.  Hellman,  Chief
            Control  Technology and Applications Branch
           Charles  L.  Gray,  Jr.,  Director
           Emission  Control  Technology Division


     The  attached   report   entitled   "Durability   Testing   Of  A
Toyota  LCS-M  Carina,"  EPA/AA/CTAB/89-03,  describes  emissions,
fuel  economy  and  oil  sample analysis  from  this  MIOO-fueled
vehicle  after  the  accumulation  of 6,000 miles driven  over the
AMA durability cycle.

     Since this  report  is concerned  only with  the presentation
of data  and  its  analysis and  noes  r.ct  jp.vclve  natters: of polic'-'
or   regulations,  your   concurrence   is  requested   to  waive
administrative  review according  to the  policy outlined  in your
directive of April  22,  1982.
   Concurrence:  ^'  --<^t,-.>-X; .- <1.•-,**„    	Date:  -1 ~
               Charles  L.  Gray,"Jr.,. Dir.,  £CTD


Nonconcurrence :	Date :	
               Charles  L.  Gray, Jr.,  Dir.,  ECTD

cc:  E. Burger, ECTD

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                       Table of Contents


                                                          Page
                                                         Number

I.    Summary	    1

II.  Background	T	    2

III. Program Design	    4

IV.  Test Vehicle Description  	    5

V.    Test Facilities and Analytical Methods  	    6

VI.  Discussion	    6

     A.    Emission Test Results 	    6
     B.    Fuel Economy Testing	   10
     C.    Lubricant Analysis  	   14

VII. Test Highlights	   20

VIII.Acknowledgments 	   20

IX.  References	   21


APPENDIX A - Description of Driving Cycle   	   A-l

APPENDIX B - Test Vehicle Specifications  	   B-l

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I.    Summary

     Some  industry  representatives  have   stated  in  private
conversations with  EPA personnel that  their research suggested
that late-model, catalyst-equipped  light-duty  methanol vehicles
experience  a  significant  rise  in pollutant  emission  levels
during  the'  first  5,000-15,000  miles   of   driving.    It  was
therefore decided  to  accumulate  approximately  6,000  additional
miles on  a  methanol-fueled vehicle under carefully  controlled
conditions  to  note  any  "step-change"  behavior  in  emission
levels.

     Accumulation  of  6,000 miles over  the  Durability  Driving
Schedule described  in  Appendix  IV of Part 86, 40 CFR Chapter l,
with  an  MIOO-fueled  Toyota  LCS-M  Carina  vehicle  has  been
completed.   Approximately 4,450  miles  of driving on  a  chassis
dynamometer  with  this  vehicle  had  occurred  prior to  the start
of  this  mileage accumulation.   The driving  was performed under
contract  by  Automotive Testing  Laboratories,  Inc.  (ATL).   The
vehicle  was  equipped  with  the  same  manifold  close-coupled
platinum-rhodium  catalytic  converter   before   and during  this
testing.   Toyota  provided  this  catalyst  when  the  car  was
delivered to EPA during 1986.

     Emissions   of    hydrocarbons    (HC),    organic    material
hydrocarbon   equivalents   (OMHCE),  methanol   (CHjOH),   carbon
monoxide  (CO)  and formaldehyde  (HCHO)  over  the FTP  cycle  did
not   substantially  change  during  this   durability  testing.
Emission  levels  of these  pollutants  at the completion  of this
project  were  similar  to  emission  levels  during  July  1988,
several months prior to the start of this project.

     NOx  emissions  increased  slightly  over   the  first  3,000
miles of  this project, from  0.89  to  1.01 grams per  mile.  NOx
was  measured at a  higher level  of  1.42  grams per mile  at  the
end  of  the project.  ATL  technicians noted  a  slight  misfire at
low-speed  cruise  conditions  during the final   500  miles  of
mileage  accumulation;   this  condition  was   not  apparent  during
the  emissions  testing  of   the vehicle  after  it  was  returned to
the  EPA laboratory, however.   NOx  emissions have been measured
at  1.04  grams  per mile during  FTP testing  conducted  with this
vehicle  since  the completion  of  the  work  described  in this
report, however.

     City and  highway  fuel economies were essentially unchanged
during  this  project.   The  gasoline  equivalent  composite  MPG
measured  during  March 1989,  was  the  same  as  that  measured
during December 1986.

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                               -2-
     The  oil  sample  taken after  the  first  1,500  miles  of
project driving showed metal  contaminant wear levels  twice as
high  as  samples  taken  during  the  remainder  of  the  mileage
accumulation.   The  first  sample  was  from a  30-weight  oil;
approximately   500   chassis   dynamometer   miles   had   been
accumulated  with  this  oil  in  the   engine before  durability
testing  commenced,   for  a  total of  almost  2,000 total  miles
driven -prior  to  sampling.    The  oil  was" then  changed  to  a
multi-viscosity  formulation;  this  oil   was then  sampled  and
changed in approximately 1,500-mile increments three times.

II.   Background

     The  subject of  variability in  emission levels  over time
with  methanol  engine  operation  was   discussed  during  several
recent    meetings    between   EPA   and   automotive   industry
representatives.   Some  industry  representatives  stated  that
their  research  suggested  that   late   model, catalyst-equipped,
light-duty methanol  vehicles experienced a  significant  rise in
overall pollutant  emission  levels during the first 5,000-15,000
miles  of  driving.    This   increase   in  emissions  apparently
occurred  in  a  very  noticeable  manner;   the  nature  of  the
increase  was a  step-change of  considerable  magnitude  over   a
short  period of  time.   These  industry  representatives  did not
specify the  magnitude  of this  step-change,  however.   Pollutant
emissions  were described to be  relatively  constant  before and
after this step-change.

     This  step-change  increase in emission  levels  had  not been
noticed   on  methanol  vehicles   tested  previously  at  the EPA
laboratory.   Engine-out  emission  levels  were plotted  against
odometer  mileage during October  1985,  for the 1981 MIOO-fueled
Volkswagen Rabbit  used as a test vehicle  for  the  ECTD methanol
catalyst  test program.[1]   The odometer miles over which  these
emission  levels  were  tracked  was  the  interval  3,000-15,000
(dynamometer) miles  driven.  The  cycle driven was  the FTP  cycle.

     CO  levels  declined  from   approximately  7.5 grams  per mile
during  the interval  3,100-8,500 odometer miles  to  5.4 grams per
mile  at   15,000  miles.    Engine-out  CO  then  rose  steadily,
however,  back  to  7.5 grams per mile  over the  FTP currently
(19,000 miles  driven).   NOx levels were  approximately 2.0  grams
per mile  at  3,000-7,000 miles; this  level  dropped off steadily
after  7,000  miles however,  and has stabilized at  approximately
1.7 grams per mile.   HC rose  slightly from  1.0 grams  per mile
at  3,000  miles to  1.14 grams  per  mile  at 9,000  miles.  HC
levels  have  fallen  steadily  since then  to approximately  0.90
grams  per mile currently.   HCHO emissions varied  from  180 to
560  milligrams per  mile  during  this  period of  vehicle   usage;
HCHO  level  did not consistently  increase  or  decrease   during
that  time  period,  however.   The  lack  of a  trend  and the
relatively large variations in  HCHO  emissions over  time  from
this vehicle have been previously noted.[2]

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                               -3-
     This  information was  concerned  with  engine-out  emission
levels  only;  a  catalyst  was  not  present  on  the  vehicle.
Deterioration  of  a  catalyst  through  poisoning,  overtemping,
etc. could cause a  significant increase  in emission levels from
a catalyst-equipped vehicle.

     Another  ECTD-sponsored  study  looked  at  emission  level
changes_with .catalyst, aging.[3]    It  was  thought  -that  aging a
catalyst  on a methanol-fueled vehicle different  than  the test
vehicle  used  for   emissions   testing  would   provide  useful
information  on  the emission level  increase caused by  aging of
the catalyst only.

     New  samples of  two noble  metal  catalyst  configurations,
each  at  a  loading of  20 grams  per  cubic  foot,  were emission
tested on  a methanol-fueled Toyota Cressida.   These catalysts
were  then aged  approximately  12,000 miles  each on  a  fleet of
methanol-fueled  1983  Ford  Escort  vehicles.   The  California
Energy Commission  (CEC)  was responsible  for maintenance of  the
Escort  fleets and accumulation  of the  driving  miles  on   the
subject catalysts.

     The  results  from  emissions  testing  over  the  FTP cycle
after  aging  were  mixed.   When  tested  in  a   three-way mode,
catalysts  with  a  formula  and   loading  of  3Pt:2Pd(20)  showed
virtually   no  change  in  emission  levels  after   aging;   HC
efficiency   actually  increased   approximately   2  percent  with
aging.  Pd(20) catalysts uniformly decreased in efficiency with
aging;  efficiency decreases ranged from 6  percent for HC to 40
percent  for  NOx   emissions.    When   tested  in  an  oxidation
catalyst   mode,    the    3Pt:2Pd(20)   catalysts   substantially
decreased  in  HC  and  CO  efficiency  after  aging.   The  aged
catalysts  had increases in NOx  and  aldehyde  efficiency of 15
and  50  percent  respectively,  from non-aged  catalyst   levels,
however.   The aged Pd(20)  catalysts  exhibited  increases in  HC,
NOx,  and  aldehyde  efficiency over fresh catalyst  levels  in  the
oxidation   mode;   only   CO  showed  a  decrease   in  catalyst
efficiency with  aging.

     Several factors  may have  combined  to  reduce the usefulness
of  this  study  of  catalyst  durability  on a  methanol-fueled
vehicle.   First, the catalysts  reported  here were  loaded with
noble  metal at  20 grams per  cubic foot;  our  interest  at that
time   was   in  a  lower  cost   approach   to  methanol   vehicle
catalysts.   Subsequent  ECTD  testing  [4]  has suggested  that
noble  metal catalyst loadings two or three times as  large as
those  in  reference  3   may be   necessary   in  order  to  reduce
emissions  to lower levels.  Hence,  those catalysts  tested  may
not  be representative  of catalyst configurations  which  may be
placed  on   future  methanol-fueled  fleet  vehicles.    Second,
mileage  accumulation  on  the  Escorts  was  very  uneven.   Some

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                               -4-
selected  cars  were  signed  out almost  continuously,  while some
were utilized  only on  those  occasions when  a great  number  of
cars were needed.   The level  of  maintenance  on those cars also
dropped off appreciably during the  test program.   The cars were
operated  by a  number of drivers,  on a number of unknown routes,
under  a  number  of  different  driving  conditions,   often  with
maintenance    different   from   that    recommended    by  _.the
manufacturer.  "  Therefore, "  the   mileage  "accumulation   was
conducted  under  much  less  than  ideal  conditions.   Finally,  it
was  necessary  to  perform non-routine,  unscheduled  maintenance
on  the   Toyota  Cressida  emissions  test  vehicle  on numerous
occasions  during the  test program.    Several  of  the services
included  replacing  the engine fuel injectors.  The availability
of  a  more  reliable   emissions   testing  vehicle  would  have
assisted  this  program  considerably.

     It was therefore  decided to accumulate approximately 6,000
miles   on  a   methanol-fueled  vehicle   under  more  carefully
controlled  conditions  to  note   any  "step-change" behavior  in
emission  levels.  The  vehicle  chosen  for  this  work was a Toyota
Carina  ecruioped  with the Toyota Lean Combustion System Methanol
(T-LCS-M)".

Ill. Program Design

     This project  involved the  accumulation  of 6,000  miles  on
an   MIOO-fueled   test   vehicle   under   carefully   controlled
conditions  in  order  to  note any  "step-change"  behavior  in
emission  levels  over  this  time period.   The  test vehicle was  a
methanol-fueled  Toyota LCS-M  Carina eguipped  with  a manifold
close-coupled  catalytic converter.

     The  driving  was   performed  under  contract  by  ATL  at  the
Bendix  test track  located in  South Bend,  Indiana.   The driving
was  conducted  during  the time period  of  November  1988 through
March 1989.  The 6,000 miles  were accumulated on the vehicle in
two  3,000-mile increments.  The  vehicle was  emission tested by
EPA prior to its initial  consignment  to ATL;  upon completion of
the  first 3,000-mile increment,  the vehicle was returned to the
EPA motor vehicle  laboratory  and emission  tested.  The car was
then  consigned again  to  ATL  for the  second  3,000-mile driving
increment.   Upon  completion  of  this   work,   the  vehicle  was
returned  to EPA  for  emission testing.

     The  driving  cycle used  for this  work  was the  Durability
Driving Schedule  described in Appendix IV,   Part  86,  40  CFR,
Chapter   1.  A description of this  driving  cycle is  given  in
Appendix  A.   All   of  the  driving was conducted  on  the  test
track,  rather than  on  a chassis  dynamometer.   The  engine oil
was  changed  at 1,500-mile increments  and the  waste  oil  was
saved  for metals  analysis.   Results  from testing are presented
in  the  Discussion  section.

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                               -5-
IV.   Test Vehicle Description

     The Toyota Lean  Combustion  System (T-LCS) was described in
a  paper  appearing   in  the   Japanese  Society  of  Automotive
Engineering Review  (JSAE)  for July,  1984.[5]   This system made
use   of   three  particular   technologies    [6]   to   achieve
improvements  in  fuel economy  as well  as  to comply  with NOx
emission levels under the Japanese 10-mode cycle;

     1.    A  lean mixture  sensor  [7]  was. used  in place  of  an
oxygen  sensor  to control  air/fuel  ratio  in  the. lean mixture
range;

     2.    A  swirl  control valve before  the  intake  valve was
adopted to  improve  combustion by limiting torque fluctuation at
increased air/fuel ratios;  [8] and

     3.    Sequential  fuel  injection  with  optimized   injection
timing  was  used  to  complement  the  operation  of   the   swirl
control valve.

     The  Toyota  Lean Combustion System  Methanol  (T-LCS-M)  is
similar  to the  T-LCS,  but has  been modified  to maximize fuel
economy  and  driving performance  while  minimizing   pollutant
emissions  through the use  of methanol fuel.   SAE Paper  860247
[9] described the development  of  the T-LCS-M system.

     EPA became interested in  this system  because of  its use of
fuel  methanol  and  Toyota  provided  EPA a  T-LCS-M system  in a
Carina  chassis.   The   Toyota  Carina  is  a   right-hand-drive
vehicle sold  in Japan,  but currently not exported to  the  United
States.  The  power  plant is a 1587  cc displacement 4-cylinder,
single-overhead  camshaft engine.   The engine  was modified for
operation  on methanol  in  a  lean-burn mode,  incorporating the
lean  mixture sensor,  swirl  control valve  and timed  sequential
fuel  injection  found on  the  Toyota  lean combustion system.
Modifications  to the fuel  system included  the substitution of
parts  resistant to methanol corrosion  for stock  parts.

      Initial  testing  of this  vehicle at the  EPA Motor Vehicle
Emissions  Laboratory  involved  the  use  of both M85  and M100
methanol   fuels.   This   "Phase  I"   testing   involved  the
determination   and  comparison  of  fuel  economy  and   pollutant
emission profiles of  the vehicle when  operated on each of  these
fuels.   A  summary  of this testing was published  in  SAE  Paper
871090.[10]  Testing  subsequent  to Phase  I  involved a  number of
separate  issues  concerned  with  various aspects  of the T-LCS-M
system.   This  testing  was conducted  using M100  neat methanol
exclusively,  and  was  referred to as  "Phase  II" testing.[11]

      Detailed   test   vehicle   specifications  are  provided  in
Appendix B.

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                               -6-
V.   Test Facilities and Analytical Methods

     Emissions testing  at EPA was conducted  on  a Clayton Model
ECE-50  double-roll chassis  dynamometer,  using   a  direct-drive
variable  inertia  flywheel  unit   and  road  load power  control
unit.   The  Philco Ford  constant  volume  sampler has  a  nominal
capacity of 350  CFM.   Exhaust HC emissions were measured with a
Beckman--Model~ 400  flame  ionization  detecto'r  (FID) .   HC  test
results  in  the  text  are  presented  without  accounting  for FID
response  to  methanol  or  the  difference  in  HC  composition
because  of  the use of  methanol fuel.   CO was measured  using a
Bendix Model 8501-5CA infrared  CO  analyzer.   NOx emissions were
determined  by  a  Beckman   Model   951A  chemiluminescent  NOx
analyzer.

     Exhaust formaldehyde was measured using a dinitrophenyl-
hydrazine (DNPH)  technique.[12,13]   Exhaust carbonyls including
formaldehyde  are  reacted with  DNPH  solution  forming hydrazine
derivatives;  these  derivatives  are  separated   from the  DNPH
solution  by  means of  high  performance  liquid chromatography
(HPLC),  and quantization  is  accomplished by spectrophotometric
analysis of the LC effluent stream.

     The   procedure  developed  for   methanol   sampling   and
presently  in-use  employs  water-filled  impingers  through which
are  pumped  a  sample  of the  dilute   exhaust  or  evaporative
emissions.  The  methanol  in  the  sample  gas dissolves in water.
After  the  sampling  period  is  complete,  the  solution  in the
impingers is  analyzed using gas chromatograph (GO analysis.[14]

VI.  Discussion

     A.     Emission Test  Results

     Table  1  and Figures  1  and  2  present FTP emissions  results
from  the test vehicle  at several  dates  and  odometer readings
before   the durability  testing  for  comparison.   The   testing
during   October   1988  was  conducted   prior  to  the   initial
consignment of  the vehicle to ATL.  The testing during February
1989  was conducted  at the  3,000-mile  completion  point, while
March   1989  denotes  testing  after   completion of   the   6,000
durability  miles.

     Emissions  measured  as   HC  over  the  FTP  did   not  change
markedly from levels  measured during December 1986.   During the
6,000-mile    durability   accumulation   HC   levels   remained
essentially constant.

     These  HC exhaust emissions from an MIOO-fueled vehicle may
be occurring  from the engine oil  which  is incompletely oxidized
in  the  combustion chambers  and  catalytic converter.   Oil may
enter  the  combustion  chambers  as  cylinder  wall  lubrication,
particularly  on  the  compression and  exhaust  strokes, and from
the  crankcase ventilation system.[15,16]

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-7-
Table 1
Toyota LCS-M Carina
Emission Test Results, FTP Test Cycle
Approximate
Odometer HC HC* OMHCE* CH30H* CO . NOX- . Aldy.
Date (miles) (q/mi) (q/mi) (q/mi) (q/mi) (q/mi) (q/mi) (mq/mi)
Sep
Dec
Jul
Jul
Oct
Feb
Mar
1986
1986
1987
1988
1988
1989
1989
1570 0.13 0.02 0.18 0.37 0.77 0.55 6.6
1720 0.09 0.01 0.13 0.25 0.74 0.76 11.3
2055 0.08 0.01 0.10 0.19 0.93 1.11 12.1
3850 0.07 0.02 0.09 0.16 1.84 0.73 11.0
4450 0.05 0.01 0.07 0.12 1.00 0.89 9.5
7550 0.06 0.02 0.08 0.14 1.22 1.01 10.2
10800 0.06 0.02 0.08 0.12 0.92 1.42 12.3
Per rulemaking as originally proposed.

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                            -8—

                          FIGURE 1
                   TOYOTA LCS-M CARINA
               EMISSION RESULTS, FTP CYCLE
          I HC (Q/MI)  B] OMHCE (Q/MI)   ~1 CH3OH (Q/MI) I
 0.2
0.15
 0.1
0.05
    EMISSION LEVELS
      2000
4500          7500
  ODOMETER MILES
          10500
                         FIGURE 2
                  TOYOTA LCS-M CARINA
              EMISSION RESULTS, FTP CYCLE
          I CO (Q/MI)
    NOX (Q/MI)
ALOY. (MG/MI)
I
14
12
10
8
6
4
2
0
EMISSION LEVELS
-
-
-
-
-
JH
200
| II • !•






t 	



mr








•s
-H









i — |





0 4500 7500 10500
                     ODOMETER MILES

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                               -9-
     Emissions  of  CH^OH  and  OMHCE also  did  not  vary  during
the mileage accumulation  work.   Methanol was  measured directly
during  the  February  and  March 1989  testing;  prior  to  this,
methanol emissions were computed with  an  assumed FID response
factor  of  0.75  and  an  assumed HC  ppm to methanol ppm factor
XX/.85, where XX is the fraction of methanol in a methanol/
gasoline  blend.   It  may  be  interesting  to  note . that  the
calculated CI^OH  level of  0.12 grams  per  mile  during  October
1988  is  the  same  as  the 0.12  grams per mile measured directly
during March 1989.

     FTP CO  emissions  increased  to  0.92  grams  per  mile  from
0.77 grams per  mile  measured during September  1986;  however, CO
emissions as high  as 1.84  grams  per mile were measured during
July  1988.  The CO emissions immediately prior to beginning the
durability testing and at the  6,000-mile completion point were
essentially  unchanged  at  approximately  1.0  grams  per  mile.
These  emissions  rose  to  1.22  grams per mile  at  the  3,000-mile
point,  before  falling  back  to  0.92   grams  per mile  at  the
conclusion  of  the  project;   the   car did  not  exhibit  any
driveability  problems  at  3,000  or  6,000  miles.   We  are  not
aware  of any reason for  this  seemingly  temporary increase in CO
emissions.

     NOx  emissions have  risen since the vehicle was  delivered
to  EPA in  1986.  The tests  in  July 1988 were conducted shortly
after  the fuel injectors  were  replaced  and a new,  slightly
richer  air/fuel control strategy was utilized;  NOx  levels fell
at  that  time  to  0.73  grams per  mile,   below   the  current
light-duty vehicle standard.   Since then,  however,  they have
crept  steadily  upward.   At  the   beginning  of  the  durability
project, NOx  was  measured at 0.89  grams per  mile over the FTP;
NOx levels  rose  to   1.42 per mile  following the completion of
the project.

      The vehicle as  configured during this project was  emission
tested several  times over the  FTP  during May 1989.  While other
emission levels did  not change substantially during this  recent
testing,  NOx emissions  fell  to  an average  of  1.04  grams per
mile,  approximately  the  same  level  measured  during  February
1989.   No  driveability  problems were  noted during the May  1989
testing.   Engine-out   NOx  emissions  have  been  measured  at
approximately  1.5 grams  per  mile  with an  electronic  air/fuel
calibration  optimized  for  driveability.[11]   A maximum  lean
limit  air/fuel  calibration,  however,  gave  engine-out  emission
levels of 1.01  grams  per  mile for NOx.[11]

      The test vehicle is equipped with  a manifold close-coupled
catalytic  converter.   This  catalyst,   by  its  location in the
exhaust  stream, may  be subjected  to greater  thermal stress  than
a  catalyst  placed in an underfloor  location.   The  increase in
thermal  stress may  assist  catalyst  light  off,  but may  reduce
the  effectiveness   of  rhodium   for   NOx   reduction   through

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                              -10-
sintering and  rhodium  diffusion  into the alumina support.  Wong
and McCabe  in  an unpublished lecture have  attempted  to explain
higher temperature  oxidation deactivation of rhodium-containing
alumina-supported   catalysts.[17]    This   deactivation  may  be
occurring with this catalyst system;  this would be speculative
on our  part,  however,  as  catalyst  surface  temperature data is
not available.

     Formaldehyde  levels  have remained  substantially  unchanged
since December 1986 levels.  The  level  of  12.3  milligrams per
mile measured  at the  end  of this mileage accumulation project
is similar to  the level of  11.3  milligrams per  mile measured in
1986.

     HFET cycle emission results  are  presented in Table 2 and
Figures  3  and  4.   Emission levels  for  September  1986  are not
available as  the vehicle was not  tested  over  the  HFET cycle at
that time.

     Emissions  of  HC,  OMHCE, CH3OH  and CO  over the  HFET have
not  changed   from  December  1986  levels.  Figure   2 presents
graphically the change in emission  levels  for  these  pollutants
from December   1986 (1,720  miles)  to March 1989 (10,800 miles).
The  close-coupled  manifold  converter   appears   to  be  very
effective at reducing  the level  of these emissions.

     NOx  levels  over  the  HFET  appear  to  increase  over  time.
NOx  roughly doubled from 0.45 grams per mile  to 0.97 grams per
mile  by  July  1987.   This  level  of  emissions was   maintained
until October   1988, the  start   of  the durability  project.  At
the  end of the 6,000-mile  accumulation,  however,  NOx  had  risen
to 1.33 grams  per mile.  This increase is  in the same  direction
as the  increase experienced during  the FTP  testing.   Additional
tests over  the HFET since  the  completion  of  this  project have
not  yet been  conducted;  the  recent  decrease  in  NOx  emissions
over the  FTP  mentioned earlier  in  this report  may be relevant
for  the HFET cycle  also.

     Aldehyde  emissions over the  HFET appear  to have  decreased
during  the  mileage  accumulation  project.   The testing  conducted
in  October 1988,  at   the  start  of  the  project,  indicated HCHO
emission  levels of 4 milligrams  per mile,  down substantially
from 8  milligrams  per mile measured several  months  previous.
HCHO emissions were measured at 2.2 milligrams  per  mile  at the
3,000-mile  mark  (February  1989).    HCHO  then rose  slightly at
the  end of  the mileage accumulation  to 3.7 milligrams  per  mile;
this  level  is  still  substantially below the 8.0 milligrams per
mile measured  during July  1988.

     B.     Fuel Economy Testing

     Fuel economy test results are presented in Table  3.   City,
highway,  and  composite  methanol  MPG  figures  are  presented as
well as gasoline equivalent composite fuel economy.   Figure  5
presents  graphically  city,  highway,  and composite methanol fuel
economy figures with  odometer mileage.

-------

-11-
Table 2
Toyota LCS-M Carina
Emission Test Results, HFET Test Cvcle
Approximate
Odometer HC HC* OMHCE* CH3OH* CO NOx Aldv
Date (miles) (a/mi) (a/mi) (r,/mi\ (r,/mi\ /^,/™;\ /~/_^ , 	 r :.
Dec 1986
Jul 1987
Jul 1988
Oct 1988
Feb 1989
Mar 1989
1720 0.007 0.001 0.010 0.019 0.02 0.45 5.7
2055 0.005 0.001 0.011 0.013 0.04 0.88 10.8
3850 0.010 0.001 0.010 0.013 0.13 0.83 8.0
4450 0.002 0.000 0.005 0.007 0.12 0.74 4.1
7550 0.003 0.000 0.005 0.008 0.05 0.92 2.2
10800 0.005 0.001 0.008 0.014 0.03 1.33 3.7
Per rulemaking as originally proposed.

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                           -12-
                          FIQURE 3
                   TOYOTA LCS-M CARINA
               EMISSION RESULTS, HFET CYCLE
          IHC (Q/Ml)
     OMHCE (G/MI)
CH3OH (G/MI)
    EMISSION LEVELS
      2000
  4500           7500
   ODOMETER MILES
I
       10500
                         FIGURE 4
                  TOYOTA LCS-M CARINA
              EMISSION RESULTS, HFET CYCLE
          CO (Q/MI)  B NOX (Q/MI)   CH ALDY. (MQ/MI) I
12

10

 8

 8

 4

 2

 0
  EMISSION LEVELS
    2000
4500           7500
  ODOMETER MILES
       10500

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                       Table 3

                 Toyota LCS-M Carina

              Fuel Economy Test Results

                        \
     Approximate                               Gasoline
       Odometer    City  Highway  Composite   Equivalent
                                             Composite MPG

                                                   N/A

                                                  41.6

                                                  39.6

                                                  40.8

                                                  43.2

                                                  42.0

                                                  41.6
Date
Sep
Dec
Jul
Jul
Oct
Feb
Mar
1986
1986
1987
1988
1988
1989
1989
(miles)
1570
1720
2055
3850
4450
7550
10800
MPG
18
17
17
18
18
17
18
.7
.9
.0
.2
.6
.9
.0
MPG
N/A
25
24
23
26
26
25
.7
.4
.7
.5
.3
.4
MPG
N/A
20.
19.
20.
21.
20.
20.
7
7
3
5
9
7
                        FIGURE 5
                 TOYOTA LCS-M CARINA
               METHANOL FUEL ECONOMY
           CITY MPQ
30
25
20
  MILES PER GALLON
HWY MPQ
COMP. MPQ
15 -
  I
10H

 5
 2000
            4000        6000         8000
                    ODOMETER MILES
                      10000

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                              -14-


     The gasoline  equivalent fuel  economy values are  based on
adjusting  for  the  energy  content  difference  between  gasoline
and methanol.   The nominal energy  content  of  gasoline  has been
established at  18,507  BTU/lb [18]  yielding  114,132  BTU/gallon.
Methanol at  8,600  BTU/lb  is  56,768 BTU/gallon.   The adjustment
for M100 fuel based on fuel energy  is:

     Gasoline-equivalent adjustment = Energy of gasoline
                                      Energy of methanol

     Dividing the energy of gasoline:

     Gasoline equivalent adjustment = 2.0105

     FTP   fuel   economy  was   essentially  unchanged  by  this
project.  Methanol MPG was computed to be  18.0 miles per gallon
at project  completion; this figure is very similar  to  the 17.9
miles  per  gallon  measured  during   December  1986.    At  the
beginning  of the  project  (October  1988),  city  MPG  was  18.6
miles per  gallon;  this  fuel economy  was  slightly  higher  than
both  preceding  and   subsequent   measurements,   however.   The
change  in  fuel  economy measured  over  the  FTP  appears  to  be
negligible when considered over  the  time  period  from  when the
test vehicle was  first loaned to EPA  to the end of  the mileage
accumulation project.

     Fuel  economy  over  the highway  cycle has  been relatively
steady  over  time;  the 25.7 miles per  gallon measured  at 10,800
odometer miles  is  the  same level  as  the  25.7 miles per gallon
measured during December 1986.

     C.    Lubricant Analysis

     Published  reports  have indicated that the  use  of  methanol
fuel  may  result  in   engine  wear  rates   that  exceed  those  of
comparably  sized  gasoline-fueled  engines.[19,20]   Typically,
this  increased  wear is described  as  having occurred in the top
piston  ring and upper  cylinder bore area.[21]

     Toyota  specified  an  oil  change interval  of  3,000  miles
when  the  Carina  was  delivered  to  EPA   for  evaluation.   We
requested  that  the contractor  change the  oil  and  filter  at   a
more conservative  1,500-mile interval during this project.  The
used oil was then  returned  to EPA for metals analysis.   Samples
of   the  oil  were  sent   to   the  FRAM,   Inc.   laboratory  in
Indianapolis, IN for analysis under the FRAM CODE program.

     Table 4  specifies the number  of  miles accumulated between
oil  changes  and the viscosity characteristics  of the lubricants
used.   The oil  had been  changed  shortly  prior  to the  vehicles
initial   consignment   to   ATL;   a   30-weight   oil   specially
formulated for  use in methanol  engines was  added  at that time.
As  the  number  of  miles driven with  this  oil  was less  than 500
at  the  start   of  the  durability  experiment,   the  vehicle  was
consigned  with  this   oil  still  in  the engine.   This  oil  was
sampled after  roughly  1,500  miles had been accumulated in the
Durability project, and the  sample  is  referred to as sample 1.

-------
                              -15-
     A multi-viscosity  oil,  also  specially  formulated  for  use
in methanol engines, was  provided to ATL for replacement of the
oil at the specified change intervals.  Samples of  the used oil
are  designated as  samples  2,  3,  and 4  in Table 4.   It  was
thought that this oil  change scheme would allow us  to evaluate
both oils under more controlled driving conditions.

     Results  from  testing  individual  oil ^.samples   from _ this
project  are  presented  in  Table  5.   Four  wear  metals  are
selected  for  discussion   here:   iron,   aluminum,   chromium  and
copper.   These four  are   of  particular  interest   because  they
relate to major engine components.[22]

     Sample  1,  the  30-weight oil in the engine at  the start of
the  program,  showed considerably  greater  metals  wear  than  the
multi-viscosity  oil  samples.   FRAM  flagged  the  iron  (Fe),
aluminum  (Al),  and  chromium  (Cr)  levels  from the  first sample
as being  of particular concern;  their  standards  indicated that
these  levels  suggested  that high  engine wear  was  occurring.
Samole 1  copper (Cu) levels  were not  unusually  high,  according
to FRAM.

     There  may be  several  reasons for the  higher  wear metals
observed  in sample  1.  First,  the sample 1 oil was  run in the
engine approximately  500  miles  longer  than  the oil  in samples
2, 3,  and  4;  longer  periods of  engine operation  with the same
oil may cause higher levels of  wear  metals to  accumulate.  (The
500  miles  of  driving  prior  to the initial  consignment of  the
vehicle to  ATL was  done on  a chassis dynamometer  over  the  FTP
and  HFET  cycles  at  72°F;  the vehicle was not cold started below
72°F  during this time.)   Second,  the  flow characteristics  of
the  two  oils are quite  different;  the multi-viscosity  oil  may
have  provided  better  lubricity  during  cold  start,   even  at
70°F.   Finally,   the  additive   packages   in   the  oils  were
substantially  different.    The   oils  were  formulated  by  two
different  companies;  information  concerning  additive packages,
viscosity   range   testing,   etc.,   is  proprietary    to   the
manufacturers.

     FRAM stated that  the levels of Fe and Al in  sample 2 were
of moderate concern  as  wear  indicators  given  our oil change
history.   Samples  3 and  4 exhibited Fe and Al  levels not high
enough to comment  upon,  given  their wear criteria.   Cr levels
were  flagged for concern in all  samples.   The  level  of  Cr in
samples 2,  3  and 4  was described as of moderate  concern only.
FRAM   indicated  that  Cr  levels  should  be  monitored   in  the
future, but also suggested  that no  corrective  action  need be
taken  at  the present  time.   Cu  levels were not  high enough to
warrant flagging according to FRAM standards.

     Pefley in SAE Paper  831704  [22]  provides  oil  analysis wear
metals  data  from  a  small  fleet  of  methanol-fueled  sedans.
These  vehicles  were powered by a 1.6-liter vw engines;  vehicle
weight  and engine  displacement  were  similar  to the Toyota

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                   -16-
                 Table 4

     Toyota LCS-M Carina, Ml00 Fuel
          Oil Change  Intervals
Sample
Number

l
2
3
4
Odometer
Oil Change
(miles)
3907
5900
7540
9104
10748
Mileage
Between Changes
(miles)

1993
1640
1564
1644
Type Of
Oil Used

30 Weight
Multi-viscosity
Multi-viscosity
Multi-viscosity
                 Table 5

 Toyota LCS-M Carina Durability Project
Metal Contaminants In Individual Samples
Metal
Contaminant
Fe
Al
Cr
Cu
Sample 1
(ppm)
143
40
53
28
Sample 2
(ppm)
61
19
36
7
Sample 3
(ppm)
43
14
26
4
Sample 4
(ppm)
43
13
29
3

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                              -17-
Carina  test  vehicle  used  in  this  project.   The  oil  used  in
Pefley's work  was  a  commercially  available  SAE  20W-40  SF-CC
oil.   The oil  was sampled every 1,000 miles  and was  changed at
3,000-mile intervals.   Pefley's vehicles  were driven  from  7  to
17,000 miles; oil  sampling  did not occur during the first 3,000
miles of break-in driving.  Numerical averages of  Pefley's wear
metals data  are  presented in Figures 6 through  9  together with
sample 1 and average sample 2-4 data  from the Carina. durability.
project  for  rough comparison.    Data  from  a  gasoline-fueled
control  vehicle   from  SAE  Paper   831704  is  also  included  for
comparison.    It  must  be  remembered,  however, that  the engines
and vehicles from the durability  project and those used in SAE
Paper 831704 are different.

     The  Fe  level of  143  ppm  from  sample  1   is   high  even
compared to  the  methanol-fueled vehicle  sample  average  of  SAE
Paper 831704.  The  average  Fe  levels from samples 2-4 were less
than  half  of  the  115   ppm methanol vehicle  level   from  SAE
831704.  The Fe  content  of  the oil  from  samples  2-4  is roughly
twice  as high as the content of  the  gasoline-fueled control
vehicle  from SAE Paper 831704,  however.

     Aluminum  levels  measured  in  samples 2-4 from  the current
project  were  roughly  one-third  the level   measured   with  the
single-weight  oil from sample 1.   As  in  the  case  of Fe,  the
extent of metal contamination with  the multi-weight  oil used in
this  study  was much less  than the  68 ppm aluminum measured in
the  methanol-vehicle  oil   samples  from  SAE   Paper  831704.
Aluminum in  the  gasoline-fueled vehicle  oil was still  less than
the 15 ppm average aluminum level  from samples 2-4.

     Average  chromium  levels  in  methanol-fueled  engine  oil
samples  from  both  the  durability  project  and  the   methanol
engine   test   fleet  from  SAE   Paper   831704  appear  to  be
substantially  higher  than the  average  from the gasoline-fueled
control  vehicle.   Higher levels of  chromium may be related to a
larger  amount  of  chromium  found  in engine  parts  designed for
use  in  methanol-fueled  engines.[23,24]   Different  materials
used  in  common engine parts would make  more difficult even an
indirect comparison such  as attempted here.   It  is  interesting
to  note,  even  without  the  information  suggested   above  as
necessary,   that   approximately    the    same  degree   of   Cr
contamination  was  present   in the multi-weight  oils  used  in
samples  2-4 and methanol-fueled engine in SAE Paper 831704.

     Cu  contamination  in  samples   2-4  was significantly below
the  13  ppm Cu measured  in the gasoline-fueled  engine  from SAE
Paper  831704.   Cu measured  in methanol-fueled engine  oil  from
SAE Paper 831704  was  roughly four  times  the  level  of the 5 ppm
measured in samples 2-4.

-------
                             -18-
                           FIGURE 6
             OIL ANALYSIS - METAL CONTAMINATION
               COMPARISON WITH PUBLISHED DATA
                             IRON (Fe)
     PPM BY WEIGHT
        GASOLINE-    METHANOL-    SAMPLE 1*
                        VEHICLE SAMPLED
                                            SAMPLES 2-4-
•FROM SAE 831704
••DURABILITY EXPERIMENT
                           FIGURE 7
             OIL ANALYSIS - METAL CONTAMINATION
              COMPARISON WITH PUBLISHED DATA
                          ALUMINUM (Al)
     PPM BY WEIGHT
       GASOLINE-    METHANOL-    SAMPLE 1-
                       VEHICLE SAMPLED
•FROM SAE 831704
••DURABILITY EXPERIMENT
                                            SAMPLES 2-4*

-------
                           FIGURE 8
             OIL ANALYSIS - METAL CONTAMINATION
              COMPARISON WITH PUBLISHED DATA
                          I CHROMIUM (Cr)
                                      I
     PPM BY WEIGHT
       GASOLINE*    METHANOL*    SAMPLE 1**   SAMPLES 2-4"
                       VEHICLE SAMPLED
•FROM SAE 831704
••DURABILITY EXPERIMENT
                            FIGURE 9
              OIL ANALYSIS - METAL CONTAMINATION
               COMPARISON WITH PUBLISHED DATA
                           I COPPER (Cu)
     PPM BY WEIGHT
       GASOLINE*    METHANOL*    SAMPLE 1*
                       VEHICLE SAMPLED
-FROM SAE 831704
••DURABILITY EXPERIMENT
                                            SAMPLES 2-4-

-------
                              -20-
VII. Test Highlights

     1.    Emissions  of  HC,  OMHCE,  CH3OH,  CO  and HCHO  over
the FTP cycle did not substantially change  over  the 6,000 miles
of  durability  testing.   Emission levels  of these pollutants at
the  completion  of  the  durability  project  were  similar  to
emission  levels  during  July  1989,  several  months  prior  to the
start of- this work r

     2.    NOx  levels  over  both  the   FTP  and  HFET  cycles
increased  substantially during  the  project.  This increase in
NOx emissions  may be related to oxidative  deactivation  of the
rhodium catalyst.

     3.    City   and  highway  fuel  economy   was  essentially
unchanged  by  this  project;  the gasoline-eguivalent  composite
MPG measured during  March 1989 was  the same as  that  measured
during December 1986.

     4.    The oil  sample  taken after the  first  1,500  miles of
driving  during  the  project  showed  metal contaminant  levels
twice  as high  as samples  taken during the  remainder  of the
mileage  accumulation.   The  oil  from  this  first sample was
30-weight oil;  approximately  500 chassis dynamometer  miles had
been accumulated  with  this oil  in  the  engine before durability
testing   commenced.    The   oil  was    then   changed   to   a
multi-viscosity  oil;  this multi-weight  oil was  used during the
remainder  of  this  project.    The  multi-weight  oil  may  have
improved  the  level  of metal wear over that of the  single-weight
oil.   Differences in driving cycles  could have  contributed to
this difference  in wear level  between  the  two oil types.  Each
multi-weight   oil   sample   was  taken   after    approximately
1,550-1,650 miles of driving  over the AMA durability cycle.

VIII.Acknowledgments

     The  Toyota  Carina  test  vehicle  was loaned  to EPA for use
with  alternative fuels  research programs  by the  Toyota  Motor
Co., Ltd.

     The  author  appreciates  the efforts of Ernestine Bulifant,
Robert  Moss,  and Stephen  Halfyard  of  the  Test  and Evaluation
Branch   (TEB),   Emission   Control   Technology   Division,   who
conducted the  driving cycle  tests  and prepared the formaldehyde
and methanol  samples  for  analysis.   The  author also thanks John
Shelton  of  TEB who  served as  Project  Officer and intermediary
between ATL  and EPA for this  project.

     The  author  also appreciates the efforts  of Jennifer  Criss
and Marilyn Alff  of the Control  Technology  and Applications
Branch, ECTD,  for typing,  formatting,  and editing this report.

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                              -21-
IX.   References

     1.     "Results of  Methanol  Catalyst  Testing  Analyzed For
Trends  in Baseline  Variance," Memorandum,  Piotrowski,  G.  K.,
OAR/OMS/ECTD/CTAB, October 24, 1985.

     2.     "Low    Mileage    Catalyst    Evaluation   With    A
Methanol-Fueled Rabbit -  Second  Interim Report," Wagner, R. and
L. Landman, EPA/AA/CTAB/84-03, June 1984.    '"

     3.     "Durability    of    Low    Cost     Catalysts    For
Methanol-Fueled Vehicles,"  Heavenrich,  R.  M. ,   R.  I.  Bruetsch,
and G. K. Piotrowski,  EPA/AA/CTAB/87-01, October 1987.

     4.     "Catalysts For Methanol  Vehicles," Piotrowski, G. K.
and J. D. Murrell, SAE Paper 872052, November 1987.

     5.     "Development   of   Toyota  Lean   Combustion  System,"
Kobayashi, N. , et  al. ,  Japan Society  of Automotive Engineering
Review,  pp. 106-111,  July 1984.

     6.     "NOx  Reduction   Is  Compatible   With  Fuel   Economy
Through  Toyota's  Lean  Combustion  System,"  Kimbara,   Y.,  K.
Shinoda,  H.  Koide and N.  Kobayashi,  SAE Paper  851210,   October
1985.

     7.     "Lean  Mixture  Sensor,"  Kamo,   T.,   Y.  Chujo,  T.
Akatsuka,  J.  Nakano  and  M.  Suzuki, SAE Paper  850380, February
1985.

     8.     "Effects of Helical Port With Swirl  Control Valve On
the Combustion and Performance of S.I. Engine," Matsushita, S.,
T.  Inoue,  K.  Nakanishi,  T.  Okumura  and K.  Isogai,  SAE Paper
850046,  February 1985.

     9.     "Development  of  Methanol  Lean  Burn  System,"  Katoh,
K.,  Y. Imamura and T.  Inoue, SAE Paper  860247, February 1986.

     10.   "Fuel  Economy  and  Emissions  of  a  Toyota   T-LCS-M
Methanol  Prototype  Vehicle,"  Piotrowski,   G.   K.  and  J.  D.
Murrell, SAE Paper 871090, May 1987.

     11.   "Evaluation  of  Toyota  LCS-M  Carina:   Phase   II,"
Piotrowski, G. K., EPA/AA/CTAB/87-09,  December 1987.

     12.   Formaldehyde Measurement In Vehicle  Exhaust At MVEL,
Memorandum, Gilkey, R. L., OAR, QMS, EOD, Ann Arbor, MI,  1981.

     13.   "Formaldehyde  Sampling From  Automobile  Exhaust:   A
Hardware Approach," Pidgeon W., EPA/AA/TEB/88-01, July 1988.

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                              -22-
IX.  References (Cont'd)

     14.   "Sample   Preparation   Techniques   For   Evaluating
Methanol   and  Formaldehyde   Emissions   From  Methanol-Fueled
Vehicles   and    Engines,"   Pidgeon,    W.    and    M.    Reed,
EPA/AA/TEB/88-02,  September 1988.

     15.   Automotive Emission Control',  3r~d  Edi'tidh,  Grouse, W.
H. and D. L.  Anglin, McGraw Hill, Inc., New York, NY, 1983.

     16.   Auto   Mechanics   Fundamentals,    Stockel,   M.   W. ,
Goodheart-Willcox Company, South Holland, IL,  1982.

     17.   "Effects   of   High  Temperature   Oxidation   On  the'
Structure  and Activity  of  Rhodium/Alumina   and  Rhodium/Silica
Catalysts," Wong,  C.  and  R.  W.  McCabe,  Eleventh North American
Meeting of the Catalysis Society, Dearborn, MI, May 1989.

     18.   Federal Register,  Vol. 50,  No.  126, page 27179,  July
1, 1985.

     19.   "The   Mechanisms  Leading   to  Increased   Wear  in
Methanol-Fueled  SI Engines," T.  W.  Ryan  et  al. ,  SAE   Paper
811200, October 1981.

     20.   "Lubrication  Experience  in  Methanol-Fueled Engines
Under  Short-Trip  Service Conditions," Chamberlin, W. B.  and W.
C. Brandow, SAE Paper 831701, November 1983.

     21.   "The Effects of  Lubricant Composition  on SI Engine
Wear  With Alcohol  Fuels,"  H.   W.   Marbach  et  al. ,  SAE   Paper
831702, November  1983.

     22.   "Methanol  Engine Durability," Ernst,  R.  J. , Pefley,
R. K.,  and F. J.  Weins,  SAE Paper 831704, November  1983.

     23.   "The Effect  of Methanol  Substitution on  Top Piston
Ring  Wear  -  A  Comparative  Assessment  of  Spark  Ignited and
Compression Ignited Engines," Nautiyal,  P. C.  and A.  K. Gondal,
SAE'Paper 861589, October  1986.

     24.   "1.6   Liter  Methanol  Escort," Ford   Motor  Company,
Ford  Parts  and  Service  Division,   Training and  Publications
Decartment, 1985.

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                              A-l

                            APPENDIX A

             DESCRIPTION  OF  TOYOTA LCS-M  TEST  VEHICLE
     The  Durability  Driving  Schedule  for  light-duty  vehicles
 consists  of  eleven  laps  of  a  3.7-mile   course.    The   basic
 vehicle_speed for each  lap  is given below.

                            Table A-l

                         Basic Lap Speed
                   Durability Driving Schedule
                                               Speed
                                           (miles per hour)

          1                                       40
          2                                       30
          3                                       40
          4                                       40
          5                                       35
          6                                       30
          7                                       35
          8                                       45
          9                                       35
        10                                       55
        11                                       70

     Each  of  the  first  nine   laps  contain  four  steps  with
15-second  idle periods.   These  laps  also  contain  five light
decelerations  from  base  speed to 20 miles per hour  followed by
light accelerations  to  the base speed.   The tenth lap is run at
a constant  speed  of  55  miles  per  hour.  The  eleventh  lap is
begun  with  wide-open  throttle acceleration  from  stop to  70
miles per  hour.   A  normal  deceleration to  idle  followed  by a
second  wide-open  throttle  acceleration occurs at  the midpoint
of the lap.

     Figure A-l below is a diagram of one  lap  of  the Durability
Driving  Schedule  taken  from  40  CFR,  Chapter  1,  Part  86,
Appendix IV.

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                             A-2



                          Figure  A-l


             Durability Driving  Schedule Lap


   (From  40  CFR, Chapter  1,  Part 86, Appendix IV)
                          0.7
                             IlJJE
                         THEN ACCELERATE
                         TO LAP SPEED
0 AND 3.7

MILES
     3.3
     2,9
2.6
           'DECELERATE
           TO 20 K.P.H.
           THEN ACCELERATE
           TO LAP SPEED
      START-FINISH
          STOP
      THEN ACCELERATE
      TO  LAP SPEED
      DECELERATE
      TO 20 M.P.H.
      THEN ACCELERATE
      TO LAP SPEED
         STOP
      THEN ACCELERATE
      TO LAP SPEED
             DECELERATE
             TO 20 M.P.H.
             THEN ACCELERATE
            .TO LAP SPEED
        DECELERATE
        TO 20 M.P.H.
        THEN ACCELERATE
        TO LAP SPEED
DECELERATE
TO 20 M.P.H.
THEN ACCELERATE
TO LAP SPEED
1.3
                    2.2   STOP
                       THEN ACCELERATE
                       TO LAP SPEED
                                        ALL STOPS ARE 15 SECONDS

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                          B-l

                      APPENDIX B

       DESCRIPTION OF TOYOTA LCS-M TEST VEHICLE
Vehicle weight

Test weight

Transmission

Shift speed code

Fuel

Number of cylinders

Displacement

Camshaft

Compression ratio

Combustion chamber

Fuel Metering

Bore and Stroke

Ignition



Ignition timing
Fuel injectors
 2015  Ibs

 2250  Ibs

 Manual, 5  speed

 15-25-40-45 mph

 Ml00  neat  methanol

 Four,  in-line

 97 cubic inches

 Single, overhead camshaft

 11.5,  flat-head pistons

 Wedge  shape

 Electronic port fuel injection

 3.19  inches x, 3.03 inches

 Spark  ignition; spark plugs
 are ND W27ESR-U, gapped at  .8
 mm, torqued to 13 ft-lb.

 With check connecter shorted,
 ignition timing should be set
 to 10°BTDC at idle.  With
 check connecter unshorted,
 ignition timing advance should
 be set to  15°BTDC at idle.
 Idle speed is approximately
 550-700 rpm.

Main and cold start fuel
 injectors capable of high fuel
 flow rates.  The fuel injector
bodies have been nickel-
plated, and the adjusting
pipes are stainless steel.

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                       B-2


                  APPENDIX B (CONT'D)

       DESCRIPTION OF TOYOTA LCS-M TEST VEHICLE
Fuel pump
Fuel tank
Fuel lines and filter
Catalytic converter
In-tank electric fuel pump
with brushless motor to
prevent corrosion.  The body
is nickel plated and its fuel
delivery flow rate capacity
has been increased.

Stainless steel construction;
capacity 14.5 gals.

The tube running from the fuel
tank to the fuel filter has
been nickel plated.  The fuel
filter, located in the engine
compartment, has also been
nickel plated.  The fuel
delivery rail has been plated
with nickel-phosphorus.

1-liter volume,  Pt:Rh loaded,
close coupled to the exhaust
manifold.

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