EPA-AA-EOD/FSB-86/3
Technical Report
CVS Exhaust Connnecting Hose Upgrade
June 1985 - September 1985
Carl Paulina
NOTICE
Technical reports do not necessarily represent final EPA decisions or
positions. Their publication or distribution does not constitute any
endorsement of equipment or instrumentation that may have been evaluated.
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 improvements in emissions
measurement.
Facility Support Branch
Engineering Operations Division
Mobile Source Air Pollution Control
Environmental Protection Agency
2565 Plymouth Road
Ann Arbor, Michigan 48105
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Summary
Between June 4 and September 12, 1985, the Environmental Protection Agency
(EPA) Motor Vehicle Emission Laboratory (MVEL) upgraded the exhaust connecting
hose assemblies which connect vehicle tail pipes to the Constant Volume
Samplers (CVSs) used for vehicle emissions and fuel economy testing. This
report details the upgrade amd examines fuel economy aspects of the upgrade.
Red silicone gaskets were added to the Marman flange connections on the
flexible stainless steel hose which connects the test vehicle to the CVS. In
addition, the single, six foot long section of 4-1/2 inch diameter hose was
divided into four sections, two sections three feet long and two end caps.
The sections are connected by silicone boots (See Attachment 1, Drawing
T0492A). All flange and tubing diameters and interior and exterior surfaces
remain unchanged. Gasketed flanges provide better seals, reducing the
potential for erroneous data due to exhaust leaks. The large flexible hose
was divided into four sections to make it easier to connect the exhaust
connecting hose to the wide variety of vehicle and tail pipe configurations
that are tested by EPA. These upgrades were made to help ensure measurement
of the "true mass of gaseous emissions" as required in CFR 86.109-82.
Four independent data sources were reviewed to estimate the new connecting
hose influence on gasoline vehicle fuel economy results. They are as follows:
1. Weekly diagnostic propane injections
2. General Motors correlation program
3. Volvo REPCA weekly hot LA-4 tests
4. Manufacturer-EPA certification paired data
The indicated shifts in EPA measured fuel economy values from each of the
four data sources are:
Dynos Included
Data Source Shift in Dyno Group No. of Tests
(Driving Schedule) Average (Old/New)
Propane Injection None (None expected)
General Motors Correlation 0.6 - 0.8% lower F.E. Dynos 1,2,5,6
(Hot LA-4) (12/12)
Volvo REPCA (Hot LA-4) 1.9% lower F.E. Dynos 1,2,3,4,5,6
(114/138)
Paired Data (FTP) 0.7% lower F.E. Dynos 1,2,5,6
(266/236)
(HWFET) 0.9% lower F.E. Dynos 1,2,5,6
(286/284)
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-2-
Background
Vehicle tail pipes are connected to Constant Volume Samplers (CVS) during
a Federal Test Procedure (FTP) emission test and Highway Fuel Economy Test
(HWFET). A flexible connecting hose is used to carry the entire vehicle
exhaust flow into the CVS where it is diluted, proportionally sampled, and the
sample accumulated throughout the driving schedule. The sample is then
analyzed for hydrocarbon (HC), carbon monoxide (CO), carbon dioxide (COZ),
and oxides of nitrogen (NOx) composition. Leakage resulting in the loss of a
portion of the "raw exhaust" stream (before dilution) will lower final
emission values and raise fuel economy values.
Pulsing and resonance due to the vehicle engine and CVS blower may become
great enough to actually drive sample out of the CVS connecting hose if leak
points exist. Our routine .diagnostic test, the Federal Register (FR) CVS
verification by propane injection, will not detect a "leaky" flexible
connecting hose assembly. Without the pulsing and resonance present during a
vehicle test, there is no driving force to push the propane out through leak
points of the connecting hose assembly.
Since propane injections will not show this type of leakage, a technique
was needed to quantify the effect this leakage might have on emission test
results. The most "repeatable" vehicle (emission grams/mile or miles per
gallon) could exhibit too much variation to allow it to be used to gauge an
effect of this low a magnitude.
To overcome this, a comparison technique was used which minimizes
variations from the vehicle and dynamometer. We call this comparision FE%
(Equation One).
FE% = (Carbon balance MPG - Volumetrically Metered MPG) * 100 (Equation One)
Volumetrically Metered MPG
The control measurement of this comparison is volumetrically metered fuel
economy from an independent flow transducer. The percent difference between
vehicle carbon balance fuel economy and volumetrically metered fuel economy
(FE°* Equation One) fits the requirements for a method to gauge the possible
shift in carbon balance (40 CFR Sec. 600113-78) vehicle fuel economy.
Variations resulting from changes in the vehicle and dynamometer will be
reflected in both meter and carbon balance fuel economy, while changes due to
the elimination of exhaust leaks will be reflected only in carbon balance fuel
economy. Sample leakage is not the only possible influence on FE% (Equation
One). The major ones are:
1. Fuel meter variation
2. Facility fuel changeover
3. CVS air flow calculation variation
4. Carbon dioxide analyzer variations
5. Sample leakage (New Exhaust Implementation)
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-3-
We have reviewed data on all the above influences for the time period
considered in this report. Of the above influences, the only influence
corresponding to shifts in FE%, both by date and direction, is a possible
sample leakage decrease due to the introduction of new exhaust connecting
hoses.
Physical Modifications
Leak testing showed that the primary points of leakage were the
metal-to-metal Marman flange interfaces. The Marman flanges were modified to
allow the installation of a silicone gasket between the stainless steel flange
faces. The next most likely points of leakage were through the walls of the
4-1/2 inch metal-flex or convoluted hose which connects the vehicle tail pipe
to the CVS. The new 4-1/2 inch metal-flex hose contains stainless steel wire
as packing in the interlocking sections of the hose to minimize leakage
through the walls. The 4-1/2 inch connecting hose was divided into two
three-foot sections which could be connected with 4-1/2 inch ID silicone boots
(See Attachment 1). The boots are used with band clamps to insure a positive
seal on the 4-1/2 inch connecting hose ends. Each CVS test site was equipped
with the set of connectors shown in Attachment 2.
Actual Implementation
The new exhaust connecting hose was implemented on each of the six
gasoline test sites on the following dates:
Dynamometers (CVS) Implementation Dates
D006 (25c) 6/5/85
D005 (29c) 7/17/85
D001 (21c) 7/20/85
D002 (22c) 8/6/85
D003 (23c) 8/30/85
D004 (24c) 9/12/85
Before implementation on each CVS site, a complete set of connecting hoses
was manufactured, assembled, and tested for leaks. The leak check procedure
and apparatus are outlined in Attachment 3. A leak rate for each assembly of
connecting hoses was recorded before they were placed on-site. Once the new
hoses were on-site, propane injections were performed. Normal Volvo REPCA
two-bag hot LA-4s were run using each site's old exhaust connecting hose and
then a new connecting hose. To establish that no static pressure difference
was introduced with the new exhaust connecting hose assemblies, strip chart
recordings were run of vehicle tail pipe depression during the REPCA LA-4s.
The tail pipe depressions were within the + 1 inch of water which the Federal
Register allows manufacturers to request [Sec. 86.109-82(c)(1)].
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-4-
The connecting hose assembly leak checks will be performed periodically to
establish a diagnostic leak check frequency for maintenance.
An Equipment/Procedure Change Notice (EPCN) was written (EPCN 164,
Attachment 1) to diagram and document the changes made. Finally, a complete
set of assembly and component drawings were generated showing all individual
components used in the system, part numbers, and manufacturers (Attachment 3).
Effect on Test Results
Four independent data sources were reviewed to estimate the new connecting
hose influence on gasoline vehicle fuel economy results. They are as follows:
1. Weekly diagnostic propane injections
2. General Motors correlation program
3. Volvo REPCA weekly hot LA-4 tests
4. Manufacturer-EPA certification paired data
1. Propane Injections:
Propane injections are run on a weekly basis to verify CVS operation. No
shift was apparent on any of the six CVS sites equipped with a new connecting
hose assembly. No effect was expected. A Critical Flow Venturi (CFV) CVS
operating by itself, does not seem to create the pulsations which appear
responsible for forcing sample out of the connecting hoses.
2. GM Correlation:
A General Motors correlation program was run between August 16 and August
21, 1985. The testing took place on Dynamometers 1, 2, 5, and 6 (CVSs 21C,
22C, 29C, and 25C, respectively ). One connecting hose assembly was used as
the "old" connecting hose on all sites. Each CVS site had three hot LA-4
tests with the "old" connecting hose and three tests with the "new" connecting
hose. The individual new/old tests were alternated on each site (A-B
sequence). Two sites began their test series with "new" connecting hoses and
two began their test series with the "old" connecting hoses. The program
results are summarized in Technical Report EPA-AA-EOD/TPB-85-2, "Assessment of
the Hot Start Fuel Economy Effects of a New CVS Exhaust Connector Pipe
Design". It states that the overall difference in carbon balance fuel economy
mean values, using an overall total of twelve tests in each new and old
configuration on 4 sites, was estimated as 0.6 percent lower fuel economy with
the new exhaust connecting hose. Using FE% (equation one) as an indicator, GM
estimated 0.8 percent lower fuel economy with the new exhaust connecting hose.
3. Volvo REPCA:
Volvo REPCA is a repeatable vehicle which has a two bag hot LA-4 test run
weekly on each CVS site. These weekly tests were used as a data source. The
date range of this data set is from March through December 31, 1985.
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-5-
Absolute emission values, from even the most repeatable vehicle, may
exhibit trends with time. These trends can prevent using emission values as a
tool to gauge an effect as subtle as the suspected sample leakage.
Specifically, the linear trends of REPCA's HC, CO, NOx, carbon balance fuel
economy, and volumetrically metered fuel economy over this period are of the
same order of magnitude as the influence of the suspected leaks. For example,
despite an expected increase in measured emissions due to a decrease in
leakage, Volvo REPCA NOx emission values actually decreased from "old" to
"new" connecting hose tests. This is probably due to a change in vehicle
parameters (Air/fuel ratio, Oz sensor decay, spark plug condition, etc.)
The percent difference between carbon balance and volumetrically metered
fuel economy (FE% Equation One) was the most sensitive indicator examined.
Graphs of Volvo REPCA FE%,for Bags 1 and 2 versus CVS sites are contained,
along with graphs of individual sites FE% for bags 1 and 2 versus calendar
date, in Attachment 4.
Fuel economy percent (FE%) Bag 1 was arithmetically averaged with FE%
Bag 2 for each Volvo REPCA test and labeled Fuel Economy Percent Weighted (FE%
WGT). The mean values of FE% WGT were then calculated for both "new" and
"old" connecting hose tests. The overall mean FE% WGT was approximately 1.8%
lower with the "new" connecting hose than with the "old", based on 114 "old"
connecting hose tests and 138 "new" connecting hose tests.
Since the CVS sites were converted one at a time from June 4 through
September 12, 1985, the number of REPCA tests on each CVS site (old/new) was
different. We wanted to insure that our comparison was not influenced by one
CVS site. We calculated an average of the six CVS site means for both "new"
and "old" tests. This analysis showed FE% WT was approximately 1.9% lower
with the "new" connecting hoses (Attachment 5). Both comparisons used all the
Volvo REPCA tests run from March through December 31, 1985.
4. Paired Data
Finally, manufacturer-EPA certification FTP and HWFET paired data for mile
per gallon percent difference (Equation Two) versus dynamometer site, along
with individual sites MPG % differences versus calender date, is contained in
Attachment 6.
MPG % = [ (manufacturer MPG - EPA MPG)/(EPA MPG)] * 100 (Equation Two)
The graphs in Attachment 6 display the data points used to generate the
statistics in Attachment 7. The time span for these graphs is March 1 through
December 31, 1985. One assumption upon which this analysis is based is that
no change has taken place at manufacturers' facilities that could account for
the shifts.
The vast majority of certification tests for this period occurred on
Dynamometer sites 1, 2, 5 and 6. An average of the four individual site means
was taken to equally weight each CVS when generating the before and after
overall facility MPG% Difference. The change in the four site average value
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for FTP MPG % Difference (Equation Two) when examined this way is 0.7% lower
fuel economy with the "new" connecting hose using 266 pairs "old" and 236
pairs "new." The change in the four-site average value for HWFET MPG %
Difference (Equation Two) is 0.9% lower fuel economy with "new" connectors
using 286 pairs with "old" connectors and 284 pairs with "new" connectors (see
Attachment 7).
Conclusions and Recommendations
1. The "new" exhaust connectors result in lower carbon balance fuel
economy when compared to tests with "old" connectors.
2. The primary points of leakage are the metal-to-metal Marman flange
interfaces. Silicone gaskets will eliminate this leakage.
3. FE% (Equation One) is the most sensitive indicator for this change.
4. The graphs of FE% and MPG% Difference versus Site (Attachments 4&6)
indicate the new exhaust connecting hose tends to make fuel economy
values more repeatable CVS to CVS than the old connecting hose.
5. Certification test vehicles have an inherent variability which
lessens the statistical confidence of discernable effect.
6. Exhaust connectors should be leak tested periodically to ensure that
they do not contribute to sample leakage. Propane injections will
not reveal this phenomenon.
7. FE% on Volvo REPCA tests should be monitored weekly to further
guarantee collection hose integrity.
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Attachments
1. Equipment/Procedure Change Notice #64
2. New System Assembly Drawings and bill of materials
3. Leak Check Procedure
4. Fuel Economy Percent (FE%) Change Graphs - Volvo REPCA
5. Volvo REPCA "New'VOld" Statistics
6. Paired Data Change Graphs
7. Paired Data "New'V'Old" Statistics
0436e
-7-
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Attachment 1
-8-
EOU.K^ (^/PROCEDURE CHANGE NOTICE
1. ORIGINATOR,
Cai-.l Paulina
4. DIVISION CLEARANCE
2. PHONE EXT.
421
5. TYPE OF -
CHANGE: '
EPCN HO.
64
3. REVIEW
DUE DATE:
. FED. REGISTER L
5 EQUIPMENT L
DATE ENTERED
7 716/85
PAGE 1__OFJ__
EMTFR "p/ 1"
AS APPLIC.-::lF
. A/C n FORM Q OTilES
MSAPC PROCEDURE
7. DESCRIPTION OF CHANGE (Attach details, specifications, drawings, and Implementation plan).
This change consists of the addition of gaskets to the Maroon flange connections in the
flexible pipe which connects the vehicle tailpipe to the constant volume sampler. See
Drawing 1. In addition, the single, six foot long section of 4 1/2 inch diameter pipe
is being divided into two sections, each three feet long. The sections will be connected
by a silicone boot. See Drawings 2 and 3. All flange and tubing diameters, interiors
and exteriors remain the same before and after this change.
HIFit*OSE OF CHANGE (Why 1s this change being proposed?)
Gesketsd flanges provide better seals reducing the potential for erroneous data due to
vsiibtected exhaust leaks. The large flexible pipe is being divided into two sections
to make it easier to connect the exhaust collection tubing to the wide variety of
vehicle and tailpipe configurations that are tested by EPA.
9. PROPOSED EFFECTIVITY
(Date. MY. etc.)
JULY 1985
11. AREAS OF MoAPC AFFECTED BY THIS CHANGE
LlLDT DE&O DINST. SERV.
DHDT DC&M DRTSHOWR.
10. DURATION OR EXTENT OF USE
Lj PERMANENT D TEMP"AV
Q^HEM LAB.
D TEST VALID.
QC/QA
DATA 8R-
D ECTD
Q CSD
12. REVIEWS AND APPROVALS
REVIEWED BY
INIT.
DATE
CONCURRENCE
COMMENTS
A-John T. White, Chief
Testing Programs Branch
NO
3
'
James D. Carpenter, Chie
Facility Support Branch
DNO
Don Paulsell, Chief
13
GDP
NO
DATE
RECOMMENDED ACTION
Siflpature
APPROVE D
DISAPPROVE
CONDITIONAL APPROVAL Q (Consents)
REQUEST TO REVIEW REDRAFTS d
THE REVIEWS AND RtSPONS NOTED HAVE 3EEN
RECEIVED AND DOCUMENTED.
7/?%2
REDRAFT REQUIRED Q _,
RELEASED FOR IMPLEMENTATION D
THE PROVISIONS OF THIS EPCN ARh
HEREBY AUTHORIZED FOR IMPLEMENTATION.
H5
DATE
FORK
DISTRIBUTION: ORIGINAL (White) -
CJFY ] (^ low) - OWISION LOS
COPY 2 (Blue) - EPCN I.NTEKIH LOG
COPY 3 (Pink) - RETAINCD KY C:l!GINATOR
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OLD
NE.W 2i ANJP
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MATERIAL r SILICON
5-15-65 |
LAST REVISION
DRAWN A. MCCARTHY
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T049IA
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DATE
5-15-65 I
LAST RE VISION
A.
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COUECTiQN MQSE PRvfe.*2
TQ492A
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EXHAUST COLLECTION HOSE SECTION
TUBE ENDS
DATE
LAST RE VISION
DRAWN A.
1
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tXHAUST COLLECTION HOSE DRWG.
T0493A
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Large Convoluted Exhaust Flex-pipe Specification
#0155e
Old Hose
New Hose
Manufacturer Federal Hose Manuf. Co.
Federal Hose Manuf. Co.
Diameter
4-1/2" I.D.
4-1/2" I.D.
Material
Stainless Steel
Stainless Steel
Packing
Unknown
. Stainless Steel Wire
Part #
P.360S
P360S
Description
Unlined interlocking medium
duty unlined flexible stainless
steel hose
Unlined interlocking
medium duty stainless
steel hose with plain
tube ends and stainless
steel wire packing
-12-
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Attachment 3
Implementation Plan - System Leak Check
1. Assemble a complete dyno exhaust collection hose (all adapters).
2. Leak check with all adapters .connected1 and all outlet ports capped.
Test schematic:
COLLCcriON
The leak check procedure will consist of pressurizing the assembly with a
shop air source which has a rotometer in line. Pressurize the exhaust
collection hose to 2"HO positive pressure (negative pressure leakage will
only be additional dilution air). The approximate flow (measured by a
rotometer) needed to maintain 2"HO will then be defined as system leakage.
a. New exhaust hose will be leak checked before installation and flow
recorded.
b. Old exhaust collector hose will be leak checked, immediatelv
following removal, and flow recorded.
-28-
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VOLVO REPCA FE% VS TEST SITE(EXHAUST TYPE)
FE%«[(CARB. BAL FE - METERED FE)/(METERED FE)]«100
HOT START BAG #1 VALUES
EXHAUST TYPE & TEST PHASE
+ FE% BAG * 1 OLD EXH.
OLD EXH. BAG *1 MEANS
x FE% BAG * 1 NEW EXH.
NEW EXH. BAG #1 MEANS
I
K)
VO
I
-------
VOLVO REPCA FE% VS TEST SITE(EXHAUST TYPE)
FE%=[(CARB. BAL. FE - METERED FE)/(METERED FE)]"100
HOT START BAG #2 VALUES
EXHAUST TYPE & TEST PHASE
+ FE% lAfl » 2 OLD EXH.
OtDfXHtAO *2 MEANS
X FE» IAO • 2 NEW CXH.
NEW EXH BA0 *2 MEANS
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LU
LJJ
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CC
LLJ
LU
O
CC
LU
a.
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LU
LU
VOLVO REPCA FE% CHRONOLOGICALLY
FE%=[(CARB. BAL FE - METERED FE)/(METERED FE)]*100
CVS21C, DYNOD001
EXHAUST TYPE ft TEST PHASE
A rt* iAa • i
OLD IXH. iAO 01 MIAN •» 1.0»tl %
OLD KKM. »AQ •! Mi AM - 2. §774 %
MAR APR MAY JUN
JUL AUG
1985
SEP OCT NOV DEC
-------
LLJ
O
z
LU
OC
LJU
LU
CJ
DC
LU
Q.
O
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LU
LU
VOLVO REPCA FE% CHRONOLOGICALLY
FE%=[(CARB. BAL FE - METERED FE)/(METERED FE)]«100
CVS22C, DYNOD002
EXHAUST TYPE & TEST PHASE
A Pi«iAQ» 1
OLD iXH. JAO »1 MIAN • ».»7«1 %
MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
-2-
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LU
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LLJ
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LU
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LU
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LU
VOLVO REPCA FE% CHRONOLOGICALLY
FE%=[(CARB. BAL FE - METERED FE)/(METERED FE)]*100
CVS23C, DYNOD003
EXHAUST TYPE & TEST PHASE
A FI%IAQ»1
OLD IXM. JAO 01 MEAN • I.44«0 %
D Fin • AO • 2
OLD EXH. IAO «a MIAN - 5.4711
MAR APR MAY JUN JUL AUG
1985
SEP
OCT
NOV
DEC
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LU
CC
LU
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LU
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LU
VOLVO REPCA FE% CHRONOLOGICALLY
FE%=[(CARB. BAL. FE - METERED FE)/(METERED FE)]«100
CVS24C, DYNOD004
EXHAUST TYPE & TEST PHASE
A pi%i*a» i
OLD tXH. JAO
-------
VOLVO REPCA FE% CHRONOLOGICALLY
FE%=[(CARB. BAL FE - METERED FE)/(METERED FE)]«100
CVS29C, DYNOD005
^ 9
LU
LU
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LU
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LU
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LU
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EXHAUST TYPE ft TEST PHASE
OLD EXH. JAO «2_MEAN_; 4.2flM ft
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MAR APR MAY JUN JUL AUG
1985
SEP
OCT NOV DEC
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LU
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VOLVO REPCA FE% CHRONOLOGICALLY
FE%=[(CARB. BAL FE - METERED FE)/(METERED FE)]«100
CVS25C, DYNOD006
EXHAUST TYPE ft TEST PHASE
A ft% iAQ • 1
OLD IXH. JAO 01 MIAN - >.«eO« %
a «% • AO • a
OLD »XH
MAR APR MAY JUN
JUL AUG
1985
SEP OCT NOV DEC
Co
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Attachment 5
VolTo RBPCA FEZ Dynes 1-6
FB% =C(Carb. Btl. FB-Metered FBy(Metered FE)>100
March 1,1985 THRU December 31,1985
HOT START LA-4'S
Two Bag Weighted Values
CV8/DYNO OU N«w Shift
21C/D001 +2.442 +1.682 -0.762
22C/D002 +4.212 +1.562 -2.652
23C/D003 +4.062 +0.562 -9.412
24C/D004 +2.652 +1.482 -1.172
29C/D005 +S.092 +2.312 -0.762
25C/D006 +9.652 +1.132 -2.522
Sis Dymo
Ay«rtf« +3.352 +1.462 -1.892
-37-
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PAIRED DATA MPG % DIFF VS TEST SITE(EXHAUST TYPE)
MPG % DIFF-KMFR MPG-EPA MPG)/(EPA MPG)]«100
FTP VALUES
— 10
9
8
7-
e
6
4
+
•f
EXHAUST TYPE & TEST TYPE
+ MPQ % DIFF ON FTPS OLD EXH.
^ OLD EXH. FTP MEAN % DIFF
X MPQ % DIFF ON FTPS NEW EXH.
NEW EXH. FTP MEAN % DIFF
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PAIRED DATA MPG % DIFF VS TEST SITE(EXHAUST TYPE)
MPG % DIFF«[(MFR MPG-EPA MPG)/(EPA MPG)]*100
! HWY VALUES
10
9
8
7-
6
EXHAUST TYPE & TEST TYPE
+ MPG % DIFF ON HWYS OLD EXH.
OLD EXH. HWY MEAN % DIFF
MPG % DIFF ON HWYS NEW EXH.
NEW EXH. HWY MEAN % DIFF
° °
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FTP PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]*100
CVS21C. DYNOD001
EXHAUST & TEST TYPE
A PTPMP8KOIPP
OLD iXH. FTP MIAN - -1.6616 %
NEW EXM. flf MEAN - -O.4221 %
APR MAY JUN JUL AUG SEP OCT NOV DEC
MAR
-------
HWFET PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]*100
CVS21C, DYNOD001
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1985
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FTP PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]«100
CVS 22C, DYNO D002
EXHAUST & TEST TYPE
A FTPMfa%DIFF
OLD IXH. FTP MEAN - -I.OliO %
NEW IXH. FTP MEAN - O.lltl %
MAR APR MAY JUN JUL AUG
1986
SEP
OCT
NOV
DEC
-------
HWFET PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]*100
CVS 22C, DYNO D002
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MAR APR MAY JUN JUL AUG
1985
SEP OCT NOV DEC
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FTP PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR 'MPG - EPA MPG)/(EPA MPG)]«100
CVS29C, DYNOD005
EXHAUST ft TEST TYPE
A PTPMPflttDIPP
OLD IXH. PTP M1AM - -1.2H1
HEW EXH. FTP MEAN - -0.2999 %
APR MAY JUN JUL AUG SEP OCT NOV DEC
MAR
-------
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HWFET PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]«100
CVS29C. DYNOD006
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EXHAUST ft TEST TYPE
D MWY MP« %J>irr
OLD EXM. MWY MIAN - 0.9*86 %
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MAR APR MAY JUN JUL AUG
1985
SEP OCT NOV DEC
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FTP PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]»100
CVS25C, DYNOD006
EXHAUST ft TEST TYPE
A FTP MM tt DIM
OLD IXM. FTP MEAN - 1.1147 %
NEW EXH. FTP MEAN - 0.17IB tt
MAR
APR MAY
JUN JUL AUG
1986
SEP OCT NOV DEC
-------
—i
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HWFET PAIRED DATA MPG % DIFF CHRONOLOGICALLY
MPG % DIFF=[(MFR MPG - EPA MPG)/(EPA MPG)]*100
CVS25C, DYNOD006
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EXHAUST ft TEST TYPE
a HWY Mpa *_DJFF
OLD IXH. HWY MiAM • O.««I7
HJJ(Y
MAR APR MAY JUN
JUL AUG
1985
SEP
OCT NOV DEC
-------
Attachment 7
Paired Data Mean MPG % DIFF
MPG%DIFF =
[(MFR MPG - EPA MPG) / (EPA MPG)] »100
March 1,1985 Thru December 31,1985
FTP HWY
CVa/DYMO OU Nsw Shift QU N«w Shift
21C/D001 '1.66% -0.43% +1.24X +0.60X +U4X +O.S4X
22C/D003 -1.02S +0.34X +1.36X -0.97Z *l.iOX *2.07Z
29C/D003 -1.24X -O.SOX +0.94X +0.40X +1.41X *1.022
25C/D006 *1.11X +0.1SX -0.94X +0.86X +0.86X *O.OOX
Four Dyao
Artrtf* -O.TOX -0.06X +0.6SX +0.22X +1.13X »0.91X
-48-
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