EPA-460/3-74-003
A SURVEILLANCE STUDY
OF SMOKE FROM HEAVY-DUTY
DIESEL-POWERED VEHICLES-
SOUTHWESTERN USA
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Mobile Source Air Pollution Control
Certification and Surveillance Division
Ann Arbor, Michigan 48105
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EPA-460/3-74-003
A SURVEILLANCE STUDY
OF SMOKE FROM HEAVY-DUTY
DIESEL-POWERED VEHICLES--
SOUTHWESTERN USA
Prepared by
John O . Storment and Karl J . Springer
Southwest Research Institute
8500 Culebra Road
San Antonia, Texas 78284
Contract No. EHS 70-109
EPA Project Officer:
John T. White
Prepared for
U.S. ENVIRONMENTAL PROTECTION AGENCY
Office of Air and Water Programs
Office of Mobile Source Air Pollution Control
Certification and Surveillance Division
Ann Arbor, Michigan 48105
January 1974
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This report is issued by the Environmental Protection Agency to report
technical data of interest to a limited number of readers. Copies are
available free of charge to Federal employees, current contractors
and grantees, and nonprofit organizations - as supplies permit - from
the Air Pollution Technical Information Center, Environmental Protec-
tion Agency, Research Triangle Park, North Carolina 27711, or from the
National Technical Information Service, 5285 Port Royal Road, Spring-
field, Virginia 22151.
This report was furnished to the Environmental Protection Agency by
Southwest Research Institute, San Antonio, Texas, in fulfillment of
Contract No. EHS 70-109. The contents of this report are reproduced
herein as received from the Southwest Research Institute. The opinions,
findings, and conclusions expressed are those of the author and not
necessarily those of the Environmental Protection Agency. Mention of
company or product names is not to be considered as an endorsement by
the Environmental Protection Agency.
Publication No: EPA-460/3-74-003
11
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FOREWORD
This project was conducted for the U. S. Environmental
Protection Agency by the Emissions Research Laboratory of
Southwe'st Research Institute, and was an outgrowth of SwRI Pro-
posal No. 11-7234, dated April 20, 1970, entitled "A Surveillance
Study of Smoke from Heavy-Duty Diesel-Powered Vehicles--South-
western U.S.A. " The initial laboratory test phase began in August,
1970, and was completed in June, 1972. The project was subsequently
continued for a second year of surveillance activity, and was completed
in June 1973.
The EPA Project Officer during this initial period was Mr. Jim
Marzen. On August 4, 1972, Mr. John White became Project Officer.
The project -was under the supervision of John O. Storment, Project
Leader and Karl J. Springer, Manager, of the Emissions Research
Laboratory, and was known within Southwest Research Institute as
Project 11-2861.
111
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ABSTRACT
The primary objective of this study was to determine the
effectiveness of the Federal diesel smoke regulations in controlling
smoke emissions from a group of heavy-duty diesel engines engaged
in routine automotive service. A test fleet consisting of 64 trucks
and buses, powered by engines certified to meet 1970 smoke standards,
was tested for smoke emissions at four-month intervals over a two-year
period. The Federal smoke test was simulated using a chassis dyna-
mometer. Changes in smoke opacity observed during this test period
were used to determine, to the extent possible, the effect of time,
mileage, and type of service (or duty cycle) on opacity. A secondary
project objective was to obtain baseline brake specific emissions data
of unburned hydrocarbons, carbon monoxide, and oxides of nitrogen
for the vehicles in the test fleet. Beyond determination that the
vehicle was capable of safe operation, no alterations were made to
the vehicles-.' Considering the fleet as a whole, smoke opacity tended
to increase with time or, equivalently, with mileage. That is, the
average opacity of the fleet increased steadily over the baseline opacity
at each subsequent inspection.
The rate of smoke increase or deterioration seemed to be more
dependent on how the miles were accumulated than on total mileage.
Statistical analysis indicated that the "a" and "b" smoke factors from
the acceleration and lugdown portions of the Federal test were consis-
tently related to engine make and model. Other important relationships
with the smoke factors were found for two and four stroke cycle, naturally
aspirated and turbocharged engines. At the end of the first year of testing,
before many of the vehicles exceeded the EPA's 100,000 mile definition
of useful engine life for Federal smoke, 13 engines, or 20 percent of the
fleet, registered smoke opacity in excess of either the "a" or "b" smoke
limits for 1970. Twelve of the 13 engines exceeded the Federal limit
during the full power lugdown portion of the test. Fifty-nine of the 64
fleet vehicles were tested for gaseous emissions and it was found that
43 engines, or 73 percent of those engines tested, met the 1973 California
standards for heavy-duty diesel engines. None of these engines met the
1975 California emissions standards.
IV
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TABLE OF CONTENTS
FOREWORD ii
ABSTRACT iii
LIST OF ILLUSTRATIONS vi
LIST OF TABLES x
I. INTRODUCTION 1
II. THE TEST FLEET 3
in. TEST PROCEDURES, INSTRUMENTATION, AND FUELS 10
A. Smoke Test Procedure and Instrumentation 10
B. Gaseous Emissions Test Procedure and
Instrumentation 17
C. Test Fuels 22
IV. SUMMARY OF SMOKE TEST RESULTS 26
A. Smoke Results by Inspection Period 31
B. Smoke Results by Odometer Miles 51
V. STATISTICAL ANALYSIS OF SMOKE TEST DATA 72
A. Statistical Analysis by Inspection Period 72
B. Effect of Engine and Service Factors 74
VI. RESULTS OF GASEOUS EMISSIONS TESTS 80
A. Two-Cycle Engines 80
B. Four-Cycle Engines 86
C. Statistical Analysis of Gaseous Emissions Test Data 89
VII. SUMMARY AND CONCLUSIONS 97
LIST OF REFERENCES 100
APPENDIXES
A. Federal Smoke Test Procedure (Federal Register
Vol. 35, No. 219, Nov. 10, 1970)
B. California Exhaust Emissions Standards, Test
and Approval Procedures for Diesel Engines
in 1973 and Subsequent Model Year Vehicles
Over 6,001 Pounds Gross Vehicle Weight (Chassis
Dynamometer Procedure)
v
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TABLE OF CONTENTS (Cont. )
C. Tabular Summaries of Chassis Simulated Federal
Smoke Test
D. Chassis Simulated Federal Smoke Test
E. Statistical Analysis of Two-Year Diesel
Surveillance Smoke Data
F. Tabular Gaseous Emissions Data for Chassis
Version of 13 Mode EMA-ARB-FTP
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LIST OF ILLUSTRATIONS
Figure Page
1 Typical Vehicles From Surveillance Test Fleet 6
. 2 Typical Vehicles From Surveillance Test Fleet 7
3 Typical Vehicles From Surveillance Test Fleet 8
4 City Bus Under Test on SwRI Dynamometer (Inertia
Simulation Wheels in Right Foreground) 11
5 Schematic of Federal Smoke Compliance Test -
Engine Speed Vs Time 12
6 PHS Full-Flow, Light-Extinction Smokemeter 14
7 Tractor Prepared for Smoke Test 15
8 P re-Test Calibration of Smokemeter with Neutral
Density Filters 16
9 Interior of Cab of Tractor Under Smoke Test 16
10 Smoke Opacity and Engine Speed Traces From
Federal Test of Naturally Aspirated Engine 18
11 Smoke Opacity and Engine Speed Traces From
Federal Test of Turbocharged Engine 19
12 Instrument Cart for Sampling Diesel Emissions
by NDIR Analyzers 23
13 SwRI High-Temperature Analyzer for Unburned
Hydrocarbons 24
14 Average "a" and "b" Factors, Ten Detroit Diesel
6V-71N Engines 32
15 Average "a" and "b" Factors, Six Detroit Diesel
8V-71N Engines • 32
16 Average "a" and "b" Factors, Five Detroit Diesel
6V-53N Engines 36
VI1
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LIST OF ILLUSTRATIONS (Cont.)
Figure Page
17 Average "a" and "b" Factors, Ten Cummins
NHC-250 Engines 36
18 Average "a" and "b" Factors, Five Cummins
V-903 Engines 40
19 Average "a" and "b" Factors, Four Cummins
NTC-335 Engines 40
20 Average "a" and "b" Factors, Two Mack ENDT
675 Intercity Engines 43
21 Average "a" and "b" Factors, Five Mack ENDT
675 Intracity Engines 43
22 Average "a" and "b" Factors, Two Mack ENDT
673B Engines 45
23 Average "a" and "b" Factors, Five Caterpillar
1145 Engines 47
24 Average "a" and "b" Factors, Five Caterpillar
1150 Engines 47
25 Average "a" and "b" Factors, Four GM DH-478
Engines 50
26 "a" and "b" Factors, One International Harvester
DV-550 B Engine 50
27 Detroit Diesel 6V-71 Engines in Intracity Buses 52
28 Detroit Diesel 8V-71N Engines in Intercity Service 54
29 Detroit Diesel 6V-53N Engines in Intracity Trucks 55
30 Cummins NHC-250 Engines in Intercity Truck-Tractor 57
31 Cummins V-903 Engines in Intercity Truck-Tractor 58
32 Cummins NTC-335 Engines in Intercity Truck-Tractor 60
viii
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LIST OF ILLUSTRATIONS (Cont. )
Figure Page
33 Mack ENDT 675 Engines in Intercity Truck-Tractors 61
34 Mack ENDT 675 Engines in Commercial Garbage Trucks 62
35 Mack ENDT 673B Engines in Intracity Truck-Tractors 64
36 Caterpillar Midrange 1145 in Intracity Trucks 66
37 Caterpillar Midrange 1150 in Intracity Tractors 67
38 GM Midrange DH-478 in Intracity Truck-Tractors 69
39 IHC DV 550-B Engine in Dump Truck "7°
40 Relative Cumulative Frequency Distribution Federal
Smoke Test "a" and "b" Factors 73
41 Minimum, Maximum, and Average Brake Specific HC
for 59 Heavy-Duty Diesel Engines 82
42 Minimum, Maximum, and Average Brake Specific CO
for 59 Heavy-Duty Diesel Engines 83
43 Minimum, Maximum, and Average Brake Specific
for 59 Heavy-Duty Diesel Engines 84
44 Minimum, Maximum, and Average BSHC + BSNO2 for
59 Heavy -Duty Diesel Engines 85
45 Relative Frequency Distribution of Brake Specific HC
Values 91
46 Relative Cumulative Frequency Distribution of Brake
Specific HC Values 91
47 Relative Frequency Distribution of Brake Specific CO
Values 93
48 Relative Cumulative Frequency Distribution of Brake
Specific CO Values 93
49 Relative Frequency Distribution of Brake Specific NO2
Values 94
ix
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LIST OF ILLUSTRATIONS (Cont. )
Figure Page
50 Relative Cumulative Frequency Distribution of
Brake Specific NO2 Values 94
51 Relative Frequency Distribution of BSHC + BSNOz Values 96
52 Relative Cumulative Frequency Distribution of BSHC +
BSN02 Values 96
x
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LIST OF TABLES
Table Page
1 Vehicles in Test Fleet 4
2 Basic Engine Configurations in Surveillance Fleet 9
3 Federal Smoke Trace Opacity Readings, Naturally
Aspirated Diesel Engine 20
4 Federal Smoke Trace Opacity Readings, Turbo-
charged Diesel Engine 21
5 Typical Test Fuels Specifications 25
6 Smoke Surveillance Test Fleet Odometer Readings
(Miles) 28
7 Average "a" and "b" Factors for Various Engine
and Service Groups 75
8 Analysis of Variance Results for Six Engine and
Service Factors 77
9 Brake Specific Emissions for Vehicles Powered by
Two-Cycle Engines 81
10 Brake Specific Emissions for Vehicles Powered by
Four-Cycle Engines 87
11 Statistical Analysis of Brake Specific Emissions 90
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I. INTRODUCTION
This project represents a first attempt to determine how the
smoke from a variety of diesel powered vehicles might vary in routine
user-type operation.
A. Background
Over the past several years, the Emissions Research Laboratory
of Southwest Research Institute has conducted several studies of smoke,
odor, and gaseous emissions from diesel-powered trucks and buses.
These studies, performed under contracts with the National Air Pollution
Control Administration (NAPCA) and the Environmental Protection Agency
(EPA), have included a long-range program' ~ '^ designed, especially to
characterize these three facets of diesel emissions. In 1967, during Part.
II of this long-range study, a special investigation* ' was performed to
acquire experience with a preliminary smoke test procedure being con-
sidered by the Federal Government as a smoke certification test for new
diesel engines. This basic procedure, after several revisions, -was
adopted and made public in several publications ' . Compliance with
the Federal smoke standards was required of all heavy-duty diesel
engines used in automotive (truck and bus) applications, beginning -with
engines sold after January 1, 1970.
The Federal smoke test as the test procedure has become known,
is described in reference 8, a copy of which is included as Appendix A
of this report for ready reference. New regulations governing smoke and
gaseous emissions were published^ ' for the 1974 model year diesel
engine used in trucks and buses over 6000 Ibs GVW. The test procedure
was eventually unchanged although the limits were lowered, a new "c"
factor for peak opacity was added, and a number of refinements made
to the procedure.
The Federal test was developed solely as an engine dynamometer
procedure, and almost no effort was expended in developing a chassis
dynamometer version for either compliance purposes or surveillance
tests of in-use vehicles powered by certified-model engines. The
Emissions Research Laboratory, using a specially designed tandem-
axle chassis dynamometer capable of both power absorption and simu-
lation of vehicle inertia, developed a procedure that closely approxi-
mates the engine dynamometer test. The development of the chassis
procedure was the technical step required for creation of a surveillance
study of smoke output from in-use certified model engines. The justi-
fication for such a program was the need for definitive information
regarding the smoke characteristics of these certified engines in routine
operation in a variety of vehicles and applications.
^Superscript numbers in parentheses refer to the List of References at
the end of this report.
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B. Project Objectives
The principal objective of this project was to determine the con-
tinued effectiveness of the Federal exhaust smoke regulations on heavy-
duty diesel engines engaged in routine automotive operation in the
southwestern United States. The effect of time, mileage, and type of
operation or service on smoke levels of test vehicles was to be deter-
mined. A secondary objective was to acquire baseline data on unburned
hydrocarbons (HC), carbon monoxide (CD) and nitric oxide (NO), on a
brake specific basis, by the (then applicable test procedure.
C. Approach
The approach taken to accomplish these objectives was to first
develop a test fleet consisting of 64 vehicles (60 vehicles were required
by the contract) powered by the most popular make and model diesel
engines. The vehicles were brought to SwRI every four months during
a two-year period to perform the chassis dynamometer version of the
Federal smoke test. The data from these tests were analyzed to estab-
lish the correlation, if any, between changes in opacity and time, mileage,
and type of service. Also, at one of the four smoke inspections, each
vehicle underwent a brief 13-mode chassis dynamometer emissions test
designed to provide a "map" of HC, CO, and NO output on a brake specific
basis.-
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3.
II. THE TEST FLEET
The test fleet was composed of 64 vehicles powered by a variety of
diesel engines. Most of these engines were certified under 1970 Federal
smoke regulations. A few uncertified 1969 model engines were included
in the fleet, but only when it was established that the 1969 engines were in
every respect identical to the corresponding 1970 models.
The engine/vehicle combinations in the test fleet were selected for
various reasons. First, the engines were, on the whole, among the most
popular makes and models currently used in automotive diesel applications
in the U. S. However, some engines were included in the fleet because of
their reputation for being heavy smoke producers, even though they were
not necessarily the most popular engines. The vehicles in the fleet were
selected according to their type of service, such as intercity hauling, intra-
city delivery, and other categories. This breakdown by duty cycle was
necessary since a particular make and model diesel engine may power
vehicles engaged in several types of service.
The above selection criteria were, of course, tempered by the avail-
ability of new or nearly new vehicles of the types desired. At the time (late
summer and fall, 1970) that the fleet was developed, a general economic
recession -was in progress, and sales volume of new trucks and buses was
quite low. Hence, considerable difficulty was encountered in obtaining low-
mileage vehicles for the test fleet. By mutual agreement with the Project
Officer, this difficulty was overcome by changing the desired fleet composi-
tion to include other, more obtainable vehicles, and also by accepting
vehicles with higher mileage into the fleet. It was originally planned to
include only vehicles with less than 10, 000 miles, and this goal was ful-
filled for the majority of the fleet vehicles. However, some vehicles
could not be obtained in this low-mileage condition, and some concessions
were necessary on this point.
The composition of the fleet is given in Table 1. The information
in Table 1 is summarized in the following outline.
I. Twenty-one (21) vehicles were powered by two-cycle engines.
A. Fifteen (IS)vehicles were in intracity service.
B. Six (6) vehicles were in intercity service.
II. Forty-three (43) vehicles were powered by four-cycle engines.
A. Thirty (30) of these engines were naturally aspirated.
1. Fifteen (15) vehicles were in intracity service.
2. Fifteen (15) vehicles were in intercity service.
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4.
Quantity
10
5
1
10
5
4
5
2
2
5
5
4
5
1
TABLE 1. VEHICLES IN TEST FLEET
Engine/Vehicle Description
Detroit 6V-71N/GM Bus
Detroit 8V-71N/Truck-Tractor
Detroit 8V-71N/Bus
Cummins NHC-250/Truck-Tractor
Cummins V-903/Truck-Tractor
Cummins NTC-335/Truck-Tractor
Mack ENDT 675/Garbage Truck
Mack ENDT 675/Truck-Tractor
Mack ENDT 673 B/Truck-Tractor
Caterpillar 1145/Truck
Caterpillar 1150/Truck-Tractor
GM DH-478/Truck-Tractor
Detroit 6V-53N/Van
IHC DV 5SOB/Dump Truck
Type of Service
Intracity
Intercity
Intercity
Intercity
Intercity
Intercity
Intracity
Intercity
Intracity
Intracity
Intracity
Intracity
Intracity
Intracity
64 Total
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5.
B. Thirteen (13) of these engines were turbo charged.
1. Seven.(7) vehicles were in intracity service.
2. Six (6) vehicles were in intercity service.
It can be seen that the fleet was well-balanced with regard to two-cycle and
four cycle engines, naturally aspirated and turbocharged four-cycle engines,
and intracity and intercity vehicles. Some of the test vehicles are shown
in Figures 1, 2, and 3. More specific information concerning the engines
in the test fleet is given in Table 2.
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Municipal Bus Powered by
General Motors 6V-71N Engine
Intercity Bus Powered by
Detroit Diesel 8V-71N Engine
Intercity Truck-Tractor Powered by
Detroit Diesel 8V-71N Engine
Intercity Truck-Tractor Powered by
Cummins NH-250 Engine
FIGURE 1. TYPICAL, VEHICLES FROM SURVEILLANCE TEST FLEET
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Intercity Truck-Tractor Powered by
Cummins V-903 Engine
Intercity Truck-Tractor Powered by
Cummins NTC-335 Engine
Intercity Truck-Tractor Powered by
Mack ENDT 675 Engine
Intracity Truck-Tractor Powered by
Mack ENDT 673B Engine
FIGURE 2. TYPICAL VEHICLES FROM SURVEILLANCE TEST FLEET
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8
Intracity Delivery Truck Powered by
Caterpillar 1145 Engine
Intracity Truck-Tractor Powered by
Caterpillar 1150 Engine
Intracity Truck-Tractor Powered by
GM DH-478 Engine
Intracity Delivery Van Powered by
Detroit Diesel 6V-53N Engine
FIGURE 3. TYPICAL VEHICLES FROM SURVEILLANCE TEST FLEET
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TABLE 2. BASIC ENGINE CONFIGURATIONS IN SURVEILLANCE FLEET
Strokes/
Make and Model*1) Cycle*2)
Detroit Diesel 6V-71N
Detroit Diesel 8V-71N
Detroit Diesel 6V-53N
Cummins NHC-250
Cummins V-903
Cummins NTC-335
Mack ENDT 675
Mack ENDT 673B
Caterpillar 1145
Caterpillar 1150
GM DH-478
IHC DV 550B
2
2
2
4
4
4
4
4
4
4
4
4
Cylinder
Arrg't.
6-V
8-V
6-V
6-1
8-V
6-1
6-1
6-1
8-V
8-V
6-V
8-V
Displace.
Cu. In.
426
568
318
855
903
855
672
672
522
573
478
549
Comj).
RatiD
18. 7:1
18.7:1
21:1
15.3:1
17.1:1
14. 1:1
14.9:1
14.9:1
17.5:1
17.5:1
17.5:1
l6:l
Type
Aspiration
Natural
Natural
Natural
Natural
Natural
Turbocharged
Turbocharged
Turbocharged
Natural
Natural
Natural
Natural
Horsepower
at Rated rpm
218 at 2100
318 at 2100*
195 at 2600
250 at 2100
240 at 2400**
335 at 2100***
235 at 2100
250 at 2100
175 at 3200
200 at 3000
165 at 2800
200 at 3000
Torque, Ib-ft
at rpm
604 at 1200
800 at 1600
421 at 1800
658 at 1500
707 at 1800
927 at 1500
890 at 1200
700 at 1600
353 at 1700
446 at 1400
325 at 2000
372 at 2000
' Typical3)
GVorGCW
25,000<4)
72,000
41,000
65,000
72,000
72,000
72,000<5)
65,000
27,000
45,000
44, 000
41,000
(1) All engines feature "open" combustion chamber design except IHC DV 550B which uses the M. A. N. type combustion
system.
(2) All 2-stroke/cycle engines use intake air ports while all 4-stroke/cycle engines use valve in head intake air valves.
(3) Typical means that in which engines were engaged in this program. In case of tractors, the gross combined weight
(GCW) depends on the type of trailer (semi or double bottom), number and size of tires, and state licensing regulations.
(4)City bus (5) Varied from 27, 000 to 41, 000 to 72, 000 pounds * 290 hp with LSN 55 injectors also tested
** 320 hp at 2600 rpm also tested
*** 280 hp version also tested
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10,
• III. TEST PROCEDURES, INSTRUMENTATION, AND FUELS
The vehicles in the test fleet underwent tests to measure smoke opacity
and gaseous emissions of unburned hydrocarbons (HC) , carbon monoxide (CO) ,
and nitric oxide ( NO) . This section of the report describes the test procedures
of this surveillance study, as well as the test instrumentation and fuels used.
A. Smoke Test Procedure and Instrumentation
In 1968, the Federal government established standards for smoke
output from 1970 and later model diesel engines used in vehicles above 6, 000
pounds GVW. Compliance with these standards was ( and is) determined by
subjecting a typical production engine, representative of a certain class or
family of engines, to the Federal smoke compliance test, an engine dyna-
mometer procedure (Appendix A). However, the developmental work for
this procedure involved the operation of several diesel-powered truck-tractors
on a special chassis dynamometer at SwRI. This work, though revised several
times, formed the basis of the Federal smoke compliance test.
The Emissions Research Laboratory successfully developed a chassis-
dynamometer version of the Federal smoke test, and previous experiments
indicated the. two procedures correlate well. The key item in the chassis pro-
cedure is a specially-equipped Clayton tandem-axle dynamometer with a power
absorption capability of 200 horsepower per axle. Large flywheels attached
to one end of the dynamometer rolls provide up to 41, 000 pounds of vehicle
inertia simulation. Figure 4 shows a bus under test on this dynamometer.
The Federal smoke compliance test, as performed on engine or
chassis dynamometer is shown by the schematic drawing on engine speed vs.
time in Figure 5. It consists of an initial engine acceleration from 150-250
rpm above the low idle speed to 85-90% of rated engine speed in 5. 0 T 1. 5
seconds, a second acceleration from peak torque speed (or 60% of rated speed,
whichever is higher) to 95-100% of rated speed in 10. 0 ± 2. 0 seconds, and
(following this second acceleration) a full-power lugdown from 95-100% of
rated speed to the particular intermediate engine speed (peak torque speed
or 60% of rated speed) in 35.0 £ 5 seconds. The accelerations are made
against simulated vehicle inertia furnished by large flywheels connected
to the dynamometer rolls or shaft, and/or against a preset load in the power
absorption unit. Three of these sequences constitute one smoke test.
The average smoke opacity from the 15 highest-valued one-half second
intervals of the two accelerations determine the "a" Factor, and the average
opacity from the five highest-valued one-half second intervals of the lugdown
mode determines the "b" Factor. The maximum values allowed for "a" and
"b" Factors of 1970 through 1973 certification engines are 40- and 20- percent
opacity, respectively.. For 1974, the "a" Factor was reduced to 20-percent
opacity and "b" Factor was reduced to 15- percent opacity. A new peak or
"c" Factor, which is the average of the three highest one-half second intervals
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FIGURE 4. CITY BUS UNDER TEST ON SwRI DYNAMOMETER (INERTIA
SIMULATION WHEELS IN RIGHT FOREGROUND)
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100
90
80
0)
to
0)
c
'So
.c
w
TJ
1)
C
V
u
60
Lugdown
First
Acceleration
Second
Acceleration
FIGURES. SCHEMATIC OF
:TIME, SEC
ONE CYCLE OF FEDERAL SMOKE COMPLIANCE TEST
ENGINE SPEED VS TIME
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13.
per cycle and is determined from the "a" and "b" chart readings. The
three cycle "c" values are then averaged to determine the "c" Factor
for the test. For more details on the 1974 test, please see reference 9.
All smoke tests were made in accord with the procedures applicable to
the 1970-1971 calendar year engines, the then current test procedure.
The "c" Factors were computed and reported for possible comparison
to 1974 Federal standards.
All vehicles were tested in their "as received" condition, with no
adjustments made to the engine. However, a brief pre-test inspection,
consisting of a search for anomalies such as crimped or leaking fuel lines,
was conducted. Following each smoke test, a power curve (i. e. , a series of
full-power conditions at various engine speeds) was performed. During this
power curve, measurements of rear-wheel horsepower, smoke opacity, and
(where possible) inlet restriction, exhaust backpressure, injection system
pressure, and turbocharger boost pressure were recorded. These perfor-
mance parameters were recorded for reference in case the smoke level of
any vehicle changed substantially from one test to the next. Thus, it was
possible to diagnose the more obvious causes of increased smoke opacity.
The U.S. Public Health Service full-flow, light-obscuration smokemeter
(Figure 6) was used to measure exhaust smoke opacity for all tests. The PHS
instrument is specified for use in the smoke certification test procedure and
is the standard diesel smokemeter used by government and industry.
In the surveillance-type tests conducted for this project, it was not
possible to mount the smokemeter directly onto the vehicle exhaust pipe out-
let. Hence, a standard method of mounting the smokemeter was developed.
First, a piece of steel exhaust pipe approximately three ft long was welded
to a piece of flexible exhaust pipe about three or four ft long. The other end
of the flex pipe was connected to the vehicle's exhaust outlet, and the smoke-
meter mounted on the end of the steel exhaust pipe. The diameter of the pipe
on which the smokemeter was mounted was determined by the horsepower
rating of the engine, per the Federal smoke test procedure. Also, the
smokemeter was located on the exhaust pipe so that the distance from the
light beam to the end of the pipe was 1. 0 to 1. 5 pipe diameters, again per
the Federal procedure.
Figure 7 shows a diesel powered tractor prepared for a chassis
version of the Federal Smoke Test Procedure. This tractor was not one of
the fleet but is shown to indicate the physical location of the smokemeter
read-out remote box and two-pen strip chart recorder (next to technician).
Note the location of the smokemeter is above the cab of the truck and is
mounted on a short length of flexible pipe followed by a straight section of
rigid exhaust tubing of the diameter required for the engine size. In practice,
the adapter pipe section was directed either forward or to the rear (usually
to the rear).
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FIGURE 6. PHS FULL-FLOW, LIGHT-EXTINCTION SMOKEMETER
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15.
forward or to the rear (usually to the rear).
Figure 8 shows
calibration of
smokemeter by
known opacity
neutral density
filters and also
indicates the loca-
tion of the smoke -
meter on the ex-
haust pipe. Fig-
ure 9 shows the
interior of the
tractor cab. From
here, the dyna-
mometer load con-
trols (in driver's
hand), electronic
counter for engine
speed-recorder
trace calibration,
and other gages
and instruments to
measure items such
as pump delivery
pressure (where
applicable), inlet
and exhaust restric-
tions and turbocharger
boost pressure (where
applicable) were moni-
tored.
Two smoke-
meters were used on
vehicles equipped
with dual exhaust
outlets. For instance,
the intercity tractors
powered by 8V-71
engines had dual 3. 5-
inch diameter exhaust
Each stack had its own muffler and served only one bank of the engine.
FIGURE 7. TRACTOR PREPARED FOR
SMOKE TEST
stacks.
Since the two exhaust systems were separate and independent of each other,
it was decided to treat the engine as two separate engines, each with its own
exhaust system. The 8V-71 engine is rated 318 horsepower; therefore, each
side of its exhaust system was considered to serve a 159-horsepower engine.
-------
16.
FIGURE 8. PRK-'l'iL'bl
WITH NEUTRAL,
FIGURE 9. INTERIOR OF CAB OF TRACTOR UNDER SMOKE TEST
-------
17.
Thus, two smokemeters were used, each mounted on a three-inch
diameter pipe adapted to the 3. 5-inch exhaust stack.
Smokemeter output and engine speed were recorded on a Texas
Instruments dual-pen strip chart recorder with 10-mv range and 0.4
second full-scale response. Recorder chart speed was 12 in per min,
which allowed accurate analysis of the opacity traces. Typical smoke
opacity and engine speed traces for naturally aspirated and turbo-
charged diesel engines are shown in Figures 10 and 11, respectively.
Tables 3 and 4 are data sheets on which the chart values for
Figures 10 and 11 smoke traces (first sequence only) are recorded for
determination of "a" accel, "b" lugdown and "c" peak smoke factors.
These two tables are included as examples to indicate the type of data
recorded from the strip charts obtained during the over 400 smoke
tests performed during the course of this project. The large number
of tests and extensive data would make this report too bulky to publish
and therefore only the reduced smoke factors are listed for more
detailed analysis.
B. Gaseous Emissions Test Procedure and Instrumentation
The California Air Resources Board (ARB) 13-mode, 39 min
chassis dynamometer test procedure ' (Appendix B) was used to
obtain gaseous emissions data for the test vehicles. This test procedure
was adopted from the procedure developed by the Engine Manufacturers
Association (EM.A) and its history and salient features are best des-
cribed in Reference 11.
It should be noted that at the time these tests -were performed,
there was no Federal Test Procedure applicable to gaseous emissions
from heavy duty diesels and the only available procedure was the one
developed by EMA and under consideration by the California ARB. A
chassis dynamometer alternative, since deleted by California and not
included in the Federal Test method, was used for these tests since the
engines -were in operating trucks and buses. The 1974 Federal Test
Procedure^ °' for diesel emissions has since included a correction of
as-measured CO and NO to a wet basis, since dryers (cold traps and
dessicant) are used in the analysis train and a correction for intake air
humidity to correct the observed NO to a standard 75 grain per pound of
dry air. The test work was completed in 1970 and originally reported in
the 1972 interim report on this project without the refinements that have
occurred since 1970 when the tests were run.
To convert the hand calculated results from that originally
reported, and repeated in this final report without change, requires the
programing in of all the data on computer programs now available,
-------
FIGURE 10. SMOKE OPACITY AND ENGINE SPEED TRACES FROM FEDERAL TEST
OF NATURALLY ASPIRATED ENGINE
00
-------
FIGURE 11. SMOKE OPACITY AND ENGINE SPEED TRACES FROM FEDERAL
TEST OF TURBOCHARGED ENGINE
-------
TABLE 3. FEDERAL SMOKE TRACE OPACITY READINGS
NATURALLY ASPIRATED DIESEL ENGINE
20.
Vehicle No.
Date /- // -
Evaluated By
Model Engine £)fam0/e- Na.Tura/1^ nsflir-O ^sC_
Accelerations
i i<
First Sequence Second Sequence
Run No. /
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval NOT Smoke %
/
^
3
•'-.
v —
^
r-f
/
7
/O
//
/•£
/3
/•&
/S~~
Total Smoke %
9.6
7.£
*?.£
9.0
?.£.
if- ..-•
f-^
/o.o
/o.s*
//.A,
//.£>
//.£>
// J.
/^.^
ftt • b*U-
/v^ O^\ (&
Factor (a) = #£"%.£. = /O.a-
1
3
4
.^
£
f
g
•'7
.'. O
//•O
//, J-"
/0.£^
/ /.£>
/l-S*'
//. /
/4Z3
45
Lugging
First Sequence Second Sequence
/
*£
^,-f
-i
^
6>
7
/
-/
/o
//
/£
/j
/•^
/3~~
/O. 0
9. ^
f. ^
3. £
^. .- —
/^. ^
/0.3
/£>.$"
J I. O
// 0
/^). ^ '
//•3
//. 0
//. S^
//. 5""
/r^_5
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval No. Smoke %
/
^L
3
•£
^~
/£.
/3.O
S3.0
Total Smoke % <£s^ $
Factor (b) = /#2. ^P = /
/
£
J»
j/
g~
'£ 7%
15
Comments: /•*/-. O
/4.a
/g j—
S3.0
/3.Q
/JI^. f)
fiy /» i3
/4.£>
/
j.
3
^
s~
/^.^
/£.&
/=2- $""
/0.£^
/£>.^
^7.
-------
21.
TABLE 4. FEDERAL SMOKE TRACE OPACITY READINGS
TURBOCHARGED DIESEL ENGINE
Vehicle No.
Date /- // - 73 Evaluated By
" 7—
Model Engine £:xAr»£/£ - /£*/- bexLsT* r^ejL
Accele rations
First Sequence Second Sequence
Run No. /
Third Sequence
Interval No. Smoke % Interval No. Smoke % Interval NOT Smoke %
/
-e.
3>
-5/
^
6
&
/3
/•^
/£ —
Total Smoke %
6.3
7.^
/o.£"
/^.z"
^s'.d
££'.£'
Jj'.^"
/•{/, /\
/<2.0
/$* S)
3.0
6.7
6.^
~?43.^r
Factor (a) - 7-^^-^ r /£,
i
<£.
3
Jt/-
,— •
6,
7
£
9
. /£>
//
/^L
/3
/"-
/S"
7. o
7,3
tf.f
/•*/-. O
<3£-O
-29.O
^.0
33. O
J>/,3
/7.£
/£.O
^6>.-3
.#
^.3
C0 • •>£*
VP t «5
Total Smoke % c=2$. £
Factor (b) . ftf.g' = ^f
/
oi
J
4.
s
'9V
15
Comments: ^£. S
7a
&-£^
6.£~
6-O
6.3
J3.3
^.0
/
*£.
J
^
^~~
^s^~
6.O
^.O
^O
^.7
3fo. 3
-------
22.
as well as entering in the modal barometric pressure, wet/dry bulb
temperature readings, and humidities which, because of their lack
of specification, were not obtained under all modes. Since the runs
were short, 39 minutes, the before and after barometric conditions
changed very little and could be used to convert the as measured con-
centrations to the wet basis (CO and NO) and then convert the observed
NO to 75 grains as desired. This additional analysis is beyond the
scope of this project, but could be done at a later date by using the
modal results listed in Appendix E for each run.
Each vehicle tested for emissions performed two tests in a
back-to-back manner. A special 30-min version of the test cycle was
used for city buses in order to lessen tire heating problems. Mode
times were reduced to two min except for modes 3, 7, 8, and 12,
which remained three min long. No difficulty was encountered in stabil-
izing engine speed and load conditions in the time-shortened modes using
fast response SwRI instrumentation systems.
Measurement of unburned hydrocarbons (HC), carbon monoxide
(CO), and nitric oxide (NO) were made according to SAE Recommended
Practices J215 (HC) and J177 (CO and NO). These Practices are part
of the ARB test procedure. The NDIR analyzers for CO and NO are
shown in Figure 12, and the high-temperature FIA unit for HC is shown
in Figure 13. Note the very short heated sample line for the FIA in this
latter figure -which was helpful in rapid stabilization of HC read-out.
Engine fuel consumption was measured by means of a mass flow-
meter-float tank arrangement manufactured by Flo-Tron, Inc. Temperature
of fuel supplied to the engine was maintained in the specified range of 100°F
± 10°F by a heat exchanger in the fuel flow measurement system. Engine
air consumption (or exhaust flow) was taken from data furnished by the
engine manufacturer for a particular engine model or air flow was directly
measured using a calibrated long radius nozzle in accord with SAE Re-
commended Practice J-244.
C. Test Fuels
All smoke and emissions tests were run on ASTM type DF-1 for city
buses and a DF-2 diesel fuel for all others which met the specifications
given in the Federal Register, Vol. 33, No. 108, Part II, P. 8320, para.
85. 121(b), dated June 4, 1968. The laboratory analysis of typical batches
of DF-1 and DF-2 fuel are given in Table 5. The operation of the vehicles
during the two-year program was with the usual fuel normally purchased by
the fleet operator. These fuels will vary somewhat and generally always
have lower sulfur and aromatic content than the Federally specified emissions
test fuels.
-------
23.
FIGURE 12. INSTRUMENT CART FOR SAMPLING DIESEL
EMISSIONS BY NDIR ANALYZERS
-------
FIGURE 13. SwRI HIGH-TEMPERATURE ANALYZER FOR UNBURNED HYDROCARBONS
N
-------
25.
TABLE 5. TYPICAL TEST FUELS SPECIFICATIONS
Fuel Type DF-1 DF-2
Fleet Application City Buses All Others
Property
Cetane 48. 0 44. 0
Pour Point, °F -40 +10
Flashpoint, °F 164 182
Gravity, °API 42.0 33.8
Viscosity, cent. 1.7 2.6
Hydrocarbon Composition:
Aromatics, % 14.0 36.7
Total Sulfur, wt. % 0. 06 0. 30
Distillation, ° F:
IBP 389 376
10% 406 442
50% 426 522
90% 486 583
EP 547 640
-------
26.
IV. SUMMARY OF SMOKE TEST RESULTS
This section summarizes the results from the two year sur-
veillance test. The test data appear in tabular form in Appendix C
for each engine/vehicle group. These groups are as follows: two-
cycle engines in intracity service; two-cycle engines in intercity
service; four-cycle naturally aspirated engines in intercity service;
four-cycle turbocharged engines in intracity service; four-cycle
turbocharged engines in intercity service; and midrange two-cycle
and four-cycle engines in intracity service.
Some general comments accompany the test results for each
of these groups in terms of their average performance, but the reader
is, of necessity, relied on to obtain more specific information from
the various tables in Appendix C. The Appendix C summary tables
list the "a" and "b" smoke factors required by the project and specified
for the 1970 calendar year diesel engine in heavy duty truck and bus
operation. These tables also contain the "c" factors which will be of
interest to the reader in light of the 1974 peak smoke factor. The
"c" factor.is included as information although it is not applicable to
pre 1974 engines. A simple statistical analysis of the data appears
in each table, for each engine group. A more extensive analysis is
postponed to the next section.
A word concerning some of the terminology used in this and
subsequent sections dealing with smoke test results: The term "base-
line" refers to the initial or 0-month test of a vehicle. Subsequent
tests at 4, 8, 12, 16, 20 and 24 months of operation are referred to as
"second round" (or merely "second test"), "third round", and so forth.
The term "last test" or "last inspection" always refers to the seventh-
round or 24-month test if the vehicle remained in the program for the
full two years.
Many of the higher mileage vehicles completed the surveillance
period, taken to be 100, 000 odometer miles, well before the two year
period. Useful life, as defined in paragraph 85. 802 of reference 9,
means a period of use of 5 years or 100, 000 miles of vehicle operation,
whichever occurs first. In practice, nearly all the intercity tractors
and the intercity bus exceeded 100, 000 miles shortly after the 4th round
or first year with most intracity units continuing on into the second year
of operation.
The procedure was to perform a smoke test inspection throughout
the two year period on four month intervals with the final test on high
mileage accumulation vehicles made shortly after exceeding the 100, 000
odometer mile useful life.
To illustrate the engine groupings and their longevity in this
-------
27.
surveillance project, Table 6 is a listing of all vehicles and their
odometer readings at each smoke inspection. Of the original 64
trucks and buses, all but three remained in the program. Unit 144
powered by an NTC-335 Cummins engine was lost midway in its test
because of transfer of the unit to Dallas, making it no longer available.
Two of the garbage trucks, Units 2 and 5, were casualties late in the
test program. Unit 2 caught on fire and was destroyed, while Unit 5
was badly wrecked shortly before the final inspection. A few extra
vehicles had been included in the fleet at the beginning to try and com-
pensate for such losses. It is fortunate that only three units were lost
and then usually late in the program where their loss had minimal effect
on the results.
During the test period of mileage shown on Table 6, only one
vehicle in the fleet received major engine maintenance. City Bus 817
powered by a Detroit Diesel 6V-71N required a major engine overhaul
at 80, 000 miles. Several mid-range and a few line-haul type engines
received maintenance to the injection system. In a couple of instances
this maintenance meant only adjustment while in others a major tune-up
was performed. The maintenance performed will be discussed by engine
group and its impact on the smoke surveillance assessed. Sometime the
maintenance helped and sometimes it did not affect the exhaust smoke.
To the extent that could be verified, each vehicle received the
normal maintenance of crankcase lube oil drain, fuel, oil and air filter
replacement and the use of recommended parts, fuels and lubricants
was used. Some fleets received much better maintenance than others
just as the type of service (mileage accumulation and application) varied
greatly.
It is not too surprising to the writer to have a diesel engine, es-
pecially those used in intercity line-haul type operation, run 100, 000
miles without any maintenance to the injection system other than filter
replacement. The basic engine is considered to have a nominal 350, 000
mile or about 3 years in high mileage operation.
The intracity or mid-range diesel engine is less costly and in-
tended for a less demanding type service and consequently lacks the dura-
bility of the line-haul heavy duty engine.
For example, the Cat 175 and 200 and DH478GM engines, con-
sidered mid-range, accumulated normally less than 50,000 miles in
two years. The 6V-53N Detroit Diesel engine, also considered a mid-
range engine, did achieve 100, 000 miles in the two year period.
The useful life definition of the Federal Register was adopted for
purposes of certification testing and does not necessarily reflect the use-
ful life of the diesel engine. For engines built for intercity, heavy duty
-------
TABLE 6. SMOKE SURVEILLANCE TEST FLEET ODOMETER READINGS (MILES)
Vehicle
No.
815
816
817
818
819
820
821
822
823
824
405
104
105
106
107
V-591
H-3
H-4
H-8
H-10
H-16
21
22
62
15743
15744
15745
15746
24658K
26353K
26354K
Engine Make
and Model
Detroit
Diesel
6V-71N
Detroit
Diesel
8V-71N
Detroit
Diesel
6V-53N
Cummins
NH-250
Smoke Inspection Interval (Test Round)
l(Omo)
44,059
32,427
45,575
49,190
46, 277
43, 499
41, 982
42, 041
43,765
41,479
8,480
5,941
5,165
6,958
12,393
12,894
3,992
5,201
2,963
3,111
339
31,901
34,842
32,100
54,318
56,622
58, 001
40, 850
12,123
239
268
2(4mo)
66,203
54,560
66,548
71,200
72,542
65,590
68,137
69,155
69,855
67,223
59,990
62,856
61,485
48,487
61,050
52,441
22,754
20,402
26,664
23,926
21,053
50, 738
71,829
74,204
76,652 .
77,254
76,711
61,766
19,168
37,369
39, 787
3(8mo)
88,853
77,659
91,264
93,751
93,324
92,874
92,566
92,935
93,334
92,288
95,319
115,686
94, 788
72,198
89,642
92,000
44,144
36,413
40,252
39,544
34,806
77,486
93,108
97,821
87,434
84, 166
112,844
101, 749
46, 886
55,715
59,161
4(1 2mo)
104,879
100,497
109,848
109,863
110, 075
108,609
108,480
104,970
109,619
99, 723
132, 550
176,364
144,404
129,955
137,221
127,460
60, 161
52, 767
57,444
57,835
46,513
108,832
107,568
161,645
104, 719
106, 967
120, 839
122,422
81,574
86,822
90, 000
5(l6mo) 6(20mo)
123,623
116,232
124,077
129,348
129,680
123,559
127,499
122,074
124,042
123,180
79,044 88,400
79,568 99,525
90,775 110,4.21
79,742 91,677
74,041 90,310
113,321
122,420
128, 771
7(24mo)
104,688
110,346
107,346
103,316
r
0
-------
TABLE 6 (Cont'd). SMOKE SURVEILLANCE TEST FLEET ODOMETER READINGS (MILES)
Vehicle
No.
966
968
970
972
415
20
144
458
6213
1
2
3
4
5
5
6
060122
060124
507
510
512
519
527
Engine Make
and Model
Cummins
V-903
Cummins
NTC-335
Mack
ENDT 675
Mack
ENDT 673B
Cat
175
(1145)
Smoke Inspection Interval (Test Round)
l{0mo)
813
14, 709
11,782
13,589
12,366
18,665
31, 766
87,407
81,519
67,339
1,454
28,574
1,505
5, 045
70,328
1,510
6,306
4,838
4,493
3,950
2,387
5,831
2,022
2(4mo)
41,027
47, 073
43,386
40, 833
75,515
65,013
87,491
126,772
114,382
109,851
14,062
40, 754
4,636
11, 402
113,283
11,256
10,490
8,986
7,222
6,222
3,438
17,033
4,006
3(8mo)
82,648
116, 787
77,223
72,578
136,249
106, 934
*
173,104
155,570
151,350
27,041
54,826
18,576
27,779
153,169
25,566
13,412
12,896
11,096
8,669
5,328
26,619
5,968
4(1 2mo)
122, 180
140,829
116,452
112,126
162,248
128,663
219,279
177, 745
205,110
42,967
71,432
32,352
35,057
194,783
45,566
1 7, 041
16,813
14,401
11,058
7,298
31,569
7,955
5Q6mo)
**
84, 158
46,571
50, 928
58,961
22,050
22, 176
17,766
13,887
9,818
41,223
10, 887
6(20mo)
95,066
65,212
62,928
76,395
27,575
24,813
21,930
17, 161
12,343
54, 168
14, 315
7(24mo)
100,435
74,637
***
85,990
33,852
31, 703
27,437
22,458
16,981
67,497
20,771
* Deleted from test fleet as truck sold and transferred to Dallas
** Deleted from test fleet due to fire that destroyed track
*#*. Wrecked and engine ruined as a result
CM
-------
TABLE 6 (Cont'd). SMOKE SURVEILLANCE TEST FLEET ODOMETER READINGS (MILES)
Vehicle
No.
880
881
883
884
885
118
133
137
190
Engine Make
and Model
Cat
200
(1150)
GM
DH 478
Smoke Inspection Interval
l(Omo)
13,149
8,226
7, 721
7,650
8,871
5,285
7,134
762
970
2(4mo)
16,156
11, 781
10,800
21,645
12, 752
8,578
10,602
2,844
3, 200
3(8mo)
19,481
14,795
13,600
24, 701
15,401
11,607
14,867
5,237
5,936
4(1 2mo)
22,364
17,844
16,912
26, 962
18,540
14,893
18,053
7,764
8,634
(Test Round)
5(l6mo)
25,819
21,241
20, 286
29,996
22,087
18,402
23,740
10,568
10,443
6(20mo)
28,741
23,947
23,333
33, 130
24,881
21,958
33,909
14, 775
15,839
7.(24mo)
33,278
28,144
27,443
37,346
29,503
28,184
43,105
23,077
22,847
631
DV-550 B
IHC
10,029
17,655
23,925
30,580
37,778
44,979
49,408
-------
31.
operation, the time to injector maintenance is generally on the order of
100, 000 to 125, 000 miles. Perhaps this was the intent of the Register,
to place useful life to first serious repair of the injector system where
injectors are removed for cleaning, the pump.is adjusted or maintained
and valves adjusted. Most heavy duty line-haul (6 and 8V-71 Detroit
Diesel, Cummins NHC-250, NTC-335 and V-903, and Mack Endt-675)
reached the point of first major tune-up, consisting of removal of injec.-
tors, etc. Of the mid-range category only the 6V-53 Detroit Diesel engines
reached the point of major tune-up. For purposes of discussion, this
summary of smoke test results will be presented first on a time base,
i. e. , by inspection period and then by odometer miles. Results of these
smoke tests, the Federal "a", "b" and "c" Factors, are often referred
to collectively as "smoke factors".
A. Smoke Results by Inspection Period
This subsection summarizes the entire two year surveillance
smoke results obtained at four month inspection intervals. Each major
engine/vehicle group will be discussed separately using bar charts of
the group average "a" and Mb" factors.
1. Detroit Diesel 6V-71N Engines in Intracity Buses
The average "a" and "b" factors for the ten city buses
powered by Detroit Diesel 6V-71N engines with 60 LSN injectors and
fueled with DF-1 are shown in the bar chart, Figure 14, for five inspec-
tions (0, 4, 8, 12 and 16 months). These engines were characterized by
their low smoke opacity throughout the two-year test period. To place the
overall 6. 0 percent "a" and "b" readings in perspective, the limit of visi-
bility of diesel engine smoke from buses and trucks is. generally 3 to 4 per-
cent opacity by the US PHS (EPA) full flow light obscuration type smokemeter.
These light smoke levels, just above the visibility limit
but barely so, are not only impressive in their minimal level, but also
their behavior with time was quite encouraging. One reason for the very
low smoke from the city buses was the fuel. DF-1, a kerosene type diesel,
is lighter than DF-2 and when used with volume metering fuel injectors
results in a derating of the power output of the engine. Although less
power is available, since less mass of fuel is being burned, many bus
operators prefer this more expensive fuel because of its, lower smoke and
less objectionable odor quality.
The highest "a" and "b" Factors at the initial test were
approximately 10- and 8. 5 - percent opacity, respectively. The initial
mileages for these vehicles ranged from 32, 400 to 49, 200 miles. Only
slight changes from the baseline "a" and "b" Factors were observed at
-------
20
1970 Limit
1974 Limit
1970 Limit
1974 Limit
32.
20
15
t>» 1
3 7.0
u
Oj
p,
O
« 6.0
0
C
eg 5.0
S-,
O
% 4.0
Pn
r* 3.0
oi
-
_
-
_
X
rn
0 Month;
CO
43
•>->
a
o
S
^
rft
8 Monthi
rn
12 Monthi
CO
43
4J
C
0
s
vO
r— 1
-S\
CO
,£!
4->
d
o
2
o
CO
4 Month
.
CO
8 Month
CO
A
•*->
ti
O
s
(M
i-H
CO
42
4J
C
0
s
vO
1— 1
-
.
1
>^
7.0 .-a
u
nt
O
6.0
V
o
5.0 1
^i
0
4. 0 8
tn
3.0?
0
40
'a" Factors
"b" Factors
FIGURE 14. AVERAGE "a" and "b" FACTORS
TEN.DETROIT DIESEL.6V-71N ENGINES
1970 Limit
1974 Limit
1970 Limit
20
L*\J
^
•k
.-§" 10'°
Q
n)
OH
O 8.0
(U
^
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33.
the second- and third-round tests. Note that the average smoke factors
at these tests differed little, if any, from those of the initial test per
Appendix Table C-l.
There also was little change between the initial and last
(16-month) sets of data, with one exception, which will be noted pre-
sently. The highest fourth-round "a" and "b" Factors were about 9-
and 7-percent opacity, respectively. Five engines had increased "a"
and "b" Factors over baseline, and five engines showed decreased
smoke factors. The average fourth-round "a" and "b" Factors were
very close to those of the first test. All of the vehicles were continued
to 16 months of operation with unit 824 exhibiting relatively high smoke
of 11 percent "a" and 11,7 percent "b11.
The only engine in this group that had a large and abrupt
change in smoke opacity during the test period was in Bus No. 817.
Shortly after the third-round test, this engine received a major over-
haul consisting of new rings, cylinder liners, camshafts, injectors,
and a valve job. The bus was returned to the Emissions Research
Laboratory after a short break-in period, and another smoke test and
power curve were performed. The "a" and "b" Factors were approxi-
mately 1.5- and 1.0-percent opacity, respectively. Rear wheel power
was about the same as when the bus was first tested at 35, 500 miles.
Engine failure was quite sudden, and for this reason the third-round
tests results were thought to represent the smoke prior to any sub-
stantial engine deterioration. Hence, these data are included with the
other third-round results. Incidentally, this was the only engine in
this group to undergo extensive maintenance; the others had only
routine service performed on them.
The data from the five inspections have been statistically
analyzed to obtain not only mean values, but also the quantities associated
with the dispersion or variation of the data about-these mean values,
namely, the mean deviation, standard deviation, and the coefficient of
variation. The standard deviation gives the absolute variation of the
data, while the coefficient of variation expresses the standard deviation
as a percentage of the mean and hence is a relative measure of variation.
For example, the mean (average) values of the first-round "a" and "b"
Factors are similar (6.4- and 5.6-percent opacity, respectively) and
their standard deviations are the same (1. 8). However, the "b" Factors
have a larger coefficient of variation and therefore have a higher degree
of relative dispersion.
It should be noted on Table C-l that the fourth-round smoke
factors for Bus No. 817 were not included in the statistical analysis.
This omission was justified since the recently overhauled engine had
very low smoke factors that artificially lowered the mean values and
-------
34.
increased the variability of the data. Also, the failure of a heavy-duty
diesel engine after only 80,000 miles of operation is certainly an un-
common event. Hence, it was thought that the surveillance nature of
the project would best be served if the test results for this vehicle
were reported, but with no statistical significance attached to them.
In general, the variation of the data was consistent and
rather large through the first three inspections, then dropped sharply
at the fourth test. Therefore, at least for the fourth inspection, the
data showed a greater tendency to converge to a central value. The
"a" Factors generally showed the largest absolute variation at each
of the five tests, while the "b" Factors had the greatest relative
variation.
2. Detroit Diesel 8V-71N Engines in Intercity Service
The "a" and "b" Factors for these engines are presented
in Appendix Table C-2 and their averages shown in Figure 15. Five
engines powered truck-tractors in line-haul service, and one engine
was in an intercity bus. The truck-tractors were equipped with dual
exhaust stacks, and, as previously mentioned, smoke opacity was
measured separately and simultaneously for each stack. The smoke
factors generated by the left and right engine banks are hence pre-
sented separately in Table C-2 and demonstrate that the two banks of
an engine often produced smoke of different opacity.
The Figure 15 bar chart of average "a" and "b" factors
indicate both were doubled between the 4 and 8 month inspections. The
"a" changed from about 5 to 10 percent opacity while the "b" factor
increased to 4. 5 from 2. 5 percent opacity. Although these smoke
levels are, like the city bus, termed "light" the trend to higher smoke
sometime after the 4th inspection is of interest.
These engines, like the 6V-71 bus engines, had low smoke
factors at all four of the tests. The first-round "a" Factors ranged from
1. 5- to 7. 3-percent opacity, while the corresponding "b" Factors ranged
from 1.0- to 5.4-percent opacity. Vehicle mileages at this initial test
were low, from about 5, 200 to 12, 900 miles. At the second inspection,
there were an equal number of engines with increased and decreased smoke
opacity from the baseline values. Note that the average "a" and "b"
Factors were nearly identical at the first- and second-round tests. By the
third inspection, all but one engine had higher smoke opacity than at the
initial test, and the average "a" and "b" Factors were approximately twice
the values of the baseline averages.
The fourth-round smoke factors were, however, quite low,
especially in view of the very high mileage accumulated by these vehicles.
-------
35.
The "a" Factors, listed on Table C-2, ranged from 4. 8- to 14. 1-
percent opacity, and their average was 9. 5-percent opacity. The "b"
Factors went from 2. 0- to 10. 9-percent opacity, with an average
of 4. 6-percent opacity. Elapsed test mileage for the one-year period
was 114,000 to 170,000 miles, and total vehicle mileage at the last
test was 127,000 to 176,000 miles. None of the engines underwent
any maintenance that could have greatly affected the smoke opacity
(e. g. , maintenance of the injection system or internal parts of the
engine).
The data from the four inspections of these vehicles were
statistically analyzed in the same manner as the data for the city buses.
However, for statistical purposes, the test results for the left and right
engine banks of the five truck-tractors were considered as discrete
and independent results. In other words, the statistical analysis
considers the results as arising from tests of ten four-cylinder,
single exhaust engines-. This approach is justified by the fact
that no satisfactory method of combining smoke opacities from two
sources (stacks) exists, as it does for the brake specific mass-flow
emissions data of the emissions tests.
The variation of the data was rather large, as can be seen
from the standard deviations and coefficients of variation in Table C-2.
The "a" Factors consistently showed the most absolute variation, while
the "b" Factors had the higher relative variation. The degree of absolute
variation for both smoke factors increased at the second and third in-
spections, then decreased between the third and fourth tests. The rela-
tive variation for both factors increased at the second test, then decreased
at the third and again at the fourth test. In general, these are similar
to the trends in data variation for the 6V-71 bus engines. However, the
8V-71 engines had more relative and absolute data variation than the
6V-71 engines.
3. Detroit Diesel 6V-53N Engines in Intracity Trucks
Figure 16, the average results for this group of five delivery
trucks showed.at their initiaJ test, that these engines generally had the
low smoke factors of the other two-cycle engines in the project. This Figure
was prepared from smoke factors by truck for each inspection shown in
Appendix Table C-3. First round "a" Factors were 5. 1 - to 15. 2-percent
opacity (this latter value was far above the others) and "b" Factors ranged
from 1.3- to 7.6- percent opacity. The average "a" and "b" values were
9. 1 and 3. 5, respectively. Initial vehicle mileage was 300 to 5, 200 miles.
Surprising opacity changes were noted at the second-round inspection of these
engines. Four engines had very large increases over their baseline opac.-
ities, while the engine (in Truck No. 4) that had high-smoke, at the first test
showed greatly reduced opacity at the second test. This reduction was due
to an adjustment of injector and valve settings, performed in response
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FIGURE 16. AVERAGE "a" and "b" FACTORS
FIVE DETROIT DIESEL 6V-53N ENGINES
1970 Limit
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FIGURE 17. AVERAGE "a" AND "b" FACTORS
TEN CUMMINS NHC-250 ENGINES
-------
37.
to a driver complaint of low power. The observed increases in smoke
opacity are more difficult to explain. All five of the vehicles involved
accumulated substantial mileage between the first and second inspections,
and most of the mileage was in very hard intracity service. However,
it seems unlikely that mileage alone could account for these large opacity
increases. In any case, the engines performed very well, and there
appeared to be no noticeable engine deterioration. The average second-
round "a" and "b" Factors were 21.4- and 9. 9-percent opacity, respec-
tively, which are about 2. 5- times the corresponding baseline averages.
The average third-round "a" and "b" Factors were 22. 3 and
11.4-percent opacity, respectively, and hence were very close to the
averages at the second test. However, even though there were only
small changes on the average, there -was a large increase and decrease
in smoke opacity by two engines, and each change tended to cancel out
the other.
Smoke opacity at the fourth round was generally lower
than at the third test, although still considerably higher than at baseline.
"a" Factors ranged from 14.7 to 18. 1, with an average of 16. 2, and "b"
Factors were 6. 9 to 11.6 and averaged 8. 0. The fleet owner reported
that no engine maintenance -was performed between the third- and fourth-
round tests; however, some uncertainty exists on this point due to the
sketchiness of these records.
The fifth and sixth round results tended to continue the
irregular pattern of average "a" and "b" Factors shown by the third and
fourth round tests. The "b" factors continued its stairstep upward increase
with time through the 24 month program, with the final "a" Factor
average of 36 percent relative to a usual 20 percent average for the
first year and a half.
The overall increase in "a" and "b" with time is quite
evident from Figure 16 and this behavior is quite different from the 71
series Detroit Diesel engines already discussed. This was the only
mid-range diesel to complete the 100, 000 mile test period in two years
and represents an important finding with respect to smoke performance
deterioration.
4. Cummins NHC-250 Engine in Intercity Truck-Tractors
An important introductory point should be noted concerning
the NHC-250 engines. At one time or other during the first year test
period, eight of the ten engines were running fuel delivery (rail) pressures
some five to twenty psi (at 2100 rpm and maximum power) over the factory
specified 170 to 175 psi. Thus,these engines were fueled at a slightly
-------
38.
higher rate than normal. Such an increase in fuel rate usually pro-
duces an increase in smoke opacity; however, the amount of this
opacity increase cannot be accurately estimated from these surveillance-
type tests. This observation, together with the fact that some of these
engines had their rail pressures adjusted up and/or down during the
test period, led to the conclusion that this data should be presented without
special analysis or comments. This approach is further justified on
the grounds that an unknown percentage of the NHC-250 engines in use may
have had their rail pressures adjusted, it is a very simple and inexpensive
operation. The practice of a few owners or operators'of NHC-250-powered
trucks was to increase the fuel rate (and, hence, the horsepower) when the
engine was new or newly rebuilt, then return the fuel rate to normal after
a break-in period.
Figure 17 is a bar chart representation of the average smoke
factors for the ten intercity tractors powered by the Cummins NHC-250
engine. A steady, mostly consistant increase in both "a" and "b" Factors
with time is evident, the exception being the fourth inspection. It
should be noted that only three trucks remained in the project for the fifth
round inspection and accordingly the average is based on much fewer
trucks than previous inspections.
As indicated on Table C-4 (Appendix C), the NHC-250 engines
initially demonstrated moderate to high smoke opacity, with "a" Factors
from 7. 3- to 17. 7-percent opacity and "b" Factors from 10. 9- to 22.4-
percent opacity. Vehicle mileage at the first test ranged from 200 miles
to 58, 000 miles, and several other trucks had over 30,000 miles. How-
ever, the higher-mileage trucks did not necessarily have the highest
smoke opacity. At the second- and third-round tests, the majority of the
engines had increased opacity over baseline. Four engines had "b" Factors
over the 20-percent opacity limit at each of these inspections. Note that
the average smoke factors were higher than the baseline averages at the
second and third tests.
The fourth-round "a" Factors were in the range of 9. 9- to
27.6-percent opacity and averaged 16. 5-percent opacity. The corres-
ponding "b" Factors ranged from 12. 1- to 31. 5-percent opacity and
averaged 19.7-percent opacity. Three engines had "b" Factors over
the certification limit. Elapsed test mileage after one year of operation
was 50, 300 to 129, 500 miles, and total vehicle mileage at this point was
81,500 to 161,000 miles. None of these engines underwent any maintenance
other than routine service.
The three trucks that comprised the fifth round (16 month)
inspection reached the mileage for injector maintenance (major tune-up
and adjustment) and only this round produced a group "b" Factor (about
-------
39.
25 percent) substantially in excess of the 1970 Federal Limit of 20
percent. The three trucks had "b" Factors of 12. 8, 38. 5 and 25 per-
cent and this type of variation is greater than normal as shown by the
range of values at earlier rounds for the entire ten vehicle group.
These three trucks, however, were consistent in their relative differ-
ences during third and fourth round testing so their range of values
was not a complete surprise.
Simple statistical analysis of these data shows that the
dispersion about their respective means was quite large for a group
of ten engines, and was much greater than for the two-cycle 6V and
8V engines. In general, the "b" Factors had the greatest amount of
absolute dispersion (standard deviation) and the "a" Factors had the
largest relative dispersion (coefficient of variation). Both types of
dispersion tended to increase with time over the one-year period.
5. Cummins V-903 Engines in Intercity Truck-Tractors
Figure 18 portrays the overall results of this group of truck-
tractors. A slight, almost negligible increase in "a" and "b" occurred
until the last, 12 month, inspection at which time the average "a"
increased by about 4 percent opacity to 14 percent and the "b" increased
by about 5 percent opacity to 15 percent. The average lugdown or "b"
Factor remained below the 20 percent opacity 1970 Federal Limit.
The V-903 engines included four 240-horsepower models
with single exhaust outlet and one 320-horsepower model with dual
isolated exhaust stacks. The 240-horsepower rating is obtained by speed
derating a 280-horsepower model from 2600 rpm to 2400 rpm. The 240-
horsepower rating at 2400 rpm is a standard Cummins option.
Appendix C Table C-5 lists the smoke test results in detail.
The five V-903 engines displayed a broad range of smoke opacities at
the initial test, with "a" Factors ranging from 2. 5- to 18.8-percent
opacity and "b" Factors from 3.4- to 18. 9-percent opacity. The average
first-round smoke factors were about 9-percent opacity. Initial vehicle
mileage was 800 to 13, 500 miles. On the average, smoke opacity tended
to increase slightly over baseline averages at the second and third tests.
However, these slight changes in the average opacities were the result
of some sharp individual increases and decreases cancelling each other out.
Fourth-round "a" Factors ranged from 8.6- to 19.7-percent
opacity and averaged 13.8-percent opacity. The "b" Factors went from
11.4- to 20.2-percent opacity and averaged 15.2-percent opacity. Hence,
one engine had lugdown smoke above the 20-percent opacity limit. Elapsed
test mileage after one year was 98, 500 to 149, 800 miles, while total
-------
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FIVE CUMMINS V-903 ENGINES
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FOUR CUMMINS NTC-335 ENGINES
-------
41,
vehicle miles at the fourth test was 112, 100 to 162, 200. No engine
maintenance of any consequence was performed during the test period.
The absolute and relative dispersion of these data was
greatest at the initial inspection, decreased sharply at the second- and
third-round tests, and increased somewhat at the final test. In all cases
the "a" Factors appeared slightly more dispersed than the "b" Factors.
6. Cummins NTC-335 Engines in Intercity Truck-Tractors
The Cummins engines tested were of two types, one with
335 horsepower and the other with 280 horsepower. The only difference
in the two engines is their fuel rate. Figure 19 depicts the average smoke
behavior of this group of four truck-tractors engaged in routine, high
mileage, line-haul type operation. The "a" Factor smoke increased and
decreased during the 12 months, while "b" Factor increased at the second
round test and then remained at a nominal 6. 5 percent opacity, a very
light, almost invisible exhaust condition. The accel factor was a nominal
15 percent which, for a turbocharged engine is considered good. One
truck, unit 144, was lost to the program after two inspections (87,491
miles) due to the owner selling it to a Dallas operator. The averages
at the third and. fourth inspections are based on three trucks.
From Table C-6, three of the four turbocharged NTC-335
engines had first-round "a" Factors under 10-percent opacity, while
the remaining engine was at almost 25-percent opacity. This engine
was running with increased fuel pump pressure, similar to several of
the Cummins NHC-250 engines. However, the "b" Factors were all
very low, from 3. 1- to 4. 1-percent opacity. Average first-round "a"
and "b" Factors were 12. 0 and 3. 6, respectively. Initial vehicle mileage
ranged from 18,600 to 87,400 miles. Smoke opacity generally increased
between the first and second inspections, then decreased between the
second and third tests. One of the decreases noted at the third-round
test was due to tune-up, similar to that previously described, at about
150,000 odometer miles (Truck No. 458). However, the average "a"
and "b" Factors at the second and third tests were still slightly higher
than at baseline.
Fourth-round "a" Factors were 10. 1- to 17.2-percent opacity,
and the average was 13. 9. These are considered to be low values for
turbocharged engines, "b" Factors were also low, ranging from 6.3- to
7. 3-percent opacity and averaging just 6. 7. Elapsed test mileage for the
one-year period was 96, 200 to 131, 800 miles, and total vehicle mileage
at the last test was 128, 600 to 219, 200.
7. Mack ENDT 675 Engines
The two-truck-tractors powered by Maxidyne engines came
-------
42.
into the project with high mileage, over 67, 000 and 70, 000 miles,
respectively. The average results are graphed in Figure 20 from
data contained in Table C-6. The first-round "a" Factors were 26. 5-
and 28. 7-percent opacity, and the corresponding "b" Factors were only
7.6- and 6.5-percent opacity. Second-round smoke opacity was con-
siderably higher than baseline, and one "a" Factor was over the 40-per-
cent opacity limit. A drop in opacity occurred between the second and
third inspections, but the smoke factors were still above baseline values.
The opacity decreases were due to engine tune-ups performed at approxi-
mately 125, 000 odometer miles. Such a major tune-up usually consists
of removing and cleaning injectors, setting valve clearances and injection
timing, and adjusting the injection pump to obtain proper fuel delivery rate.
Fourth-round "a" Factors were 44. 7- and 36. 8-percent opacity,
with an average of 40. 8, while "b" Factors were 13. 6- and 10. 5-percent
opacity and averaged 12.0. Elapsed test mileage was 137, 700 and 124,400,
and total vehicle mileage at the end of the test was 205, 100 and 194, 700.
8. Mack ENDT 675 Engines in Commercial Garbage Trucks
This group of engines includes five Mack ENDT 675 ("Maxi-
dyne") engines engaged in intracity operated commercial garbage disposal
trucks of a very large and heavy type. This type of operation was charac-
terized by repetitive accel-decel in the stop and go type of service that in
its way may be considered much more severe than most line-haul inter-
city type operation.
Figure 21 summarizes the average smoke factors, listed in
detail in Table C-7, for the entire 24 month surveillance project. As
more operating time and mileage was accumulated, exhaust smoke opacity
steadily increased, with one major exception at the final test. De-
terioration of the initial smoke performance was dramatic and quite
evident in Figure 21 with a three-fold increase in the average "a"
Factors (from 19 to 56 percent opacity) and in the average "b" Factors
(from 7 to 25 percent opacity). Two of the trucks were eliminated
from the surveillance testing due to a fire which totally destroyed Unit 2
after the fourth round and a major accident to Unit 5 shortly before the
final inspection. Thus the fifth and sixth rounds are averages of four
garbage trucks, while the final inspection, seventh round, is based on
three of the original five trucks.
The Maxidyne engines had smoke output typical of most turbo-
charged engines, i. e. , high smoke peaks during accelerations and low
smoke opacity under high power steady-state (or quasi-steady-state)
operation, as listed on Table C-7. First-round "a" Factors were 14. 8-
to 25. 6-percent opacity, with an average value of 19. 2, while the "b"
Factors ranged from 4. 1- to 12.0-percent opacity and averaged 7.4.
Four of the garbage trucks had low initial mileage (1400 to 5000 miles)
and one had over 28, 500 miles. Again, the vehicle with the highest mileage
-------
43.
"a" Factor Smoke Opacity, %
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FIGURE 20. AVERAGE "a" AND "b" FACTORS
TWO MACK ENDT 675 INTERCITY ENGINES
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FIGURE 21. AVERAGE "a" AND "b" FACTORS
FIVE MACK ENDT 675 INTRACITY ENGINES
-------
44.
did not have the highest smoke factors. The second-round test re-
vealed that three engines had smoke factors substantially higher than
baseline. Average "a" and "b" Factor values were 27.0- and 10. 1-
percent opacity, respectively. Similar--and even larger--increases
over baseline opacities were observed at the third inspection. Third-
round "a" Factors ranged from approximately 30- to 44-percent opacity,
with two engines over the 40-percent opacity certification limit. The
average "a" Factor was 37.3-percent opacity. The average "b" Factor
value was 13. 9-percent opacity. Hence, the third-round averages were
almost double the first-round averages.
However, three engines had marked decreases in smoke
opacity bet-ween the third and fourth inspections. Fourth-round "a"
Factors were 25.2- to 29. 8-percent opacity, and averaged 28.0, while
"b" Factors ranged from 9.5- to 13. 3-percent opacity and averaged 11. 5.
The fifth and sixth round data per Table C-7 were almost equivalent
though higher than the fourth round and in line with the trend established
by previous test intervals.
Elapsed test mileage for the two years was 72, 000 to 84, 000
miles, and total vehicle mileage at the last inspection was 60, 000 to 100, 000
miles. While these mileage figures are not high when compared to those of
the intercity vehicles, the garbage trucks are subjected to very severe
service, and mileage is therefore not necessarily an indication of the wear-
and-tear on the engines.
The simple statistical analysis performed on these data shows
that the "a" Factors had a high degree of absolute dispersion at the first
three and last three tests, but very little at the fourth inspection, while
the "b" Factors were highly dispersed at the first, third, fifth and sixth-
round tests and more closely grouped at the second and fourth tests. The
relative dispersion of the data followed similar trends.
9. Mack ENDT 673B Engines in Intracity Truck-Tractors
The two Mack ENDT 673B engines, which comprised this group,
were in small 2 axle (single drive axle) truck tractors and were engaged in
intracity service. Figure 22 shows the average "a" and "b" smoke values
measured throughout the 24 month surveillance. These tractors were in
very low mileage service, but still operated in stop and go traffic as well
as freeway - arterial driving. Although the service was not termed as
severe as the garbabe trucks, the smoke behavior was somewhat similar.
Both "a" and "b" Factors doubled over the two year period
with an unexplained peak in the "a" Factor trend (see Figure 22) at the fifth
round inspection. From Table C-7, the two 673B engines had first-round
"a" Factor values of 15.2- and 7.7-percent opacity, and "b" Factor values
-------
45.
1970 Limit
1970 Limit
4
£= 24.0
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"b" Factors
FIGURE 22. AVERAGE "a" AND "b" FACTORS
TWO MACK ENDT 673B ENGINES
-------
46.
of 7.4- and 6. 5-percent opacity. Initial vehicle mileages were about
4800 and 6300 miles. Smoke opacity at the five subsequent inspections
was higher than baseline for both engines. Seventh-round "a" Factors
were 26.4-and 14.2- percent opacity, and "b" Factors were 20.2- and
7.0-percent opacity. Elapsed test mileage after the two years was 26, 965
and 27, 546 miles, and total vehicle mileage was 31, 703 and 33, 852.
10. Caterpillar Midrange 1145 Engines in Intracity Trucks
The smoke results of this group of five mid-range Cat 1145
engines used in beverage delivery are summarized on Figure 23. These
naturally aspirated four stroke cycle engines had difficulty in staying
below the 1970 "b" Factor Federal limit of 20 percent opacity at the 8,
12 and 20 month inspections. Unlike some other engine groups, no long
term "b" factor trend is apparant from Figure 23, although the increase in
"a" factor through the first twenty months is quite consistant.
The Caterpillar 1145 engines generally had low smoke opacity
at their initial test. The "a" Factors (Table C-8) ranged from 13.0- to
16. 2-percent opacity and averaged 14.6. There was a very brief smoke
peak of 50- to 70-percent opacity during the first acceleration of the smoke
test cycle. However, the brief duration of this peak allowed the "a" Factor,
which is a time-averaged quantity, to remain fairly low. The "b" Factors
were 8. 5- to 14. 5-percent opacity, with an average value of 10. 7. The
initial mileage of the vehicles was 2, 000 to 5, 800 miles.
Average second-round "a" and "b" Factors were 16. 9-
and 15. 5-percent opacity, respectively. A further increase in opacity
was noted at the third-round test, where the average "a" and "b" Factors
were 22. 1 and 21. 1, respectively. Two engines had "b" Factors above
20-percent opacity. For the fourth-round test, "a" Factors ranged from
18.4- to 29.6-percent opacity and averaged 24.7, while "b" Factors
•were 19.6 to 33.4, with an average of 25.4. Four of the five "b" Factors
were above the 20-percent opacity limit. The fifth-round or 16 month in-
spection "a" Factors ranged from 15.4 to 27.2 (average of 23.2) and "b"
Factors ranged from 10. 8 to 22. 8, average of 18. 5 percent opacity. The
sixth-round had a range from 13. 1 to 37 percent "a" (average of 26.6),
while the "b" varied from 12. 2 to 35. 9 (average of 21.5) percent opacity.
For some unexplained reason, the smoke at the seventh round decreased to
average "a" of 20.0 (18.3 to 21. 3) and an average "b" of 17.6 (14.4 to 19.7)
percent opacity. Elapsed test mileage was quite varied, with a low of
14, 594 miles and a high of 61, 666, and total vehicle mileage at the last
test was 16, 981 to 67,497.
11. Caterpillar Midrange 1150 Engines in Intracity Truck-
Tractors
This group of engines were quite similar to the five 1145 series
-------
47..
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"b" Factors
FIGURE 23. AVERAGE "a" AND "b" FACTORS
FIVE CATERPILLAR 1145 ENGINES
1970 Limit
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FIGURE 24. AVERAGE "a" AND "b" FACTORS
FIVE CATERPILLAR 1150 ENGINES
-------
48.
Cat 175 engines in the previous group, but were slightly larger 1150
series (Cat 200) engines operated in two axle (single drive axle)
truck-tractors in general freight service. Their smoke surveillance
results are graphed in Figure 24. The increase in "a" Factor with
time is much less pronounced than the overall doubling of the "b"
Factor (from about 10 to 20 percent opacity in 24 months). Note the
consistant stair-step appearance of the "b" Factor in Figure 24
through the first 20 months.
Table C-9 is a tabulation of the results and ranges. The
1145 and 1150 engines differ mainly in their power output and produced
smoke "a" and "b" Factors that were quite similar in magnitude and
trend. The two groups of engines were in dissimilar service and were
operated and maintained by two different concerns. The 1970 Federal
limit of 20 percent opacity was exceeded at the fifth and sixth round in-
spections on an average and by one or more trucks at the fourth and
seventh round tests.
These engines had first-round "a" Factors of 15.5- to 25.7-
percent opacity and "b" Factors from 7.0- to 15.6-percent opacity. The
average "a" and "b" values were 18. 8 and 10.0, respectively. As in the
case of the Cat 1145 engines, there was a brief smoke peak during the
initial acceleration of the test. This peak was of 75- to 95-percent
opacity, but its effect on the time-averaged "a" Factors was small. The
18. 8 percent "a" Factor contained a "c" Factor of 58 percent opacity,
which indicates the severity of the brief smoke peak noticed. The 1974
Federal limit for the "c" factor is 50 percent opacity. Vehicle mileage
at the initial test was 7, 600 to 13, 100 miles.
Second-round "a" Factors were generally lower than at the
initial test, while "b" Factors were slightly higher. One engine (in Truck
No. 880) received an adjustment to its injection pump after the first-
round test and showed greatly decreased smoke opacity at the second
inspection. The "a" Factors ranged from 15.2- to 17.7-percent opacity,
and averaged 16.4, while "b" Factors were 8.8 to 13.4, and averaged
11. 1. Third-round "a" and "b" Factors were slightly higher than at the
second test, and averaged 16.6- and 14.7-percent opacity, respectively.
Another general increase in opacity occurred between the
third- and fourth-round inspections. Average fourth-round "a" and "b"
values were 21.0 (16.5-25.4)- and 18.8 (13. 7-22. 3)-percent opacity,
respectively. Average fifth, sixth and seventh-round "a" Factors
were 25. 7 (range 22. 2-29. 5), 22. 8 (range 20-28. 2) and 23. 5 (19. 1-29. 7)
percent opacity while the "b" Factors continued to increase to 21.4
(14. 2-25. 6) at fifth round, to 23. 5 (17. 2-30. 3) at sixth round and then
decrease to 19.0 (12.6 to 24.2) at the final inspection. Elapsed test mileage
for the year's operation were 19, 722 to 29, 696, and total vehicle mileage
at the last test ranged from 27,443 to 37, 346.
-------
49.
12. GM Mid-range DH-478 Engines in Intracity Truck-
Tractor
The average "b" Factor of four GM DH-478 four stroke
cycle naturally aspirated mid-range diesel powered truck-tractors (two
axle single drive axle) quickly reached the 1970 Federal limit of 20
percent opacity according to Figure 25. The lug-down "b" increased
from the initial 9 percent to the nominal 20 percent, i. e. , doubled, by
the 8 month inspection and then stayed at this level, more or less for
the remainder of the test. The "a" Factors, per Figure 25, also doubled
over the course of the two year period (from about 7 to 17 percent.
Table C-10 lists the detailed test results by round. First-
round smoke opacity for these engines was low, with "a" Factors from
5. 1- to 8. 9-percent opacity and "b" Factors from 6. 5- to 11. 6-percent
opacity. The respective averages were 7.3 and 9.2. Initial vehicle
mileage was 760 to 7, 100 miles.
An opacity increase for all four engines -was registered at
the second inspection. The average "a" and "b" values remained low,
however, just 11- and 13-percent opacity, respectively. Another, some-
what larger, increase was generally noted at the third-round test. In
particular, the engine in Truck No. 137 had smoke factors approximately
five times higher than at baseline. Some component of the injection system
was probably out of adjustment. In any case, three of these engines had
"b" Factors at or above 20-percent opacity. Average third-round "a" and
"b" values were 16.7 and 22.4, respectively.
Fourth-round smoke factors were lower than at the third
inspection, but still substantially over the corresponding baseline values.
The "a" Factors at the last inspection ranged from 8. 6- to 24.0-percent
opacity, and averaged 14. 1, while "b" Factors ranged from 12. 1 to 28. 5,
with an average of 18. 5. These averages were about twice those of the
initial test. The engine in Truck No. 190 received an injection pump
adjustment prior to the fourth-round test; however, the maladjusted engine
in Truck No. 137, for some inexplicable reason, received no attention.
The fifth-round "a" was an average of 16.6 (range 11.7 to 20.6),
sixth - round "a" was an average of 15. 9 (range 8. 0 to 22. 9) and the final
test "a" was 17.7 (range 11.0 to 26. 4)-percent opacity. Average "b"
Factors at fifth-round was 20. 1 (range 13. 7 to 30. 1), at sixth-round was
18. 8 (range 10. 8 to 26. 5) and at seventh-round was 20. 3 (range 12. 0 to
29. 4)-percent opacity. After two years of operation, these vehicles had
accumulated 21, 877 to 35, 971 test miles, and total vehicle mileage at the
last inspection •was 22, 874 to 43, 105 miles.
-------
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'a" Factors
'b" Factors
FIGURE 25. AVERAGE "a" AND "b" FACTORS
FOUR GM DH-478 ENGINES
50. •
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"b" Factors
FIGURE 26. "a" AND "b" FACTORS
ONE INTERNATIONAL HARVESTER DV 550B ENGINE
-------
51.
13. International Harvester DV 550B Engine-Dump Truck
Figure 26 shows the "a" and "b" smoke behavior of the IHC
DV550B powered dump truck. For more than half the two year period,
this engine exhibited substantially higher than the 1970 Federal limit
lugdown or "b" smoke. The accel factor was likewise considered high
for a naturally aspirated engine even though below the 40 percent "a"
factor limit.
From Table C-10, the first-round "a" and "b" Factors
were 15. 9- and 17. 9-percent opacity, respectively, and initial vehicle
mileage was 10, 000 miles. A slight increase over this baseline opacity
was registered at the second test, and a much greater increase noted at
the third inspection. At that time the "b" Factor was over 20-percent
opacity. Fourth-round "a" and "b" values were 22.4 and 30.3, respectively
The fifth-,sixth- and seventh-round "b" Factors 28. 5, 14. 9 and 20. 2-
percent opacity respectively. Elapsed test mileage was 39, 379 and total
vehicle mileage was 49, 408. An engine tune-up, performed between the
fifth and sixth inspection, was apparently the reason for the lower smoke at
the last two tests.
B. Smoke Results by Odometer Miles
This subsection summarizes the entire two year surveillance
project in terms of odometer miles. For this purpose, the "a", "b" and
11 c" Factors for each engine-vehicle have been computer plotted against
odometer readings in miles.
Since a few very high mileage vehicles approached an odometer
reading of 180,000 miles, this was used as a common length. Most vehicles
either reached 100-125,000 miles or were substantially below 100,000 miles.
The graphs show not only the smoke with odometer reading but, taken as a
group, the gross differences in mileage accumulated.
Appendix D contains 64 graphs, one for each vehicle. To summarize
this data, the 13 groups discussed in the previous subsection, were plotted
as a function of odometer mileage and are discussed in the text. Please
refer to Appendix D for individual plots. In most instances, the trends in
data are similar, if not identical, to that already presented.
1. Detroit Diesel 6V-71N Engines in Intracity Buses
Figure 27 shows the results of this 10 bus group. In addition
to comments made earlier about their very low smoke levels, the group
as a whole exhibited very similar trends such that the tight grouping of the
points results. The smoke from two buses, numbers 817 and 818 seemed
to compensate for one another during the latter part of test with 817 going
down and 818 going up. Otherwise, there were no trends of any conse-
quence. The buses started low and for the most part stayed low.
-------
g
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52.
Unit No.
815
816
817
818
819
820
821
822
823
824
g
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QQ O-
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1970 Standard
1974 Standard
g
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1970 Standard
1974 Standard
o.oo
FIGURE 27.
30.00 60.00 80-00 120-00
TOTflL MILEflGE *\Q'
DETROIT DIESEL 6V-71N ENGINES
(Operated on DF-1 Fuel)
150.00
180.00
IN INTRflCITY BUSES
-------
53.
2. Detroit Diesel 8V-7IN Engines in Intercity Service
Figure 28 depicts the behavior of the five truck-tractors,
each equipped with dual exhausts (left and right bank of the engine) and
the one intercity bus. Although not as low in smoke as the smaller
6V-71 engines in the city buses operating on a size 60 injector and a
lower smoke fuel, DF-1 or kerosene-like fuel, the affect of miles had
only a very slight effect on smoke. As with the city buses, the deteri-
oration of the "a" and "b" factors was quite small and easy to justify
in terms of injector wear, etc.
It is uncertain how future surveillance type projects should
treat the dual exhausts where each handles a separate portion of the
engine. The use of two smokemeters at the same time is practical, but
leaves some question as to what to do with the results. Should both stacks
be treated separately or should the smoke factors be calculated for both
stacks and then averaged to get a final number?
Except for the left bank of unit 104 and the unit 591 intercity
bus, which had smoke factors higher than the remainder, the data -was
closely packed as with the city bus engines and well below the 20 percent
"b" and 40 percent "a" Factors throughout the surveillance period.
3. Detroit Diesel 6V-53N Engines in Intracity Trucks
The greatest increase in visible smoke with this group of
smaller displacement and higher engine speed two-stroke cycle engines
occurred during the first year between the initial and second or third
(about 30, 000 miles) inspection. As shown by Figure 29, from there until
the final inspection at about 100, 000 miles, the smoke remained fairly
stable "a" of 20 and "b" of 10 percent opacity.
The last test on unit 8 was found to be' in error and was deleted
due to a faulty throttle system which gave exceptionally low power and smoke.
The other four trucks were consistent in exhausting higher smoke levels
at the final inspection than at the previous test.
The significant increase early in the test could well be the
normal characteristic for this engine. The final upswing, at the con-
clusion of the surveillance project, could be attributed to the need of engine
maintenance,as about 110,000 miles had been accumulated at that time. In
any event, this group of mid-range engines exhibit a different smoke be-
havior with mileage than the larger "71" series two-stroke engine in trucks
and buses. Smoke levels were higher and change with mileage (deterioration)
was greater than the larger, slower rotating speed engine.
4. Cummins NHC-250 Engines in Intercity Truck-Tractors
-------
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Unit No.
104
104
105
105
106
106
107
107
405
405
591
54.
Left Bank
Right Bank
Left Bank
Right Bank
Left Bank
Right Bank
Left Bank
Right Bank
Left Bank
Right Bank
. 1.97.1 Standard,.
8
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1970 Standard
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1970 Standard
_1974 Standard
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FIGURE 28.
30.00 60.00 80.00 120.00 150.00 100-00
TOTflL MILERGE *103
DETROIT DIESEL 8V-71N ENGINES IN INTERCITY SERVICE
-------
o
A
+
X
0
55.
Unit No.
3
4
8
10
16
0.00
30.00
#0-00 80-00 120.00
>OTflL MILEflGE *103
150.00
180-00
FIGURE 29.
DETROIT DIESEL 6V-53N ENGINES IN INTRflCITY TRUCKS
-------
56.
Figure 30 depicts the "a", "b" and "c" smoke factors
for this group of ten truck-tractors. The variability of results, i.e.,
the range of both the "a" and "b" factors is the first aspect of Figure 30
of importance. As much or more than other intercity units in this pro-
ject, this particular engine could result in low to high values. The data
was not closely packed, as in the case of the two stroke cycle engines.
The lugdown smoke was the most significant factor relative
to the 1970 limits of 20 percent opacity. As the test progressed and the
engines apparently deteriorated in smoke, a number of trucks exceeded
this limit. Admittedly, some were in fuel rate specification and some were
not, but those in specification were not necessarily the lower smoke pro-
ducers. As has been the experience in past programs involving this engine,
the accel smoke factors can be predicted from the steady state like lugdown,
in that they are approximately equivalent.
Overall, the effect of increasing mileage was increased
"a" and "b" smoke at a rate quite similar to intercity operated 8V-71N
Detroit Diesel engines. These two engines were in quite comparable
service and represent the majority of all engines in use in line-haul
operation and by far the majority of all naturally aspirated diesel en-
gines in intercity service.
5. Cummins V-903 Engines in Intercity Truck-Tractors.
These five units, Unit 415 had dual exhausts, were in identi-
cal intercity scheduled freight service. Their smoke results are plotted
in Figure 31 versus odometer readings. As with the other Cummins
naturally aspirated NHC-250 engine, the "b" smoke factors are quite
variable ranging from about 5 up to 20 percent. The left and right banks
of unit 415 were almost identical.
Two units, 968 and 972 stayed fairly cons'tant between 15 and 20
percent "b" factor throughout the test while the others demonstrated an in-
crease in smoke with mileage. Overall, the slope of the "a" and "b"
factors are not unlike that of the other intercity operated two and four
stroke cycle engines discussed so far.
None of the engines discussed so far have exhibited "a" accel
or peak "c" smoke of particular concern relative to the 1970 "a" limit of
40 percent smoke or the 1974 "c" limit of 50 percent. These factors are
mostly of concern with the turbocharged engines where acceleration smoke
normally exceeds the lugdown or maximum power smoke.
6. Cummins NTC-335 Engines in Intercity Truck-Tractors
Of the four truck-tractors in this group, one (unit 144) was lost
from the program when transferred to Dallas. The data from it and the
-------
57.
Unit No.
0-00
30-00 60.00 90-00 120-00
TOTRL MILERGE *103
150.00
180.00
FIGURE 30.
CUMMINS NHC-250 ENGINES IN INTERCITY TRUCK-TRflCTOR
-------
(V °'
U-
-------
59.
other three, plotted on Figure 32, show quite close lugdown "b" Factors
all typically less than 10 percent. The increase in "b" smoke with time
was similar to the other intercity tractors discussed so far.
The accel "a" factor is of much greater importance with
this turbocharged group of engines. The variability between vehicles
would be fairly low except for unit 458. which had relatively high "a" and
correspondingly "c" peak factors. Even so, the 1970 "a" limit of 40
percent smoke was not exceeded even by unit 458. The 1974 limits of
"a" 20 percent and "c" 50 percent opacity may be of future importance
depending on whether this engine is fueled at its maximum rate and is
otherwise unchanged. The "a" factors did not seem to deteriorate
(increase) in a consistent way for this group, making judgements about the
effect of mileage difficult to make.
7. Mack ENDT 675 Engines in Intercity Truck-Tractor
Figure 33 shows the effect of mileage on the two tractors
which comprised this group. Both seemed to follow the same general
trend of increasing smoke with mileage of about 5 percent opacity ("b")
and 10 percent ("a") in 100,000 miles. This "b" Factor deterioration is
quite similar to the other line-haul engines discussed so far.
The "a" Factors are significant in that for the most part
they are near the 1970 limit of 40 percent. To reach this limit, an
engine must produce high smoke during the transient portions of the test
that is much higher than the 40 percent limit. The "c" peak factors
are over the 1974 limit of 50 percent.
One concern over these two trucks and their data was the high
mileage at the start of the test making the final 2 inspections well beyond
100, 000 odometer miles. This does not nullify the results of the first
two inspections which clearly indicate the smoke 'performance of two of
this popular engine in line-haul intercity operation.
8. Mack ENDT 675 Engines in Commercial Garbage Trucks
This group of five trucks exhibited the greatest increase in "a"
and "b" smoke of any group in the surveillance fleet. These engines,
identical to those in the intercity truck-tractors -were subjected to a
possibly much more severe type operation, at least where smoke is con-
cerned. The continual accel-decel and minimal maintenance given this
group of vehicles during the two year surveillance period could account
for the gross difference in deterioration rate between the two 675*s in
intercity and these five 675's in intracity usage.
According to Figure 34, the five units had about the same "a"
-------
Unit No.
60.
0£
o
o
CE
g
g
o
A
20
144
+ 458
X . 6213
o
i—
c_>
CE
^
OQ o-
CJ
CE
1974 Standard
1970 Standard
1974 Standard
1970 Standard
0.00 30.00
60.00
90.00
120-00
I
160.00
180.00
FIGURE 32.
TOTflL MILEflGE *103
CUMMINS NTC-335 ENGINES IN INTERCITY TRUCK-TRflCTOR
-------
o
cr
g
o
A
Unit No.
1
5
1974 Standard
o
I—
CE
H-o
o
CD 21
1970 Standard
1974 Standard
CJ
CE
o
1-
1970 Standard
1974 Standard
0.00 30.00
FIGURE 33.
150.00
180.00
80.00 90.00 1ZO.OO
; TOTflL MILEflGE *103
MflCK ENDT 675 ENGINES IN INTERCITY TRUCK-TRflCTORS
-------
IV °'
LC- (O
O
I—
CJ
CE
g
0.00
30.00
150.00
180.00
FIGURE 34.
60.00 80-00 120.00 „
TOTflL MILEflGE *103
MflCK ENDT 675 ENGINES IN COMMERCIflL GflRBflGE TRUCKS
-------
63.
arid "b" levels at the second inspection as the two tractors had at their
first inspection. Then, because of the greater rate of deterioration, the
five garbage trucks greatly increased in their "a" and "b" factors.
Greater ranges of variability from truck to truck found with increased
mileage are also evident in Figure 34. Both the greater deterioration
rate and variability are of interest and for which there is no obvious
explanation other than type of service and level of maintenance performed.
The latter should not be of major concern, however, since
the trucks were below or right at 100, 000 miles whereas the two 675's in
tractors were in the 60,000 to 180,000 mile odometer range. Possibly
the general rule of injector repair and major tune-up at 100, 000 to
125,000 miles cannot apply to engines, even line-haul quality engines, in
the apparently quite severe commercial garbage truck service.
The 1000 hour durability test used in certification is intended
to pass as much fuel through the engine as possible in the shortest time.
As a result, the engine is intentionally run at or very close to maximum
rated speed and power output with no transient operation except during
the smoke test and when stopping or starting the engine every 125 hours
or other times for maintenance etc. Just how well the durability test
predicts the smoke performance of a given engine in one or more types
of service in the field has not been determined specifically.
One objective of this project was to provide field data for
further consideration by EPA with regard to the efficacy of the 1000 hour
durability test. As a point of interest, it may be informative to consider
the smoke results obtained during this project versus those provided EPA
by the manufacturer during the certification step. This item, beyond the
scope of this project, could be done by computer correlation methods
given the "a", "b" and "c" certification factors for the 1000 hour dura-
bility test engine.
9. Mack ENDT 673B Engines in Intracity Truck-Tractors
These two tractors reached only about 33, 000 miles after
two years of operation resulting in the very narrow curves of closely
spaced data points of Figure 35. It is difficult to make comments on
the effect of odometer mileage. The "a" Factors for both trucks increased
for the first year and then became constant. The "b" Factors were fairly
consistent for both trucks for the first year in their increase in smoke.
Except for the final inspection "b" factor for unit 60122, the trend for both
was to decrease some during the final year.
The near doubling of the "a" factor, over 10 percent opacity
increase in two years makes this deterioration of interest since this is
the smoke factor most evident from turbocharged engines in intracity
-------
§
o
o
m
O
A
64.
Unit No.
60122
60124
1974 Standard
CJ
CE
OQ 2"
1970 Standard
1974 Standard
§
•
f^^ C3"
o"
cr
LJ-o
o
cr 2-
1970 Standard
1974 Standard
0.00
30.00
120.00
160.00
180.00
FIGURE 35.
60.00 80.00
TOTflL MILEflGE *103
MflCK ENDT 673B ENGINES IN INTRflCITY TRUCK-TRflCTORS
-------
65.
operation where a fair amount of acceleration in traffic situations occurs.
From the trends of these two trucks, combined with the smoke perfor-
mance of the five garbage trucks, it appears that total mileage may not
be the major factor in predicting exhaust smoke, but how those miles
were accumulated.
10. Caterpillar Mid-range 1145 Engines in Intracity Trucks
As with the last category, this and the remaining groups of
mid-range engine powered vehicles all achieved relatively low mileage
resulting in narrow or compressed curve widths. Of the five trucks
graphed by computer on Figure 36, unit 519 accumulated mileage at
double the rate of the other four. Although the mileage was low, the
type of city delivery service may be termed severe.
An extremely wide variability in results from truck to truck
and from inspection to inspection may be noted from the Figure 36 display.
The unmistakable trend is toward higher "a" and "b" Factors with mileage.
The rate of increase, deleting the last 30, 000 miles of unit 519, was
toward almost doubling the "b" factor, which was the most severely affected
factor. In so doing, a number of trucks and inspections produced "b"
Factors substantially in excess of the 1970 limit of 20 percent opacity.
The jagged appearance of the "b" factor graphs is not explainable by
maintenance performed or obvious engine malfunction. There is much
more to be investigated before a clear reason for the smoke behavior of
this engine - vehicle group is available.
The "a" factors were generally higher than the "b" due mainly
to this naturally aspirated engine acting somewhat like a turbocharged
during the first accel. A momentary smoke puff was recorded that had
some influence on the "a" Factor.
11. Caterpillar Mid-Range 1150 Engines in Intracity Truck-
Tractors
This group of five tractors show an overall group increase of
over double "b" Factor after about 34, 000 miles per Figure 37. Even
though the total mileage is termed moderate even for intracity operation,
the "b" smoke increase may be termed significant. Involved in general
freight delivery in and around San Antonio, these tractors were all
maintained and no reason for the increase in smoke is evident.
The Cat 1150 engine is quite similar to the Cat 1145 previously
described and the same comments relative to the "a" Factor made then
apply here. The "a" Factor level and behavior with mileage was almost
identical. The similarity in "b" Factors, between the 1145 and 1150
engines, were about the same in nominal or average level and in rate of
-------
g
o
I—
(_>
CC
§
1974 Standard
w ^
g
o
h-
cr
iJ-o
o
CDS'
g
o
H-
o
cr
^g
CC •••
0.00
30.00
1970 Standard
. 15 71 Standard .
1970 Standard
1974 Standard
150.00
o
A
+
X
O
66.
Unit No.
507
510
512
519
527
FIGURE 36.
60.00 90.00 120.00
TOTRL MILEflGE *109
CflTERPILLflR MIDRflNGE 1145 IN INTRflCITY TRUCKS
180.00
-------
CJ
CT
g
O
O
O
A
X
O
67.
Unit No.
880
881
883
884
885
1974 Standard
g
Io-
CM
O
CE
CD 2"
g.
o
1970 Standard
1974 Standard
g
CJ
cr
1970 Standard
1974 Standard
o.oo
I
30.00
150.00
180.00
FIGURE 37.
00.00 90.00 1ZO-00
TOTflL MILERGE «103
CflTERPILLflR MIDRflNGE 1150 IN INTRflCITY TRflCTORS
-------
68.
increase. The major difference was in the range of "b" Factors, i« e0 ,
the variability was much less for the 1150 than the 1145 engine.
12. GM Mid-Range DH478 Engines in Intracity Truck-Tractors
Figure 38 is a plot of the smoke factors for the four units
in identical beverage delivery service. The "b" Factor curves tended
to follow separate trends for each engine, with the common increase
early in the program. Then, the "b" smoke levels tended to stabilize
at about twice their initial level, with unit 137 and 133 distinct from the
other two (137 higher and 133 lower).
The "a" Factors followed the same trend and had nearly the
same opacity levels as the "b" lugdown. As with most other mid-range
engines, the total mileage was low,on the order of 30,000 miles. Again,
the type of service, the way the miles are accululated may be a much
greater influence on smoke behavior and deterioration than the total
mileage.
13. International Harvester DV:T550B Engine in Dump Truck
This final category was a naturally aspirated line-haul quality
engine in a dump truck operated intracity. Its smoke is shown versus
mileage in Figure 39. The "b" factor was above the 1970 limit of 20
percent opacity about half the two years of test with a difficult to explain
curve shape. The maintenance records reveal no maintenance was per-
formed before the sixth round, but the "a" and "b" factors indicate some-
thing happened relative to the previous tests.
C. Summary
In summary of this section, the line-haul quality heavy duty engines
used in high mileage intercity trucking overall had smoke increases that
were nominal, about 5 percent "b" for naturally aspirated and about 10 per-
cent "a" for turbocharged engines. Some engines showed higher values and
some less. These trends were found by analysis of results on a periodic
inspection basis as well with mileage.
Mid-range engines, those primarily intended for intracity operation
in direct competition with gasoline powered trucks, generally produced
significantly higher smoke after two years of operation than when new.
The lugdown smoke from these naturally aspirated engines was generally
the most greatly affected factor, though the "a" factor also experienced similar
deterioration with time.
Somewhat surprising was the affect of time and mileage on line-haul
quality engines used in intracity service, while naturally aspirated
-------
o
A
-f
X
69.
Unit No.
118
133
137
190
1974 Standard
1970 Standard
1974 Standard
o
I—
cc
Li_
CC2"
o
o
o
o
1970 Standard
1974 Standard
o.oo
30.00
120.00
150.00
FIGURE 38.
60-00 90-00
TOTflL MILEflGE *103
MIDRflNGE DH-478 IN INTRflCITY TRUCK-TRflCTORS
180.00
-------
70.
Unit No.
o
H-
O
o:
8
O
\
1974 Standard
\
o
I—
o
a:
o
o
o
o
1970 Standard
1974 Standard
0.00
FIGURE 39.
30.00 60.00 80.00 1ZO.OO
TOTflL MILEflGE «103
IHC DV 550B ENGINE IN DUMP TRUCK
160.00
180.00
-------
71.
engines hold-up well in the highly maintained city bus fleet, five
turbocharged engines in commercial garbage trucks deteriorated
rapidly and significantly. Another turbocharged line-haul engine
used in low mileage intracity operation likewise had increased
smoke, more than anticipated.
The major finding is that trucks powered by diesel engines
do range in their rate of deterioration and all deteriorate some. It
appears that, all other factors the same, the way the miles are
accumulated may be as or even more important that total mileage on
visible exhaust smoke behavior.
-------
72.
V. STATISTICAL, ANALYSIS OF SMOKE TEST DATA
In addition to the brief statistical analysis performed on the
various groups of data in the previous section, the smoke test results
have been further analyzed in two •ways.
A. Statistical Analysis by Inspection Period
The "a" and "b" Factors for the entire fleet were analyzed on
a test-by-test basis. This analysis was straightforward, but thorough;
the statistical quantities obtained were the range, mean value, standard
deviation, coefficient of variation and the first, second, and third quar-
tiles. The relative frequency distribution and relative cumulative fre-
quency distribution of the "a" and "b" Factors for each test were also
obtained and are presented in both tabular and graphical form in Appen-
dix E.
Since the primary objective of this project was to determine how
the smoke output from these engines changed during the test period, it
is particularly informative to compare the analysis for each test round.
The statistical quantities included in the Appendix C tables discussed in
the previous section, may be referred to in order to determine how the
data for a particular group of engines changed over the test period.
Figure 40 indicates the relative cumulative frequency distribution
of both "a" (top graph) and "b" (lower graph) smoke factors. Figure 40
summarizes on a single page all the smoke inspection statistics listed
on Tables E-l through E-7 and shown in detail in Figures E-l through
E-28. Two points may be made about the two year test from the Figure
40 graphs.
One way to assess the behavior of the fleet with time (or mileage)
may be by the overplot of each round's results. Note that for a given
cumulative percentage, the corresponding "a" and "b" Factors increased.
For example, for a cumulative percentage of 50, the initial or round 1
smoke -was 9 percent, while for round 2, the smoke was 12 , round 3
14 percent and so forth until round 7, the percent opacity was 23. This
means that at each subsequent inspection, the "a" smoke discharge
increased for a given cumulative frequency. Much the same result may
be noted for the "b" Factors for the 50 percentage level. Much the same
analysis may be made at any desired cumulative frequency level by reading
horizontally to the desired inspection round plot and then vertically down
to the corresponding smoke factor percent opacity.
The result of such analyses indicated that in general, the "a" and
"b" smoke factors of the fleet were deteriorating with time. It must be
kept in mind, when viewing the Figure 40 plots, that most of the intercity
operated vehicles completed the test by the fourth round, a few remaining
-------
73.
100^
100 P
12 16 20 24 28 32 36 40 44 48 52 56 60 64 66
"a" Factor Smoke Opacity, %
J-
'b' Factor Smoke Opacity, %
FIGURE 40. RELATIVE CUMULATIVE FREQUENCY DISTRIBUTION
FEDERAL, SMOKE TEST "a" AND "b" FACTORS
-------
74.
through the fifth round. The vehicles that continued the entire two years
were mostly mid-range engines involved in intracity trucking and a few
line-haul quality engines engaged in intracity, low mileage service. Thus,
the last few inspection periods include a part of the original fleet and do
not represent nearly the sales weighted diesel truck population as did the
original fleet as operated for the first four inspections (first year).
Another way to examine the results graphed on Figure 40 is to
note the cumulative frequency percentage as a function of a specific
opacity level. The graphs permit one to ascertain for, say the 1970
Federal "a" limit of 40 percent, the percentage of the fleet that was less
than the limit at the initial, one of the interim or at the final smoke in-
spection. For example, consider the "b" factor data relative to the 1970
Federal limit of 20 percent opacity.
B. Effect of Engine and Service Factors
The other statistical analysis performed was an analysis of variance
to see if engine and service factors had an effect that might be considered
statistically valid. The analysis involved the most obvious factors such as
1. Engine Make and Model (11)
2. Two Stroke and Four Stroke Cycle Engines (2)
N
3. Naturally Aspirated and Turbocharged Engines (2)
4.. Naturally Aspirated and Turbocharged Four Stroke
Cycle Engines (2)
5. Intracity and Intercity Operated Engines (2)
6. Mid range and Line-Haul Engines in Intracity
Service (2)
The numbers in parentheses indicate how many categories were
in each factor. The 11 engine make and model categories were discussed
in detail in Section IV of this report with listing of all smoke test data
included in Appendix C. Table 7 is a tabulation of the average
"a" and "b" Factors for the other five pairings by inspection round. The
differences shown are relative to the fleet averages also shown on Table 7.
•
As cautioned earlier in this section, the last few inspections re-
presented less and less of the original fleet as more and more vehicles
reach 100, 000 miles. The results on Table 7 must therefore be used with
caution round to round, although for a given round there is no problem.
The fleet began to lose its inherent normal data distribution after the
fourth and more after the fifth round with only part of the intracity vehicles
-------
7b.
TABLE 7. AVERAGE "a" AND "b" FACTORS FOR VARIOUS ENGINE AND SERVICE GROUPS
Test Avg."a"
No. Factor
Avg."b" Avg."a"
Factor Factor
Avg. "b"
Factor
Difference*,
A"a" A"b"
Fleet Two-Stroke Cycle Engines
1 10.9
2 13.6
3 16.0
4 16. 2
5 19.9
6 24.4
7 27.4
7.9 6.
10. 1 8.
12.5 10.
13.0 9.
15.3 10.
17.8 19.
18.9 35.
0
5
3
9
9
1
8
3.9
5.3
6.4
5.6
8. 1
10.7
16.8
-4.9
-5. 1
-5. 7
-6.3
-9.0
-5.3
+ 8.4
-4.
-4.
-6.
-7.
-7.
-7.
-2.
0
8
1
4
2
1
1
Avg. "a" Avg. "b"
Factor Factor
Difference*,
A"a" A"b"
Four-Stroke Cycle Engines
13.
16.
19.
19.
25.
25.
26.
7
7
4
9
5
4
2
Naturally Aspirated Engines
1
2
3
4
5
6
7
9.
11.
13.
14.
22.
21.
20.
5
3
6
3
1
3
5
Naturally
1
2
3
4
5
6
7
12.
13.
16.
17.
22.
21.
20.
3
7
4
9
1
9
5
8. 1
10. 3
12. 8
13.4
21.4
18.8
18. 9
Aspirated
11.6
14.4
18.2
19. 8
21.4
21.0
18.9
-1.4
-2. 3
-2.4
-1.9
+ 2.2
-3. 1
-6.9
4-Stroke
+ 1.4
+0. 1
+0.4
+ H 7
+ 2.2
-2.5
-6.9
+0.
+ 0.
+0.
+0.
+ 6.
+ 1.
0.
2
2
3
4
1
0
0
Engines
+ 3.
+4.
+5.
+ 6.
+6.
+ 3.
0.
7
3
7
8
1
2
0
17.
23.
27.
25.
35.
34.
41.
1
7
4
0
8
0
6
10.0
12.9
16.2
17. 3
19.8
19.2
19.5
+ 2. 8
+ 3. 1
+ 3.4
+ 3. 7
+ 5.6
+ 1.0
-1. 2
+ 2. 1
+ 2. 8
+ 3.7
+4. 3
+4.5
+ 1.4
+0. 6
Turbocharged Engines
6. 1
9.5
11.0
10.7
15. 2 .
14.7
20. 4
+ 6.2
+ 10. 1
+ 11.4
+ 8. 8
+ 15.9
+ 9.6
+ 14. 2
-1.8
-0.6
-1. 5
-2. 3
-0. 1
-3. 1
+ 1. 5
Turbocharged 4-Stroke Engines
17.
23.
27.
25.
35.
34.
41.
1
7
4
0
8
0
6
Intracity Engines
1
2
3
4
5
6
7
11.
15.
18.
16.
19.
24.
27.
9
1
5
9
9
4
4
Mid range
1
2
3
4
5
6
7
12.
16.
19.
19.
22.
21.
24.
7
7
6
2
4
5
0
7.6
10. 5
13.6
13.5
14.5
17.8
18.9
Engines in
8.3
12.4
17. 2
17. 7
18.5
19. 1
18.4
+ 1.0
+ 1.5
+2.5
+0.7
0.0
-
-
Intracity
+ 1.8
+ 3. 1
+ 3.6
+ 3.0
+ 2. 5
-2.9
-3.4
-0.
+0.
+1.
+ 0.
-0.
-
-
3
4
1
5
8
Service
+0.
+ 2.
+4.
+4.
+ 3.
+ 1.
-0.
4
3
7
7
2
3
5
9.
11.
13.
14.
19.
-
-
7
9
1
9
8
6. 1
9.5
11.0
10.7
15.2
14.7
20.4
Intercity
7.8
9.7
11.3
11.9
25.4
-
-
Line -Haul Engines
11.
13.
17.
14.
17.
31.
37.
0
4
4
6
0
9
7
6.9
8.5
9.8
9.2
10.0
14. 7
20.4
+6.2
+ 10. 1
+ 11.4
+ 8.8
+ 15. 9
+ 9.6
+ 14. 2
Engines
-1. 2
-1. 7
-2.9
-1. 3
-0. 1 +
-
-
-1.8
-0.6
-1. 5
-2. 3
-0. 1
-3. 1
+ 1. 5
-0. 1
-0.4
-1.2
-1. 1
10. 1
-
-
in Intracity Service
+ 0. 1
-0. 2
+ 1.4
-1.6
-2.9
+ 7. 5
+ 10. 3
-1.0
-1.6
-2.7
-3. 8
-5. 3
-3. 1
+ 1.5 •
-------
76.
and engines remaining for the last two inspections. These last in-
spections do not represent the engine population, making their com-
parison to earlier rounds inappropriate.
The analysis of variance results are listed on Table 8 for the
six engine and service factors by inspection. Please note that the S
denotes that the variable or one group is different from another variable
or group at the 0.01 significance level. In other words, there is a one
percent or less chance that the smoke emission factor differences seen
between, say engine make are due to pure chance.
1. Engine Make and Model
Engine Group, i. e. , make and model had "a" and "b" Factors
that were statistically different (except "b" at sixth and seventh rounds).
Thus,make and model had a reliable and consistent influence on the "a"
and "b" smoke factors. Of all the groupings and pairings of engine and
service variables, engine make and model was without doubt the most
important. The lack of significance at the last two inspections is due to
the small group of engines remaining in the fleet and their great similarity.
2. Two and Four Stroke Cycle Engines
The effect of whether an engine is designed on a two-stroke
cycle or four-stroke cycle was found to also be statistically lower.
This analysis of variance is considered to be a marginal test of
significant effect for the last two inspections. The two-stroke
engines were all of Detroit Diesel manufacture and included the 71 and 53
series non-turbocharged engines. The four stroke engines included both
line-haul and mid-range naturally aspirated and turbocharged engines. It
is not too surprising, in view of the data obtained, that there is a strong
effect on smoke. If, however, one considers the large volume sales Detroit
Diesel 71 series two-stroke and the Cummins NHC-250 four stroke engine,
there is really little difference in combustion system. Both use unit
injectors, and open chambers which tend to -work-out other features which
seem important, but really are not. One engine happens to feature low
smoke at the expense of high NOX, while the other produces the reverse.
3. Naturally Aspirated and Turbocharged Engines
Possibly a better comparison would be between naturally
aspirated and turbocharged engines. As expected, the analysis of variance
points up the gross differences in "a" factors, the acceleration mode where
the turbocharger traditionally results in higher transient smoke discharges.
Also, as expected the variety of high and low smoke tendency naturally
aspirated engines and the normally low smoke turbocharged engines smoke
data intermingle and sufficiently overlap to result in no statistical difference.
-------
77.
TABLE 8. ANALYSIS OF VARIANCE RESULTS
FOR SIX ENGINE AND SERVICE FACTORS
Turbochgd. or
Inspec. Engine 2 or 4 Turbochgd. Nat. Asp. in Intra-or Mid. or L.H.
Round Group Strokes/c or Nat. Asp. 4-stroke only Intercity in Intracity
"a" Factor
1
2
3
4
5
6
7
S^1'
S
S
S
S
S
S
S
S
S
S
S
NS
NS
S
S
S
S
S
S
S
NS
S
S
S
S
NS
S
NS<2>
NS
NS
NS
NS
-
_
NS
NS
NS
NS
NS
NS
NS
"b" Factor
1
2
3
4
5
6
7
S
S
S
S
S
NS
NS
S
S
S
S
S
NS
NS
NS
NS
NS
NS
NS
NS
NS
S
S
S
S
NS
NS
NS
NS
NS
NS
NS
NS
-
-
NS
S
S
S
S
NS
NS
' 'S denotes that variable is significant at .01 significance level
* 'NS denotes that variable is not significant at .01 significance level
-------
78.
4. Naturally Aspirated and Turbocharged Four-Stroke
Cycle Engines
This is the fourth column of data on Table 8 and it is clear
that this pair or split of the four stroke cycle engines does not give a
consistent, statistically different, "a" or "b" smoke discharge through-
out the two year test. The "a" Factors were different due to this pairing
at all but the first and sixth inspection. This mostly different behavior
during the transient portion of the test was expected in that this pairing
is a special case of all turbocharged and naturally aspirated engines
discussed in paragraph 3. Some of the mid-range engines, though four
stroke naturally aspirated, responded more like turbocharged engines
than the usual line-haul engine during the accel and could have accounted
for the lack of difference at the sixth inspection.
The "b" Factor was statistically different on account of type
of aspiration of the four stroke cycle group during the first year. This
is to be expected from the usually higher smoke during the quasi-steady
state lugdown from non turbocharged versus turbocharged four-stroke
diesels. The lack of difference during the final year probably reflects
the different composition of the fleet being mostly mid-range engines.
5. Intracity and Intercity Operated Engines
All the engines were involved in the one of the two categories
by service, intercity or intracity. Although it was felt that this might
be important since it apparently played heavily in the deterioration rate
discussions of Section IV when analyzed on a round by round basis, it
may be seen that it is not of significance. Note the delta differences on
Table 7 for the intracity and intercity categories relative to the fleet
average. The make-up of the two groups and their observed smoke levels
•were each very close to the overall fleet total. This may have been because
both two and four stroke engines turbocharged and naturally aspirated -were
in each group.
6. Mid-Range and Line-Haul Quality Engines in
Intracity Service
This and the next pair of variables were investigated from a
general interest standpoint because of the findings with vehicles in the
intracity type of service. This is considered to be a light to severe duty
•which is characterized by long idle periods, repetitive accelerations and
decelerations with short term operation at near or rated speeds and loads
and accumulating on the order of 20, 000 to 50, 000 miles per year. From
the "a" Factor standpoint, it did not matter what the quality of the engine
•was, as no statistical significance •was found. During four of the in-
spections - second, third, fourth and fifth, a difference in "b" Factor
-------
79.
is indicated on Table 8. The effect is not considered of major sig-
nificance because of its lack of consistancy i. e. , at the first round.
The somewhat surprising point of this is that four high
quality line-haul type engines, the GM 6V-71 in city buses, the Mack
ENDT-673B in delivery tractor trailers, the Mack ENDT-675 in
garbage pickup and the IH DV550in,a dump truck did not consistently
show a consistent difference from the mid-range GM 6V-53N, GM-
DH478, Cat 1145 and 1150 engines also used in the same service.
Perhaps the type of operation is sufficiently severe to eliminate what
differences quality might have on smoke output.
-------
80.
VI. RESULTS OF GASEOUS EMISSIONS TESTS
Fifty-nine of the 64 vehicles in the test fleet underwent the chassis
dynamometer version of the California ARB emissions Test. This pro-
cedure was described in Section III B and Appendix B of this report. The
five commercial garbage trucks could not be tested because of tire over-
heating problems during the test. The results in this section are grouped
under two major headings, two-cycle engines and four-cycle engines. This
division is a matter of convenience only, and is not meant to imply a com-
parison of the emissions of the two types of engines.
The data include observed brake specific quantities of HC, CO,
and HC + NO2, and the values are the average of all tests (usually two) of
each engine /vehicle. The data are principally compared to the 1974 Federal
limits (same as 1973 California standards) and 1975 California standards for
BSCO and BSHC + BSNO2. These tests were conducted prior to the develop-
ment of a Federal Test and utilized the chassis alternative of the California
procedure. The results and their comparison to existing and future standards
should be made from this standpoint. A simple statistical analysis, providing
the average, mean and standard deviations, and coefficient of variation, has
been performed on the data for each engine group, and the results presented
in the tables. Another statistical analysis, -which considers the fleet as a
whole, appears later in this section.
A. Two-Cycle Engines
Table 9 contains the brake specific emissions data for the Detroit
Diesel engines of the "71" and "53" series. The brake specific values for
the five 8V engines with separate dual exhaust outlets were obtained by per-
forming one test for each engine bank and then averaging the two sets of
data. This approach is justified since the brake specific results are based
on mass flow rates that can be combined and averaged. The first three sets
of bars in Figures 41, 42, 43, and 44, illustrate the minimum, maxiumumk
and average values of BSHC, BSCO, BSNO2 and BSHC + BSNO2, respectively,
for the two-cycle engines.
These engines -were generally characterized by low BSHC and high
BSNO2. (It should be noted that only NO was measured directly; the BSNO2
values were obtained by multip ying BSNO values by 1. 533, the ratio of the
respective molecular weights. ) The 8V engines had the lowest BSHC,
followed in order by the 6V-71 and 6V-53 models. The 6V-71 engines
generally had the lowest BSNO2 and the 6V-53 the highest, with the 8V
engine bet-ween these two extremes. Seven of the ten 6V-71 engines met
the 1974 Federal (1973 California) limit of 16 g/bhp-hr of HC + NO2, while
none of the 6V-53 models were under this particular limit. Of the six 8V
engines, only the derated version (290 hp, 60 -mm injectors) in the inter-
city bus met the 1974 Federal standard for brake specific HC + NO2. The
1975 limit of 5 g/bhp-hr of these same contaminants was substantially lower
than the current emission levels of these two-cycle engines (Figure 44). The
8V engines generally had the lowest BSCO and the 6V-71 models had the
highest. The 1974 Federal (California's 1973) and the California 1975 limits
-------
81.
TABLE 9. BRAKE SPECIFIC EMISSIONS
FOR VEHICLES POWERED BY TWO-
CYCLE ENGINES
g/bhp-hr
No. Mileage
Engine: Detroit
BSHC
Diesel
BSCO
6V-71N
BSNO
(LSN
60
BSNO2 BSHC
* BSNO2
Injectors)
Vehicle: GM Intracity Bus
815 56,203
816 44, 560
817 56,548
818 61,200
819 62,542
820 55, 590
821 58, 137
822 59, 185
823 59, 855
824 57, 223
Average
Mean Deviation
Standard Devi-
ation
Coefficient of
Variation
Engine: Detroit
1.67
0. 97
1. 55
1. 15
1. 08
0.96
1.02
1. 15
1. 10
1. 00
1. 17
0. 18
0.25
0.21
Diesel
7.
7.
7.
10.
11.
9.
9.
10.
9.
9.
9.
0.
1.
0.
. 52
96
93
42
37
75
48
37
54
57
39
95
24
13
8V-71N
9.
7.
8.
8.
8.
9.
9.
9.
9.
9.
9.
0.
0.
0.
(LSN
54
85
04
86
13
69
10
79
95
72
07
68
80
09
65
14.
12.
12.
13.
12.
14.
13.
15.
15.
14.
13.
1.
1.
0.
63
03
33
59
47
88
95
01
26
90
91
04
23
09
16.
13.
13.
14.
13.
15.
30
00
88
74
55
84
14.97
16.
16.
15.
15.
1 .
1.
0.
16
36
90
07
04
24
08
Injectors)
Vehicle: Intercity Truck-Tractor
104 59,990
105 62,855
106 61,485
107 48,487
405 61,050
Average
Mean Deviation
Standard Devi-
ation
Coefficient of
Variation
0.89
0. 76
0. 76
0.85
0. 86
0. 82
0. 05
0. 06
0. 07
7.
6.
7.
6.
6.
7.
0.
0.
0.
99
87
02
58
98
09
36
53
07
1 1.
10.
10.
9.
11.
10.
0.
0.
0.
08
82
16
90
98
79
61
82
08
16.
16.
15.
15.
18.
16.
0.
1.
0.
99
60
58
17
36
54
93
26
(
08
17.
17.
16.
16.
19.
17.
0.
1.
f
0.
88
36
34
02
22
37
95
28
07
Engine: Detroit Diesel 8V-71N (LSN 60 Injectors)
Vehicle: Intercity Bus
591 59,234 0.49 7.16 4.89 7.50 7.99
Engine: Detroit Diesel 6V-53N (LSN 45 Injectors)
Vehicle: Refrigerated Van
3 22, 754
4 20, 402
8 26, 664
10 23, 926
16 21,069
Average
Mean Deviation
Standard Devi-
ation
Coefficient of
Variation
1.
1.
1.
1.
1.
1.
0.
0.
0.
48
66
86
56
64
64
10
14
09
9.
7.
10.
8.
8.
8.
0.
1.
0.
48
30
02
40
58
76
80
05
12
12,
10.
12.
11.
11.
11.
0.
0.
0.
. 10
98
87
50
64
82
53
71
06
18.
16.
19-
17.
17.
18.
0.
1.
0.
55
83
73
63
84
12
82
09
06
20.
18.
21.
19.
19.
19.
0.
1.
0.
03
49
59
19
48
76
84
17
06
-------
-i
!
vx
I
rH
Detroit
6V-71N
Detroit
8V-71N
Detroit
6V-53N
Cummins
IMH-250
Cummins
V-903
Cat 1145
Cat 1150
CM IH Mack
DH-478 DV 550 ENDT 673B
Mack Cummins
ENDT 675 NTC-335
FIGURE 41. MINIMUM, MAXIMUM, AND AVERAGE BRAKE SPECIFIC HC FOR
59 HEAVY-DUTY DIESEL ENGINES
(Chassis Dynamometer Alternative to California ARB Procedure)
00
ro
-------
11.0
10.0
9.0
8.0
7.0
8 6.0
O)
5.0
4.0
3.0
2.0
2
f
Detroit
6V-71N
Detroit
8V-71N
Detroit
6V-53N
Cummins
NH-250
Cummins
V-903
Cat 1145
Cat 1150
GM IH Mack Mack Cummins
DH-478 DV550 ENDT 673B ENDT 675 NTC-335
FIGURE 42. MINIMUM, MAXIMUM, AND AVERAGE BRAKE SPECIFIC CO FOR
59 HEAVY-DUTY DIESEL ENGINES
(Chassis Dynamometer Alternative to California ARB Procedure)
00
OO
-------
zu.u
19.0
18.0
17.0
16.0
15.0
14.0
13.0
12.0
11.0
10.0
9.0
8.0
7.0
6.0
5.0
/)
•
•
.
•
.
^
~
mmm
^^^
V/
y.
fy
y.
*
«•••
4
//
^
y
y,
^
y.
mmm
Detroit Detroit Detroit
6V-71N 8V-71N 6V-53N
^•M
I
MBM
Cummins
NH-250
^MM
1
Cummins
V-903
•MH
I
•i^
i
f^^^
I
_ GM
Cat 1 1 45 Cat 1 1 50
DH-478
I
IH
\
•^^
\
^^H
^^H
i
Mack Mack Cummins
DV 550 ENDT 673B ENDT 675 NTC-335
00
FIGURE 43. MINIMUM, MAXIMUM, AND AVERAGE BRAKE SPECIFIC NO2 FOR
59 HEAVY-DUTY DIESEL ENGINES
('Chassis Dynamometer Alternative to California ARB Procedure)
-------
22.0
20.0
18.0
16.0
14.0
L.
i 12.0
.c
o
CT
Sjj 10.0
(N
Z 8.0
6.0
4.0
2.0
0
.
.
•
•
.
-
•
HC
MMH
NO,
BBBBI
HC
MMH
"^
MMH
MM!
H(^
HC
HC
MMH
^9
MBHi
N00
2
HC
MMH
NO,
HC
MMH
"°2
HC
_
"2
MMB
HC
2
1974 Federal
HC
HC
HC
MMH
MMM
NOA
NO
2
MMM
^MM
NO
£
HC
NO
2
HC
MMH
NO
f.
"""
HC
^^M
NO
2
HC
^^m
NO
2
HMH
HC
^•M
N02
M^M
HC
MMB
NO
1973 California Limit
HC
MMM
2
HC
^MB
"°2
MM_
HC
<^
1
1975 California Limit
MMH
HC
NO
2
MM
HC
MMH
NO
2
MHMB
HC
MMM
NO
2
MMB
HC
MMBI
N°2
HC
^MH
NO
2
MMM
HC
^^M
NO
MMH
HC
MMH
NO
HC
MMH
NO
2
HC
MMH
NO
2
BMBB
HC
••"
NO
2
HC
HC
MMB
•MM
"°2
—
NO
2
HC
__
NO
2
Detroit
6V-71N
Detroit
8V-71N
Detroit
6V-53N
Cummins
NH-250
Cummins
V-903
Cat 1145 Cat 1150
GM IH Mack Mack Cummins
DH-478 DV550 ENDT 673B ENDT 675 NTC-335
FIGURE 44. MINIMUM, MAXIMUM, AND AVERAGE BSHC + BSNO2 FOR
59 HEAVY-DUTY DIESEL ENGINES
(Chassis Dynamometer Alternative to California ARB Procedure)
00
Ul
-------
86.
on CO of 40 and 25 g/bhp-hr, respectively, were based on spark-ignition
gasoline engines and hence are not really applicable to diesel engines.
These two-cycle engines, although of the same basic design, have
different operating speeds and injector sizes that may account for some
of the observed differences in their brake specific emissions. However,
it is not certain what the exact effects these variables have on the engines'
emission characteristics. The various operating (and, hence, test) speeds
of these engines are given in Table 2 of Section III. However, the 6V-71
engines were tested at 1000 and 1600 rpm, speeds which more adequately
reflect typical engine operation in an intracity bus. This is the only in-
stance in this project where the engine test speeds used were different
from those specified in the Federal Test procedure. The injector sizes
with which the two-cycle test engines were equipped are given in Table 9
of this section.
B. Four-Cycle Engines
The brake specific data for the naturally aspirated and turbo-
charged four-cycle test engines is presented in Table 10 and illustrated
in Figures 41 to 44, inclusive.
The Cummins NH-250 engines exhibited low brake specific values
in every category of gaseous emissions. In fact, these engines had the
lowest BSHC and BSNC>2 of any type of engine in the project. The average
BSHC 4- BSNC-2 value of 6.68 easily meets the 1974 Federal limit of 16
g/bhp-hr, and comes close to the 5 g/bhp-hr limit for 1975. These
engines also had the lowest average BSCO value of any naturally aspirated
engine tested.
The brake specific data for the Cummins V-903 engines require
some preliminary remarks. It was mentioned previously (Section IV)
that the V-903 engines tested were of two basic configurations. One
engine (Truck No. 415) was rated 320 hp at 2600. The four remaining
engines were rated 240 hp at 2400 rpm. This lower rating, a standard
option offered by Cummins, is obtained by reducing the injection pump
delivery pressure (and, hence, the fuel rate) and by modifying the high
speed governor .setting.
The 320-hp engine had brake specific emissions similar to those
of the NH-250 engines. However, the derated V-903 models had BSHC
values up to 12 times that of the 320-hp engine. Conversation with the
engine manufacturer produced several possible explanations for this
anomoly, such as a cracked injector cup, an injector tip with a partially
blocked orifice, or some other condition which would cause fuel to be
sprayed directly on the cylinder wall or piston crown. It was decided,
with the concurrence of the Project Officer, not to delve into the exact
cause of the problem, since to do so would have involved removal of the
-------
TABLE 10-. BRAKE SPECIFIC EMISSIONS FOR VEHICLES
POWERED BY FOUR-CYCLE ENGINES
87.
Engine: Cummins NH-250
Vehicle: Intercity Truck-Tractor
g/bhp-hr
No. Mileage BSHC
21 50,738 0.38
22 71,829 0.32
62 161,664 0.28
15743 76,652 0.30
15744 74, 184 0. 30
15745 112,844 0.16
15746 101,749 0.21
24658 19,168 0.39
26353 37,369 0.39
26354 39,787 0.53
Average 0. 33
Mean Deviation 0. 08
Standard Deviation 0. 10
Coefficient of Variation 0. 30
Engine: Cummins V-903
Vehicle: Intercity Truck-Tractor
415 85, 515 0. 52
966 41,027 1.84
968 47,079 6.26
970 43,407 4.60
972 40,865 5.82
Average 3.81
Mean Deviation 2. 10
Standard Deviation 2. 52
Coefficient of Variation 0. 66
Engine: Cummins NTC-335
Vehicle: Intercity Truck-Tractor
20 65,013 0.50
144 87,491 0.38
458 126,772 0.48
6213 114,382 0.49
Average 0. 46
Mean Deviation 0.04
Standard Deviation 0.06
Coefficient of Variation' 0.13
Engine: Mack ENDT 673B
Vehicle: Intracity Truck-Tractor
60122 10,490 2.29
60124 9,568 2.25
BSCO
6.60
5.94
5.42
3.65
4.35
5. 18
5.26
3. 52
4.65
4. 42
4.90
0.78
0. 97
0.20
5.32
3.97
5.92
4.64
6.66
5.30
0.80
1.05
0.20
2.97
2.80
2.40
2.96
2.78
0. 19
0.27
0. 10
3.30
3.20
BSNO
4. 15
4.36
4.08
4.62
4.69
4.04
4.34
4.28
3. 53
3. 44
4. 15
0.30
0.41
0. 10
5.04
4.56
3.66
4.72
4.2'2
4.44
0.42
0. 57
0. 13
6. 17
6.97
7. 10
6.40
6.66
0.38
0.45
0.07
8.11
10.54
BSNO2 BSHC + BSNO2
6.36
6.68
6.25
7. 08
7.19
6.19
6.65
6. 56
5.41
5.27
6.36
0.47
0.63
0. 10
7.73
6.99
5.61
7. 24
6. 47
6.81
0.61
0.81
0. 12
*
9.46
10.68
10.88
9.81
10.21
0. 57
0.68
0.07
12.44
16. 16
6.74
7.00
6. 53
7.38
7. 49
6.35
6.86
6.95
5.65
5.80
6.68
0. 47
0.61
0. 09
8.25
8.83
11.87
11.84
12. 29
10. 62
1. 66
1.91
0. 18
9.96
11.06
11. 36
10. 30
10.67
0. 54
0. 65
0. 06
14. 73
18. 41
Average
2.27
3.25
9.32
14.30
16. 57
Engine: Mack ENDT 675
Vehicle: Intercity Truck-Tractor
109, 851
113, 283
1. 70
1.52
4.66
4.94
7. 54
8. 50
11. 56
13.03
13.26
14. 55
Average
1.61
4.80
8.02
12.29
13.90
-------
TABLE 10. BRAKE SPECIFIC EMISSIONS FOR
VEHICLES POWERED BY FOUR-
CYCLE ENGINES (Cont'd)
88.
g/bhp-hr
No. Mileage BSHC BSCO BSNO BSNC>2. BSHC + BSNC>2
Engine: Caterpillar 1145
Vehicle: Intracity Delivery Truck
507 7, 222
510 6,222
512 3,438
519 17,033
527 4,006
Average
Mean Deviation
Standard Devi-
ation
Coefficient of
Variation
2.62
3.48
2.66
2.98
3.70
3. 09
0.40
0.49
0. 16
5.59
6.22
5.05
5. 18
7. 50
5.91
0.76
1.00
0. 17
7.32
8.82
7.38
6.59
8.09
7.62
0.65
0.85
0. 11
11.22
• 13.37
11.32
10. 10
12.40
11.68
1.00
1.30
0. 11
13.84
16.85
13.98
13.08
16. 10
14. 77
1.36
1.62
0. 11
Engine: Caterpillar 1150
Vehicle: Intracity Truck-Tractor
880 16,223
881 11,781
883 11,479
884 21,645
885 12,752
Average
Mean Deviation
Standard Devi-
ation »
Coefficient of ,
Variation
3.
3.
4.
2.
3.
3.
0.
0.
0.
36
02
20
89
38
37
34
52
15
5.
6'.
7.
6.
6.
6.
0.
0.
0.
84
39
25
98
62
62
40
54
08
7.
7.
6.
6.
6.
6.
0.
0.
0.
01
04
40
01
04
50
42
51
08
10.
10.
9.
9.
9.
9.
0.
0.
0.
75
79
81
22
26
97
64
78
08
14.
13.
14.
12.
12.
13.
0.
0.
0.
11
81
01
11
64
34
76
90
07
Engine: GM DH-478
Vehicle: Intracity Truck-Tractor
118 8,578
133 10,602
137 . 2, 8"44
190 3,200
Average
Mean Deviation
Standard Devi-
ation
Coefficient of
Variation
3.26,
2. 16
3.80
2.02
2.81
0.72
0.86
0.31
6. 56
4.93
4. 72
6. 16
5.59
0. 77
0. 90
0. 16
3. 58
5.22
6.27
3.83
4.72
1.02
1.26
0.27
5. 49
8.00
9.61
5.87
7.24
1.56
1.93
0.27
8.75
10. 16
13.41
7.89
10.05
1.73
2.43
0.24
.Engine: International Harvester DV550B
Vehicle: Dump Truck
631
17,655 3.52 6.32
5.36
8.21
11. 74
-------
89.
injectors. Such a step would have been undesirable as far as the
smoke surveillance tests were concerned. In spite of these very
high BSHC values, the engines met the 1974 standard for BSHC +
BSNO2, mainly because of low observed BSNO2 values. Brake
specific CO was comparable to that of the NH-Z50 engines.
The Cummins NTC-335 engines had the low BSHC of the NH-250;
however, the turbocharged engines had about 50 percent more BSNC>2
than the naturally aspirated engines. All four of the NTC-335 models
met the 1974 Federal limit for BSHC + BSNO2. These engines had the
lowest BSCO of any engine in the project.
The two Mack ENDT 673B engines also had very low BSCO, but
their BSHC and BSNO2 values were the highest of any turbocharged
engines in the project. Hence, the sum of these two latter quantities
was high, and one engine was over the 1974 Federal limit. The two
ENDT 675 engines tested for gaseous emissions had lower average
brake specific HC and NO2, and higher BSCO, than the 673B engines.
Both of the 673 models were under the 1974 limit.
The Caterpillar 1145 and 1150 engines had high average BSHC
(greater than 3 g/bhp-hr) and moderately high BSNO2. Two of the five
1145 'models were over the 1974 Federal limit for the sum of the con-
taminants, although the average for the five was under this limit. All
five of the 1150 engines were under the limit.
The GM-DH-478 engines also had high BSHC, but the BSNO2 values
were low. The average sum of these two quantities was just over 10 g/bhp-
hr and hence was lower than for any other engine group except the
Cummins NH-250. All four of the DH-478 engines met the 1974 Federal
limit. The lone IHC engine in the test fleet produced over 3. 5 g/bhp-hr of
HC, but had only 8. 2 g/bhp-hr of NO2. Thus,the engine was well below the
1974 standard.
C. Statistical Analysis of Gaseous Emissions Test Data
The brake specific emissions data in this section were analyzed
to obtain basic statistical quantities such as the range and frequency dis-
tributions, the means or averages, the mean and standard deviations,
and the coefficients of variation. The results of this analysis are contained
in Table 11.
BSHC - The relative frequency distribution (Figure 45) has its peak
in the interval from 0 to 1 g/bhp-hr, then decreases through the higher-
valued intervals. This peak is the result of the low BSHC of the Cummins
NH-250 and NTC-335 engines and Detroit Diesel 8V-71 engines. The inter-
val from 1 to 2 g/bhp-hr contains most of the values of the Detroit Diesel
6V-71 and 6V-53 engines, and the Mack ENDT 675 engines. The Mack
-------
90.
TABLE 11. STATISTICAL ANALYSIS OF
BRAKE SPECIFIC EMISSIONS
BSHC
g/bhp-hr
Interval
0 to 0.99
1 to 1.99
2 to 2.99
3 to 3.99
4 to 4.99
5 to 5.99
6 to 6.99
Range of BSHC
Average BSHC:
Mean Deviation
Frequency
23
16
8
8
2
1
1
Values: 0.16
1.75
: 1. 13
Frequency
Percentage
39.0
27.0 .
13.6
13.6
3.4
1.7
1.7
to 6.26 g/bhp-hr
g/bhp-hr
Cumulative
Percentage
39. 0
66.0
79.6
93.2
96.6
98.3
100.0
Standard Deviation: 1.41
Coefficient of Variation: 0.81
g/bhp-hr
Interval
2 to 3.99
4 to 5.99
6 to 7.99
8 to 9.99
10 to 11.99
Range of BSCO
Average BSCO:
Mean Deviation
Frequency
9
18
21
7
4
Values: 2.40
6.34
: 1.72
BSCO
Frequency
Percentage
15.2
30.5
35.6
11.9
6.8
to 11.37 g/bhp-hr
g/ bhp-hr
Cumulative
Percentage
15.2
45. 7
81. 3
93.2
100.0
Standard Deviation: 2. 14
Coefficient of Variation: 0. 34
g/bhp-hr
Interval
5 to 6.99
7 to 8.99
9 to 10.99
11 to 12.99
13 to 14.99
15 to 16.99
17 to 18.99
19 to 20.99
Frequency
13
7
11
8
7
8
4
1
BSNO2
Frequency
Percentage
22.0
11.8
18.6
13.6
11.9
13.6
6.8
1.7
Cumulative
Percentage
22.0
33.8
52.4
66.0
77.9
91.5
98.3
100.0
Range of BSNOz Values: 5. 27" to 19.73 g/bhp-hr
Average BSNOz: 11. 14 g/bhp-hr
Mean Deviation: 3.46
Standard Deviation: 4.04
Coefficient of Variation: 0.36
BSHC + BSNOz
g/bhp-hr
Frequency
Interval Frequency
5 to 6.99
7 to 8.99
9 to 10.99
11 to 12.99
13 to 14.99
15 to 16.99
17 to 18.99
19 to 20.99
21 to 22.99
Range of BSHC + BSNO2
Average BSHC + BSNOz
Mean Deviation:
Standard Deviation:
Coefficient of Variation:
7
8
3
8
15
9
4
4
1
Values:
Percentage
11.
13.
5.
13.
25.
15.
6.
6.
1.
5.65 to 21.59
9
6
1
6
3
2
8
8
7
g/bhp-hr
Cumulative
Percentage
11.9
25.5
30.6
44.2
69.5
84.7
91.5
98.3
100.0
: 12.88 g/bhp-hr
3.43
4.13
0.32
-------
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FIGURE 45. RELATIVE FREQUENCY DISTRIBUTION
OF BRAKE SPECIFIC HC VALUES
(Chassis Dynamometer Alternative to California ARB Procedure)
O UJ
c 00
I
a.
100
90
80
70
60
50
40
30
20
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BSHC, g/bhp-hr
FIGURE 46. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF BRAKE SPECIFIC HC VALUES
(Chassis Dynamometer Alternative to California ARB Procedure)
-------
92.
ENDT 673B engines and several of the midrange engines (Caterpillar 1145
and 1150, and GM DH-478) have values in the interval from 2 to 3 g/bhp-
hr. The rest of the midrange engines have BSHC values of 3 to 4 g/bhp-
hr. The intervals above 4 g/bhp-hr contain the very high values of the
derated Cummins V-903 engines.
The cumulative frequency distribution (Figure 46) is provided to
show the percentage of fleet vehicles with BSHC values below or above a
given point. The first, second, and third quartiles of these data are
approximately 0. 5, 1. 5, and 2. 7 g/bhp-hr, respectively, and divide the
data into four equal parts. The range of the BSHC values is 0. 16 to 6. 26
g/bhp-hr, and the average value is a low 1.75 g/bhp-hr. The standard
deviation is 1.41, and yields a large coefficient of variation 0. 81. Hence,
the data have a high degree of both absolute and relative variation. About
71 percent of the data fell within one standard deviation of the mean, i. e. ,
in the range 0. 34 to 3. 16 g/bhp-hr.
BSCO--The relative frequency distribution (Figure 47) has its peak
in the interval from 6 to 8 g/bhp-hr, which contains the BSCO values for
the Detroit Diesel 8V-71 engines, and several of the midrange Caterpillar
1150 and GM DH-478 engines. The interval from 4 to 6 g/bhp-hr has most
of the values from the Cummins NH-250 and V-903 engines, the Mack ENDT
675, and the Caterpillar 1145 engines. The lowest interval, from 2 to 4
g/bhp-hr, contains data fron>the turbocharged Cummins NTC-335 and
Mack ENDT 673B engines. The Detroit Diesel 6V-71 and 6V-53 engines
populate the intervals above 8 g/bhp-hr. The cumulative frequency dis-
tribution is shown in Figure 48. First, second, and third quartiles are
approximately 4. 7, 6. 3, and 7. 5 g/bhp-hr, respectively.
The BSCO values have a ^ange of 2.40 to 11. 37 g/bhp-hr, with an
average of 6. 34 g/bhp-hr. The standard deviation is 2. 14, so that these
data have more absolute variation than the BSHC data. However, the coef-
ficient of variation for the BSCO is 0. 34, less than half the relative variation
of the HC values. About 68 percent of the BSCO data lies within one standard
deviation of the mean, i. e. , in the range from 4. 20 to 8. 48 g/bhp-hr.
BSNO7--The peak of the relative frequency distribution (Figure 49)
occurs in the interval from 5 to 7 g/bhp-hr, which contains most of the
data for the Cummins NH-250 and V-903 engines. A slightly smaller peak
in the interval from 9 to 11 g,/bhp-hr is due to the data from the Cummins
NTC-335 and Caterpillar 1150 engines. The Caterpillar 1145 and Mack
ENDT engines have values in the 11 to 13 g/bhp-hr range. The intervals
above 13 g/bhp-hr cover the values of the Detroit Diesel two-cycle engines.
The cumulative frequency distribution is illustrated in Figure 50, and
estimated first, second, and third quartiles are 7. 2, 10. 8, and 14. 9 g/bhp-
hr, respectively. *
-------
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100
90
80
70
60
50
40
30
20
10
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3 5 7 9
BSCO, g/bhp-hr
11
FIGURE 48. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF BRAKE SPECIFIC CO VALUES
(Chassis Dynamometer Alternative to California ARB Procedure)
-------
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BSNO2, g/bhp-hr
FIGURE 49. RELATIVE FREQUENCY DISTRIBUTION
OF BRAKE SPECIFIC NO2 VALUES
(Chassis Dynamometer Alternative to California ARB Procedure)
100
90
80
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20
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BSNO2, g/bhp-hr
FIGURE 50. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF BRAKE SPECIFIC NOz VALUES
(Chassis Dynamometer Alternative to California ARB Procedure)
-------
95.
The BSNO^ data have a range of 5. 27 to 19. 73 g/bhp-hr, and an
average of 11. 1 g/bhp-hr. The standard deviation of 4. 04 indicates a
large absolute variation in the data, but the coefficient of variation is a
reasonable 0. 36. Approximately 58 percent of the data are within one
standard deviation of the mean, i. e. , in the range 7. 1 to 15. 18 g/bhp-hr.
BSHC + BSNO2--The relative frequency has its peak in the interval
from 13 to 15 g/bhp-hr, with smaller, but still significant, peaks in inter-
vals to the immediate right and left (Figure 51). The intervals from 13 to
17 g/bhp-hr contain the data from the Detroit Diesel "71" series engines,
the Caterpillar 1145 midrange engines, and the turbocharged Mack engines.
The interval from 11 to 13 g/bhp-hr has values from the Cummins NTC-335,
Cummins V-903, Caterpillar 1150, and IH DV 550B engines. The lowest
intervals, from 5 to 9 g/bhp-hr, contain the data from the Cummins NH-250
engines. At the other extreme, the intervals above 17 g/bhp-hr, are found
the values from the Detroit Diesel 8V-71 and 6V-53 engines.
The cumulative frequency distribution is shown in Figure 52. About
73 percent of the engines tested met the 1973 California limit of 16 g/bhp-hr,
while none were below the 1975 limit of 5 g/bhp-hr. The first, second, and
third quartiles are 8, 8, 13.4, and 16. 1 g/bhp-hr, respectively. These data
have a range from 5. 65 to 21. 59 g/bhp-hr, and an average of 12. 88 g/bhp-
hr. The standard deviation is 4. 13, which is only slightly larger than that
of the BSNO2 alone. The coefficient of the variation is 0. 32 and indicates
the lowest relative variation of the brake specific data. Approximately
63 percent of these data lie within one standard deviation of the mean, or
in the range 8. 75 to 17. 01 g/bhp-hr.
-------
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-------
97.
VII. SUMMARY AND CONCLUSIONS
This project has involved a fleet of 64 vehicles powered by
heavy duty diesel engines certified under the Federal smoke com-
pliance procedure. The fleet was tested seven times over a two-
year period, at 0, 4, 8, 12, 16, ZO and 24 months of test operation.
The test procedure was a chassis dynamometer version of the Federal
smoke compliance test, developed at SwRI. The smoke test data have
been analyzed to establish the correlation between observed opacity
changes and time, vehicle mileage, and type of service. At one of
the scheduled smoke tests, 59 of the 64 fleet vehicles were tested for
gaseous emissions of hydrocarbons (HC), carbon monoxide (CO), and
nitric oxide (NO) by the California ARB 13-mode chassis dynamometer
test procedure.
The following remarks summarize the results and conclusions
concerning the items of work mentioned above:
1. The chassis version of the Federal Smoke Test procedure,
a stationary engine operated test, was successfully applied to all 64
vehicles using the SwRI heavy duty inertia system and tandem axle
machine. The chassis procedure is quite repeatable and has the measure
of realism that the stationary procedure lacks in that the acceleration in
a low gear and after an upshift is done in a truck. The current Federal
regulations lack a chassis test alternative, the only method practical for
surveillance type testing. This project demonstrated that no matter the
make, model, type of chassis, driveline, number of axles or transmission
speeds, an acceptable Federal smoke test could be run. This is an impor-
tant finding in terms of future in-service type testing.
2. The major finding of the project -was that smoke levels from trucks
and buses powered by diesel engines all deteriorate with a wide range in
the rate of this deterioration. The line-haul, quality heavy duty
engines used in high mileage intercity trucking overall had smoke increases
that were nominal, about 5 percent "b" for naturally aspirated and about
10 percent "a" for turbocharged engines. Some engines showed higher
values and some less. These trends -were found by analysis of results on a
periodic inspection basis as well as with mileage. Mid-range engines,
those primarily intended for intracity operation in direct competition with
gasoline powered trucks, generally produced significantly higher smoke
after two years of operation than when new. The lugdown smoke from these
naturally aspirated engines was generally the most greatly affected factor
though the "a" factor also experiences similar deterioration with time.
3. Somewhat surprising was the affect of time and mileage on
line-haul quality engines used in intracity service. While naturally aspirated
engines hold-up well in the highly maintained city bus fleet, five turbo-
-------
98.
charged engines in commercial garbage trucks deteriorated rapidly and
significantly. Another turbocharged line-haul engine used in low mileage
intracity operation likewise had increased smoke, more than anticipated.
It appears that, all other factors the same, the way the miles are accumu-
lated may be as or even more important that total mileage on visible
exhaust smoke behavior.
4. Many turbocharged and midrange engines demonstrated very
brief smoke peaks of 50- to 90-percent opacity during the first acceleration
of the Federal smoke test. However, the resulting "a" Factors, -which are
time-averaged over a 7. 5-second interval, are much lower in value than
these peak opacities. The current "a" Factor limit of 40-percent opacity
•was exceeded only by turbocharged engines in the test fleet.
5. Cumulative relative frequency statistics for the two year fleet
test -were used to determine percentage levels of smoke relative to 1970
and 1974 Federal smoke limits. After one year of operation, some 87 per-
cent of the fleet had higher "a" or "b" Factors than at the first test. One
"a" Factor and two "b" Factors were over the 1970 limits at the fourth
inspection. At the last inspection, where only a part of the intracity vehicles
remained,79 percent of the vehicles were below the Federal "a" Factor
and 54 percent of the vehicles -were below the "b" Factor.
6. The analysis of variance indicated that the eleven engine makes
and models of which there were more than one, consistently produced "a"
and "b" smoke factors that were statistically different. Of the five other
pairings analyzed, fairly consistent and statistically significant differences
were noted for two stroke versus four-stroke and turbocharged versus
naturally aspirated engines, especially of the four stroke engine group.
The type of service, whether intracity or intercity, or type of engine in
intracity service, whether mid-range or line-haul quality, seemed to make
little or no difference. Caution must be used in the interpretation of the
last three inspection results since mainly the intracity type midrange
engines remained in the fleet after the first 12 to 16 months.
7. Forty-three of the 59 engines (73 percent) tested for gaseous
emissions met the 1973 California limit of 16 g/bhp-hr for BSHC + BSNO2.
The two-cycle engines and turbocharged Mack ENDT 673B engines had the
highest average values of this sum, while the Cummins NH-250 engines had
the lowest values, both individual and average. No engine met the 1975
California limit of 5 g/bhp-hr. The four-cycle engines tested had lower
BSCO that the two-cycle engines. Of these four-cycle engines, the turbo-
charged models generally had lower BSCO than the naturally aspirated
engines. However, all engines tested were well within the 1973 and 1975
California limits of 40 and 25 g /bhp-hr, respectively.
8. The Cummins NHC-250and NTC-335 engines, along with the
-------
99.
two-cycle 8V-71N engines, had the lowest average brake specific HC
values of any engines tested. The highest BSHC values belonged to the
speed-derated Cummins V-903 and the midrange four-cycle engines.
The Cummins NH-250 and V-903 models, and the GM DH-478 engines,
had the lowest average brake specific NOX, expressed here as BSNG^p
The turbocharged four-cycle engines generally had higher BSNC>2 than the
naturally aspirated four-cycle engines. The highest average BSNC>2
belonged to the two-cycle engines in the fleet.
Based on the success of this program to indicate how well the
manufacturer is meeting the intent of the 1970 Federal Smoke Law and
how well the engines hold-up in the field, it seems appropriate to
recommend another such project for 1974 calendar year diesels in
heavy duty service. This project should be initiated soon, so as to
develop the fleet as much in advance of test work as possible. Gaseous
emissions of HC, CO and NOX should also be included in the surveillance
activity as they are featured in the 1974 regulations along with smoke.
-------
100.
LIST OF REFERENCES
1. Springer, Karl J. , "An Investigation of Diesel-Powered Vehicle
Odor and Smoke - Part I, " Final Report to the U. S. Public Health
Service, Contract PH 86-66-93, March 1967.
2. Springer, Karl J. , "An Investigation of Diesel-Powered Vehicle
Odor and Smoke - Part II, " Final Report to the U. S. Public Health
Service, Contract PH 86-67-72, February 1968.
3, Springer, Karl J. , "An Investigation of Diesel-Powered Vehicle
Odor and Smoke - Part in, " Final Report to the U. S. Public Health
Service, Contract PH 22-68-23, October 1969.
4. Springer, Karl J. , and Harry E. Dietzmann, "An Investigation of
Diesel-Powered Vehicle Odor and Smoke - Part IV, " Final Report
to the Environmental Protection Agency, Contract PH 22-68-23,
April 1971.
5. Springer, Karl J. , "Special Status Report - Preliminary Smoke
Data with Turbocharged and Naturally Aspirated Diesel Engines, "
November 1967.
6. Federal Register, Volume 33, No. 108, June 4, 1968.
7. "1970 Federal Diesel Smoke Standards," Diesel and Gas Turbine
Progress, November 1969, p. 35.
8. Federal Register, Volume 35, No. 219, November 10, 1970.
9. Federal Register, Volume 37, No. 221, November 15, 1972.
10. California Exhaust Emissions Standards, Test and Approval
Procedures for Diesel Engines in 1973 and Subsequent Model
Year Vehicles Over 6,001 Pounds Gross Vehicle Weight (Chassis
Dynamometer Procedure)
11. Bascom, R. C. , and Hass, G. C. , "A Status Report on the
Development of the 1973 California Diesel Emissions Standards"
SAE paper No. 700671, presented at the National West Coast
Meeting, Los Angeles, California, August 24-27, 1970.
-------
APPENDIX A
FEDERAL, SMOKE TEST PROCEDURE
(FEDERAL REGISTER; VOL. 35, NO. 219, NOV. 10, 1970)
A-l
-------
FEDERAL
REGISTER
VOLUME 35 • NUMBER 219
Tuesday, November 10, 1970 • Washington, D.C.
PART II
Department of Health,
Education, and Welfare
Office of the Secretary
•
Control of Air Pollution From New
Motor Vehicles and New Motor
Vehicle Engines
No. 219—ft.
A-2
-------
RULES AND REGULATIONS
(iii) Wheh the engine reaches the
speed required in subdivision (ii) of this
subparagraph, the throttle shall be
moved rapidly to the closed position and
the preselected load required to perform
the acceleration in subdivision (iv) of
this subparagraph shall be applied. The
engine speed shall be reduced to the
speed of maximum rated torque or 60
percent of rated speed (whichever is
higher), with ±50 r.p.m. Smoke emis-
sions during this transitional mode are
not used in determining smoke emissions
to compare with the standard.
(iv) The throttle shall be moved
rapidly to the full-throttle position and
the engine accelerated against the pre-
selected dynamometer load such that the
engine speed reaches 95 to 100 percent
of rated speed in 10±2 seconds.
(3) Lugging mode, (i) Proceeding
from the acceleration mode, the dyna-
mometer controls shall be adjusted to
permit the engine to develop maximum
horsepower at rated speed. Smoke emis-
sions during this transitional mode are
not used in determining smoke emissions
to compare with the standard.
(ii) Without changing the throttle
position, the dynamometer controls shall
be adjusted gradually to slow the engine
to the speed of maximum torque or to
60 percent of rated speed, whichever is
higher. This engine lugging operation
shall be performed smoothly over a pe-
riod of 35±5 seconds. The rate of slow-
ing of the engine shall be linear, within
±100 r.p.m.
(4) Engine unloading. After comple-
tion of the lugging mode in subparagraph
(3) (ii) of this paragraph, the dynamom-
eter and engine shall be returned to the
idle condition described in subparagraph
(1) of this paragraph.
(b) The procedures described in para-
graph (a) (1) through (4) of this sec-
tion shall be repeated until the entire
cycle has been run three times.
§85.123 Dynamometer and engine
equipment.
The following equipment shall be used
for smoke emission testing of engines
on engine dynamometers.
(a) An engine dynamometer with ade-
quate characteristics to perform the test
cycle described in § 85.122.
(b) An engine cooling system having
sufficient capacity to maintain the en-
gine at normal operating temperatures
during conduct of the prescribed engine
tests.
(c) A noninsulated exhaust system ex-
tending 12±2 feet from the exhaust
manifold of the engine and presenting an
exhaust back pressure within ±0.2 inches
Hg of the upper limit at maximum rated
horsepower, as established by the engine
manufacturer in his sales and service
literature for vehicle application. A con-
ventional automotive muffler of a size and
type commonly used with the engine be-
ing tested shall be employed In the ex-
haust system during smoke emission test-
ing. The terminal 2 feet of the exhaust
pipe shall be of circular cross section and
be free of elbows and bends. The end of
the pipe shall be cut off squarely. The
terminal 2 feet of the exhaust pipe shall
have a diameter in accordance with the
engine being tested, as specified below:
Maximum rated Exhaust
horsepower pipe sine
Less than 101 2"
101-200 3"
201-300 4"
301 or more 5"
(d) An engine air inlet system pre-
senting an air inlet restriction within
±l-inch of water of the upper limit for
the engine operating condition which
results in maximum air flow, as estab-
lished by the engine manufacturer in his
sales and service literature, for the
engine being tested.
§ 85.124 Smoke measurement system.
(a) Schematic drawing. The following
figure (fig. 7) is a schematic drawing of
the optical system of the light extinction
meter.
COLLIMATED LIGHT FROM SOURCE
DETECTOR
1.
JRCE-^r
-/__
z_opi
OPTICAL COMPONENT FOR LIMITING
DETECTOR VIEWING ANGLE
LIGHT-SOURCE
• COLLIMATING LENS
. Figure. 7. tTSPHS smokemeter optical system (schematic).
(b) Equipment. The following equip-
ment shall be used in the system:
(1) Adapter—the smokemeter optical
unit may be mounted on a fixed or mov-
able frame. The normal unrestricted
shape of the exhaust plume shall not be
modified by the adapter, the meter, or
any ventilation system used to remove
the exhaust from the test site.
(2) Smokemeter (light extinction me-
ter)—continuous recording, full-flow
light obscuration meter. It shall be po-
sitioned near the end of the exhaust pipe
so that a built-in light beam traverses
the exhaust smoke plume which issues
from the pipe at right angles to the
axis of the plume. The light source is an
incandescent lamp operated at a con-
stant voltage of not less than 15 percent
of the manufacturer's specified voltage.
The lamp output is collimated to a beam
with a nominal diameter of 1.125 inches.
The angle of divergence of the collimated
beam shall be within 4° included angle. A
light detector, directly opposed to the
light source, measures the amount of
light blocked by the smoke in the ex-
haust. The detector sensitivity is restrict-
ed to the visual range and comparable to
that of the human eye. A collimatlng
tube with apertures equal to the beam
diameter is attached to the detector. It
restricts the viewing angle of the detector
to within 16' included angle. An ampli-
fied signal corresponding to the amount
of light blocked is recorded continuously
on a remote recorder. An air curtain
across the light source and detector win-
dow assemblies may be used to minimize
deposition of smoke particles on those
surfaces provided that it does not meas-
urably affect the opacity of the plume.
The meter consists of two units, an op-
tical unit and a remote control unit.
Light extinction meters employing sub-
stantially Identical measurment prin-
ciples and producing substantially
equivalent results but which employ
other electronic and optical techniques
may be used only after having been ap-
proved in advance by the Secretary.
(3) Recorder—a continuous recorder,
with variable chart speed over a minimal
range of 0.5 to 8.0 inches per minute (or
equivalent) and an automatic marker in-
dicating l-second intervals shall be used
for continuously recording the transient
conditions of exhaust gas opacity, engine
r.p.m. and torque. The recorder scale for
opacity shall be linear and calibrated to
read from 0 to 100 percent opacity full
scale. The opacity trace shall have a reso-
lution within 1 percent opacity. The re-
corder scale for engine r.p.m. and the
recorder scale for observed engine torque
shall be linear and shall have full scale
calibration such as to facilitate chart
reading. The r.p.m. trace shall have a
resolution within 30 r.p.m. The torque
trace shall have a resolution within 10
Ib.-ft. Any means other than strip chart
recorder may be used provided It pro-
duces a permanent visual data record of
quality equal to or better than that de-
scribed above.
(4) The recorder used with the smoke-
meter shall be capable of full-scale de-
flection in 0.5 second or less. The smoke-
meter-recorder combination may be
damped so that signals with a frequency
higher than 10 cycles per second are at-
tenuated. A separate low-pass electronic
filter with the following performance
characteristics may be Installed between
the smokemeter and the recorder to
achieve the high-frequency attenuation.
(i) 3 decibel point—10 cycles per
second.
(ii) Insertion loss-zero ±0.5 decibels.
(Iii) Selectivity—12 decibels per octave
above 10 cycles per second.
(iv) Attenuation—27 decibles down at
40 cycles per second minimum.
(c) Assembling equipment. (1) The
optical unit of the smokemeter shall be
mounted radially to the exhaust pipe so
that the measurement will be made at
right angles to the axis of the exhaust
plume. The distance from the optical
centerline to the exhaust pipe outlet shall
be 1.0 to 1.5 pipe diameters but never less
FEDERAL REGISTER, VOL. 35, NO. 719—TUESDAY, NOVEMBER 10, 1970
A-3
-------
EtUlIS AND REGULATIONS
than 4 inches. The full flow of the ex-
haust stream shall be centered between
the source and detector apertures (or
windows and lenses) and on the axis of
the light beam.
<. 2) Power shall be supplied to the con-
irol unit of the smokemeter in time at
l:-ast 15 minutes prior to testing to allow
lor stabilization.
S 85.125 Information to be recorded.
The following information shall be re-
corded with respect to each test:
Test number.
(b) Date and time of day.
< c) Instrument operator.
(d) Engine operator.
(e) Engine Identification numbers—
Date of manufacture—Number of hours
of operation accumulated on engine—
Engine Family—Exhaust pipe diame-
ter—Fuel injector type—M a x i m u m
measured fuel rate at maximum meas-
ured torque and horsepower—Air aspi-
ration system—Low idle r.p.m.—Maxi-
mum governed r.p.m.—Maximum meas-
ured horsepower at r.p.m.—Maximum
measured torque at r.p.m.—Exhaust sys-
tem back pressure—Air inlet restriction.
(f) Smokemeter. Number—Zero con-
trol setting—Calibration control set-
ting—Gain.
fg) Recorder chart. Identify zero
traces—Calibration traces—Idle traces—
Acceleration and lug-down test traces— •
Start and finish of each test.
(h) Ambient temperature in dyna-
mometer testing room.
(i) Engine intake air temperature and
humidity.
(j) Baronietric pressure.
(k) Observed engine torque.
§ 85.126 Instrument checks.
(a) The smokemeter shall be checked
according to the following procedure
prior to each test:
(1) The optical surfaces of the optical
section shall be checked to verify that
they are clean and free of foreign mate-
rial and fingerprints.
<2) The zero control shall be adjusted
under conditions of "no smoke" to give
a recorder trace of zero.
13) Calibrated neutral density niters
having approximately 20 percent and 40
percent opacity shall be employed to
check the linearity of the instrument.
The filter (s) shall be inserted in the light
path perpendicular to the axis of the
beam and adjacent to the opening from
which the beam of light from the light
source emanates, and the recorder re-
sponse shall be noted. The nominal
opacity valve of the filter will be con-
firmed by the Secretary. Deviations In
excess of 1 percent of the nominal opac-
ity shall be corrected.
(b) The instruments for measuring
and recording engine r.p.m., engine
torque, air inlet restrictions, exhaust sys-
tem back pressure, etc., which are used In
the tests prescribed herein shall be cali-
brated from time to time in accordance
with good technical practice.
§ 85.127 Test run.
(a) The temperature of the air sup-
plied to the engine shall be between
68° F. and 86° F. The observed baro-
metric pressure shall be between 28.5
inches and 31 inches Hg. Higher air tem-
perature or lower barometric pressure
may be used, if desired, but no allow-
ance will be made for possible increased
smoke emissions because of such condi-
tions.
(b) The governor and fuel system
shall have been adjusted to provide en-
gine performance at the levels specified
by the engine manufacturer for maxi-
mum rated horsepower and maximum
rated torque. These specifications shall
be reported in accordance with § 85.51
(b)(3).
(c) The following steps shall be taken
for each test:
(1) Start cooling system.
(2) Starting with a warmed engine,
determine by experimentation the dyna-
mometer inertia and dynamometer load-
required to perform the acceleration In
the dynamometer cycle for smoke emis-
sion tests (J 85.122(a) (2)). In a manner
appropriate for the dynamometer and
controls being used, arrange to conduct
the acceleration mode.
(3) Install smokemeter optical unit
and connect it to the recorder. Connect
the engine r.p.m. and torque sensing
devices to the recorder.
(4) Turn on purge air to the optical
unit of the smokemeter, if purge air is
used.
(5) Check and record zero and span
settings of the smokemeter recorder at
a chart speed of approximately 1 inch
per minute. (The optical unit shall be
retracted from its position about the
exhaust stream If the engine is left run-
ning.)
(6) Precondition the engine by oper-
ating it for 10 minutes at maximum
rated horsepower.
(7) Proceed with the sequence of
smoke emission measurements on the
engine dynamometer as prescribed in
$ 85.122.
(8) During the test sequence of § 85.-
122, continuously record smoke measure-
ments, engine r.p.m. and torque at a
chart speed of approximately 1 inch per
minute minimum during the Idle mode
and transitional modes and 8 Inches per
minute minimum during the acceleration
and lugging modes.
(9) Turn off engine.
(10) Check zero and reset if necessary
and check span of the smokemeter re-
corder by inserting neutral density niters.
If either zero or span drift is in excess
of 2 percent opacity, the test results shall
be invalidated.
§ 85.128 Chart reading.
(a) The following procedure shall be
employed In reading the smokemeter re-
corder chart.
(1) Locate the acceleration mode
(i 85.122(a>(2)> and the lugging mode
(§85.122(a>(3)> on the chart. Divide
each mode into V2 -second intervals be-
ginning at the start of each mode Deter-
mine the average smoke reading during
each '/z-second interval except those re-
corded during the transitional portions
of the acceleration mode (§ 85.122(a) (2)
(iii) ) and the lugging mode (§ 85.122(a)
(2) Locate and record the 15 highest
',2 -second readings during the accelera-
tion mode of each dynamometer cycle.
(3) Locate and record the five highest
Vi-second readings during the lugging
mode of each dynamometer cycle.
§ 85.129 Calculations.
(a) Average the 45 readings in § 85.128
(a) (2) and designate the value as "a".
(b) Average the 15 readings in § 85.128
(a) (3) and designate the value as "b".
§ 85.130 Test engines.
(a) The engines covered by the appli-
cation for certification will be divided
into engine families based upon the
criteria outlined in § 85.89 (a).
(b) Emission data engines:
(1) Engines will be chosen to be run
for emission data based upon engine
family groupings. Within each engine
family, the requirements of this para-
graph must be met.
(2) Engines of each engine family will
be divided into groups based upon ex-
haust emission control system. Two en-
gines of each engine-system combination
shall be run for smoke emission data as
prescribed in §85.132(b). Within each
combination, the engines that feature the
highest fuel feed per stroke, primarily
at the speed of maximum rated torque
and secondarily at rated speed, will be
selected. In the case where more than one
engine in an engine-system combination
have the highest fuel feed per stroke, the
engine with the highest maximum rated
torque will be selected.
(c) Durability data engines:
(1) One engine from each engine-
system combination shall be tested for
lifetime smoke emission data as pre-
scribed in § 85.132(c). Within each com-
bination, the engine which features the
highest fuel feed per stroke, primarily
at rated speed and secondarily at the
speed of maximum rated torque, will be
selected for durability testing. In the
case where more than one engine in an
engine-system combination has the high-
est fuel feed per stroke, the engine with
the highest maximum rated horsepower
will be selected for durability testing.
(2) A manufacturer may elect to
operate and test additional engines to
represent any engine-system combina-
tion. The additional engines must be of
the same model and fuel system as the
engine selected in accordance with the
provisions of subparagraph (1) of this
paragraph. Notice of an intent to test
additional engines shall be given to the
Secretary not later than 30 days follow-
ing notification of the test fleet selection.
(d) Any manufacturer whose projected
sales of new motor vehicle engines sub-
ject to this subpart for the model year
FEDERAL BE6ISTEB, VOL 35, NO. 219—TUESDAY, NOVEMBER 10, 1970
A-4
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for which 'certification is sought is less
than 200 engines may request a reduction
in the number of test engines determined
in accordance with the foregoing provi-
sions of this section. The Secretary may
agree to such lesser number as he deter-
mines would meet the objectives of this
procedure.
(e) In lieu of testing an emission data
or durability data vehicles elected under
paragraph (b) or (c) of this section and
submitting data therefor, a manufacturer
may, with the prior written approval of
the Secretary, submit data on a similar
vehicle for which certification has pre-
viously been obtained.
§ 85.131 Maintenance.
(a) (1) Maintenance on the engines
and fuel systems of durability engines
may be performed only under the fol-
lowing provisions:
(1) One major engine servicing to
manufacturer's specifications may be
performed at 500 hours (±8 hours) of
dynamometer operation. A major engine
servicing shall be restricted to the follow-
ing:
(a) Adjust low idle speed.
(b) Adjust valve lash if required.
(c) Adjust injector timing.
(d) Adjust governor.
(e) Clean and service Injector tips.
(11) Injectors may be changed if a
persistent misfire is detected.
(ill) Normal engine lubrication serv-
ices (engine oil change and oil filter, fuel
filter, and air filter servicing and adjust-
ment of drive belt tension, and engine
bolt torque as required) will be allowed at
manufacturer's recommended intervals.
(iv) Readjustment of the engine fuel
rates may be performed only If there Is
a problem of dropping below 95 percent
of maximum rated horsepower at 95-100
percent rated speed.
(v) Leaks In the fuel system, engine
lubrication system and cooling system
may be repaired.
(vi) Any other engine or fuel system
maintenance or repairs will be allowed
only with the advanced approval of the
Secretary.
(2) Allowable maintenance on emis-
sion data engines shall be limited to the
adjustment of engine low idle speed at
the 125-hour test point.
'b) Complete emission tests (see
5§ 85.121-85.129) shall be run before and
after any engine maintenance which may
reasonably be expected to affect emis-
sions. These test data shall be supplied
to the Secretary immediately after the
tests, along with a complete record of all
pertinent maintenance, including an en-
nneering report of any malfunction
diagnosis and the corrective action taken.
In addition, all test data and mainte-
nance reports shall be compiled and pro-
vided to the Secretary in accordance with
5 85.53.
ic) If the Secretary determines that
maintenance or repairs performed have
resulted in a substantial change to the
engine-system combination, the engine
shall not be used as a durability data
engine.
§ 85.132 Service accumulation and
emission measurements.
Service accumulation shall be accom-
plished by operation of an engine on &
dynamometer.
(a) Emission data engines: Each
engine shall be operated on a dynamom-
eter for 125 hours with the dynamometer
and engine adjusted so that the engine is
operating at 95-100 percent of rated
speed and at least 95 percent of maxi-
mum rated horsepower. During such
operation, the engine shall be run at the
exhaust back pressure specified in
§ 85.123(c) and the air Inlet restriction
specified In | 85.123 (d) except that the
tolerances shall be ±0.5 inches of Hg.
and ±3 Inches of water respectively. Ex-
haust smoke tests shall be conducted at
zero and 125 hours of operation.
(b) Durability data engines: Each en-
gine shall be operated on a dynamometer
for 1,000 hours with the dynamometer
and engine adjusted so that the engine
Is operating at 95-100 percent of rated
speed and at least 95 percent of maximum
rated horsepower. During such operation,
the engine shall be run at the exhaust
back pressure specified In 9 85.123(c) and
the air Inlet restriction specified In § 85.-
123 (d) except that the tolerances shall
be ±0.5 inches of Hg. and ±3 inches of
water respectively. Exhaust smoke meas-
urements shall be made at zero hours and
at each 125 hours of operation. All re-
sults except the zero hour results shall
be used to establish the deterioration
factors (see §85.133).
(c) All tests required by this subpart
to be conducted after 125 hours of dyna-
mometer operation or at any multiple
of 125 hours may be conducted at any ac-
cumulated hours within 8 hours of 125
hours or the appropriate multiple of 125
hours, respectively.
(d) The results of each emission test
shall be supplied to the Secretary Im-
mediately after the test. In addition, all
test data shall be compiled and provided
to the Secretary In accordance with
g 85.53.
(e) Whenever the manufacturer pro-
poses to operate and test an engine which
may be used for emission or durability
data, he shall provide the zero hour test
data to the Secretary and make the en-
gine available for such testing under
§ 85.54 as the Secretary may require be-
fore beginning to accumulate hours on
the engine. Failure to comply with this
requirement shall invalidate all test data
submitted for this engine.
(f) Once a manufacturer begins to
operate an emission data or durability
data engine, as indicated by compliance
with paragraph (e) of this section, he
shall continue to run the engine to 125
hours or 1,000 hours, respectively, and
the data from the engine shall be used in
the calculations under § 85.133. Discon-
tinuation of an engine shall be allowed
only with the prior written consent of
the Secretary.
§85.133 Compliance with emission
standards.
(a) The emission standards In the reg-
ulations in this part apply to the lifetime
emission of engines In public use. Prior
to certification, lifetime emissions can be
obtained by projection of test data to
lifetime normal service. Lifetime normal
service or its equivalent Is taken to be
2,000 hours of prescribed dynamometer
operation.
(b) It Is expected that the opacity of
exhaust emissions will change with use
of the engine. It is assumed that the emis-
sion level corresponding to 1,000 hours of
prescribed dynamometer operation Is the
average emission of an engine over its
lifetime.
(c) The procedure for determining
compliance with exhaust smoke emission
standards in heavy duty dlesel engines
is as follows:
(1) Emission deterioration factors for
the acceleration .mode (designated as
"A") and the lugging mode (designated
as "B") shall be established separately.
for each engine-system combination.
(1) The applicable results to be used
In determining the deterioration factors
for each combination shall be:
(a) All emission data from the tests
required under §85.132(b), except the
zero hour tests. This shall include the
official test results, as determined In
§ 85.54, for all tests conducted on all
durability engines of the combination
selected under § 85.130(c) (Including all .
engines elected to be operated by the
manufacturer under I 85.130(c) (2)).
(b) All emission data,from the tests
conducted before and after the mainte-
nance provided In § 85.131(a) (1) (1).
(ii) All applicable results shall be
plotted as a function of the hours on the
system, rounded to the nearest hour, and
the best fit straight lines, fitted by the
method of least squares, shall be drawn
through these data points. The inter-
polated 125 and 1,000 hour points on this
line must be within the standard pro-
vided in § 85.41 or the data shall not be
used in calculation of a deterioration
factor.
(iii) The deterioration factors will be
calculated as follows:
A-percent opacity "a", Interpolated to 1,000
hours, minus percent opacity "a," Inter-
polated to 125 hours.
B-percent opacity "b", Interpolated to 1,000
hours, minus percent opacity "b", Inter-
polated to 125 hours.
(2) The "percent opacity" values to
compare with the standards shall be the
opacity values "a" and "b" for each emis-
sion data engine within an engine-system
combination to which are added the re-
spective factors "A" and "B" of subpara-
graph (1) of this paragraph for that
engine-system combination: Provided,
That if a deterioration factor as com-
puted in subparagraph (1) of this para-
graph is less than zero, that deterioration
factor shall be zero for the purposes of
this subparagraph.
(3) Every test engine of an engine
family must comply with all applicable
standards, as determined In subpara-
graph (2) of this paragraph, before any
engine in that family will be certified.
FEDERAL REGISTER, VOL. 35, NO. 219—TUESDAY, NOVEMBER 10, 1970
A-5
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Subport J—-Test Procedures for En-
gine Exhaust Emissions (Heavy Duty
Diesel Engines)
§ 85.120 Introduction.
(a) The procedures described in this
subpart will be the test program to deter-
mine the conformity of heavy duty diesel
engines with the applicable standards set
forth in this part:
(b) The test consists of a prescribed
sequence of engine operating conditions
on an engine dynamometer with con-
tinuous examination of the exhaust gases.
The test is applicable equally to con-
trolled engines equipped with means for
preventing, controlling, or eliminating
smoke emissions and to uncontrolled
engines.
(c) The test is designed to determine
the opacity of smoke in exhaust emis-
sions during those engine operating con-
ditions which tend to promote smoke
from diesel-powered vehicles.
(d) The test procedure begins with a
warm engine which is then run through
preloading and preconditioning opera-
tions. After an idling period, the engine is
operated through acceleration and lug-
ging modes during which smoke emission
measurements are made to compare with
the standards. The engine is then re-
turned to the idle condition and the ac-
celeration and lugging modes are re-
peated. Three sequences of acceleration
and lugging constitute the full set of
operating conditions for smoke emission
measurement.
§ 85.121 Diesel fuel specifications.
(a) The diesel fuels employed shall be
clean and bright, with pour and cloud
points adequate for operability. The fuels
may contain nonmetallic additives as
follows: cetane improver, metal deactl-
vator, antioxidant, dehazer, antirust,
pour depressant, dye, and dispersant.
(b) Fuel meeting the following specifi-
cations, or substantially equivalent speci-
fications approved by the Secretary, shall
be used in exhaust emission testing. The
grade of fuel recommended by the engine
manufacturer, commercially designated
as "Type 1-D" or "Type 2-D". shall be
used.
Item
Cetane
Distillation range
IBP "F -
10 percent point, *F .
50 percent point, °F._
90 percent point, °F
Gravity. "API
Hydrocarbon composition
Flash point °F (Mln )
Viscosity, centlstokes •.
A8TM test method No.
D81S
D 86
DS87
n 190 «r r> •>«•»
D 1319
D 93 .... ..
D 445
Typel-D
48-M
330-390
370-430
410-480
460-820
MO-MO
40-44
0.05-0.20
8-15
120
1.8-2.0
Type 2-D
42-50
340-400
400-460
470-940
UO-610
B80-«60
33-37
0.2-0.5
27 (Mln.)
Roniftlndor
ISO
10-3.2
(c) Fuel meeting the following specifications, or substantially equivalent specifi-
cations approved by the Secretary, shall be used in service accumulation. The grade
of fuel recommended by the engine manufacturer, commercially designated as
"Type 1-D" or "Type 2-D", shall be used.
. Item
ASTM test method No.
Typs 1-D Type 2-D
IBP °F
10 percent point °F ..
60 percent point, °F
90 percent point. °F
EP, °F
Gravity °AP1
Tnt*' 5U»Ur pMTOiit.
Flash point, 'F (Min.) j
D 613.
D 86
D 287
D 129 orD 2622
D 445
48-64
370-430
410-480
460-620
MO-660
40-44
0.05-0.20
1.6-2.0
42-45
340-410
400-4'. J
470-640
550-610
680-660
33-40
0.3-0.5
2.0-3.2
(d) The type fuel, including additive
and other specifications, used under
paragraphs (b) and (c) of this section
shall be reported in accordance with
§ 85.51(b)(3).
§ 85.122 Dynamometer operation, cycle
for smoke emission tests.
(a) The following sequence of opera-
tions shall be performed during engine
dynamometer testing of smoke emissions,
starting with the dynamometer preload-
ing determined and the engine precondi-
tioned (|85.127(c)).
(1) Idle mode. The engine is caused
to idle for 5 to 5.5 minutes at the manu-
facturer's recommended low idle speed.
The dynamometer controls shall be set to
provide minimum load by turning the
load switch to the "off" position or by
adjusting the controls to the minimum
load position.
(2) Acceleration mode, (i) The engine
speed shall be increased to 200±50 r.p.m.
above the manufacturer's recommended
low idle speed within 3 seconds.
(ii) The engine shall be accelerated at
full-throttle against the inertia of the
engine and dynamometer or alternately
against a preselected dynamometer load
such that the engine speed reaches 85
to 90 percent of rated speed in 5±1.5
seconds.
o
in
FEDERAL REGISTER, VOL 35, NO. 219—TUESDAY, NOVEMBER 10, 1970
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APPENDIX B
CALIFORNIA EXHAUST EMISSIONS STANDARDS, TEST
AND APPROVAL PROCEDURES FOR DIESEL ENGINES
TN 1973 AND SUBSEQUENT MODEL YEAR VEHICLES
OVER 6, 001 POUNDS GROSS VEHICLE WEIGHT
(CHASSIS DYNAMOMETER PROCEDURE)
B-l
-------
D. Field Surveillance Chassis Dynamometer Test Procedure
I. Introduction
a) The following procedure may be used in the field surveillance testing of
diesel-powered, heavy-duty vehicles.
b) The test procedure consists of a prescribed sequence of engine operating
conditions using a vehicle chassis dynamometer with measurement of hydro-
carbons, nitric oxide, and carbon monoxide during the same thirteen modes
as used in the engine dynamometer procedure except the operating time in
each mode is shortened to minimize tire failure problems.
c) This test procedure is similar to the,engine dynamometer procedure except
that the engine exhaust flow and brake horsepower are obtained from the
engine manufacturers' data and fuel rate measurements during the test.
Because of this and the greater difficulty'in controlling test conditions,
this procedure is inherently less accurate than the engine dynamometer
procedure.
II. Fuel Specification
a) The fuel used-for this procedure shall meet the same specifications required
for the engine dynamometer procedure (Section C, II).
III. Instrumentation
a) Instrumentation shall be provided to measure the following:
1. Engine speed: rpm
2. Observed barometer: in. Hg
3. Water vapor pressure: in. Hg
1*. intake air restriction: in. water
5. Exhaust "back pressure': in. Hg
6. Intake air temperature: °F
7. Fuel temperature at pump inlet: °F
b) Instrumentation shall be provided to measure the concentration of carbon
monoxide, nitric oxide, and hydrocarbons in the exhaust as follows:
1. The determination of the carbon.monoxide and nitric oxide concentrations
shall be accomplished using sampling and analysis by nondispersive
infrared methods using the SAE Recommended Practice #J177 titled
"Measurement of Carbon Dioxide, Carbon Monoxide, and Oxides of Nitrogen
in Diesel Exhaust" except the time in mode shall be as prescribed in
Section D.V.c).
2. The determination of the hydrocarbon concentration shall be accomplished
.Using sampling and analysis by a heated flame ionization detector method
using the SAE Recommended Practice #JZ 15 titled "Continuous Hydrocarbon
Analysis of Diesel Exhaust" except the time in mode shall be as prescribed
in Section D.V.c), k).
B-2
-------
c) Equipment shall be provided to measure the mass fuel consumption rate
and to control the temperature of the fuel supplied to the engine. The
fuel rate instrumentation must provide a continuous indication of fuel
rate (weigh tank systems are not satisfactory). A system incorporating
calibrated rotometers (fuel viscosity and temperature affect calibration)
or a mass flow meter, a heat exchanger, and float tank similar to that
shown in Figure 1 is satisfactory.
IV. Test Conditions .
a) The following ranges of test conditions should be maintained as closely as
possible during exhaust emission testing:"'deviations from these conditions
will cause increasing errors in brake specific emissions values.
1. Intake air temperature: 85° + 15° F
2. Barometric pressure: 29.U in. % + 1 in. Hg
3. Fuel temperature: 100° F + 10° F
k. Intake restriction: between the manufacturers' published maximum
limits of clean air cleaner restriction and di£ty air cleaner restriction.
5. Exhaust restriction: typical encountered in the Vehicle but no higher
than manufacturers' published limit.
V. Test Procedure for Exhaust Emissions
a) Bfre -Test Conditioning
Operate the vehicle on the chassis dynamometer with the engine at 85 + 10$
of rated speed and 50 ± 10$ of maximum rear wheel horsepower at that speed
for at least 15 minutes or until the transmission and rear axle temperatures
have stabilized.
b) Selection of Test Conditions
f.. 1. Determine the maximum fuel rate for the test engine at the rated and
intermediate engine speeds.
2. Obtain curves of engine brake horsepower and exhaust flow as functions of
fuel rate for the engine model being tested from the engine manufacturer
(Figures 2 and 3).
3. Use the brake horsepower vs. fuel rate data (Fig. 2) to estimate the
maximum brake horsepower produced by the test engine at the rated and
intermediate speeds. These are the 100$ load conditions' to be used
during the test.
U. Calculate the engine brake horsepower at 75> 50, and 25$ load for rated
and intermediate speeds using the estimated maximum brake horsepower
values from D,V(b) (3) above.
.B-3
-------
FIGURE I
FUEL FLOW MEASUREMENT SYSTEM
MAKE-UP
FUEL
VENT
FLOAT TANK
HEAT
EXCHANGER
FLOW
METER
COOLING WATER
THERMOCOUPLE
—L—«- FUEL TO ENGINE
RETURN FUEL
FROM ENGINE
B-4
-------
0)
o
a
-------
5. Determine the fuel rates associated with the engine brake horsepower
values calculated in D, V(b) C1*) aboye from Pig. 2.
6. Operate the vehicle and determine the rear wheel horsepower values
associated with speed/fuel rate condition.
c) Bnissions Test Procedure
1. Warm up engine, transmission and rear axle by operating at rated engine
speed and 30-50. mph for at least 15 minutes or until engine oil and trans-
mission temperatures have stabilized.
2. Record the barometer and vapor pressure at the beginning of the test.
3. Operate the engine at the following modes using fuel rate values within
+ 5% of the calculated in Section D,V.(b). Use the rear wheel horsepower
values observed in Section D,V,(b) (6) to adjust the accelerator and
dynamometer settin s to reach proper test conditions.
Engine Speed Percent Load
Low Idle Declutched
Intermediate Declutched
Intermediate 25$
Intermediate 50$
Intermediate 75$
Intermediate 100$
Low Idle Declutched
Rated 100$
Rated 75$
Rated 50$
Rated 25$
Rated Declutched
Low Idle Declutched
k. Operate the engine for three minutes in each mode allowing up to one
minute for engine speed or load changes, at least one minute for emission
stablization, and one minute for emission measurement.
i) Record the following during the complete test. Exhaust sample
shall be flowing through the analyzers during the entire test.
a) Hydrocarbon analyzer output
;O Carbon monoxide analyzer output
c) Nitric oxide analyzer output
il) Record the following data during the final minute in each mode:
a) Engine Speed
b) Fuel flow rate
c) Fuel temperature at pump inlet
d) Intake air temperature
e) Intake air restriction
f) Exhaust restriction
B-6
-------
d) Chart Reading
1. locate the last sixty seconds of each mode and determine the average
chart reading for hydrocarbons, carbon monoxide, and nitric oxide over
this one minute period. (This chart reading procedure shall be followed
rather than the times specified in the SAE Recommended Practices
referenced in Section D,IIl(b)).
2. Determine the concentration of HC, CO, and NO (HC f C0conci N0conc)
in each mode from the chart reading D,V(d) (l) and from the calibration
data. Average the three idle modes.
3. Determine the engine brake horsepower and mass exhaust flow from the
manufacturer's data using the fuel rate measured during each mode from
Figures 2 and 3.
e) Calculations
1. The test results for the emissions test sequences shall be derived
through the following steps:
i) Calculate the mass emissions for HC, CO, and NO in grams per hour
for each mode as follows:
= °«0132 x HCconc (pP^-csxbon) x exh mass (ib/min)
= 0.0263 x C0conc (ppm) x exh mass (ib/min)
N02masssa O.OU32 x NOCQnc (ppm) x exh mass (ib/min)
ii) Calculate the weighted BHP, HC , CO gl and NO,.^ for each mode
by multiplying the value of eacn oy the weighting factor for that
mode. The weighting factors are 0.20 for the average idle mode and
0.08 for all other modes.
iii) Calculate the brack specific emissions for HC, CO, and NO as follows:
BSHC =1 (HCmass x WF)
jf (BHP x WF)
BSCO =T (CCWgg x WF)
L (BHP x WF)
BSNOg3 ^fN02m?LSR X WF)
I (BHP x WF)
B-7
-------
APPENDIX C
TABULAR SUMMARIES OF CHASSIS SIMULATED
FEDERAL SMOKE TEST
"a", "b", and "c" Factors by
Engine Groups
All Inspections
C-l
-------
TABLE C-l. TWO-CYCLE ENGINES IN INTRACITY SERVICE
Engine: Detroit Diesel 6V-71N (LSN 60 Injectors)
Vehicle: CM Bus
First-Round Test
PHS Smoke Opacity. %
No.
815
816
817
818 .
819
820
821
822
823
824
Average
Ini
tial
Mileage
44.
32.
45.
49,
46.
43,
41.
42.
43,
41,
059
427
575
190
277
499
982
041
765
479
Mean Deviation
Standard Deviation
"a"
Factor
5.
6.
10.
6.
8.
4.
6.
6.
4.
5.
6.
1.
1.
8
4
2
1
6
6
0
8
5
2
4
3
8
"b1
Factor
4.
6.
7.
6.
8.
3.
4.
7.
3.
3.
5.
1.
1.
7
2
4
4
5
7
8
0
4
, 7
6
5
8
"c '
Factor
6.
7.
12.
8.
10.
5.
7.
7.
7.
6.
7,
1
I
6
3
1
1
4
3
2
9
3
2
.8
. 4
.9
Coefficient of
Variat
ion
0.
28
0.
32
0.
24
Elapsed
Test Miles
22, 144
22.133
20,973
22,010
26,265
22.091
26.155
27, 144
26,090
25.744
Second-Round Test
PHS Smoke Opacity. %
"a"
Factor
7.2
7.8
9.4
6.4
7.4
3.5
6.7
5. 1
4.3
3.0
6. 1
1.7
2.0
0. 33
"b"
Factor
7.6
8. 1
9.6
7. 1
7.5
3.3
6.4
5. 3
4.4
2.6
6.2
1. 8
2.2
•c"
Factor
8.9
9.2
12.5
8.0
7.7
4.2
8. 1
6.5
5.4
4. 1
7.5
1.9
2.4
Difference*,
A"a" a"b" a
+ 1.4
+ 1.4
-0.8
+ 0.3
-1.2
-1. 1
+ 0.7
-1.7
-0.2
-2.2
+ 2.9
+ 1.9
+ 2.2
+ 0.7
-1.0
-0.4
+ 1.6
-1.7
+ 1.0
-1. 1
+ 2.3
+ 1.9
+ 0.4
-0. 1
-2.7
-1. 1
+ 0.9
-1.4
-1.9
-2. 1
Third -Round
Test
PHS Smoke Opacity, %
Elapsed "a" "b"
Test
44,
45,
45.
44,
47,
49,
50,
50,
49,
50.
Miles
794
232
689
561
047
375
584
894
569
809
Factor
6.
5.
9.
7.
8.
5.
8.
4.
6.
1.
6.
1.
2.
2
5
4
9
3
7
7
8
4
5
4
7 ;
3
Factor
4.8
4.6
7.3
7.2
7.9
4.8
7.0
3.9
6.7
2.2
5.6
1.6
1.8
"c"
Factor
7. 2
6.6
13.5
9.5
9.9
6.9
9.6
6.0
8.0
2.2
7.9
2. 2
2.8
Difference*.
A"!
+ 0.
-0.
-0.
+ 1.
-0.
+ 1.
+ 2.
r2.
+ 1.
-3.
i "
4
9
8
8
3
1
7
0
9
7
a"t
+ 0.
-1.
-0.
+ 0.
-0.
+ 1.
+ 2.
-3.
+ 3.
-1.
1
6
1
8
6
1
2
1
3
5
A"<
+ 0.
-0.
+ 1.
+ 1.
-0.
+ 1.
+ 2.
-1.
+ 0.
-4.
:"
6
7
4
4
5
6
4
9
7
0
0.35 0.32
0.36
0.32
0.35
Fourth-Round Test
Fifth-Round Test
PHS Smoke Opacity. %
Elapsed
No. Test Miles
815 63,543
816 68,070
817 64.273
818 60,673
819 63,798
820 65,110
821 66.498
822 62.929
823 65,854
824 60,244
Average
Mean Deviation
Standard Deviation
Coefficient of
Variation
"a" "b"
Factor Factor
5.
8.
1.
6.
7.
5.
8.
6.
7.
4.
6.
1.
1.
0.
4
9
8**
8
9
7
3
7
3
8
9
4
20
4.
7.
2.
6.
6.
4.
5.
5.
5.
4.
5.
0.
1.
0.
0
1
1**
1
6
8
7
1
2
1
4
9
1
20
"c"
Factor
6.
11.
2.
8.
9.
6.
11.
8.
9.
5.
8.
1.
1.
0.
6
0
4**
0
0
7
2
8
7
5
5
4
9
22
Difference*.
A"a" £"b" A"c
-0.4
+ 2.5
-8.4
+ 0.7
-0.7
+ 1. 1
+ 2.3
-0. 1
t.2.8
-0.4
-0.7
+ 0.9
-5. 3
-0. 3
-1.9
+ 1. 1
+ 0.9
-1.9
+ 1.8
+ 0.4
+ 3.
-9.
-0.
-1.
+ 1.
+ 4.
+ 0.
+ 2.
-0.
Elapsed
" Test Miles
7
7
1
4
4
0
9
4
7
79,
83,
78.
80,
83,
80.
85,
80,
80.
81.
564
805
502
158
403
060
517
033
277
701
"a"
Factor
4,
8.
2.
3.
2.
3.
6.
2.
3.
11.
4,
2
2
0
,8
.2
1
1
6
9
2
2
9
, 0
.8
.2
.7
.57
PHS Smoke Opacity, %
"b"
Factor
4.
8.
2,
3,
2,
4.
5.
2.
4.
11.
5,
2,
2.
0.
7
6
.1
.0
.6
.1
.7
9
.3
7
,0
,2
.9
,57
"c"
Factor
7.
9.
2.
4.
2.
5.
7.
2.
6.
14.
6.
2.
3.
0.
0
7
7
0
9
3
0
9
0
6
2
7
5
56
Difference*.
-1.0 -- +0.4
+ 1.8
-8.1
-3.0
-6.0
-0.7
+0.2
-4.6
-0.6
+ 5.8
+ 2.4
-5.3
-3.4
-5.9
-0.4
+0.9
-4. 1
+0.9
+ 8.0
+ 2.4
-9.4
-4.1
-7.5
.-
-0.2
-5.0
-1.3
+ 8.4
*From first-round test.
**Data not included in statistical analysis.
-------
TABLE C-2. TWO-CYCLE ENGINES IN INTERCITY SERVICE
First-
•Round Test
PHS Smoke Opacity. %
Engine: Detroit Diesel 8V-71N (LSN 65 Injecto
Vehicle: Truck-Tractor
Elapsed
rs)
Sec.
and- Round Test
PHS Smoke Opacity. %
"a" "b"
Differenc
e*.
Elapsed
"a"
Third-Round Test
PHS Smoke Opacity. %
"b" "c" Difference*.
Fourth-Round Test
PHS Smoke Opacity. %
Factor
Left Engine Bank
405 8.480 2.4
104 5.941 7.4
105 5.165 1.5
106 6.958 4.6
107 12.393 6.9
1.3 5.0'
4.7 13.-5
1.3 5.1
3.2 8.3
5. 4 11.2
51. 510
Si. 915
56. 320
41.529
48.657
1.7 0.9
10. 1 4. 9
3.9 1.7
2. 7 1.2
5.2 3.1
4.6
23.3
11.6
6.7
14. 0
-0.7 -0.4
+ 2.7 +0.2
+ 2.4 +0.4
-1.9 -2.0
-1.7 -2.3
-0.4
+ 9.8
+ 6. 5
-1.6
+ 2. 8
86.830
109. 745
89.623
65.240
77. 249
5.3
17.8
8. 7
8. 4
3.7
, 7.2 7.8 +2.9 +5.9 +2.8
9.3 36.8 +10.4 +4.6 '23.3
27 22. 7 +7. 2 +1.4+17.6
4.1 17.3 +3.8 +0.9 '9.0
1.6 9.6 -3.2 -3.8 -1.6
124. 070
170.423
139.239
122.997
124,828
5.8
14. 1
o. 7
B. 4
12.7
3. 1 13.0
10.9 27.2
3.0 23.8
3.4 21.0
4.8 30.0
-1.4 '1.8 +8.0
+ 6.7 +6.2 +13.7
.8.2 +1.7 +18.7
-1.8 +0.2 +12.7
'5.8 -0.6 +18.8
Right Engine Bank
405 8.480 2.3
105 5. 165 1.5
106 6.958 4.9
107 12.393 4.4
1.6 5.2
0. 9 5. 2
2. 6 9. 8
1.4 10.8
Engine: Detroit Diesel 8V-71N (LSN 60 Injecto
Vehicle: Bus
591 12.894 7.3
Average 4.3
Mean Deviation 1.8
Standard Deviation 2. 2
Coefficient of
Variation 0.
4.4 13.7
2.6 8.9
1.3 2.8
1.6 3.2
0.61 0.35
51.510
56. 320
41. 529
48.657
rs)
39.547
1.7 1.1
5.2 2.6
2. 5 1.3
2.4 I.I
11.7 8. 1
4.7 2.5
2.4 1.6
3.3 2.2
0.70 0.88
4.0
12.0
6. 0
8.0
23.5
11.7
5. 3
6.5
0.55
-0.6 -0.5
+ 3.7 +1.7
-2.4 -1.3
-2.0 -0.3
+ 4.4 +3.7
-1.2
+ 6.8
-3. 8
-2.8
+ 9.8
86.839
89.623
65. 240
77 249
79.106
7.8
6.2
7. 8
1.9
16.5
8.4
3. 3
4.8
0.57
5.3 11.3 +5.5 +3.7 +6.1
4.3 16.8 +4.7 +3.4 +11.6
3.6 18.0 +2.9 '1.0, +8.2
0.5 5.2 -2.5 -0.9 -5.6
10.7 29.9 +9.2 +6.3 +16.2
4.7 17.7
2.5 7.0
3.2 9.1
0.70 0.51
124.070
170.423
139.239
122.997
124.828
114.566
4. 8
7.6
11.0
10. 3
7.5
12.6
9.5
2.4
3.0
0.32
3.2 9.6
2.4 20.3
4.6 27.3
3.6 21.6
2.0 20.4
9.1 23.1
4.6 21.6
2.8 5.7
+ 2.5 +1.6 +4.4
'3. 5 +0. 8 + 10 7
+ 9.5 '3.7 ^22.1
'5.4 +1.0 +11.8
+ 3.1 +0. 6 +9.6
+ 5.3 +4.7 +9.4
*From firat-round teat.
-------
TABLE C-3. DETROIT DIESEL 6V-53N ENGINES IN INTRACITY SERVICE
1 Die.el 6V-53N (LSN 45 Injeclora)
No. Mileage
3 3.992
4 5.Z01
8 2.963
10 3.111
16 339
Average
Mean Deviation
Standard Deviation
Coefficient of
Variation
Elapaed
8 7,812
Average
Mean Deviation
Standard Deviation
Coefficient of
Variation
Fir»t
"a"
Factor
8.2
15.2
5. 1
7.4
9.4
9.1
2.6
3.8
0. 42
"a"
23. 1
4.0
4.7
0. 20
Round Teat
oke Opacity, %
Factor Factor
2. 22.6
7. 36. 7
1. 17. 1
Z. 21.4
3. 29.4
3. 25.4
1. 6. 1
2. 6.9
0. 69 0. 27
Fifth-Round Teat
PHS Smoke Opacity, %
"b" "c" Differance*.
14.3 47.4
0.8 8.3
0.9 10.2
0.06 0.21
Second- Round Teat
PHS Smoke Opacity, %
Elapaed "a" "b" "c" Difference*.
.18.762 29.8 13.9 62.3 ^21. 6 +11.6 439.7
15. 201 8. 3 2.8 20. 5 -6. 9 -4. 8 -16. i
20.714 26.1 U.I 58.7 -^16. 7 ..7.7 +29.3
21.4 9.9 48. 1
5.8 2.9 11.4
8.2 4.2 14.8
0. 38 0.42 0. 30
Sixth-Round Teat
PHS Smoke Opacity, %
Elapaed "a" "b" "c" Difference*.
88,566 19.2 16.7 28.8 +11.8 +13.8 +7.4
19.1 10.7 30.4
2.8 4,8 9.7
3.4 4.8 5.4
0.18 0.45 - 0.18
Third-Round Teat Fourth- Round Teat
PHS Smoke Opacity. % PHS Smoke Opacity. *
Elapaed "a" "b" "c" Difference*. Elapaed "a" "b" "c" Difference*.
22.3 11.4 48.3 16.2 8.0 39.1
5. 3 2.4 8.7 0.9 1.4 2.0
6. 3 2. 8 9.8 1.2 2.0 2. 3
0. 28 0. 25 0. 20 0. 07 0. 25 0. 05
Sevonth-JLound Test
PHS Smoke Opacity, %
Elapaed "a" "b" "c" Difference*,
104,235 42.4 21.8 75.3 +35.0 +18.9 *-53.9
35. B 16.8 65.8
9.1 6.3 12.1
10.4 6. 5 14.7
0.29 0. 39 0.22
-------
TABLE C-4. CUMMINS NH-250 ENGINES IN INTERCITY SERVICE
First-Round Test
Second-Round Test
PHS Smoke Opacity, %
Initial
No. Mileage
"a"
Factor
"b"
Factor
"c"
Factor
Engine: Cummins NH-250
21 31,901
22 34,842
62 32, 100
15743 54,318
15744 56.622
15745 58.001
15746 40,850
24658 12,123
26353 239
26354 268
Average
Mean Deviation
Standard Deviation
Coefficient of
Variation
17.7
16.6
7.3
9.5
8.4
9.9
14.7
10.6
11.5
8.8
11. 5
2.9
3.6
0.31
22.4
16. 1
10.9
11.7
10.9
14.2
17.7
14. 2
16.5
12.6
14.7
2.8
3.6
0.24
22.9
22.5
11.1
11.8
11.0
14. 1
19.4
14. 5
' 16.6
13.1
15.7
3. 7
' 4.3
0.27
PHS Smoke Opacity. %
Elapsed
Test Miles
18,
36,
42,
20.
18,
20.
7.
37.
39.
837
987
104
632
710
916
045
130
519
"a"
Factor
. 13.
18.
6.
7.
18.
13.
19.
14.
13.
13.
3.
4.
8
3
7
9
5
3
5
9
4
7
3
4
»b"
Factor
18.
23.
10.
13.
21.
17.
25.
20.
17.
18.
3.
4.
0
7
5
4
7
3
0
1
4
1
6
6
"c"
Factor
24.2
10.7
13. 7
22.5
17.7
25.4
21. 1
17.6
18.6
3.8
4. 5
Difference*.
A "a" A"b" £"c"
-0.
-0.
+ 8.
-1.
+ 8.
+ 3.
+ 4.
6
5
6
4
9
4
6
-0.
+ 2.
+ 7.
-0.
+ 10.
+ 3.
+ 4.
6
4
5
5
4
8
6
8
-0.4
+ 2.7
+ 8.4
-1. 7
+ 10.9
+ 4.5
+ 4.5
Third-Round Test
PHS Smoke Opacity. %
Elapsed
Test Miles
45,
58,
65,
33,
27,
54,
39.
34,
55,
58,
585
266
721
116
544
843
983
863
476
893
"a"
Factor
10.
20.
7.
0
5
2
14. 7
14.
20.
5
8
14.5
13.
24.
18.
6
9
7
15.9
4.2
5.
3
"b"
Factor
15.
26.
10.
19.
17.
23.
17.
19.
29.
25.
20.
4.
5.
2
6
6
1
8
4
1
6
8
4
5
7
8
"c"
Factor
15.
27.
16.
19.
18.
24.
22.
20.
30.
25.
6
0
8
6
2
9
5
0
4
8
Difference*
-7. 7
+ 3.9
-0. 1
+ 5.2
+ 6. 1
+ 10.9
-0.2
+ 3.0
+ 13.4
+ 9.9
-7.
+ 10.
-0.
+ 7.
+ 6.
+ 9.
-0.
+ 5.
+ 13.
+ 12.
2
.5
3
4
9
2
6
4
3
g
-7.3
+ 4. 5
+ 5.7
+ 7.8
*7. 2
-MO. E
+ 3. 1
+ 5.5
+ 13.8
+ 12.7
22. 1
4.
4.
0
6
0.32
0. 25 0. 24
0.33
0.28
0.20
Fourth-Round Test
Fifth-Round Test
PHS Smoke
Elapsed
No. Test Miles
21 76.
22 72.
62 129,
15743 50.
15744 50,
15745 62,
15746 81,
24658 69.
26353 86,
26354 89,
Average
Mean Deviation
931
726
545
401
345
838
572
449
583
732
Standard Deviation
Coefficient of
Variation
"a"
Factor
11.
17.
13.
17.
9.
27.
17.
13.
22.
14.
16.
4.
5.
0.
4
6
8
3
9
6
3
4
9
1
5
0
4
33
"b"
Factor
16.
23.
19.
19.
13.
23.
18.
12.
31.
19.
19.
4.
5.
0.
1
8
3
0
4
8
5
1
5
3
7
0
6
28
Opa
"c"
Factor
16.
24.
19.
19.
13.
47.
22.
18.
32.
19.
23.
6.
9.
0.
5
1
5
6
6
4
5
0
7
4
3
7
4
40
icity. %
Difference*.
-6.3
4. 1.0
•-6. 5
+ 7.8
+ 1. 5
+ 17.7
+ 2.6
1-2.8
1.11.4
4-5. 3
-6.
+ 7.
+ 8.
+ 7.
+ 2.
+ 9.
+ 0.
+2.
1-15.
+ 6.
3
7
4
3
5
6
8
1
0
7
-6.4
+ 1.6
+ 8.4
+ 7.8
+ 2.6
+ 33. 3
+3. 1
+3.5
+ 16. 1
+ 6.3
"
Elapsed
Test Miles
101,198
122,181
128,503
"a"
Factor
PHS Smoke Opacity.
"b"
Factor
14.7
27.6
17.2
19.8
5.2
5.6
0.28
12.8
38.5
25.0
25.4
8.7
10.5
0.41
Difference*,
20.7
38.8
25.2
28.2
7.0.
7.7
0.27
+ 4.1 -1.4 +6.2
+ 16. 1 +22.0 +22.2
+ 8.4 +12. 4 +12. 1
*From first-round teat.
-------
TABLE C-5. CUMMINS V-903 ENGINES IN INTERCITY SERVICE
First-Round Test
Second-Round Test
PHS Smoke Opacity, %
Initial
No. Mileage
Engine: Cummins
"a"
Factor
V-903
"b" "c"
Factor Factor
Vehicle: Truck-Tractor
966 813
968 14.709
970 11,782
972 13.589
415 1Z, 366
415 12,366
Average
Mean Deviation
Standard Deviation
Coefficient of
Variation
Elapsed
4.3
18.8
8.6
18. 2
3.0
2.5
9.2
6. 2
7. 5
0.82
"a"
No. Test Miles Factor
966 81,835
968 HZ, 078
970 65,441
972 58,989
415 123,883
415 123,883
Average
Mean Deviation
Standard Deviation
7. 1
12.6
11.9
11.9
7. 2
10.4
10.2
2.0
2. 5
4.9 -6.5
18.9 21.2
7.9 11.2
15.0 22.7
( Left Bank)
3.4 3.8
(Right Bank)
3.6 4.5
9.0 11.7
5.4 6.9
6.5 7.7
0.72 0.65
Third- Round Test
PHS Smoke Opacity, '
"b" "c"
Factor Factor A"a"
6.2 9.4 +2.8
1Z.6 16.1 -6.2
1Z. 8 14.9 +3.3
14.1 18.6 -6.3
(Left Bank)
7.8 10.9 +4.2
(Right Bank)
9.9 12.1 +7.9
10.6 13.7
2.6 2.9
3.1 3.2
%
Difference*,
A"b" A"c"
+ 1.3 +Z.9
-6.3 -5.1
+ 4.9 +3.7
-0.9 -4.1
+ 4.4 +7.1
+ 6.3 +7.6
Elapsed
Test Miles
40,214
32,364
31,604
27,244
63, 149
63,149
PHS Smoke
"a"
Factor
7.
12.
9.
17.
6.
6.
9.
3.
4.
0
7
8
2
2
4
9
4
4
"b"
Factor
7.
12.
7.
17.
7.
7.
10.
3.
4.
7
3
8
5
5
9
1
2
1
"c"
Opacity, %
Factor
8.
14.
12.
21.
5.
8.
11.
4.
5.
2
3
7
3
1
5
7
4
3
Difference*,
A"a"
+ 2.7
-6. 1
+ 1.2
-1.0
+ 3. 2
+ 3.9
A"b"
+ 2.
-6.
-0.
+ 2.
+ 4.
+ 4.
8
6
1
5
1
3
A"c"
+ 1.
-6.
+ 1.
-1.
+ 1.
+ 4.
7
9
5
4
3
0
0.44
0.41
0.44
Fourth-Round Test
PHS Smoke Opacity, %
Elapsed
Test Miles
121,
126,
104,
98,
149,
149,
367
120
670
537
882
882
"a'
1
Factor
13.
16.
13.
19.
8.
11.
13.
Z.
3.
4
5
8
7
6
0
8
8
9
tlfll MCII
Factor
1Z.
18.
16.
ZO.
11.
1Z.
15.
Z.
3.
9
0
2
2
4
6
2
9
5
Factor
17.
18.
16.
21.
11.
16.
17.
Z.
3.
4
1
3
9
8
3
0
Z
0
Difference*.
A "a"
+ 9.
-Z.
+ 5.
+ 1.
+ 5.
+ 8.
1
3
Z
5
6
5
A"b"
+ 8.0
-0.9
+ 8.3
+ 5. Z
+ 8.0
+ 9.0
A"c"
+ 10.9
-3. 1
+ 5. 1
-0.8
+ 8.0
+ 11.8
Coefficient of
Variation
0.24
0. 29
0. Z3
0. 28
0.23
0. 17
*From first-round test.
-------
TABLE C-6. FOUR-CYCLE TURBOCRARGED ENGINES IN INTERCITY SERVICE
First-Round Test
PHS Smoke Opacity. %
Initial "a"
No. Mileage Factor
Engine: Mack ENDT 675
Vehicle: Truck-Tractor
1 67. 339 26. 5
5 70.328 28.7
Average 27. 6
Engine: Cummins NTC-335
Vehicle: Truck-Tractor
20 18.665 6.9
144 31,766 7.1
458 87,407 24.6
6213 81,519 9.5
Average 12.0
"b"
Factor
7.6
6. 5
7.0
3. 1
3. 5
4. 1
3.7
3.6
"c"
Factor
71.6
74. 1
72.9
13. 5
12.0
54.9
14.8
23.8
Third-Round Test
Elapsed "a"
No. Test Miles Factor
Engine: Mack ENDT 675
Vehicle: Truck-Tractor
1 84,011 30.0
5 82.841 31.6
Average 30. 8
Engine: Cummins NTC-335
Vehicle: Truck-Tractor
20 88,269 15.7
144 . - -**
458 85,697 16.8
6213 74,051 11.9
Average 14.8
PHS
"b"
Factor
12.9
9.2
11.0
7.3
-
4.9
6.3
6.2
Smoke Opacity, %
"c" Difference*.
Factor A"a" &"b" £"<
80.8 J-3.5 +5.3 +9.
66.8 +2.9 +2.7 -7.
73.8
19.8 +8.8 +4.2 +6.
.
' 33.0 -7.8 +0.8 -21.
16.6 +2.4 +2.6 +1.
23. 1
:"
2
3
3
9
8
Second-Round Test
PHS Smoke Opacity, %
Elapsed "a" "b" "c"
Test Miles Factor Factor Factor
Difference*.
42,512
42.955
46,348
55,725
39,365,
32.863
42. 2
36.7
39.4
15.9
6.4
28. 7
15.4
16.6
12.8
13.8
13.3
9.1
3.5
5.9
6.0
6. I
89.8 +15.7 +5.2 +18.2
83.7 i8.0 +7.3 +9.6
86.8
18.8 +9.0 +6.0 +5.3
15.4
56.8
17. 3
27. 1
-0.7 - +3.4
+ 4. 1 +1.8 +1.9
+ 5.9 +2.3 +2.5
Fourth-Round Test
PHS .Smoke Opacity, %
Elapsed "a" "b" ' "c"
Test Miles Factor Factor Factor
Difference*,
137.771
124,455
44.7
36.8
40.8
13.6 86.9 +18.2 +6.0 +15.3
10.5 80.3 +8.1 +4.0 +6.2
12.0 83.6
109,998
131,872
96,226
17. 2
10. 1
13.9
6.4 21.3
6. 3 35.3
7.3 13.7
6.7 23.4
+ 7.5 +3.3 +7.8
-7.4 +2.2 -19.6
+ 0.6 +3.6 -1.1
*From first-round test.
**Vehicle deleted from test fleet.
-------
TABLE C-7. FOUR-CYCLE TURBOCHARGED ENGINES IN INT RA CITY SERVICE
First
PHSSn
Initial "a"
Engine: Mack ENDT 675
2 1.454 17. Z
J 28.574 20. 1
5 5.045 14.8
6 1.510 18.1
Average 19.2
Mean Deviation 3.0
Standard Deviation 4. 1
Coefficient of
Variation 0.21
Vohiclo: Truck-Tractor
60122 6.306 15.2
Average 11.4
Elapsed "a"
No. Te*t Mile* Factor
Engine: Mack ENDT 675
Z . -*»
3 55.584 40.9
Average 42.2
Mean Deviation 6.6
Standard Deviation 8. 1
Coefficient of
Variation 0. 19
Engine: Mack ENDT 673B
Vehicle: Truck-Tractor
60122 15.744 28.3
Average 22.8
-Round Teat
nok« Opacity, %
"b" "c"
.0 48.
.4 48.
. 1 37.
.4 48.
.4 48.
. 7 4.
.2 6.8
0.43 0.14
7.4 22.7
7.0 16.2
Fifth-Round Toft
PHS Smoke Opacity. %
"b" "c" Difference*.
Factor Factor a''a" £"b" A"C"
16. 76. 1
6. 13.7
7. 15. S
0.45 0.20
11.8 32.2
Second -Round Test
PHS Smoke Opacity. %
Elapsed "a" "b" "c" Difference*.
1 .608 32. Z 11.1 71.4 +15.0 *5.1 + 23.0
1 .180 ?-3. 7 9.6 53.4 --3.6 *0.2 +4.8
.357 27.2 10.8 68.0 +12.4 -6.7 +30.4
,746 29.5 11.0 66.1 ^11.4 i 5. 6 +17.7
27.0 10.1 64 5
3.2 1.1 4.8
4.0 1.4 6-0
0. 15 .0. 14 o, 09
4. 184 17.4 12.8 25.0 +2.2 +5. 4 +Z. 3
14.0 11.2 20.4
Sixth -Round Te.t
PHS Smoke Opacity. %
Elapaed "a" "b" "c" Difference*.
Te»t Milen Factor Factor Factor A "a" A"b" a"c"
41. 0 16.4 81.6
6.6 4.8 7.8
7.8 5.9 8.6
0. 19 0. 35 0. 10
20. 1 11.3 30.4
Third-Round Teit Fourth-Round Test
PHS Smoke Opacity. % PHS Smoke Opacity. %
Elapsed "a" "b" "c" Difference*. Elapsed "a" "b" "c" Difference*,
37.3 13.9 76.0 28.0 11.5 63.8
4.5 2.8 5.0 1.4 1.1 4.0
5.8 4. 1 S.6 1.6 l.S 5.2
0. 16 0. 29 0. 07 0. 06 0. 1 3 0. 08
7.106 22.6 14.0 31.3 +7.4 +6.6+8.6 10,735 22.0 14.9 35. 1 +6.6 +7.5+12.4
18.4 11.2 24.9 18.2 13.4 27.8
Seventh-Round Test
PHS Smoke Opacity. %
T«»t Miles Factor Factor Factor A"a" A"b" A"c"
71,861 62.3 31.3 93.0 +42.2 -21.9 +44.4
73,132 51.3 22.6 93.1 +25.7 +10.6 +33,9
Wracked
84.480 53.9 20.8 91.4 +35. 8 +1S.4 i43.0
55.8 24.9 92.5
27.546 26.4 20.2 36.2 +11.2 +12.8 -2.7
20.3 13.6 28. 1
••Vehicle deleted fr<
-------
Engine:
Vehicle:
TABLE C-8. CATERPILLAR 1145 ENGINES IN INTRAC1TY SERVICE
Pint-Round Tei
PHS Smoko Opa
In
No. tv
507
SIO
512
519
527
till "a"
teaga Factor
.493
.950
. 387
, 831
.022
Average 1
Mean Deviation
Standard Deviation
.0
.4
.8
.2
.5
.6
.0
. 3
Factor
a. s
1J.2
14. 5
10.3
9. 1
10.7
1.7
2.4
city. %
Factor
32.7
32.9
28.0
39.7
40.0
34.7
4. 2
4.6
Coefficient of
Variation
Second-Round Teit Third- Round Te«t
PHS Smoke Opacity. % PHS Smoke Opacity, %
16.9 15.5 33.4 22.1 21.1 40.6
2.6 1.3 7.6 2.4 2.5 4.1
3.3 1.6 8.4 " 3.3 3.0 5.2
Elapied "a"
7.108 Z2.8
24.7
3.9
4. 8
0.19
Four
PHSS
"b"
21.6
25.4
5.2
6. 1
0.24
i- Round Teit
noke Opacity, 1»
"c" Difference*
46. 7 + 7.4 » 10.4
43. 3
3. 7
4. I
0.09
+ 13.8
-3.1
Fifth-Round Ten
PHS Smoke Opacity. %
Sixth-Round Te«t
PHS Smoke Opacity. %
PHS Smoke Opacity %
No.
507
510
519
527
El»
Ten
35.
9.
Mile*
392
473
Factor Factor Factor i"a" A"b" A"c" Teit Mile* Factor Factor Factor £"•" A"b" A"c" Talt Mile*
24.9 22. B
994
SOS
749
"a- "b"
Factor Factor
21. 3
19.7
18.3
7.6
9.4
6.7
Factor
48.4
44.1
31.0
Difference
^"a" A"D"
+ 8.3 +9.1
+ 4.3 +8.2
+ 3.8
+ 7.6
• i
a"c"
+ 15.7
+ 11.2
-9.0
Average
Mean Deviation
Standard Deviation
Coefficient of
Variation
23.2 18.5 47.4
3.8 3.2 4.9
4.0 4.7 6.3
6.Z
7.9
7.4
6. 8
5.9
6.5
-------
TABLE C-9. CATERPILLAR 1150 ENGINES IN INTRAC
Engine:
Vehicle:
N<>|.
R80
aai
883
HU-t
885
/W.r.tK«
Mean De
Standard
Coefficie
Caterpillar )
Truck-Tract
'•.itial
Mileage
13. 40
8. 26
7. 21
7. 50
B, 71
viation
Deviation
nt of
50
or
Fir at
PHS 5
"a"
Factor
25. 7
18. 1
17.0
17. 5
IS. 5
is. a
2.8
4.0
Round T«at
nuke Opacity. %
"b" "c"
Fac to r Factor
15.6 69.5
9. 6 56. 7
7.0 58.0
9. 6 54. 1
B.I 51.7
10.0 58.0
2.3 «.6
3.3 6.1
Second-Round Teat Third-Round Teat
Fourth-Round Toil
PHS Smoke Opacity. % PHS Smoke Opacity. % PHS Smokn Opacity. %
3.555 5.9 13.4
13. 995 7. 5 11.9
3.881 7. 7 1 1.0
16.4 11.1 4
0.9 1.2
1.1 1.7
. 0 • 16. 6 14. 7 42.6
.4 ' 1.6 1.7 7. 1
.3 2. 1 2.2 8.0
erence*. EUpaed "a" "b" "c" Difference*.
21.0 18.8 52.6
2.5 2.6 7,H
3.4 3.4 9.1
Fifth-Round Teat
880
881
884
885
Av.-
Me
Si*
EUpaed
-•»;
22. 346
n Devictlon
dard Deviation
ffkient of
.....
27.8
25.7
2. 3
2.9
0. 11
PHS Sm
•V
21.4
3.8
4.7
0.22
»ke Opacity . %
"c" Difference*.
il.4
6.2
7. 1
Sixth-Round Teat
PHSS
Elapaed "a" "b"
Z2.8 23.5
2.3 3.6
3.0 4.4
moke Opacity, %
"c" Different
52.2
5.5
6. 1
e*. Elap.ed
-23.8 20. 138
Seve
PHS S
••a- "b"
25.8 19.4
23.5 19.0
3.4 3.6
3.9 4.2
nth- Round Teat
moke Opacity. %
"c" Diffe
63.6 +0.1
56. 1
9.0
9.6
0. 17
3.8 -5.9
-------
TABLE C- 10. CM DH 478 AND IHC 550B ENGINES IN INTRACITY SERVICE
Ng._
Engine:
1 IB
133
137
1<)Q
Average
Moan Da
Standard
Coefficie
Varial
Initial
Mileage
CM DH 478
5.285
7. 134
762
970
viation
Deviation
nt of
on
Pint-Round Teat
PHS Smoke Opacity, %
"a" "b" "c"
Factor Factor Factor
8. 4 10. 1 10.
6.8 8.8 9.
5.1 6. 6.
8.9 11. 11.
7.3 9. 9.
1.4 1. 1,
1.7 2. 1.8
0. 23 0. 24 0. IB
Engine: International H*rv««l«r DV 550B
Vohicle: Dump Truck
PHS Smoke Opacity. %
Third-Round Teal
PHS Smoke Opacity. %
PHS Smoke Opacily. %
3.466
2.082
3. 230
11.0
2.8
12.0 12.5
8.6 56.2
18.4 18.6
13.0 26.2
2.7 16.1
18.8 31.3
9.608
10,919
24.5
7. 3
14. 1 18.5 19.8,
5.0 5.3 7.0
6.9 7.3 8.5
Fifth- Round Teat
Engine:
Vehicle
118
133
190
Averag,
Moan D
Standar
C oaf fie:
Elap.od "a"
CM DH 478
: Truck-Tractor
16.606 11.7
B 16.6
eviation 2.6
d Deviation 3.7
lent of
PHS Si
•V
20. 1
4.0
5.2
moke Opacity. %
"c" Difference*.
22.3
4.8
5.7
Sixl
PHS
Elapced "a" "b"
15.9 18.8
4. 2 4. 2
5.3 5.6
:h- Round Teat
Smoke Opacity. %
"c " Difference*,
18.7 L7. 1 4-8.3 +8.4
20.0
5.4
7. 0
Seventh-Round Test
22,899 15.6
35,971 11.0
21,877 17.7
17.7
4,4
5.6
PHS Smoke Opacity, %
18.2
12.0
21. 5
20.3
5.2
6.3
18.8 +7.2 ^8. 1
12.7 +4.2 +3.2
21.9 +8.8 +9.9
21.8
6.0
7.6
+ 8.5
+ 3.2
+ 10. 2
0.31 0.35
Engine: International Harvester DV 550B
Vehicle: Dump Truck
-------
APPENDIX D
CHASSIS SIMIJLATED FEDERAL SMOKE TEST
"a", "b", and "c" Factors as a
Function of Odometer Miles
Individual Graphs
All Trucks, All Tests
D-l
-------
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0-00 30.00
FIGURE 0-01 .
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60.00 80.00 120.00 160.00
TOTflL MILEflGE *103
UNIT 815 DETROIT DIESEL 6V-71N
D-2
180.00
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FIGURE 0-02
60.00 80.00 120.00 150.00
TOTflL MILEflGE «103
UNIT 816 DETROIT DIESEL 6V-71N
D-3
180.00
-------
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FIGURE D-03
60.00 90.00 120.00 150.00
TOTflL MILEflGE *103
UNIT 817 DETROIT DIESEL 6V-71N
D-4,
180.00
-------
CJ
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OQO-
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0.00 30.00
FIGURE 0-04
120.00
150.00
60.00 90.00
TOTflL MILEflGE «10
UNIT 818 DETROIT DIESEL 6V-71N
D-5
180.00
-------
o
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0.00
30.00
FIGURE D-05
60.00 80.00 120.00 ISO.00
TOTflL MILEflGE *103
UNIT 819 DETROIT DIESEL 6V-71N
D-6
180.00
-------
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60.00 90.00 1ZO.OO 150.00
TOTflL MILERGE *103
UNIT 820 DETROIT DIESEL 6V-71N
D-7
180.00
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FIGURE D-08
60.00 90.00 120.00 150.00
TOTflL MILEflGE *103
UNIT 822 DETROIT DIESEL 6V-71N
D-9
180.00
-------
g
CJ
cr
g
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FIGURE 0-09
60.00 90.00 120.00 160.00
TOTflL MILEflGE mlO3
UNIT 823 DETROIT DIESEL 6V-71N
D-10
180.00
-------
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CD
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0.00 30-00
FIGURE D-10
60.00 90-00
TOTflL MILEflGE
UNIT 824 DETROIT
D-ll
120.00
*103
DIESEL
150.00
6V-71N
180.00
-------
CJ
cc
CJ
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0.00 30.00
FIGURE 0-11
150.00
180.00
60.00 90.00 120.00
TOTflL MILEflGE *109
UNIT 104 LEFT BflNK DETROIT DIESEL 8V-71N
D-12
-------
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CD 2"
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FIGURE 0-12
120.00
150.00
i
180.00
60.00 90.00
TOTflL MILEflGE *103
UNIT 104 RIGHT BflNK DETROIT DIESEL 8V-71N
D-13
-------
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0.00
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FIGURE 0-13
150.00
180.00
60.00 80.00 120-00
TOTflL MILEflGE *109
UNIT 105 LEFT BflNK DETROIT DIESEL 8V-71N
D-14
-------
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cr
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0-00 30.00
FIGURE D-14
120.00
160.00
180.00
60-00 90.00
TOTflL MILEflGE *103
UNIT 105 RIGHT BflNK DETROIT DIESEL 8V-71N
-------
s
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CD
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0.00 30.00
FIGURE 0-15
120.00
150.00
180.00
60.00 80.00
TOTflL MILEflGE mlO3
UNIT 106 LEFT BflNK DETROIT DIESEL 8V-71N
D-16
-------
g
o
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g
o
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0.00 30.00
FIGURE 0-16
60.00 90.00 120-00 150.00 180.00
TOTflL MILEflGE *109
UNIT 106 RIGHT BflNK DETROIT DIESEL 8V-71N
D-17
-------
o
i—
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o
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0.00 30.00
120.00
150.00
180-00
FIGURE D-17
60.00 90.00
TOTflL MILEflGE *103
UNIT 107 LEFT BflNK DETROIT DIESEL 8V-71N
D-18
-------
o
cc
U-o
o
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-------
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0.00 30.00
FIGURE D-19
60.00 80.00 120.00 160.00 160.00
TOTflL MILEflGE *103
UNIT 405 LEFT BflNK DETROIT DIESEL 8V-71N
D-20 -*,
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-------
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FIGURE D-20
60.00 90.00 120.00 160.00 180.00
TOTflL MILEflGE «103
UNIT 405 RIGHT BflNK DETROIT DIESEL 8V-71N
D-21
-------
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30.00 60.00 90.00
TOTRL MILEflGE
120.00
150.00
180.00
FIGURE D-21. UNIT 591
*103
DETROIT DIESEL 8V-71N
D-22
-------
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FIGURE 0-22
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TOTflL
UNIT
80.00
MILEflGE
3 DETROIT
D-23
120.00
*103
DIESEL
150.00
6V-53N
180.00
-------
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TOTflL
UNIT
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MILEflGE
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D-24
120.00
*1D3
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150-00
6V-53N
180.00
-------
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FIGURE 0-24
60.00
TOTRL
UNIT
90.00
MILERGE
8 DETROIT
D-25
120.00
»109
DIESEL
150.00
6V-53N
i
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-------
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FIGURE 0-25
150.00
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 10 DETROIT DIESEL 6V-53N
D-26
i
180.00
-------
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30.00 60.00 90.00 120.00
TOTflL MILEflGE *103
150.00
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FIGURE 0-26. UNIT
16
DETROIT
D-27
DIESEL 6V-53N
-------
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FIGURE 0-27.
60.00 90.00 120.00
TOTflL MILEflGE «109
UNIT 21 CUMMINS NH-250
D-28
180.00
180.00
-------
§
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60.00 80.00 120.00
TOTflL MILEflGE *103
UNIT 22 CUMMINS NH-250
D-29
160.00
160.00
-------
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FIGURE 0-29
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 62 CUMMINS NH-250
D-30
150.00
180.00
-------
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FIGURE 0-30.
60.00 80.00 120.00
TOTflL MILEflGE «103
UNIT 15743 CUMMINS NH-250
D-31
150.00
180.00
-------
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FIGURE 0-31
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TOTflL MILEflGE *108
UNIT 15744 CUMMINS NH-250
D-32
160.00
160.00
-------
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FIGURE 0-32.
60.00 90.00 120-00
TOTflL MILEflGE «103
UNIT 15745 CUMMINS NH-250
D-33
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180.00
-------
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FIGURE 0-33
60.00 90.00 120.00
TOTflL MILEflGE mlO3
UNIT 15746 CUMMINS NH-250
iso.oo
1BO.OO
D-34
-------
CJ
cc
LJL.
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CQO-
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0.00 90.00
FIGURE D-34.
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 24658 CUMMINS NH-250
D-35
150-00
180.00
-------
0-00 30.00
FIGURE D-35
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 26353 CUMMINS NH-250
ISO.00
180.00
D-36
-------
0.00 30.00
FIGURE D-36
60.00 90.00 1ZO.OO
TOTflL MILEflGE *103
UNIT 26354 CUMMINS NH-250
D-37
160.00
180.00
-------
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g
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FIGURE 0-38
60.00 90.00 120-00 150.00
TOTflL MILEflGE *103
UNIT 415 RIGHT BflNK CUMMINS V-903
D-39
180.00
-------
o
cc
g
o
cc
0.00
30.00
150.00
60.00 90.00 120-00
TOTflL MILEflGE «103
FIGURE D-39. UNIT 966 CUMMINS V-903
D-40
180.00
-------
g
CJ
CE
g
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g
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FIGURE D-40
60.00 80.00
TOTflL MILEflGE
UNIT 968
D-41
120.00
*103
150.00
180.00
CUMMINS V-903
-------
g
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cc
o
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FIGURE 0-41
60.00 90.00
TOTflL MILEflGE
UNIT 970
D-42
120-00
160.00
180.00
CUMMINS V-903
-------
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TOTflL MILEflGE
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FIGURE D-42. UNIT 972
CUMMINS V-903
D-43
-------
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UNIT
80-00
MILEflGE
20 CUMMINS
120-00
«103
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160.00
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D-44
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TOTflL MILEflGE «103
UNIT 144 CUMMINS NTC-335
D-45
-------
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GO 2"
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FIGURE D-45
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 458 CUMMINS NTC-335
D-46
150.00
180.00
-------
O
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TOTflL MILEflGE *103
UNIT 6213 CUMMINS NTC-335
D-47
150.00
180-00
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FIGURE 0-47
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TOTflL MILEB&E *IQ'
UNIT 1 MflCK ENDT 675
D-48
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180.00
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FIGURE D-48.
60.00 90-00 120.00
TOTRL MILERGE *103
UNIT 2 MflCK ENDT 675
D-49
160.00
180.00
-------
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FIGURE D-50
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TOTflL MILEflGE *103
UNIT 4 nflCK ENDT 675
D-51
150.00
180.00
-------
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FIGURE 0-51.
60.00 80.00 120.00 150.00
TOTflL MILEflGE *103
UNIT 5 MACK ENOT 675 SOURCE 1
D-52
180.00
-------
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FIGURE D-52.
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 5 MflCK ENDT 675
D-53
I I
150.00 180.00
SOURCE 2
-------
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cr
m o-
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FIGURE D-53
60.00 90.00 120.00
TOTflL MILEflGE »109
UNIT 6 MflCK ENDT 675
D-54
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FIGURE 0-54
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TOTflL MILEflGE *103
UNIT 60122 MflCK ENOT 673B
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FIGURE 0-55
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TOTflL MILEflGE mlO3
UNIT 60124 MflCK ENDT 6738
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FIGURE D-56
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TOTflL MILERGE *103
UNIT 507 CflTERPILLflR 1145
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TOTflL MILEflGE *103
UNIT 510 CflTERPILLflR 1145
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FIGURE D-58
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TOTflL MILEflGE *103
UNIT 512 CflTERPILLflR 1145
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160.00
180.00
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FIGURE D-59.
60.00 80.00 120.00
TOTflL MILEflGE *103
UNIT 519 CflTERPILLflR 1145
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FIGURE D-60
60.00 90.00 120.00
TOTRL MILEflGE *103
UNIT 527 CflTERPILLflR 1145
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180.00
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FIGURE 0-61
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TOTflL MILEflGE «103
UNIT 880 CflTERPILLflR 1150
D-62
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180.00
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CJ
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0.00 90.00
FIGURE 0-62
60.00 80.00 120.00
TOTflL MILERGE *103
UNIT 881 CflTERPILLflR 1150
D-63
160.00
180.00
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FIGURE D-63
60.00 90.00 120.00
TOTflL MILEflGE *103
UNIT 883 CflTERPILLflR 1150
D-64
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180.00
-------
CJ
cr
g
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g.
o
g
u
cr
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0-00 30.00
FIGURE 0-64
60.00 80.00 120.00
TOTflL MILEflGE *103
UNIT 884 CRTERPILLflR 1150
D-65
150.00
180.00
-------
g
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FIGURE D-6S
60.00 80.00 UO.OO
TOTflL MILEflGE «103
UNIT 885 CflTERPILLflR 1150
D-66
150.00
180.00
-------
o
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cc
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cc
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30.00 60.00 90.00 120.00
TOTflL MILEflGE *103
150.00
180-00
FIGURE 0-66. UNIT
118 GM DH-478
D-67
-------
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CE
g
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CE
g
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0.00 30-00
FIGURE D-67.
60.00 80.00 120.00
TOTflL MILEflGE «10:
UNIT 133 CM DH-478
D-68
ISO.00
180.00
-------
g
o
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cr
0.00 30.00
FIGURE D-68
60.00 80.00 iaO-00
TOTflL MILEflGE *103
UNIT 137 GM DH-478
D-69
150.00
180.00
-------
CJ
a:
g
o"
I—
cr
CDS'
g
org-
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CE
U-c
a: 2-
0.00 30.00
FIGURE D-69
60.00 90.00 120-00
TOTRL MILEflGE *10
UNIT 190 OM DH-478
D-70
150.00
180-00
-------
g
CJ
cr
g
ct:S"
o
i—
CJ
a:
CD 2"
CJ
cr
a: »-
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90.00 60.00 90.00 120.00
TOTflL MILEflGE «10:
150.00
180.00
FIGURE-70. UNIT 631
IHC DV 550B
D-71
-------
APPENDIX E
STATISTICAL, ANALYSIS OF TWO-
YEAR DIESEL SURVEILLANCE SMOKE DATA
E-l
-------
TABLE E-l.STATISTICAL ANALYSIS OF FIRST-ROUND
"a" AND "b" FACTORS FOR ALL FLEET ENGINES
'a" Factors
Percent
Opacity
Interval
0 to 3. 99
4 to 7. 99
8 to 11. 99
12 to 15. 99
16 to 19. 99
20 to 23. 99
24 to 27. 99
28 to 31. 99
Range:
Total Range:
Mean:
Standard Deviation:
Frequency
6
24
14
10
10
1
4
1
1. 5 to
27. 2
10.9
6.5
Frequency
Percentage .
8.6
34. 3
20. 0
14.3
14. 3
1.4
5. 7
1.4
28.7
Cumulative
Percentage
8.6
42. 9
62.9
77.2
91. 5
92.9
98.6
100. 0
Coefficient of Variation: 0.60
First Quartile;
Second Quartile:
Third Quartile:
6.0
8.7
15.6
"b" Factors
Percent
Opacity
Interval
1 to 2. 99
3 to 4. 99
5 to 6.99
7 to 8. 99
9 to 10.99
11 to 12.99
13 to 14.99
15 to 16. 99
17 to 18. 99
19 to 20.99
21 to 22. 99
Range :
Total Range:
Mean:
Standard Deviation:
Frequency
9
14
12
10
9
5
3
4
3
0
1
1.0 to
21.4
7.9
4.8
Frequency
Percentage
12.8
20.0
17.2
14. 3
12.8
7. 1
4. 3
5. 7
4. 3
0
1.4
22.4
Cumulative
Percentage
12.8
32. 8
50.0
64.3
77. 1
84.2
88. 5
94.2
98.6
98.6
100. 0
Coefficient of Variation: 0. 61
First Quartile:
Second Quartile:
Third Quartile:
4. 1
6.9
10.9
E-
2
-------
TABLE "E-2. STATISTICAL ANALYSIS OF SECOND-
ROUND "a" AND "b" FACTORS FOR
ALL FLEET ENGINES
"a" Factors
Percent
Opacity
Interval
0 to 3.99
4 to 7.99
8 to 11.99
12 to 15.99
16 to 19.99
20 to 23.99
24 to 27.99
28 to 31.99
32 to 35.99
36 to 39.99
40 to 43.99
Range:
Total Range:
Mean:
Standard Deviation:
Frequency
8
17
8
14
10
5
2
3
1
1
1
'
Coefficient of Variation:
First Ouartile:
Second Quartile:
Third Quartile:
Percent
Opacity
Interval
1 to 2.99
3 to 4. 99
5 to 6.99
7 to 8. 99
9 to 10.99
11 to 12.99
13 to 14.99
15 to 16.99
17 to 18.99
19 to 20.99
21 to 22.99
23 to 24.99
25 to 26.99
Range:
Total Range:
Mean:
Standard Deviation:
1.
40
13
8.
0.
6.
12
18
"b"
Frequency
10
5
4
12
8
10
8
1
8
1
1
1
1
Coefficient of Variation:
First Quartile:
Second Quartile:
Third Quartile:
1.
24
10
5.
0.
6.
10
13
Frequency
Percentage
11.4
24.3
11.4
20.0
14. 3
7.2
. 2.9
4.3
1.4
1.4
1.4
7 to 42. 2
. 5
.6
8
64
6
. 7
.0
Factors
Frequency
Percentage
14.3
7.2
5.8
17. 2
11.4
14. 3
11.4
1.4
11.4
1.4
1.4
1.4
1.4
0 to 25. 0
.0
. 1
8
57
0
. 1
.6
E-3
Cumulative
Percentage
11.4
35.7
47. 1
67. 1
81.4
88.6
91.5
95.8
97.2
98.6
100.0
Cumulative
Percentage
14. 3
21. 5
27.3
44. 5
55.9
70.2
81.6
83.0
94. 4
95.8
97.2
98.6
100.0
-------
TABLE E-3. STATISTICAL ANALYSIS OF THIRD-
ROUND "a" AND "b".FACTORS FOR
ALL FLEET ENGINES
'a" Factors
Percent
Opacity
Interval
0 to 3.99
4 to 7.99
8 to 11. 99
12 to 15.99
16 to 19. 99
20 to 23. 99
24 to 27.99
28 to 31.99
32 to 35.99
36 to 39.99
40 to 43. 99
44 to 47.99
Range:
Total Range:
Mean:
Standard Deviation:
Frequency
3
13
12
10
11
7
5
4
1
1
1
1
1. 5 to
42. 5
16.0
9.4
Frequency
Percentage
4. 3
18.9
17.4
14.5
15.9
10. 1
7.2
5.8
. 1.4
1.4
1.4
1.4
44. 0
Cumulative
Percentage
4. 3
23. 2
40. 6
55. 1
71. 0
81. 1
88.4
94.2
95.6
97.1
98.6
100.0
Coefficient of Variation: 0.59
First Quartile:
Second Quartile:
Third Ouartile:
8.2
14. 7
20.6
"b" Factors
Percent
Opacity
Interval
0 to 1.99 L
2 to 3. 99 .
4 to 5. 99 .
6 to 7.99
8 to 9.99
10 to 11.99
12 to 13.99
14 to 15. 99
16 to 17.99
18 to 19. 99
20 to 21.99
22 to 23.99
24 to 25.99
26 to 27.99
28 to 29.99
30 to 31.99
32 to 33. 99
Frequency
2
•5
7
12
5
3
7
6
6
6
2
2
2
2
1
0
1
Frequency
Percentage
2.9
7.2
10.1
17.4
7.2
4.3
10. 1
8.7
8.7
8.7
2.9
2.9
2.9
2.9
1.4
0
1.4
Cumulative
Percentage
2.9
10. 1
20.3
37. 7
44. 9
49. 2
59. 4
68. 1
76. 8
85.5
88.4
91.3
94.2
97. 1
98.6
98.6
100.0
Range: 0. 5 to 32. 6
Total Range: 32..1
Mean: 12.'5
Standard Deviation: 7. 4
Coefficient of Variation: 0. 59
First Quartile: 6. 8
Second Quartile: ' 12.5
Third Quartile: 17.5
-------
TABLE E-4. STATISTICAL ANALYSIS OF FOURTH-
ROUND "a" AND "b" FACTORS FOR
ALL FLEET ENGINES
"a" Factors
Percent
Opacity
Interval
0 to 3.99
4 to 7.99
8 to 11.99
12 to 15.99
16 to 19.99
20 to 23. 99
24 to 27.99
28 to 31.99
32 to 35.99
36 to 39.99
40 to 43.99
44 to 47. 99
Range:
Total Range:
Mean:
Standard Deviation:
Frequency
0
11
13
14
10
8
5
5
0
1
0
1
4.
40
16
8.
Coefficient of Variation: 0.
First Ouartile:
Second Cuartile:
Third Ouartile:
Percent
Opacity
Interval
0 to 1. 99
2 to 3. 99
4 to 5. 99
6 to 7. 99
8 to 9. 99
10 to 11. 99
12 to 13. 99
14 to 15. 99
16 to 17.99
18 to 19. 99
20 to 21.99
22 to 23.99
24 to 25. 99
26 to 27.99
28 to 29.99
30 to 31. 99
32 to 33. 99
Range :
Total Range:
Mean:
Standard Deviation:
9.
14
22
"b
Frequency
0
7
8
10
2
6
10
2
3
8
3
4
0
0
1
3
1
2.
31
13
7.
Coefficient of Variation: 0.
First Quartile:
Second Quartile:
Third Ouartile:
6.
12
19
Frequency
Percentage
0
16.2
19.1
20.6
14. 7
11.8
7.4
7.4
0
1.4
0
1.4
8 to 44. 9
. 1
. 2
2
51
8
.4
.3
" Factors
Frequency
Percentage
0
10. 3
11. 8
14.7
2.9
8. 8
14. 7
2.9
4. 4
11. 8
4.4
5.9
0
0
1. 5
4.4
1. 5
0 to 33. 4
. 4
.0
9
61
3
.0
.2
E-5
Cumulative
Percentage
0
1
-------
TABLE E-5. STATISTICAL ANALYSIS OF FIFTH-ROUND "a" AND "b1
FACTORS FOR ALL FLEET ENGINES
Percent Opacity
Interval
0 to 3. 99
4 to 7. 99
8 to 11.99
12 to 15.99
16 to 19.99
20 to 23.99
24 to 27.99
28 to 31.99
32 to 35.99
36 to 39.99
40 to 43.99
44 to 47. 99
48 to 51.99
52 to 55.99
56 to 59.99
• Range:
Total Range:
Mean:
Standard Deviation
Percent Opacity
Interval
0 to 1.99
2 to 3.99
4 to 5.99
6 to 7.99
8 to 9.99
10 to 11.99
12 to 13.99
14 to 15.99
16 to 17.99
18 to 19.99
20 to 21.99
22 to 23.99
24 to 25.99
26 to 27.99
28 to 29.99
30 to 31.99
32 to 33.99
34 to 35.99
36 to 37.99
38 to 39.99
40 to 41.99
Range:
Total Range:
Mean:
Standard Deviation:
"a"
Frequency
6
2
3
3
4
6
8
3
1
1
1
0
0
1
0
2. 1 to 55. 5
53.4
19; 8641
11.7888
"b"
Frequency
0
4
4
0
2
4
6
3
0
5
1
3
4
0
2
0
0
0
0
1
0
2. 1 to 38. 5
36.4
15. 3256
8. 51767
Factors
Frequency
Percentage
15.385
5. 128
7.692
7.692
10.256
15.385
20.513
7.692
2.564
2.564
2.564
.. 0
0
2.564
0
Cumulative
Percentage
0
15.385
20.513
28.205
35.897
46. 154
61.538
82.051
89. 744
92.308
94.876
97.436
.97.436
97.436
100.
Coefficient of variation: 59.347
First Quartile:
Second Quartile:
Third Quartile:
Factors
Frequency
Percentage
0
10.256
10.256
0
5. 128
10.256
15.385
7.692
0
12.821
2.564
7.692
10.256
0
5. 128
0
o
0
0
2.564
0
11.
.20.6
27. 3
Cumulative
Percentage
0
10. 256
20. 513
20. 513
25.641
35.897
51. 282
58.974
58.974
71.795
74. 359
82.051
92. 308
92. 308
97.436
97. 436
97. 436
97.436
97..4S6
100.
100.
Coefficient of Variation: 55. 578
First Quartile:
Second Quartile:
Third Quartile:
9.9
13.9
22. 5
E-6
-------
TABLE E-6. STATISTICAL ANALYSIS OF SIXTH-ROUND
FACTORS FOR ALL FLEET ENGINES
'a" AND "b"
Percent Opacity
Interval
4 to 7. 99
8 to 11. 99
12 to 15.99
16 to 19.99
20 to 23.99
24 to 27.99
28 to 31. 99
32 to 35.99
36 to 39.99
40 to 43. 99
44 to 47. 99
48 to 51.99
Range:
Total Range:
Mean:
Standard Deviation:
Percent Opacity
Interval
2 to 3.99
4 to 5.99
6 to 7.99
8 to 9.99
10 to 11.99
12 to 13.99
14 to 15. 99
16 to 17.99
18 to 19. 99
20 to 21.99
22 to 23.99
24 to 25.99
26 to 27.99
28 to 29.99
30 to 31. 99
32 to 33.99
34 to 35. 99
36 to 37.99
Range:
Total Range:
Mean:
Standard Deviation:
"a"
Frequency
0
1
4
4
5
3
4
0
1
1
2
0
8 to 47.9
39.9
24. 38
9.88979
"b"
Frequency
0
1
2
1
1
3
3
2
3
1
2
3
1
0
1
0
1
0
5. 3 to 35.
30.6
17.848
7.45043
Factors
Frequency
Percentage
0
4
16
16
20
12
16
0
4
4
8
0
Cumulative
Percentage
0
4
20
36
56
68
84
84
88
92
100
100
Coefficient of variation: 40.565
First Qua r tile:
Second Quartile:
Third Quartile:
Factors
Frequency
Percentage
0
4
8
4
4
12
12
8
12
4
8
12
4
0
4
0
4
0
17. 3
22.9
28.4
Cumulative
Percentage
0
4
12
16
20
32
44
52
64
68
76
88
92
92
96
96
100
100
9 Coefficient of Variation: 41.744
First Quartile:
Second Quartile:
Third Quartile:
12. 25
17. 2
23.2
E-7
-------
TABLE E-7. STATISTICAL ANALYSIS OF SEVENTH-ROUND
"b" FACTORS FOR ALL FLEET ENGINES
'a" AND
Percent Opacity
Interval
4 to 7. 99
8 to 11.99
12 to 15.99
16 to 19.99
20 to 23.99
24 to 27.99
28 to 31.99
32 to 35.99
36 to 39.99
40 to 43.99
44 to 47.99
48 to 51.99
52 to 55.99
56 to 59.99
60 to 63.99
64 to 69.99
Range :
Total Range:
Mean:
Standard Deviation:
Percent Opacity
Interval
4 to 5. 99
6 to 7.99
8 to 9.99
10 to 11.99
12 to 13.99
14 to 15.99
16 to 17.99
18 to 19.99
20 to 21.99
22 to 23.99
24 to 25. 99
26 to 27.99
28 to 29.99
30 to 31.99
32 to 33.99
Range:
Total Range:
Mean:
Standard Deviation:
"a"
Frequency
0
1
2
6
5
3
1
1
0
1
1
1
1
0
1
0
11 to 62.3
51.3
27.4417
13.511
"b"
Frequency
0
1
1
0
3
1
3
4
5
2
2
0
1
1
0
7 to 31. 3
24.3
18.8917
5.71613
Factors
Frequency
Percentage
0
4. 167
8. 333
25.
20. 833
12. 5
4. 167
4. i'6 7
0
4. 167
4. 167
4. 167
4. 167
0
4. 167
0
Cumulative
Percentage
0
4. 167
12.5
37. 5
58.333
70.833
75-
79. 167
79. 167
83. 333
87. 5
91.667
95.833
95.833
100.
100.
Coefficient of variation: 49. 236
First Quartile:
Second Quartile:
Third Quartile:
Factors
Frequency
Percentage
0
4. 167
4. 167
0
12.5
4. 167
12.5
16.667
20.833
8.333
8. 333
0
4. 167
4. 167
0
18.65
21. 15
32.4
Cumulative
Percentage
0
0
4. 167
8.333
8.333
20.833
25.
37.5
54. 167
75.
83.333
91.667
91.667
95.833
100.
Coefficient of Variation: 30.257
First Quartile:
Second Quartile:
Third Quartile:
14.9
19.55
22. 325
E-8
-------
JS.U
30.0
> 25.0
§ |
i - 20.0
5-t
,2 a
•S ° 15.0
c ra
O) 1 1 1
CD
°- 10.0
5.0
0
»
•
•
•
^•^M
MMI
^^^m
T1 . Tl
2 6 10 14 18 22 26 30
First-Round "a" Factor
Smoke Opacity, %
FIGURE E-l. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "a" FACTORS AT FIRST-ROUND TEST
&H
£ '5
u. o-
(O (J
o £
** 0)
g m
u
O-
100
90
80
70
60
50
40
30
20
10
0
2 6 10 14 18 22 26 30
First-Round "a" Factor
Smoke Opacity, %
FIGURE E-2. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF FEDERAL "a" FACTORS
AT FIRST-ROUND TEST
E-9
-------
25.0
•- 20.0
C n
o> >
1115.0
11
t 010.0
o .c
«-• o
£ iS
I 5.0
2 4 6 8 10 12 14 16 18 20 22
First-Round "b" Factor Smoke Opacity, %
FIGURE E-3. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "b" FACTORS AT FIRST-ROUND TEST
100
90
|.E7°
it <£ 60
50
o 1 40
c
-------
25.0
20.0
c
|| 15.0
i!
i: o 10.0
£ 8
£ 5.0
.
•
•
•MM
HHH
•MB
•••Ml
~ki
2 6 10 14 18 22 26 30 34 38 42
Second-Round "a" Factor Smoke Opacity, %
FIGURE E-5. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "a" FACTORS AT SECOND-ROUND TEST
&
IE
£ o
u. o.
II
«I
£
100
90
80
70
60
50
40
30
20
10
0
2 6 10 14 18 22 26 30 34 38 42
Second-Round "a" Factor Smoke Opacity, %
FIGURE E-6. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF FEDERAL "a" FACTORS
AT SECOND-ROUND TEST
E-ll
-------
2U.O
c
If 15°
g c
"• >.
s S 10.0
£1
Efi
8 >" 5.0
£
0
•
wmmm
MMHI
•MM
MMM1
^•^
MHMI
I
-.
I 1 1 1 1 1 1 1
4 6 8 10 12 14 16 18 20 22 24 26
Second-Round "b" Factor Smoke Opacity, %
FIGURE E-T. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "b" FACTORS AT SECOND-ROUND TEST
1 »
O (jj
«-
-------
20.0
c
fr_
£ >15.0
2. «
8 £
| f 1°-°
£ o
g J 5.0
Q.
n
•
•
r
i .
•••
i
^•m
•^H
••••
••••
••••
. .1.1.1.1
2 6 10 14 18 22 26 30 34 38 42 46
Third-Round "a" Factor Smoke Opacity, %
FIGURE E-9. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "a" FACTORS AT THIRD-ROUND TEST
100
90
>. 80
§ ^ 70
a c
i .£ eo
S ,« 50
o S
*i a)
1°°
a>
a.
40
30
20
10
• f
2 6 10 14 18 22 26 30 34 38 42 46
Third-Round "a" Factor Smoke Opacity, %
FIGUREE-10.RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF FEDERAL "a" FACTORS
AT THIRD-ROUND TEST
E-13
-------
20.0
-S15.0
u. >
o a
H O
o-5
£ tS 5.0
CD
a.
TTT^n.rn
3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Third-Round "b" Factor Smoke Opacity, %
FIGURE E-ll. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "b" FACTORS AT THIRD-ROUND TEST
100
90
>. 80
§ ^ 70
cr c
I 50
o
40
30
20
10
0
5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Third-Round "b" Factor Smoke Opacity, %
FIGURE E-12. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF FEDERAL "b" FACTORS
AT THIRD-ROUND TEST
E-14
-------
20.0
I ?15.0
| |10-°
11 5.0
Q.
n
•
•
-
•
•MM
••••
HMBI
•MM
PMMH
. m . m
2 6 10 14 18 22 26 30 34 38 42 46
Fourth-Round "a" Factor Smoke Opacity, %
FIGURE E-13. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "a" FACTORS AT FOURTH-ROUND TEST
0)
3 t-
cr c
£ o
U. Q-
« t
o .i?
o
£
a.
100
90
80
70
60
50
40
30
20
10
2 6 10 14 18 22 26 30 34 38 42 46
Fourth-Round "a" Factor Smoke Opacity, %
FIGURE E-14. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF FEDERAL "a" FACTORS
AT FOURTH-ROUND TEST
E-15
-------
ercent of Total Frequency in
Each Opacity Interval
01 o cji
o b b b
•
^^•i
•
MMH
mmm
^M*
•MM
^^M
T
^•H
m^m
n JT,
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Fourth-Round "b" Factor Smoke Opacity, %
FIGURE E-15. RELATIVE FREQUENCY DISTRIBUTION OF
FEDERAL "b" FACTORS AT FOURTH-ROUND TEST
100
90
> 80
o
I ^ 70
o" .5
i £ eo
•5 | 40
«* 01
« m 30
20
10
0
te
Q.
3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Fourth-Round "b" Factor Smoke Opacity, %
FIGURE E-16. RELATIVE CUMULATIVE FREQUENCY
DISTRIBUTION OF FEDERAL "b" FACTORS
AT FOURTH-ROUND TEST
E-16
-------
u
S 20.0
£ £15.0
r-H -4->
n) C
-M l-l
H ^10.0
•H
**H O
0 rt
•w d,
gO 5.0
y ^3
h U
> 40
"o '" 30
| O 20
" -5 10
« at
PH W 0
~i 6 10 14 18 22 26 30 34 38 42 46 50 54 58
Fifth-Round "a" Factor Smoke Opacity, %
FIGURE E-18. RELATIVE CUMULATIVE FREQUENCY DISTRIBUTION
OF FEDERAL "a" FACTORS AT FIFTH-ROUND TEST
E-17
-------
• i-4 '
O
0< ,-H
a) n)
).0
15.0
o ~ 10-°
H ^
c O
u J3
»H U
CX
g°
O rC
>H O
0) nt
A W
100
90
80
70
60
50
40
30
20
IP
0
1 35 7 9 H 13 15 17 1921 23 25 27 29 31 33 35 37 39
Fifth-Round "b" Factor Smoke Opacity, %
FIGURE E-20. RELATIVE CUMULATIVE FREQUENCY DISTRIBUTION
OF FEDERAL "b" FACTORS AT FIFTH-ROUND TEST
E-18
-------
o
a
CX
O M
>-> o
V n)
ft W
100
90
80
70
60
50
40
30
20
10
0
i i i
26 10 14 18 22 26 30 34 38 42 46
Sixth-Round "a" Factor Smoke Opacity, %
FIGURE E-22. RELATIVE CUMULATIVE FREQUENCY DISTRIBUTION
OF FEDERAL, "a" FACTORS AT SIXTH-ROUND TEST
E-19
-------
>s
g 20-°-
3
O^'-H
tu ro
M >
*£
0 -
££i°.o
o J}
CO 5.0
I~i CJ .
-------
Dercent of Total Frequency in
Each Opacity Interval
•— •— t\)
Ui O Ui O
o
o o o o
-
1
1
f 1 I 1 1 1 1 I I J
Seventh-Round "a" Factor Smoke Opacity, %
FIGURE E-25. RELATIVE FREQUENCY DISTRIBUTION
OF FEDERAL "a" FACTORS AT SEVENTH-ROUND TEST
c
>|H
o
3.H
OJ nJ
n >
ni
4J
O ,£3
K U
-------
0 or> ^
fi 20. 0
a)
h >
b ,4
„ a
w
100
90
80
70
60
50
40
30
20
10
0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33
Seventh-Round "b" Factor Smoke Opacity, %
FIGURE E-28. RE.LATIVE CUMULATIVE FREQUENCY DISTRIBUTION
OF FEDERAL "b" FACTORS AT SEVENTH-ROUND TEST
E-22
-------
, APPENDIX F
TABULAR GASEOUS EMISSIONS DATA FOR
CHASSIS VERSION OF 13 MODE EMA-ARB
DIESEL TEST PROCEDURE
F-l
-------
TABLE F- 1 . DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 815/GMC
Inlet Conditions Before Between After
Source: S. A. Transit Bar,inHgCorr 29.23 - 29.23
Odom, Miles: 66,203 Dry Bulb, ° F 83 - 83
Date Tested: 11-30-70 Wet Bulb, °F 72 - 72
ROM i
MODt
1
2.
3
4
5
&
_j
8
9
10
1!
\2
13
v>~
74
7t
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57
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33, r?
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•33.23
12. ii
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8
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C 0 = o-
F-2
-------
TABLE F-2. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle. No/Make: 816/GMC
Source: S. A. Transit
Odom, Miles: 54, 560
Date Tested: 12-1-70
ROM 1
Inlet Conditions Before Betvveen After
Bar, in Hg Corr 29. 20 29. 20 29.20
Dry Bulb, °F 81 81 81
Wet Bulb, °F 69 69 69
MODt
i
2
3
4
5
G.
7
8
9
10
u
12
\3
C,A,,
W»
III,
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0,2
It- 2,
xo
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12$
128
tv,
v*~
101
I3&
101
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l£oo
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2£
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78
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/2.73
20,32
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20. IS'
20. if
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32.01
32.01
33.21
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32.60
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C 0 = 0,0^5V^ C o(ty«. Flow), 'y^^
MO - 0.02
e&CO,
RO Ki 2-
7.^7
F-3
-------
TABLE F-3. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 817/GMC
Source: S. A. Transit
Odom, Miles: 66,548
Date Tested: 12-2-70
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 17 29. 17 29. 17
Dry Bulb, °F 83 83 85
Wet Bulb, °F 70 70 71
MODt
tO,
MO,
EWCJNt
OBStRwt 0
MR.
FLOUJ,
FUFl_
EXHAUST
f LOU),
1
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3
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1
8
10
II
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.67
1000
lot
in
Hf
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2?
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1D.V-J.
187
20,31
20.22
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ii, n
7.07
lot
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268
232
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71.
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71.33
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CO,
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fuqwJ,
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1
2
3
4
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7
8
10
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6, u
8, It
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7.20
J,/i
730
J9.7-?
I3.?7
1.70
73.8+
C 0 =
Kr
ROM i
7.0?
7.7*
AV2.
7-77
F-4
-------
TABLE F-4. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 818/GMC
Source: S. A. Transit
Odom, Miles: 71, 200
Date Tested: 12-3-70
RON) i
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 19 29. 19 29.20
Dry Bulb, °F 81 81 82
Wet Bulb, °F 70 70 71
MODE.
i
2
3
4
5
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7
8
3
10
1!
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117
111
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271
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5~J/06
101
1100
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£'£
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as c o,
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1.12
7.7 /
$.73
F-5
-------
TABLE F-5. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 819/GMC
Source: S. A. Transit
Odom, Miles: 72,542
Date Tested: 12-4-70
ROM I
Inlet Conditions Before Between After
Bar, in Kg Corr 29. 24 29.24 29.24
Dry Bulb, °F 83 83 84
Wet Bulb, °F 71 71 72
I^ODE.
to,
MO,
FUOlO,
FUEL
FUOUJ,
«/-.
FUOW),
24, WO
1
2.
3
4
5
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8
3
10
124
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SW
Jv-g
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717
|£?0£
!24
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75.48
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20.2V-
70.07
K. 8J
/fJ"7
/2.V-/
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.70
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72./T
2.)%
R.O K} 2-
£77
F-6
-------
TABLE F-6. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No//Make: 8ZO/GMC
Source: S. A. Transit
Odom, Miles: 65, 590
Date Tested: 12-7-70
ROM 1
Inlet Conditions Before Between After
Bar,inHgCorr 29.42
Dry Bulb, ° F 74
Wet Bulb, ° F 64
76
65
29.42
78
66
MODt
1
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3
4
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8
9
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1!
12
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C,A»,
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137
127
137
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127
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F-7
-------
TABLE F-7. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 821 /CMC
Source: S. A. Transit
Inlet Conditions ' Before Between After
Bar,inHgCorr 29.23
, Odom, Miles: 68,137 Dry Bulb, °F 82 82 84
Date Tested: 12-8-70 Wet Bulb, °F 70 70 72
Rl
hODt
1
2.
3
4
5
fc
1
8
9
10
II
\2.
)M i
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/r/
/r/
/J7
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I7f
/ *") ^A
/ *"?*?
/.7f
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\3pWft
III
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l/f
Iff
179
101
74
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m
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#/:?,
7/7
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1(30
7^?
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.70^
SPEED,
I 000
II
n
ii
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1 1
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77
102.
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113
72
4-2,
MR.
FUOUJ,
20,3 X
20.^2.
20,21
20. /r
liU
32. 01
32.01
<2. 2 1
32. VO
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FLOU),
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1.00
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12.70
31.01
32.7V-
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F-8
-------
TABLE F-8. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No /Make: 822/GMC Inlet Conditions Before Between After
Source: S. A. Transit Bar, in Hg Corr 29.21
Odom, Miles: 69,155 Dry Bulb, °F 88 88 90
Date Tested: 12-9-70 Wet Bulb, °F 75 74 76
ROM I
MODE.
1
2.
3
4
5
C,
1
8
9
10
11
(2
'3
*,AT,
*>»>«
142
ft a
/r/
It2.
231
37 /
IL2. ••
291
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13?
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llt>?~
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?2£
7,2.00
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101
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20./3"
2o.n
20.03
20,03
/*? 7("
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,70
,ot
.18
.73
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FUOW),
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26,21
20.Z3
20.38
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-------
TABLE F-9. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 823/GMC
Source: S. A. Transit
Odom, Miles: 69, 855
Date Tested: 12-10-70
ROM i
Inlet Conditions Before Between After
Bar, in Hg Corr
Dry Bulb, ° F
Wet Bulb, ° F
87
74
29.30
88
74
89
76
MODE-
*>*>»<
MO,
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Pou>te,
FUOUJ,
FUEL.
FUOUJ,
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100
1
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3
4
5
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8
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324
117
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573
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131
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7/2.
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70.72
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7.^
r/.zt,
22.9
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ROM 2.
MODE
cx,
CO,
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POWER,
MR
FUEL
FUOW),
FLOW,
VvwlA
bVvh
tU-ts
1
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2.S6
7.77
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c,
7
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2.22
770
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7.70
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ROM i
I.I3
RO »0 2.
I.08
E.SCO,
F-10
-------
TABLE F-10. DETROIT DIESEL 6V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 824/GMC
Source: S. A. Transit
Odom, Miles: 67, 223
Date Tested: 12-11-70
ROM 1
Inlet Conditions Before Between After
Bar,inHgCorr 29.32 29.34 29.34
Dry Bulb, °F 70 77 70
Wet Bulb, ° F 55 57 58
MODE.
to,
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NO,
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AIR.
FUOlO,
FUOO),
EXHAUST
FUOU),
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3
4
5
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9
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142
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124
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301
117
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7,/r
20.22
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3/3
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203
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730
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870
20,/Z
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JO
20.72
20. to
12.
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3,20
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J'J'.oo
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12.73
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ROM
R.O Ni 2-
C 0 = O.
-0, rt,)(ty ft. FLoiO
£ 0 j(EY.W.
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/.02,
f,f.?
F-ll
-------
TABLE F- 11. DETROIT DIESEL 8V-71 13 MODE GASEOUS EMISSIONS SUMMARY
.Vehicle No/Make: 104/GMC
Source: H. E. B.
Odom, Miles: 62,856
Date Tested: 12-19-70
RON) I - tc# fttQJue. Prt-ofc-
MODfc-
1
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3
4
5
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1
3
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1-7 7
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to,
/O/
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7i,
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Ikoo
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ll
1,
ll
O6S€ R\(£ O
Ml
/oe
FLOOJ,
27.^-0
3 8. or
283^
Inlet Conditions Before Between After
Bar, in Hg Corr 29.17
Dry Bulb, °F 70 70 70
Wet Bulb, °F 61 61 61
FUFL.
FUOU),
,63
.07
JO
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717
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v?7
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76.33
17.37
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8,2$
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: v. g^
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6S.CO.
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1.33
F-12
-------
TABLE F-12. DETROIT DIESEL 8V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 105/GMC
Source: H. E. B.
Odom, Miles: 61,485
Date Tested: 1-16-71
oi
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 50 29. 46 29. 38
Dry Bulb, ° F 77 65 64
Wet Bulb, ° F 59 56 56
MODE.
to,
MO,
EWtINt
/C D
POU)tC,
AlR.
FUOlU,
FUEL.
FLOU),
FtOU),
wo
1
z
3
4
5
8
9
10
II
\2.
ISO
/s-o
/s-o
/Jf
132
III*
3'Q
lot
0,oo
11,00
\teOO
I3L9
32
CD
gg
II?
13?
/s*o
15-0
132
K
' I*'
ffO
L-3
'lie
2:100
^7.7;.
72.
ffU
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J.IOO
3.1 CO
21-20
Zl-20
1.H
.70
.35
.3,1
.01.
$.2(.
21-37
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1
8
10
II
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It, 2.
nz
JfO
ISO
£•0
99
ilOOQ
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n
sro
s-o
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1797
1734
11,00
10
Zioo
3JOO
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3,100
30
ID
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.4/0
3,1.37
11-1,7
J.39
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4-.8B
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2,1.0s
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7.
R.O |Q 2.
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//.r?
F-13
-------
TABLE F-13. DETROIT DIESEL 8V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 106/GMC
Source: H. E. B.
Odom, Miles: 48,487
Date Tested: 1-9-71
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 19 29.20 2^720
Dry Bulb, °F 70 70 67
Wet Bulb, ° F 61 60 58
/.eft
Bank
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5
7
8
9
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117
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111
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2,100
2,100
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73
21,0
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4
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3.10
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7.20
£.00
2.20
Tenets.
RO >0 2.
o.tq
£.37
10.23
F-14
-------
TABLE F-14. DETROIT DIESEL 8V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 107/GMC
Source: H. E. B.
Odom, Miles: 61, 050
Date Tested: 1-23-71
i J.rfJ
Inlet Conditions Before Between After
Bar, in Hg Corr 29.01
Dry Bulb, ° F 70
Wet Bulb, ° F 64
29.02
73
66
29.02
72
66
MODE.
to,
MO,
FLO 10,
FVJFL
CO
OBif RNJED
1
2
3
4
5
fc
8
9
10
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/So
/?0
76
39
li>oo
llaOO
tbOO
JLI.2,1
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3.10
A/3
3.11,
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1,351
1.3 H*
/Af
Id, 00
JD4.&
2,100
zioo
2,loo
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Z/00
in
/Of
37
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27,30
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.95-
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7(9-06
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2, "?4'
/.off
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bVvl
1
2
3
4
S
c,
7
8
10
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Sjoo
lOO
?o
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lloOO
lloOO
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/, V97
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2,5-
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J.67
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1.13
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4.4-3^
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2T1.I7
R.O »0 2.
C 0 -- o-
&^ co,
F-15
-------
TABLE F-15. DETROIT DIESEL 8V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 405/IHC
Source: ABC Lease
Odom, Miles: 59,990
Date Tested: 12-28-70
J- ~" l**-r4~ r mrljLtn Lj*tyJ (<_
Inlet Conditions Before Between After
-29.05
74
70
Bar, in Hg Corr 29. 01
Dry Bulb, ° F 72
Wet Bulb, .°F 68
MODE-
C.O,
EWCJNt
O6SSRVE 0
POU>tK,
AlR.
FLOUJ,
FUEL
FUOU),
fxHAOST
FLOW,
woVfc dl)
wo
i
2.
3
4
5
1
8
9
to
.203
I-T2
131
131
//r
isr
1-97
33
,05
.2r
•I, or
3.13
3%
8f
110
; -,20
22,
I4T
itr
IfeZ
89
Vo
1 Of
28.7!
'7 ^^
•C7/
7.04
:.8o
i.4-2.
57.72
7,02
1^.1 B
f.to
6/2.
'1.2.
'31
11
I//*
.13
,20
,03
T7.JO
??./*
/)>»«
CWC.IWE
SftED
POWER,
^\R
F-UOw),
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^
4
S
c,
7
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to
it
12.
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503
in
in
\loOO
J7/3
l.?
ST-
UD
ir/
lir
U(«
2.1 DO
1, sr
lg.13
av.st
.63
,11
.25"
,70
.03
. (38
3. i '•'••
3, Of
3.31
1,13
2.?7
1.20
AT/
fte
13 f
TJI*.
IIS.19
U.I7
2o./r
/•OV
W.JL3
RO/O 1.
, rt.XtXtt.FUtt>,
C o = 0.
R.O <0 2-
1.10
F-16
-------
TABLE F-16. DETROIT DIESEL 8V-71 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: V591/MCI
Inlet Conditions Before Between After
Source: Kerrville Bus Co. Bar,inHgCorr 29.22 29.22 29.23
Odom, Miles: 59,234 Dry Bulb, °F 94 96 96
Date Tested: 6-2-71 Wet Bulb, °F 78 76 75
ROM i
MODE.
i
2
3
4
5
G>
8
9
(0
II
RU
MODE.
1
2
3
4
S
<-„
1
8
^
(0
M
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c,A»,
*>H
too
too
\'!5"
11*3
i.5*
\ .; /""
to,
12
10,210
/3
/3
J!?
•
MO,
23()
20 7
_J 10
cltf
3ob
7 f /
EWtINt
5.PEEO,
J^/fi
II
21 CO
bV
/JO
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AlR.
/^r
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jS'.C''/
c /• f-
FLOW),
.2,0
.Jj-
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» L' «5
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/ ' / -J
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M 2.
CA,
/ Otf
/oo
/Jtf
l/r-i
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^
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lo el?
3?
3?
100,
IOW
0 C^Gt
n f) ^
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' .'//
'• i
MV.CO
(b)M^i A)
4^,.oel
.' , .
(^}
1
toUb
• - •* ^
/^
-. ''_ ( '
fvrtAl/S-T
FLQt*),
?. 5T
'-• f n y
i \ 0
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T01AUS,
££!;;
-y.7/
4J./2,
C^W).
JUi
' ;.'75
ll.Sk
i.n
uw
H*M
-' i' •'
4i..<.7
JO-76'
v-y/ 5J
bU h
t»>iioU"(0(l^
IO.i 2-
C 0 = o.
e&co,
F-17
-------
TABLE F- 17. DETROIT DIESEL 6V-53N 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: H-3/IHC
Source: Roegelein Provision Co.
Odom, Miles: 22,754
Date Tested: 7-3-71
ROM i
Inlet Conditions Before Between After
29.21 29. 18
87 88
74 75
Bar,inHgCorr 29.21
Dry Bulb, ° F 86
Wet Bulb, ° F 74
MODE.
to,
MO,
tW&INt
MR.
FUOtO,
FOFL
FUOU),
EXHAUST
ruow,
wo
i
2L
3
1
8
9
tO
II
\z
air
ZZ5"
l.^O
2,1,5-
I If
101
sro
K
Idk.
noo
7.44
30.11
4, ft
11.40
33
M70
2
-------
TABLE F-18. DETROIT DIESEL 6V-53N 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: H-4/IHC
Source: Roegelein Provision Co.
Odom, Miles: 20,402
Date Tested: 7-10-71
ROM 1
Inlet Conditions Before Between After
29. 27 29.27
98 100
89 90
Bar, in Hg Corr 29. 27
Dry Bulb, ° F 96
Wet Bulb, ° F 87
WDE-
to,
MO,
MtED,
06S*RME c,
Pou>te,
MR.
FUEU
FUOU>,
FLOW),
CO
OBifEVEt)
2.
3
4
5
8
9
10
it
1,1, Z
739
Wl
12,1*
373
331
Uk
itto
7S-
1141
155-1
3oo
n
30.
30.13
21.10
7.40
J/
JO.
111
(..00
43.50
77-^
I.3Z
l.H
1.63
40 1
A7/
RvJ
KuT"o(V
F-19
7
//.
-------
TABLE F-19. DETROIT DIESEL 6V-53N 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: H-8/IHC
Source: Roegelein Provision Co.
Odom, Miles: 26,664
Date Tested: 8-7-71
RON) 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 29 29.29 29. 27
Dry Bulb, ° F 87 87 91
Wet Bulb,. ° F 75 75 76
MODE.
EMClNt
MR.
FUOUJ,
FUEL-
FLOU),
EXHAUST
FUOUJ,
OBifCVED
bWb
1
2.
3
E>
fc
7
8
»0.
II
12.
3,00
ISO
250
300
3*
431
fi,3 a
IZte
S3L
'SI 2,
l?00
a
a
.07
• n
,31.
/OS-
730
rJlc,
3 SO
zi. "io
zl.io
2 It0
7.40
41JO
42-30.
4340
..08
7.47
30.?I
30-ZO
141
7.^7
n,.n
14.41*
3-1
LZ.2'1
1.40
I.U
44.01
13S
33 D
ZIZ
101
Id/c,
44.00
140
.50
.33
II,65
2.33
7,47
1,40
10.31
IOZ.^'
3^.10
'1,11
11.31,
7. /X.
TOTALS M3.20
R.UM 2.
CA,
(00,
WEED
POWER,
fUOM),
FUEL
A)
1
2
3
7.40
MO
.07
JV
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1004
7
S
3
10
II
12.
13
^.oo
^.5*
J/Z
I///3
MOO
n
/o?
/4Z
/n
13?
140
41.50
Mo
325'
35?
?
10L
4 3 so
$4,00
I.Z'S
.10
.33
J£L
JOW
30. *Z
30 -W
rf.n
2,1,51
7.49
4/3. yr
5,14
1 77
I.3Z
3 9, a
3.04
S.'tb
3134
45-O.OZ
Z.Yl
9
IC.S'I
l(cf\'0'i
iti.il
. n
2M.
tf.ll
2.33
Z.33
1.33
T01VM-S. /A/.&Z
C.«.„• 0.
C 0 - o,
WO - 0.0?
10.OZ
F-20
-------
TABLE F-ZO. DETROIT DIESEL 6V-53N 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: H-10/IHC
Source: Roegelein Provision Co.
Odom, Miles: 23, 926
Date Tested: 8-24-71
ROM 1
Inlet Conditions Before Between After
Bar,inHgCorr 29.19 29.18 29.20
Dry Bulb, °F 99 104 103
Wet Bulb, ° F 79 80 78
NODE.
to,
NJO,
EMtINt
OBSERVE o
pou>te,
MR.
FUQUJ,
FOEL.
EXHAUST
FUOW,
««Wi dl)
OBif R\/ E D
1
2.
3
too
131
5Q
19
373
303
A3<\
531,
XJk.
I $00
73
Ml
i.
8
9
10
II
Ztt
K
11t,o
11
AST
31
tile
30. to
49-70
19.10
2140
7.»>»«
CO,
100,
SPE.E.I,
POWER,
FUOw),
FUEL
FLOW),
FtOtO,
(jo* i jKi + ' lkA-
es. to,
•3.13
F-21
-------
TABLE F-21. DETROIT DIESEL 6V-53N 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: H-16/IHC
Source: Roegelein Provision Co.
Odom, Miles: 21,053
Date Tested: 7-24-71
ROM 1
Inlet Conditions Before Between After
29. 10 29. 04
98 95
85 79
Bar, in Hg Corr 29. 10
Dry Bulb, °F 95
Wet Bulb, ° F 85
MODE-
to,
\p>V>«-
MO,
S*«D,
MR.
FUOlO,
FtOlO/,
FLOW),
i
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3
4
5
C,
•7
8
10
J^>J
^^^
^/^
2^^
fO
£0
IfOO
II
JO
7.40
50. 2D
l-w
JO.
311
200
300
zn
II
ll
313
1->
no
101
31
43.40
4330
.70
.19
•0*1
.u
71 *)
• (tf^
VO/.-U
A /r
I'M
11. ss
/573V
41.
jr
/^.;-5y
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^.^~
.r.^f;
10$.
CA,
MO tit
oo,
wtto
POWER,
MR
FMHO,
FUEL
FUOU),
y u VCD
1
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101
II
II
1,4 9o
zoo
JU
M8I
3^3
71
101*
144
loH
IZlo
1441
J6DO
n
10
II
(2.
15
310
740
30.30
30.2,0
140
£3.40
90
iftf.OO
'Uo
7./V
4.
.sro
.TO
-W
.04
1,27
1,00
.tf
4*
.35"
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I.It
Alto
43.77
4330
44.0?
1.31
/A 4
C 0 -- o,
S CO,
n-n
F-22
-------
TABLE F-22. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 21/Kenworth
Source: Alamo Transportation
Odom, Miles: 50,738
Date Tested: 9-16-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 14 29. 14 ~
Dry Bulb, °F 99 HO
Wet Bulb, ° F 78 79
MODE.
i
2.
3
4
5
C,
I
8
9
10
II
u
t3
MV
*>b«
A3*
/_?.?
/3,?
/^r0
31
M.r
J7
/.^~
J-DO
IPO
,'•' 12,
/ 7 .'• '
to,
VV>~
Jt?
%
#
//f
^ ?/
44/A3
/'f
.^X*
^jr
/7-f
///
7£
76,
MO,
b^^.
.-/
^,7/
.rx£>
"
1 i
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Idle.
21 GO
>•
*'
"
2^/fL
oestRvto
bv,y
&
/GO
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/9Z
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/ c/o
/Z^
f#
FUOOO,
'V-i*.
?,JO
u.n
&-> I i _J O
"^ /A ? '"^
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f.a?
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f^.1'3
7 -->.£';,
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31.13
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(w*c^4)
' '-
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.'.9.41
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//. 'W
<- -v//
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(•o.i3W<4.)
4.IL
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POWER,
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FUOU),
FLOW),
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1
3
10 Q
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21.73
2,. PS
,'3.0
'1C' 9
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7
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2.30
3./OO
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77/
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0.90
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10'11
lo.tf
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j^,.^
jT7. ?o
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13.73
W.Ct
R0»0 i
C 0 - o.oz45(H- 0 o(txH. rtoio, ^Ac
&sco,
4-31
F-23
-------
TABLE F-23. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 22/White
Source: Alamo Transportation
Odom, Miles: 71, 829
Date Tested: 10-9-71
ROM 1
Inlet Conditions Before Between
Bar, in Hg Corr 29,40
Dry Bulb, ° F 83
Wet Bulb, ° F 70
29.40
88
73
After
29.37
MODE.
*>»>"«
to,
MO,
EWtlNt
SPEED;
FOEU
FLOW),
f UOW),
1
Z
3
4
5
t
~i
8
9
10
II
IZ
ISP
112.
131
n
ITOD
21.93
,33
137
K
97
K
tl
127
'in
n
11?
?o./o
AAV
i if
ro
116
.29
22.oi
21.70
2,1.22.
8.2.L
5C.3T
3/./7
3 /. / 2
30 .f 8
? 0, %L
3.W
3,/f
/.S.3
^.77
IO.QO
/.S3
31.73
17. to
ID. 8 6
/.f.r
'?./a
^7^0
RUM 2.
MODE.
(00,
S.ftE.0
POWER,
FUOM),
V-t-
FUEL
fUOU),
FLOW,
1
2
3
C
7
a
ID
n
1.83
/PO
/O
Jo?
^27
U
-------
TABLE F-24. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 62/Ford
Source: H. E. B.
Odom, Miles: 161,645
Date Tested: 9-1 1-71
ROM i
WDE.
i
1
3
\
5
fc
1
8
9
10
II
12,
13
R.U
1
2
3
4
5
7
8
0
10
II
*,»*»,
\p*>«
//2
100 .
SO
ft
'n
125-
/oo
vv>~
n
/J9
1,103
'3?
I
,'7S
• /ol
101
Jf
M 2.
CA,
IOC
ICO
3?
IOC
7i~
CO,
^bv*t
i I (1
103
! 1
MO,
f?9
lot,
ICI*
ESP^
l i
1 1
M
,t
Jj/c
N)0,
1,333
I.PfZ
srtto,
1500
H
bV
97
;:;,
POWER,
9/
\
MR.
FUOUJ,
/.r/1
2W
Inlet Conditions Before Between1! After
Bar.inHgCorr 29.04 29.05 29.05
Dry Bulb, ° F 86 85 87
Wet Bulb, ° F 75 75 75
* ' i
FUEL
FUOU),
,(S>J
.13
.33
.93
.0.T
r- ;
.03
FUOvO,
•^ 0 / i
*^ / w* ^
r./-.rC'
FUEL
FtOU),
.3;
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1,-Slt
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if Cs ' i •"'-'
1.71
11.51-
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fl •••! 1
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FLOCO,
? sz
• ..U
•' r. '•••
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1, 92*
49(.rfi
(!;«!*)
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' i
12.40
ilt.tlr
s
/-Y_'_ / •' •' i
RO
C 0 = O-
&SCO,
F-25
-------
TABLE F-25. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 15743/IHC
Source: Ryder Lease
Odom, Miles: 76,652
Date Tested: 3-18-71
ROM 1
t
hODE-
1
2.
3
A
5
\vy3
10
(i
\b
RU
^ODF.
1
1
3
7
8
to
ii
v*«
ar
/0£
100
too
138
112.
to,
eg
//v-
//)OO
it
M
ii
O6SSRVCD
povote,
„
^jj
1 10
®
AIR.
FtOUJ,
21.02
30.38
Inlet Conditions Before Between After
Bar, in Hg Corr 29.12 29.13
Dry Bulb, ° F 72 69
Wet Bulb, ° F 57 57
FUEL.
.33
/JO
.73
M 2.
CA,
^'
00,
^f E E- D
^ V>wv
OBSJERMEO
POWER,
^
0
^R
FUOW),
FUEL
fUowJ,
^tCAvT O.Oibl^C.rt^^yA.FLflu)/^^)^^^/ ^^
e.vv\AUST
FUOW),
2.1.77
20 .10
JI.02.
no-viNLS
^!v,
.74
2/T^?4
o
/,33
r.27
1 1 2.70
US"
IS.H-i
/(.tr
/!/r
nur
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or
It.io
s-4-.Tl
US
lO.SS
I. 81,
W^.IV
°8tol'v'EI>
1'
19. U
f\
35".^
FLOUJ,
*V»
-------
TABLE F-26. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 15744/IHC
Source: Ryder Lease
Odom, Miles: 77, 254
Date Tested: 3-19-71
ROM i
MODE.
1
2.
3
4
5
1
8
9
to.
1!
\2
RU
MODF.
1
2
3
4
s
7
8
to
n
»**'
nz
izr
112.
100
|0te,
/C»J
Mo
n\; E D
8.W
\H-.S2-
t-,00
83, t> $
f^rtAyit
FUOU),
TOH'At-S.
^3k\ C*i tt
(o09iA«\-* a )
«J BSHC. VtK
te)
MM
O&SEUVED
ROM 1 R.O Ni 2.
.30
V^
F-27
-------
TABLE F-27. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 15745/IHC
Inlet Conditions Before Between After
Source: Ryder Lease Bar.inHgCorr 29.08 29.10
Odom, Miles: 112,844 Dry Bulb, °F 82 84
Date Tested: 11-12-71 Wet Bulb, ° F 74 75
ROM 1
MODE-
i
2.
3
4
5
G
. 1
8
9
10
11
\z
(3
au
1
2
3
4
S
c,
7
10
II
12.
13
c,v\
*>»>«
/7
100
1,7
17
so
so
?$-
to,
its-
*lj*b /
y^ £^S}
3i70
//f
MO,
7/7
J35-
2Z7
E"mt
tf
tt
ft
Z100
POUJEK,
;!
^r
/\»R.
FtOUJ,
/ QQ$~
30.2,2
30.50
9-^0
FUEL.
FUOlO,
.4(3
/^r
..ot,
uf
/.w
•3d
M 2.
W>~'
J
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\)0,
SftEO,
POWER,
FUOvO/
FUEL
FUOM),
EXHAUST
fLOU),
^/.^p
J?/-^^
3 1,1 5
30.28
tOTM-S
^^7,
2-35
l.sri
1 1 £"5~
/4-£2
^>
10. S^
25.10
JO. 7 7
// 0/i 1 \f
*^ $Cr ' / &
(^)
J.I?
35.4(o
2.1$
7$ . 77
37.&1
/D./O
374.SS}
08bLVFI>
I
.30.0?
5TiO
^2 . 7-e
FLOW,
TCn^AL-S
££;;
£$0
^M
u*>*CftWli> A/
ROM 1 RO Kl Z
C 0 --
6S. CO,
F-28
-------
TABLE F-28. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 15746/IHC
Inlet Conditions Before Between After
Source: Ryder Lease Bar.inHgCorr 29.46 29.46
Odom, Miles: 101,749 Dry Bulb, °F 75 75 77
Date Tested: 9-5-71 Wet Bulb, ° F 70 70 71
ROM 1
MODE.
i
2.
3
4
5
C,
1
8
9
10
n
\fy
(3
~
to/
/?£
Z29
4?Z
*M4
101
3 I'll
6,81
3.2*)
Ik r
/*j 7
101
MO,
Vp~
/#6
%
J37
7/7
1130
Hcf
i4f
ifitL
M
loll.
/ / y9
/U
EWGINt
*P°'
jza//d.
/SOO
-
a
,,
"
£//&
2,130
>•
, i
'•
''
ZJ/e.
oestRwto
bv.y>
Si
/09
/40
//j-
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/ 9?
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45"
MR.
»Vwi«.
//^
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^i/J7
&).s>*
zo.n
/iV,
1&
2J.50
2lK
*o.?£
30.SC
^0. ^
ISO
FOFL.
FLDU)/
.06
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•M
.4-7
. ^ .r
/•r;
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A 7^7
J.2L
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/. ^
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J.2.07
J,l.9f
21.77
3>l.lr}
S.51^
3D. 3£
31.01
31. 13
31-OZ
^' & • •-' /
1st*
10TM-S
34, C"W-
(wt^VUi)
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2.^1
2..02
2.02,
1, 1Z
.^
,L(e
.32
/. «?, /
l.zi,
l.tc'l
v5' • --' i>
.u
/9.J4
/A* ^0
uOutmAJ wj
/ y^
j:^
7,i, »00
(i»«xjkt44)
/7/
3 /
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*>O , (0 Q
J0.t)V
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4.7Z
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11.10
tf.&O
1,0.3?..
/6~?4
//.04
S.Z*
92.6^
R.UM 2_
MODE.
1
2
3
4
S
C,
.
10
II
(2.
CA,
y^m
CO,
^m
N30,
iPlP1""
Sft.E.0,
yfy^
POCAJER,
bVijo
,
FUOw),
lV~t"
FUOU),
VV«,JH
fcxvxAi/vr
*V»«vA
TCH^l-S.
^c^t.
(nj»^Ui*4i
^.co
(iOH^U«l)
to, MO
(jo«i5l»i +
-------
TABLE F-29. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 24658K/Ford
Source: Ryder Lease
Odom, Miles: 19, 168
Date Tested: 3-18-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29.05 29. 05 29. 05
Dry Bulb, °F 91 93 92
Wet Bulb, .°F 73 70 68
MODE.
to,
*>*>«»
NO,
bV>V>
MR.
FUOUJ,
FUEl_
FLOU),
\V>/ .
/WlV.
FUOU),
CO
1
2.
3
4
5
1
8
10
II
13
SfO
175-
101
IZI*
n
303
1 Z 0
31
X.S"
100
I DO
100
3.SO
139
101
439
AIL
)l>5
101
n
£100
ffi4
34S
Jcl/e.
l.fo
21.33
20.50
s.sro
30-00
53-33
30.5?
3. SO
• 13
.11
j.05
I.to
• or
i.tr
1,13
JO
,61
.20
15.01,
J.T3
II.tt
t.SS
. 30
•A 5
31-13
•^o.m
1
JO
.11
.13
l,&
S'S'./J
a.4.31*
i4-4o
10TM-S
31-77
RUM 2_
-------
TABLE F-30. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 26353K/IHC
Inlet Conditions Before Between After
Source: Ryder Lease Bar, in Hg Corr 28.96 28.96 29.95
Odom, Miles: 37,369 Dry Bulb, °F 79 74 73
Date Tested: 4-17-71 Wet Bulb, °F 77 70 70
Rl
MODL
1
2.
3
4
5
-7
8
9
10
II
12
RU
MODt
1
2
3
4
s
7
8
3
10
n
M
15
)fO i
**~
}00
i 3?
/JZ..T
/ /,-'.
/S
dD,
'S
i-7
VY
PS
.110
I Me
76
MO,
76
/0tC,
bVi\>
/^
A
ftf
iOf
?7?
r^-
x>
MR-
FUOlO,
f
^•/S"
;7M
^9.39
AiU
FUEU
.^
,n
/.sr
.77
.47
,20
.^r
M 2.
CA,
00,
\JO
to |p v*^
IftE*^
POWER,
MR
FUOw),
\b/ .„
FutL
FUOU),
fcXHAUST
FUOW),
^./.^/^ .
7J.67
^1 H / 0
^ I /
'.'. ^
r; f, '.°/; •
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-TOTALS
i!^")
?. .;• 7
c /• / 1
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5~, 5"(/
J*^.3.5
^°)
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>. 5V/
^?/!;;
/-'5V.?/
'' '-. • •' .*>
7-9x2-
V./9
A/ 5"
4//0.$l
Mfl (00
/ . IJ I \
jl
''!'!•'!'!.
W.io
-I/--?
::,|.f>'
, , , , •
/.^
*j r\ j ^\*/
j (*/ ff^f • ~^ *O
OBbl^ED
^ „
4.43
1 1 . /'.">
1 / s ?
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^5
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M,%
^M
oetuv£°
RO AO 1 R.vJ »0 2-
C 0 =
BS.CO.
F-31
-------
TABLE F-31. CUMMINS NH-250 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 26354KAHC
Source: Ryder Lease
Odom, Miles: 39,787
Date Tested: 4-17-71
ROM i
Inlet Conditions Before Between After
Bar, in Hg Corr 28. 96 28. 95 28. 93
Dry Bulb, °F 82 81 80
Wet Bulb, ° F
77
79
79
MODt
to,
MO,
06S*R\IC O
FUEL
FLOlU,
EXHAOST
rtou),
1
z
3
4
5
7
8
9
10
II
>3
3,1%,
101
101
101
21L
U
U
iiroo
u
u
IOO
32
SS
/.to
2&.U
2#. */3
M.I 3
1181
.01,
.13
.33
l.lf
tl.'/O
Ac?
rzi*
It*
Zioo
(,3V
3tf
12-0
.90
A 2V-
.on
1.62.
.17
,7*
II.o?
2J.03
3.06
11,1*8
jf.fZ,
/, 2.3
n.U
1.10
O
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) ') 32
,f/_l /' -JA.,
£9-17
/4L'J.O
)i,U
203
/39
10
.27
10-f't
- $ -i
• ~j^i
2L
•—e-
10TM-S
HUM 2.
MODF_
CA,
»>*>«
f WG.IWE
POWER,
FUOM),
FUEL
fUOU),
FLOU),
1
i
3
4
S '
c
7
8
(o
ti
12.
•5
100
ItrL
101
101
J.OZ
Uz
Z3K
US'
121«
xi/,6/
£07
.oip
.33
12.19.
%
102-
— 6 —
2.14
3. ?
441
t\(o
ZIOO
9 ,S'O
2.1,01
/.
'II
'$
S
130.20
1,38
u
u
ii
u
187
121
tro
n.ic
1.13
0.76
7. 7V
4>tf
I },C6
:.9.^
5,55"
10
1-13
1.23
304.L1
biCO
ROM 1
0.55"
//. Xte
J.f/
F-32
-------
TABLE F-32. CUMMINS V-903 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 415/IHC
Source: ABC Lease
Odom, Miles: 75,515
Date Tested: 6-16-71
ROM 3
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 25 29. 22 29.22
Dry Bulb, °F 92 104 93
Wet Bulb, ° F 78 82 78
MODE-
to,
NO,
EWtINt
bVt\>
MR.
FUEL
FU>U»,
EXHAUST
FUOU),
i
2.
3
4
B
fc
•7
8
9
(0
LI
zoo
rs'o
13!?
200
JO
lit
101
1.IJ
40? ?
5*0
1.01
U
/too
H41
IW3
130,
1035
IZZ,
z41
J.L?
I •}. •>,
X//.26"
• US'
9-30
A 47
/.JO
.ot.
']• 3!r
43-11
7V7
£.01
-/.7V
1.03
n
:-H
?.?&>
j}i.M
-7.34
1-03
10TM-S
HUM 2.
CWG.IWE
POWER,
A\R
F-UOw),
FUEL
FLOOD,
(to* i jl.//.%
1,01
.n
35.il
JJ3
mo
1 1 f
13?
314.
,47
1 /. n
Lis-
2C1.10
IZ.10
5.10
3IMS" /If-fL
RO K) 2.
CO - O-
F-33
-------
TABLE F-33. CUMMINS V-903 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 966/White
Source: Brown Express
Odom, Miles: 41, 027
Date Tested: 6-30-71
ROM I
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 21 29.20 29.18
Dry Bulb, °F 95 96 95
Wet Bulb, °F 76 81 76
MODE.
to,
MO,
SPEED,
O6SSRVCO
FUOUJ,
FUEL
rtou),
CO
u)«ol\Ji dl)
i
z
3
4
5
1.
8
9
10
II
\z
115
776'
SIS'
1/7
/Ol
47
47
/ yO
/ ~*:
4,£5-
A7S3
.23
.40
1.11
//•57
1-lf
9.
7,1 \?
U
i"1-1 SO
I.ZZ
A/7
c • ••"
.'./(.€
5 ;, /••'
2400
Zoo
24 Z
10*1
n.
9,30
14 M
1.24
V. 32.
/.Ol
RUM 2.
CA,
\)0,
POWER,
FUOvO,
FUEL
FUOU),
FLOW,
4)
i
i
3
4
s
c,
7
8
10
n
/S'OO
.67
3.^7
J&2
II
/r/
47O
io/
^^^?
Ml
9,30
///. 2 2,
yi.W
.^
,73
y.^o
1.99
1.30
/9-ZO
4-. 09
y?,.1^
.':•'.IC
41.Mi
I'll
js'-'/o
ilol
113.01
33-05-
1,17
4 M
4 7 /.'1 7
0.0?
BSCO,
BSfOO,
F-34
-------
TABLE F-34. CUMMINS V-903 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 968/White
Source: Brown Express
Odom, Miles: 47,073
Date Tested: 8-11-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 11 29. 11 29. 16
Dry Bulb, ° F 90 95 98
Wet Bulb, °F 78 77 80
MODE.
10,
MO,
EWtINt
Poiote,
MR.
FtOUJ,
FUEL
FLOlU,
EXHAUST
FUOW,
Vjv, ^0
(u)«oWi dl)
1
2
3
4
5
1
8
9
10
I!
\2
A5?
3?
l?oo
Zlti
II
n
d, If
J7-?
233
139
-i a
2400
41.25-
IJO
J.S'0-
1,14
1.50
IZZ
42.4$
zs'co
7.26
K
3?
J±
ZH*.
41. Si
41. l,o
9. H,
f<1
si
2.
MODF.
CA,
*>*>«
00,
EK/CJ/OE
OBSERVE t>
POWER,
PUOM),
FUEL
FLOW),
bVv
i
2.
100
ff37
4-37
3S
105:
'lor.
'799
1327
3?
ISOO
2,4$
ft
I&1
190
337
49.9^
3
to
ti
12.
13
709
s/73.
no
us:
in
S3
41-
1,31
.95
.61
•37
,oL
.1,7
43.00
41.
.21.
ROM 1
c o = o.
ef^ F**.*}
ROM Z.
i./Z
F-35
-------
TABLE F-35. CUMMINS V-903 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 970/White
Source: Brown Express
Odom, Miles: 43, 386
Date Tested: 8-10-71
ROM 1
Inlet Conditions Before Between After
29. 19 29. 15
101 97
79 79
Bar, in Hg Corr 29. 11
Dry Bulb, °F 95
Wet Bulb, ° F 77
Mooe
to,
MO,
EWC.INE
POtOER,
MR.
FLOOJ,
FUEL
FUOlO,
EXHAUST
FtOW,
wo
OBSERVED
1
1
3
4
5
fc
8
9
10
n
\z
13
MS
//v
I8QO
35?
75?'
/?J7
/^'
'//r4
77 /
5-7
///4
7^3
<£
47
121
131*
.Olo
.IL,
.15"
1,01
1.8%
1.13
/ 1 . 05
IS- 2?
111
foe
if /\ O 3,
/J./,', £ \J
40. n
4o.^
40.12
1. 01
&*€.
1.73
/.U
.fiO
.OL
zo.%
13-05
'I I-It
1.3 to
TO"V/\LS
RUM 2.
100;
S.ftE.6
fUOVA),
FUEL
FUOIAJ,
FLOU),
(«>« i jltt * 4)
1
2
3
4
s
c,
7
8
(o
n
12.
ZS'OO
3/5,
7/3?
507
Jbt>z
2SI
3030
101
31
jf
735'
If 00
SS"
9-3o
2.UI.
/7Z
235
.Ole
.44
I.SV
3.31
23.10
ZM
H.tf
///.a
/.^.7^
//JO
-5-7
4/2,
307
ID I
2,01
V/.-ir
.lr'5
.01*
4Z35'
42.15-
41-y?
4/• 5"&>
0 yi
/• *Jlo
2.5%
£3.91
$1.0%
33.32
.Gl
JU?
5,3-77
1,01
43 f. 11
4SM
ROM 1
C 0 = 0.
6S. c o,
ROM 2-
^•^
F-36
-------
TABLE F-36. CUMMINS V-903 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 97 2 /White
Source: Brown Express
Odom, Miles: 40,833
Date Tested: 8-12-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29.12 29.12 29.1
Dry Bulb, °F 96 98 95
Wet Bulb, ° F 84 84 79
MODE.
MO,
EWtlWt
O6S*R\)t 0
/MR.
FLOUJ,
FUEL
FUOU),
Ex MOST
FUOW,
i
z
3
4
5
fc
1
8
9
10
II
tik.
Itoo
ISO
76.3?
^-7-95-
137$
3&1
£41*
3722,
m
so
l&o
no
2^.00
Ztfl
.40
.u
A^r
.33.57
30.23
t/.OO
Itot
IJk
1.30
2425
ISOO
LIZ
314
1*0
Lit
. 70
,35"
..a,
/30.4I
4Z. 14
7..Z9
4.7(0
441
,5-Q
10TM-S
MXOO
RUM 2.
00,
100,
F.WC.IWE
SVtED
POWER,
bv.y>
MR
FUOw),
FUEL
iin
MS
47
135-
I if 00
53
J/2
//*?
Wo
to
u
\-i
•5
SSD
373
J2L
IOZO
LSI
34?
117
ZS4
IK
29.K
2IV
9-50
4IM
41. M
4l>ti
,ol
• 40
.70
.o(*
1-lZ
.10
.10
4,14
nl 1 r1
I Co • Jj I
13.95-
40. kZ
J./
I9.M
£0,32,
33- 09
M&
lc,l$,50\ 4/110
0 = o-
Kr
y,,
4.03 440
F-37
-------
TABLE F-37. CUMMINS NTC-335 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 2'0/Kenworth
Source: Alamo Transportation
Odom, Miles: 65,013
Date Tested: 5-24-71
ROM 1
Inlet Conditions Before Between After
Bar.inHgCorr 29.09 29.05 29.00
Dry Bulb, ° F 85 89 94
Wet Bulb, ° F 69 69 71
MODE.
to,
MO,
EW&INt
POU)tC,
FUEL
ruow,
)u
-------
TABLE F-38. CUMMINS NTC-335 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 144/Peterbilt
Source: Zero Refrigeration
Odom, Miles: 87,491
Date Tested: 5-6-71
MDDL
1
Z
3
4
5
7
8
9
10
II
(z
13
au
Moot
1
2
3
4
£>
7
8
10
n
»**'
2?
•/r
/"/r
/*•?
mo
'/3
to,
i
MO,
337
757
/ 7J?-'/
MS-
EWtlNt
_ZV/s
JS'OO
AlOo
it
li
^•^ 1 G-
OBSERVE D
I
-------
TABLE F-39. CUMMINS NTC-335 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 458/Chev
Source: Howell Refining Co.
Odom, Miles: 126, 772
Date Tested: 8-15-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29.29 29.29 29.29
Dry Bulb, °F 92 100 102
Wet Bulb, °F 76 82 82
MODE.
to,
MO,
SPEED,
POu>tR,
FtOOJ,
FUEL
FLOU),
EXHAUST
FtOW),
uqVA dl)
i
2.
3
4
5
i
8
9
10
ii
»z
IZto
<£• :• r\
y s~' -/
W7
IJ/e.
130
ZZ.OO
13.50
zi.oo
y.so
itf.50
21.11
ff.bfi
l.zo
4.57
..m
2,0. PC
/'/O
c, ••
• 3?
35.2^
30.%
ft*. VI
'1,00
11.10
in
A3?
i. 'lie
7/3,7/0
RUM 2.
100,
IP IP1"
Sft.E.6
POWER,
FUOM),
FUEL
FtOU),
FLOW),
1
2
3
4
15-00
I PC
we
U
2 '3
10
II
HI
s/y
1,42.
/r/
A/ 00
7?
so-so
41.09.
3I.U
Z/.Z3
.37.37
5 Z.I 3
''I'J,.15
Jl
lid
'J"6T
6". 1-s
9./V
r-30
' I.L2
A 34
^5-/
/ 7.5-^
mn
/<9.^
/r.^c
/?.^
5*. 7
•24
I/S'-^O
C O = 0.
RO<0 t
^-^
If 5
RO >J 2-
tf-47
F-40
-------
TABLE F-40. CUMMINS NTC-335 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 6213/IHC
Inlet Conditions Before Between After
Source: Southern Pacific Bar.inHgCorr 29.08 29.09 29.10
Odom, Miles: 114,382 Dry Bulb, °F 91 92 94
Date Tested: 9-15-71 Wet Bulb, °F 73 73 74
ROM 1
MODt
i
2.
3
4
5
. 1
8
9
id
II
13
nu
1
2
3
4
s
<-„
7
8
3
10
n
C.VV,
*>*.«
/^O
/00
/^5"
IZS"
I7S-
$ P
y p f>
to,
.203
///
^/
42s-
MO,
.i,4Lo
us
1/79
J 03
/0t>
EWtINt
\J^cf^
2>00
°6St\°
X -."' 'c
<.' ,
t-IZ
J.Jt,
.01
/.9
100,
1, 136
7/7
JV//
tMCOWE
S.VIED,
^XX"-
AT<9<2
//
1^&
If
It
POWER,
Illo
I7/
10
A(R
FUOtO,
21 -SO
33.23
'M9l
31-50
iso
$C C 0 -- 0.02-C,?>(>lp~ ft OJ (tvW. Flou), >y^c «) ftfcuiAt
FUEL
FUOU),
• ^
-77
/.^;
.^
/.07
•1}
.c/a
EXHAUST
FUOU),
/^
^,^-f 7
-2/.^
x- / . _j
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/- ^
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*lC^)
J.J/
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/. 31;
S3. JI
(bHtaVfo A. )
11.11
-97-W
y '^9
n -j 1 Ct
V- 5:7.7
£w
1 ;.',. If-
' -' ' V -
/•ft
/07-7Z
S3.04
l.'li
h'/?..L ' '•
Oei^RMED
J,^
H.4'/
/<5V- *^
FLOU),
20. Wo
jt / Gg •
? // , / &
30-oS
%• *J(£>
// /, , {'!/
30.%
TOl^tS,
^";;
O.K
3. 0 2.
<9.^<9 ^.^/
-e.^ j.^<3
F-41
-------
TABLE F-41. MACK ENDT 675 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: I/Mack
Source: Fernandez Bros. Produce
Odom, Miles: 109, 851
Date Tested: 5-28-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 28.9? 28.98 28.94
Dry Bulb, "F 92 94 96
Wet Bulb, °F 79 79 81
l-IODt.
to,
MO,
EWtlWt
OBSERVE D
POuOtR,
bViV>
FUOUJ,
FUEL
FLOUJ,
EXHAUST
FUOU),
(mt^VUl)
uoVJtj dl)
085,e RV ED
1
2.
3
4
5
G>
•1
8
9
10
II
\z
ju
333
2 1/
*. '7
IZW
z zsi
n
,02*
Ijllo
kt'l
2., 100
li
s-oo
77T
399
JjbZ
$-&>/
34. f7
301
,34,
I.II
y.53
I.It
,U
• 3S"
.03
I-Z.IC
ll.kO
/3.33
/Mt
10,11
51-/O
7,16
.34.^
/y.i^
ig.n
40.22,
Jf. 11
X/.5T
10TM-S
RUM 2.
CO,
K30,
POWER,
FUOw),
FUEL
FLOW),
1
2
3
4
s
c,
7
10
II
12.
• 3
475
12S
373
301
Idle,
IOZO
75-
too
is-4
20(0
/s:
11.
2:L
.flj
.(,0
.n
.2,1
.03
llc.Z'1
If. 4?
11.11
10.'^1
13.1?
I 72,
Z,li
31.^1
7^.67
i, in
£100
S'lAk
I CO 4
£r/t/
IIS
i*4
(oO
• U
.35"
• 03
9S.3I
4.50
A/7. £
409.04
, rt.Xtxtt.FUw>, */»>
c o - o.
/. 73
4-11
I-U
4^1
7.77
F-42
-------
TABLE F-42. MACK ENDT 675 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 5/Mack
Source: Fernandez Bros. Produce
Odom, Miles: 113,283
Date Tested: 5-25-71
ROM I
Inlet Conditions Before Between After
Bar, in Hg Corr 29.15 29.14 29. 1
Dry Bulb, ° F 88 94 96
Wet Bulb, ° F 74 75 75
MODE-
i
2
3
4
B
C,
1
8
9
10
u
12
\b
Q ^
*>b«
4.25-
531
£-50
un
'ICQ
131
3 SI
/7S"
2-7 sr
4-00
L25*
72 f
400
to,
Y*~
Ml
201
i£l
m
9 if /
1 ifO?
-•'. %
3\<\
?75~
.a/
^26
i 2(*
411
MO,
H>«~
,m
7 ?,?.
?•'//
/5^v/
1.251
-V/U,
-fji)
//:5-/
94//
7)7
J4£
//J-
J7£
EWC,IWt
*y«'
_£//£
iXLO
"
:•
II
"
J&le.
3./OO
"
u
1 1
a
Idle.
06SIRVE 0
bV.V>
Jj.2
'H
/'/£>
119
222,
1 Iff
i*
tf.4'J
'Ci 1 Y- \£
/'' *' /^ "*
M-0V
j-'/.r/
JO.^/
J,7,7b
lo.U>
FUEL
VV-^.
.oy
.IS
.^1
.57
./':'
/. /jr
• ^
/ . S-Q
J.U
/]0
.{,0
,31*
•Ci
EXHAOST
C 1 Mil
/c.10
/$. 3 Z
/(c.ZZ
/?. -'/I'
•. ?. • •;- ci
:A.?I
/. •/(
•/3-^
<'/t\ /,r
J£7'/
:- i.o i
•'-•'•', ;"•.
(.'•.4 /
10TM-S
3/ CI/L co
(uluoVfc dl)
^ °/
:'i.c!0
S'.lct
l\,M
!\0.'li.
\c\c\(l.
j , // 7
75.01
7--. /".
/-/.t;-:
:•.••'. if
f • i
4. ft,
^r/.'-L
2J, ^
Cw*i^t-*4)
.'',i7
9.7.T
:;^-"/
l~>\.?:(i
a ?,."•'<
1 41.^1
b.7/
iot.:ji
VS1.?!
*"l.-:b
^•l^r
'/• 'J 0
l\l(!
Icirtc-')^
oesfc«jED
(«Mi3UU)
'...^
7. 6 ?
! 1 '^?
I4.M
} 9 ft
I ^ • -' 'O
.' '*• **
/ . ..'
#.?i
9,2-W
ROM 2.
i
MODF_
1
2
3
4
s
C.
7
8
^
(0
u
IZ
•3
CA,
^)\pm
y/^5
•//
/j:?/
/7-^"
^y.v^
^^.^
£.££
f^.^J
J9.o/
3V. P7
^.y/
M.-iL
b.tctff
FUEL
vb/*Cn
.^?
'
.34
.5-7
,-U
;./^
.01
y,5i
/./^
.••^7
.to
• jfc
.^3
FLQOO,
*Vl«vA
.;' . ; •'
i - ' • • • '
' '. . -
X.v^
J?,2.2?
;:- :• • . r
(,.1,7
43.*r
'-/•(>•/ 7
.-':'./'/
3I.CI
'', ''• . \'jj
k- In V
Ton/\us,
^c.w,.
(iOri^«0
^.5-/
/
9J7
i.:--l(r
10. CO
2. ^-f
,! *; /•
4.90
/o-to
!*'.lO
l:-l^-
fiO'Yi
Z-3'l
its'./!
&'0
C<0(i^U«l)
/ ; •/"/ "
it'- 1
Lo^l
•'.SI
qi.OL
•?•> • ?-?
j,,'c2
7/>J.6-y
'/7.i'9
;";..-' i
^..&3
/r, ^ v
5./f
4Z2.J2
^wo
(
''• * "^ 5^ /
/ '• . It
'1 -i9
7ioM"l fifty
J'. /, ,('
7.6?
//..ri
14.0$
' *
/ * , iz
I '"•• i V" ^ '
^/ v y
4.3Z
1Z.11
C 0 - o.
NO - O.D78zCvhM»(6y«.FU«/'%ltw)(n
/.J7
'««lKr nuToiV BSlOO^
F-43
-------
TABLE F-43. MACK ENDT 673B 13 MODE GASEOUS EMISSIONS SUMMARY
Inlet Conditions Before Between After
Vehicle No/Make: :060122/Mack
Source: Post Office Dept.
Odom, Miles: 10,490
Date Tested: 3-16-71
ROM 1
Bar, in Hg Corr 29.08 29.06 29.05
Dry Bulb, °F 96 101 97
Wet Bulb, °.F 71 72 71
MODE-
to,
MO,
EWGIWt
OBSERVE O
FUOUO,
FUEL
EXHAUST
EUOU),
CO
i
2
3
4
B
1
8
10
II
\2
lilt
7.10
*r
r/r
7 <7 ••"'
12 47
/ ?. 73
/3.0Z
(e.10
3.W
JC-.
19.73
'Its
10-41*
lt.73
40-01,
I'l.bO
TOTM-S
_'/?.M
RUM 2_
CA,
100,
EWC.IWE
SCE.ED.
POWER,
FUOvO,
FUEL
FLOW,
wo
l
2
3
4
s
c;
7
8
3
10
H
307
7./J
jloOO
IZ.IS"
Jyo
ij.00
400
I-7?
tec/
(fO.1l
1-V?
15-54
o
72?
y/r
\(\OC
\c\co
/9oo
:.!, i<*
//(r
23.il*
7.10
31..01
7.13
-33-39
//.31
/A. 76
20.19
73.31
; /. 7.?,
if. 41
101.
40
43-0
7/3
Tenets. /^,
ROM 1
C 0 - o,
MO -o.
H* J2.33.
BS. C0
RO Ki 2.
2.24
^.03
F-44
-------
TABLE F-44. MACK ENDT 673B 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No /Make i 060124/Mack Inlet Conditions Before Between After
Source: Post Office Dept. Bar, in Hg Corr 29.06 29.05 29.09
Odom, Miles: 8,986 Dry Bulb, °F 86 87 87
Date Tested: 3-17-71 Wet Bulb, °F 69 66 70
ROM 1
MDDE-
i.
2.
3
4
5
C,
1
8
9
10
1!
12.
\3
C v\
1 X
H.U
.57 £
?£5-
^£
7/z
?/£
47.T
4ls~
4 &z
tc.15
37S-
?lt
111
52 fr
V, VJ/
v=v>«.
j-_3.2
,ra
jj 7 0
•O*c/ y
*^j^ 3
3??
1541
431
10 Ib
4.25-
2,05
2.21
42s-
4 31
K\r\
IVIVJ,
\pjpw*
9.11
337
1 II 4
(US
2,0 40
2/^8
370
*^ / \^
Z30&
1,532,
i4
J/6,3
4(e4
3£"1
EWGIWt
C-PCC
*jl«'
jJle.
ItoOO
IL>00
lloOO
lie, 00
lloOO
jrdle
;Soo
1900
It 00
IWO
l^oo
Zdt 1 1 l\j>
£3.22
11. SO
1,10
FUEL
FLOU)>
.02
,1?
.tts-
.tr
30
/,2I
.03
\
/,//
..?r
. "0
.29
.03
f.xHAUST
n nix)
r 1-UvV,
/y / j?
tr.5-1
/-* v 'L
— & —
— & —
I U.It,
JJ-13
1.13
10-12,
£.7
61 c o,
BSOO
2.27
10.1,2
F-45
-------
TABLE F-45. CATERPILLAR 1145 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 507/Ford
Source: Coca Cola
Odom, Miles: 7,222
Date Tested: 2-13-71
ROM 1
Inlet Conditions Before Between After
Bar.inHgCorr 29.30 29.30 29. 29
Dry Bulb, °F 68 71 73
Wet Bulb, ° F 54 56 59
MODt
to,
NO,
EWGINt
SPEED
POU)tR,
FUOtO,
FUEL
FtOWJ,
EXHAUST
FLOW,
CO
MO
37 S
132
S-5'0
1
2.
3
4
£>
7
8
9
10
>3 300
2,91
333
77S-
^5'0
33,5-
197
$3(0
99s-
WX
—Q--
11
US'
.OS"
.n>~
I f. 24
i,n
7,7?
333
IZ30
102,0
1DL£
32.00
4--If
H.'li
320
359
Zff
4te~
2,07
j.o?
,1*1
.W
/ 7 • At
17.10
21-31
1*1.13
9,9?
2/£
4.35
17-03
3.IZ,
ll
fDLi
17.
idi
-TOTALS
30045
RUM 2_
MODE.
100,
IP IP1*1
EWG.IWE
POWER,
MR
FUOw),
FUEL
fLOWJ,
FUOtO,
'Vmv*
bVv
1
2
3
4
S
c,
7
10
n
12.
IDLl
leOO
$00
739
3 £9
307
11, fo
D-lt
J3
/if. 33
/J.37
lit,
MS"
375-
/QiE
.1.3
.76
.of
11-10
tf.?i
2.9. *>o
1,13
333
77.T
$0.10
1,9.01
2.1,4
4-88
7.2%
'3. of
4 It*
4.33
.49
.'JO
.of
1 l.io
1,01
1.11
4/L.P1
ROM
CO =0.
,MO *= 0.
txH. FLOW),
&^ CO,
f.33
RO »0 i.
7,
F-46
-------
TABLE F-46. CATERPILLAR 1145 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 510/Ford
Source: Coca Cola
Odom, Miles: 6,222
Date Tested: 2-12-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 52 29. 52 29.54
Dry Bulb, °F 68 66 65
Wet Bulb, ° F 48 47 47
MODE.
to,
NO,
EWtlMt
iPEED
cess RME o
bV
MR.
FUEL
Ftou)/
EXHAUST
FUOW),
CO
(ojunijidl)
»oo
OBSfR^E-D
1
2.
3
4
5
G>
8
9
10
(I
TJi*.
.o
V-2T
Q.
r/
/?. 3 ?
/7./V
33 7^
326
\2Lf
3200
100
(,00
37J
#>
TJl
,n
.0-;
h 01,
.10
.to
.V7
03
,05'
7. U
/7-5^
Zt-U
//.a
.
-o-
. 13
2. 3-'76
/7.7V
TOTM-S.
57. ^
RUM 2.
•00,
STEED
POWER,
MR
FUOU),
FUEL
fUOMJ,
FLOU),
bVv
l
t
3
4
S
1
8
10
u
13
/. 73
/US'
353
_ ____ 0- ______
/7.'7
3o'l
Tdle.
3%
3^
/$//^
^2^
7JO
//i
£7
ll.fi
.^
.05
,U
•47
,33
17.51
10 -
/2..03
/.5-y
. o3
iD-07
/^;,./6
43.6,0
^3-5-f
7-o^
IK
9./J
Ml
Jdk.
1.40
3/5:7^1 utw*
-- o.c
- o.c
R.O K> 2-
341
6SCO.
to. 'j
F-47
-------
TABLE F-47. CATERPILLAR 1145 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 512/Ford
Source: Coca Cola
Odom, Miles: 3,438
Date Tested: 2-19-71
ROM i
Inlet Conditions Before Between After
Bar, in Hg Corr 29. 05 29. 05 29. OT
Dry Bulb, °F 77 75 69
Wet Bulb, °F 57' 56 53
MO,
FUEL
FUOUJ,
(V./ -
/tv^v*
EXHAOST
FLOW,
MO
1
2.
3
A
5
1
8
9
10
n
\2.
3W
to 50
333
S,H
llo
&L>o
X
t,
2 so
Q
3o
itj
17.43
17.35
I7./Z
$00
(p&r
31s-
3%
1045-
307
s) / 0
l/.l W Q
307
341*
353
34*
12,1*1-
102.0
7/7
Jbl/e.
21. IZ
.03
• II
,60
.03
1.10
. n
iiss-
17.60
J.&7
if. 10
4.17
IO.K
7, Ot
IO&.21
It.-
- O ---
4-
,2.ty
2.14
>3,3^
•.S'.Sio
,18
-G-
3 rw
-i- • / (o
4.74
2.10
/5'JJO
Z.73
RUM 2.
CO,
N30,
OES.ERVED
POWER,
F-UOw),
FUEL
FLOU),
l
2
3
4
B
f-
1
8
to
n
12.
13
;O
72, r
13,13
Idle.
33.00
1,2*
U
//v
-&-
II, 5
.11
.U
,40
/.U
//.a
3,5-5
307
ill
WO
VI.U
MM
I7.M
2131
2,0 .
Ult
44-01
,36
I7.?l
1C. 00
z,1L
ASI
4,92
TCTMtS,
ROM i
RO»0 2.
CO -- O.C
F-48
-------
TABLE F-48. CATERPILLAR 1145 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 519/Ford
Source: Coca Cola
Odom, Miles: 17,033
Date Tested: 2-26-71
ROM 1
Inlet Conditions Before Between After
29.08
81
Bar,inHgCorr 29.07
Dry Bulb, ° F 78
Wet Bulb, ° F
64
29.07
77
56
62
MODE-
MO,
OBSERVE c>
POu)tC,
bv
AIR.
FLOtA),
FUEL
FUOlU,
FUOtA),
Viv, CO
(cOuiAA dlj
wo
085.C Rx/E-D
1
2
3
4
5
-I
8
10
II
\2
13
1*0
4-OO
TJ/e.
TOO
307
3 tfb
AW
2,71
.2377
if* k
771
IOH
1333
1(o
II I
,52,00
£7?
307
47s-
$73'
3 SO
203
J3?
70
31
17.48
Ml
-2S//&
.03
. 13
.40
.53
.75-
.76
43
.33
.03
17.13
11.57
17.5-3
17. l-tf
4.13
.2,9.37
^?.o?
I?. 11
4,7$
/.o7
7.45-
IS.X\
11.33
1.20
. IS'
lo.il*
4-3Z
k.o*
/ /.ft
$'(,0
2.51
TOTALS
MO,
ENG.IME
POWER,
FUOW),
FUEL
fuou),
fvrtAUS-T
FLQU),
06SECUED
\
2
3
4
S '
C
7
8
to
II
IZ
13
333
35 f
/%
/76
J7^)
7^
1.07
A7/
A
I7./7
300
jr?r
V?r
^,40
33.3
2»60
703
tt\€.
3^00
176
J17.
76.
/of
—-d—
/^
7£
37
—6-
73
.75*
.LO
03
17.62
17.10
11.51
17.53
L1W
2)0.
41-tL
51-/3
/.it
11.3(0.
f.LO
45&0S\ SM.tlL
ROM
R.O
•CO-- 0,1
.WO * o.
,2.90
>s c o,
F-49
-------
TABLE F-49. CATERPILLAR 1145 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 527/Ford
Source: Coca Cola
Odom, Miles: 4,006
Date Tested: 2-20-71
ROM I
Inlet Conditions Before Between After
Bar.inHgCorr 29.07 29.05 29. 05
Dry Bulb, °F 74 76 78
Wet Bulb, °F 65 65 67
MODE.
to,
MO,
'to
POU)tC.
FUOlO,
FUFL
FLOUJ,
FLOW,
OBif
i
z
3
4
5
8
9
10
I!
\2.
t*s-r
700
IOOO
?7
2,5"
307
54]
3 .
33
4..
.03
/7-33
SOI?
197
2,5?
-Trite
—€>-
I.QO
.ti
.03
n.u
17 57
I"! 'If
4-17
nc?
2,00
1,41
// . •: L
3.2'f
i.7j
7 9.5-5"
7,9*
91
* sn
101 M-S
'C.IL
CA,
S.f t E b.
POWER,
^\R
r-uovO,
FUEL
.06"
2
3
0 ...... -
7
8
10
it
13
tfiD
^^7
734
37J
WM
307
//•U
/;.?6
/t-'/^
-&-
.
/o'j
32-00
.03
.7$
J../V
. 36
5. '}(.
Z f.
Idle.
/,93
/ Hf
379.$
0 - o.02-
(tvtt. F lou), >
S. c o,
ROM 1
7,^
7.^
RO K> 2.
F-50
-------
TABLE F-50. CATERPILLAR 1150 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 880/Ford
Source: Brown Express
Inlet Conditions Before Between After
Bar.inHgCorr 29.08 29.06
Odom, Miles: 16,156 Dry Bulb, °F 94 97 100
Date Tested: 3-22-71 Wet Bulb, °F 64 63 66
RA
MODE.
1
2.
3
4
5
C,
1
8
9
10
(1
n
\b
RU
MODF.
1
2
3
4
s
c,
7
8
3
(0
n
15
)M i
^
J5£
£/£
sxr
ffo
47.f
4V>v»
55-9
£5V'
~s G \0
1 *J // $
479
33tl
4S-Z
3 G'Q
MO,
77/
;/79
/^^/
in?
95?
£77
A3 9
23$
SPEED,
I8oo
\ •
n
i>
>\
3000
'•
"
:.
idle
OBSERVE D
POU>tC,
bV
63
135-
lU-f
III*
72 '
— &_
— 0
/MR.
(,.10
ig.fi
I9.S-S
IH. 50
12.33
If. 20
Zt.s-o
£8.5-0
29.3S
L-ZO
FUEL.
FUOUJ,
l%^
.02.
.40
.10
• .W
.oz
1.13
.30
.tr
.33
.0^
M 2.
CA,
400
75"*
H2
400
473-
fu
qro
KO
3&>2
CO,
JJ9
35^
^?,55
^^2,
.2,310
/3^6
!i$'2
341,
^3-
34d>
(00,
/66
^f
7^
//63
IZtl
/I77
Ioo4
933
4L 4
2.i%
EWC.IWE
SftE-D,
Idle.
"
• ' '
Jet /£.
30OO
••
..
n
Jd/e
POWER,
^7
^J
^
/^^'
/dr
ii4.^'
%.?
*if
^ /O
— e —
FUOU),
V-i.
/t.ff
/ 3.5-3
n.so
n.4i
11.23
lt-3.,0
29.5-3
H.fo
JJ.sro
M.SO
29. SO
t*.£0
FUEL
FUOU),
,<3i
,/J
.'•/O
.J?
.30
;,/i
.??
.6V
.31
.02j
EXHAUST
rtou),
it 10
/<3./3
/ '; '
ff , AI-'J
::-}.ii
Zl^O
^^f i ' i t/'
o Q t-* O
^,5,^
TOTALS
'il^r.
10.41
11.12*
\*>M
} r , U
it'll
Sw
11 >4?
2.0k
/f^. //
M» co
10.22,
10. W
101-01
4.21
43.L3
23.51
Al.tf
J.93
3 Mir
Si, >oo
o~0- 80
56", a- ?
i> 5, i
^' J I
4/.4i
5o'.3)'
/•5~ V
J^.t?
^/ 77
08btVtD
5.0 4
IO.W
^
/J.32
10.01
3'.zl
— « —
a
-5T-%
FLOUJ,
/ ? yV
/^.^
;M?
'I'.S
^?.^r
;.9.3?
^ 9, /y
ff'.ll"
t.z,^
Tenets.
^;";;
//. ^
/?.%
/1^9
/3.37
/> L, .55
S-//.76
30. 30
^.47
4 fast
bUh
^(olitB i^
/\
C/
^'°^
1-L%
o
13-20
<).%
L.llj
3tc°
— * —
s"?-9t,
C 0 = O-
ROM i
3. 3V
RO
^ c 0,
1.K,
F-51
-------
TABLE F-51. CATERPILLAR 1150 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 881/Ford
Source: Brown Express
Odom, Miles: 11, 781
Date Tested: 3-23-71
ROM i
Inlet Conditions Before Between After
29.05 29.05
89 86
67 66
Bar, in Hg Corr 29.05
Dry Bulb, ° F 81
Wet Bulb, °F 65
MODt
to,
MO,
OBSSRMCD
POU)tE,
FLOlO,
fUFL
FLOWJ,
EXHAUST
FLOW),
1
2.
3
4
5
fe
7
8
3
10
I!
SIST
flZ
3ZO
ZIZ
2374
3W
1111
—Q--
J€>
I00.S
133
k.W
/f.SJ
.03
39?
400
£"]£
ZW
4ZS-
IZt*
-------
TABLE F-52. CATERPILLAR 1150 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 883/Ford
Source: Brown Express
Odom, Miles: 11,479
Date Tested: 4-22-71
ROM 1
Inlet Conditions Before Between After
Bar, in Hg Corr 28. 81 28. 77 28. 77
Dry Bulb, °F 84 90 92
Wet Bulb, °F 72 75 75
MODE.
to,
MO,
E 100,1 Nt
AIR.
FUOUJ,
'%,;*.
FUEL
EXHAUST
FUOIA),
100
i
2.
3
4
5
i
8
9
10
I!
\z
S'oo
.3.6
m
73?
12,7?
If 00
73$
532
6.23
If. 71 •
w
'
102.
$000
/72-
/2.2_
£.-?c
.T/«
.01
,4
11.
-'i,1(.
n.n
£(,.13
y.lt-
10. 8?
f' •' " ,',
0? /J - (r -/ -
5 i-rr
/ 0-5-3
S'OO
.r.3
TOTM-S
RUM 2.
CA,
CO,
00,
f WtlWE
POWER,
^\R
F-UOvO,
FUEL
FUOW),
FLOU),
4)
06SEIJVED
i
2
3
4
s '
c,
7
8
to
H
15
53?
gfo
13$
12/3
/-c/3-
//r
S'oo
?3?.
^-^5"
j7^^
77/
/^/v3
/3)d
M
II
rp^?
3+
101
.27
.43
,^o
'.03
//. 9
'I, JO
I0.lt
I'LL SI
108
2277
373
341,
nil
W
12.2.
01.55
27, tt
37-
73?
SZ5
3,2.3k
S31
3%
&.ZC
.30
,03
/U7
5-6.5?
42-49
it-n
9. 7£
ROM i
7.33
4,. 35"
R.O M Z.
x/,/6
7,/7
F-53
-------
TABLE F-53. CATERPILLAR 1150 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 884/Ford
Inlet Conditions Before Between After
Source: Brown Express Bar, in Hg Corr 29.06 29.03
Odom, Miles: 21,645 Dry Bulb, ° F 85 89
Date Tested: 3-25-71 Wet Bulb, °F 68 69
ROM 1
MODE-
1
Z
3
4
5
7 .
8
9
10
II
\z.
RU
MODF_
1
1
3
4
s
c
7
8
to
n
v*u'
W
foo
£00
788
to,
J2.0
J5J
/7S
709
?07
207
JO 7
MO,
332.
1230
1130
loo?
130
117
IU
EWGINE
/#CO
ii
if
n
i.
M 2_
W>«'
^
-A)0,
SPtED,
°6S«°
S3
I oO
/ ^/~D
d? *7
£J_^/
AIR.
FLOlU,
^?.?V-
21.33
21.01
*) / T^3
*C&> 'l
FUEL.
,'f?
'.02
A 22
;?7
,03
POWER,
s
MR
FUOu),
FUEL
fUOW),
EXHAOST
FLOW),
18. S/
1^.2!
18.11
17.80
28.^
21.22
TOTALS
'1^0
2.ID
II ^1
i ry 5?^/
I C$" «?^>
C^ ///
^i i fc
/ * Cx ^
22.7(9
2,31
l&f.lL,
((ju«VX»
-------
TABLE F-54. CATERPILLAR 1150 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 885/Ford
Source: Brown Express
Odom, Miles: 12,752
Date Tested: 3-24-71
ROM 1
Inlet Conditions Before Between After
29.07 29.06
83 96
Bar,inHgCorr 29.09
Dry Bulb, ° F 75
Wet Bulb,
63
71
73
MODE.
to,
MO,
bViV>
MR.
FUOUJ,
FUFL
FLOlO,
EXHAUST
FUOU),
wo
OBSf R\; fD
1
2.
3
4
5
Idl
.03
11 f
ii
ii
33
IV.68
H.W
/l.SZ
11.
loco
7^0
20? B
218
lOfg
TJk
§Ooo
19.221
l&oo
(..13
IBM
I o.oo
W.73
.01
l./B
t./t,
21.1-2.
28.$%
1./8
32.78
to
12.
9/2.
Ur
82B
nn
21.73
SW
312
in,
II
;£//«=
32
/g.^0
24^.^
1.13
2?.^
m^7
20.72
4. fi-y
72.88
S-7.U
2$,28
lt',/7
1.12.
iO.gg
If.oo
TOTALS
3*??. 4-7
RUM
,Hy/ CO, .100
EMU ME
S.ft.E b
F-UOW),
FUEL
fi-owJ,
t-xrtAl/S-T
FLOU),
VW.VA
(ujt i jlv"t * 4)
I^/e
^?r
vz
18..
.13
•T/
±3
c,
7
8
(o
(i
15
18
IJU
2ooo
^
£.23
19.30
/0.*0
^,<
/6-f/
/r,.^f
X7J
17.62.
9.27
122.
(,2V
313
Hi
117
Idle.
27.
27.2%
27.04
Z1,12\
,97
2.27
13.7+
31.21
772
27,^1
27.ro
27,*?
2.
20.32
B.77
10.17
12.,
2, re
JT^<9
l.tf
10. BO
381,30
ROM
RO »0 2.
{,,21
F-55
-------
TABLE F-55. GM DH 478 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 118/GMC
Source: Coca Cola
Odom, Miles: 8, 578
Date Tested: 3-13-71
ROM i
Inlet Conditions Before Between After
29.05
84
77
Bar.inHgCorr 29.08 29.08
Dry Bulb, °F 81 81
Wet Bulb, 9F 78 75
WDE.
C-O,
MO,
S.PEED,
FUOUJ,
FVJFL
FLOU),
FiX^AOST
FUOU),
OBse R\^ e o
1
2
4
5
i
8
9
10
II
\2
5"00
100
/sr
££
IQ/e
700
260
5770
I9.*o
IB.//"
17.10
I7JO
l
2U
23+3
207
TJ/e
IM-I
700
788
£38
31 +
.03
.20
,38
,72,
,03
.90.
.73
19.28
n.&
n.ia.
r, 43
2-T38
425^
u
ll
r/
lot
IU
.31
18.n
2.^
/S-.17
1.1,71
3.1.12-
2.JT7
/r.?r
/o.r^
l.ft
10,71
2. If
I 2.3, 83
29.gr
/?.0f
11.39
/.77
//.2g
19^
TOTM-S
H2.I3L
21-1-. Ot>
RUM 2.
CA,
MO,
CMC.IWE
S.PE.E.D,
OE^ERVEC
POWER,
FUOu),
FUEL
fUOUJ,
FLOO),
4)
1
2
3
4
s
c,
7
to
II
\-i
13
r/a.
4/a-
32,
^77
Too
Too
700
/8.3o
/7./r
or
134
109
U
l&t>o
2JL
.03
.30
.JT
.70
,M
,8?
.72.
,ro
.1-a.
^3_
2.7V
6¥2
/ 0.6-3.
2f.^0
12.n
2,4-7
13, Zi
IS-. 13
H.rr
20.72,
Z.^'?
1,87
•7? 74
*-0 I J I
I1.2A
l.'lfl
13,70
37.11
n.'ie
S'.K
1,13
t-.lf-
£.08
1.12.
e.iv-
/£?,?
-------
TABLE F-56 . GM DH 478 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle. No/Make: 133/GMC
Source: Coca Cola
Odom, Miles: 10,602
Date Tested: 3-6-71
ROM i
Inlet Conditions Before Between After
Bar,inHgCorr 29.06 29.10 29.11
Dry Bulb, °F 65 67 81
Wet Bulb, °F 50 50 57
MODE.
0.0,
MO,
EWtlWt
AIR.
FUEL
FLOW),
EXHAUST
FUOW),
i
2.
3
4
5
1
8
9
10
11
13
£00
.Too
ra$1
2ooo
23$
roo
77/
60
-------
TABLE F-57. GM DH 478 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 137/GMC
Source: Coca Cola
Odom, Miles: 2,844
Date Tested: 3-Z6-71
ROM 1
Inlet Conditions Before Between After
Bar,inHgCorr 29. 25 29. 25 29. 27
Dry Bulb, °F 78 74 71
Wet Bulb, p F 63 63 62
MODE-
to,
NO,
EUCINt
Pou>te,
FUOUO,
F \JEl_
FLOW)/
EXHAUST
rtow),
CM*,.
(oOwnUXi dl)
1
2.
3
4
5
fc
i
8
10
II
32.0
foo
2.V"?
7/r
MT£
irr.
/o/t,
2rr
• 17B
\*.lf
17.90
I7.&1
17.17
.03
.AT
'22
282.
/W8
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/g.se
/«./£>
I7.0i
^75
If,7 3
I7,f3
I (,.01
12.77
11.71
9.3D
10.70
JTf-JI
H.2Z
3. of
lo<<-
71
./i
goo
lots
25. U
2f.ll,
Ic/U
S'.IO
21.1-1
21.27
26.21-
2.41
rr.oo
i3,iv
1.71
20.12.
5.31
22*
6.32.
3.0+
$.32.
1.32.
3/0,78
RUM 2.
MODE
CO,
POWER,
FWJw),
Vn-i-
FUEL
FLOW,
Vmv*
1/2-
w?
jf-
.in
4
s
6
1211-
/Of*
18.11
J77J
12.77
IS.It,
ll.i-7
9.30
10,21
33.71
Mi
to
n
15
4^2)
goo
107
70
.71
. 01
3.I7
ZI.07
U29
&.OI
I2.W
$.31*
{2.71
11.1 Z
55:77
27.8?
1033
21 B
2.0%
tot-
c 0 -- o.ot«0p|r. ft o)C»ft- floujx l
MO - 0.62
e-ico,
RO »0 2-
3.72.
F-58
-------
TABLE F-58. GM DH 478 13 MODE GASEOUS EMISSIONS SUMMARY
Vehicle No/Make: 190/CMC
Source: Coca Cola
Odom, Miles: 3, 200
Date Tested: 3-5-71
ROM I
Inlet Conditions Before Between After
Bar,inHgCorr 29.03 29. 04 29. 04
Dry Bulb, °F 76 72 72
Wet Bulb, °F 67 65 65
MDDt
to,
MO,
bV
MR.
FUiUO,
FUEL
FLOW),
EXHAUST
FLOW,
1
2.
3
A
1
8
9
10
£06
n
3oo
Ke
373
'•2+2.
11 f
3UI3
2J^J
Jr?
103
$21
231
71?
a ooo
i,
i«
-------
TABLE F-59. IHC DV 550B 13 MODE GASEOUS EMISSIONS SUMMARY
Inlet Conditions Before Between After
Vehic le No / Make: 6 31 / IHC
Source: City Water Board
Odom, Miles: 17,655
Date Tested: 6-4-71
RON) 1
Bar.inHgCorr 29.28 29.30 29.30
Dry Bulb, ° F 85 86 84
Wet Bulb, °F 73 74 73
MODE.
to,
MO,
EWCJNt
/MR.
FLBlU,
FUEL
FLOW),
Vi, co
(jOwa
toWV
i
2.
3
4
5
fe
1
8
9
10
I!
\Z
'i.lrl
/ ?. ^
I3oo
k- •} 5'
tf/9
1)5" 1.
3leZ
L '/<-*
'£< i* »••
^,* w 2)' i
331
43?
/W
ttl
'/.'O
110
70
•'j^C
/S.ff-
29.00
M.Oo
Z?.QO
M.cc
W,co
. i-9
W.o!
H-14
11.15
/-S--'
IQ.
• •f?
i) If .ij 1
Ml'ir
10TM-S
100,
SJPtC.0
POWER,
MR
FUOM),
FUEL
FUOU),
FLOW),
(uM i jl»"l *
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
1. REPORT NO. 2.
EPA-460/3-74-003
4. TITLE AND SUBTITLE
A Surveillance Study of Smoke from Heavy-Duty
Diesel-Powered Vehicles - Southwestern U.S.A.
7. AUTHOR(S)
John 0. Storment and Karl I. Springer
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Southwest Research Institute
8500 Culebra Road
San Antonio, Texas 78284
12. SPONSORING AGENCY NAME AND ADDRESS
SB, CSD, MSAPC, EPA, OAMD
2565 Plymouth Road
Ann Arbor, Michigan 48105
15. SUPPLEMENTARY NOTES
3. RECIPIENT'S ACCESSION^ NO.
5. REPORT DATE
January 1974
6. PERFORMING ORGANIZATION CODE
8. PERFORMING ORGANIZATION REPORT NO.
AR-909
10. PROGRAM ELEMENT NO.
Project 11-2861
11. CONTRACT/GRANT NO.
Contract No. EHS 70-109
13rTYPB|OF REPORT AND PERIOD COVERED
14. SPONSORING AGENCY CODE
16. ABSTRACT
The objective of the study was to determine the effectiveness of the
Federal diesel smoke regulations in controlling smoke emissions from a
group of heavy-duty diesel engines engaged in routine automotive service.
17. KEY WORDS AND DOCUMENT ANALYSIS
a. DESCRIPTORS b.lDENTIFI
Diesel Smoke
Pollution - Air
Smoke
Truck Smoke
Exhaust Smoke
Opacity
18. DISTRIBUTION STATEMENT 19. SECURI
Unlimited Uncla
20. SECURI
Uncla
ERS/OPEN ENDED TERMS C. COS AT I Field/Group
13B
TY CLASS (This Report)' 21. NO. OF PAGES
ssified 214
TY CLASS (This page) 22. PRICE
ssified
EPA Form 2220-1 (9-73)
F-61
-------
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F-62
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