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).

-------
FIGURE 6.  PHS FULL-FLOW, LIGHT-EXTINCTION SMOKEMETER

-------
                                                                       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

-------
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              1974 Limit
                                               1970 Limit
                                 1974 Limit
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              FIGURE 14. AVERAGE "a" and "b" FACTORS
                 TEN.DETROIT DIESEL.6V-71N ENGINES
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              1974 Limit
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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


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                                                 'b" Factors
                  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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                FIGURE 19.  AVERAGE "a" AND "b" FACTORS
                     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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    'a" Factors
"b" Factors
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
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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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FIGURE 23.  AVERAGE "a" AND "b" FACTORS
     FIVE CATERPILLAR 1145 ENGINES
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                                   'b" Factors
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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                     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.

-------
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52.
Unit No.
815
816
817
818
819
820
821
822
823
824
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   ««

  e
                          1970 Standard
                          1974 Standard
  g

0:8
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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
O
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  8
                             1970 Standard
                    J 2II .Standa r d
  8
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  8
                             1970 Standard
                    _1974 Standard
   o.oo
   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£
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           144
      +    458
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           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
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      o
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        Unit No.
            1
            5
           1974 Standard
o
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           1970 Standard
           1974 Standard
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  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 °'
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   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
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                                                                  O
                                                                  A
                                                                     64.
                                                                     Unit No.
                                                                      60122
                                                                      60124
                                                  1974 Standard
CJ
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                                                  1970 Standard
                                                  1974 Standard
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                                                  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

-------
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  §
                                                  1974 Standard
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              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

-------
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                                                               A
                                                               X
                                                               O
                                                     67.
                                                    Unit No.
                                                      880
                                                      881
                                                      883
                                                      884
                                                      885
                      1974 Standard
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  g.
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         1970 Standard
                       1974 Standard
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                       1970 Standard
         1974 Standard
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 I
30.00
150.00
                                                                 180.00
   FIGURE 37.
      00.00       90.00       1ZO-00
      TOTflL  MILERGE    «103
CflTERPILLflR MIDRflNGE 1150 IN INTRflCITY TRflCTORS

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                                                                       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
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o
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                     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
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O
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  8
                                                            O
             \
          1974 Standard
                   \
o
I—
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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


-------





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                                                                                                    rH
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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

-------
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 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
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-------
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-------
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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







-------
                                                                          91,
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01 03
C C
5, -5,
LU LU
CO 00 "1
                            0.5 1.5 2.5 3.5  4.5  5.5 6.5
                                BSHC, g/bhp-hr

     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

 10

 0
                            0.5 1.5 2.5 3.5 4.5  5.5  6.5
                                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.                                    *

-------
                                                                      93.
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100

 90

 80

 70

 60

 50

 40

 30

 20

 10

 0
                                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)

-------
                                                                    94.
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A 7 1
                       6   8   10 12 14 16 18 20
                            BSNO2, g/bhp-hr
  FIGURE 49.  RELATIVE FREQUENCY DISTRIBUTION
           OF BRAKE SPECIFIC NO2 VALUES
(Chassis Dynamometer Alternative to California ARB Procedure)
                100

                 90

                 80

             £   70

             U  60

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             °|  4°
             8 m  30
             o
             0-
                 20

                 10

                  0
                        6   8  10 12 14 16 18 20
                            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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                                                                      96.
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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-

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                                                                        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

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                                                                      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.

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                                                                       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.

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                      APPENDIX A
           FEDERAL, SMOKE TEST  PROCEDURE
(FEDERAL REGISTER; VOL. 35,  NO. 219, NOV. 10, 1970)
                          A-l

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         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

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                                             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

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                                             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

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 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

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                   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

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 0)

 o
 a
 
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   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

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                 APPENDIX C

TABULAR SUMMARIES OF CHASSIS SIMULATED
            FEDERAL SMOKE TEST

          "a", "b", and "c" Factors by

                 Engine Groups

                 All Inspections
                      C-l

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                                                                   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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-------
                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

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••••







••••





••••







. .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
•
•
-
•


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••••




HMBI





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. 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
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            •w d,

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            >  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-°
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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
&
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8
9
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-------
 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

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-------
    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
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-------
    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

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-------
   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
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-------
    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
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                     Bar,inHgCorr  29.42
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                     Wet Bulb,  ° F      64
                                                                 76
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-------
 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
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-------
 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

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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
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                                                        87
                                                        74
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                                                                      76
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                                                               ROM i
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                                                                     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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203
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                                                                 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-

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1
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3
4
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8
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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),
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                                                        10.
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                                      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,
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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
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                                                                           £.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,
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                                        FVJFL
                                                               CO
                                                                            OBif RNJED
1
2
3
4
5
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8
9
10
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                                          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
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                    wo
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 3
 4
 5

 1
 8
 9
 to
      .203
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131
131
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1-97
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                                                      3.13
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                                     ; -,20
                                                  22,
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                                              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
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II
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MODE.
1
2
3
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11*3
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to,
12
10,210
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7 f /
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5.PEEO,
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                                            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
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1
8
9
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l.^O
2,1,5-
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          101

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                     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.
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                                           FLOW),
                                                    CO
                                                                         OBifEVEt)
2.
3
4
5
  8
  9
  10
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     1,1, Z
739
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12,1*
373
                331
                  Uk
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                            7S-
                1141
             155-1
  3oo
n
30.
30.13
21.10
                                   7.40
                                      J/
                                          JO.
                                           111
                                                                             (..00
                                                          43.50
                                                          77-^
                                                      I.3Z
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                            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
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                                         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,
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                          pou>te,
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 19
373
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8
9
10
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                                         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>«-
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                                         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.
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                                       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.
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 9
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112.
            131
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2
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          ^27
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-------
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
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10
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Dry Bulb, ° F 86 85 87
Wet Bulb, ° F 75 75 75
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                                 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
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10
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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.
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-------
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!
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MODF.
1
2
3
4
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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
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1
2
3
4
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C 0 --
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                                      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
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1
8
9
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6,81
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-------
      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),
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                                                                   CO
1
2.
3
4
5


1

8


10
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13
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 31


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100
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100
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139
101


439
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                      £100
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                              30.5?
                               3. SO
 • 13

 .11
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I.to
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1,13
 JO
 ,61
 .20
                                                                        15.01,
                                                   J.T3
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  t.SS
                                                                 . 30
                                                                 •A 5
                                               31-13

                                               •^o.m
                                                         1
                                                    JO
          .11
          .13
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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
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15
)fO i
**~
}00
i 3?
/JZ..T
/ /,-'.
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i-7
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.110
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76
MO,
76
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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
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 32

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       2&.U
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       1181
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                             .17
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                                    3.06
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 101
 101

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                                                             441
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                                                             I },C6
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                                                                     1.23
                                                                    304.L1
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                                                            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
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13!?
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           101

           1.IJ
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130,
1035
                       IZZ,

                       z41
                            J.L?
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                                         /.JO
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                                        7V7
                                        £.01
                                        -/.7V
                                                        1.03
                         n
                        :-H
                                                                               ?.?&>
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                                 -7.34
                                                      1-03
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  HUM  2.
                     CWG.IWE
                           POWER,
                                  A\R
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                                       FUEL
                                              FLOOD,
                                                                      (to* i jl.//.%
                                                                        1,01
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                                                         JJ3
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                            1 1 f
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                 314.
                          ,47
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                                                                         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
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47
47
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      4,£5-
     A7S3
                                          .23
                                          .40

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.'./(.€
5 ;, /••'
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     24 Z
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8

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                       1.30
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4-. 09
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 33-05-

 1,17
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                                                                 4 7 /.'1 7
   0.0?
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                                                 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!
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             A5?
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                        l?oo
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                       n
                                                                   d, If
                               J7-?
                              233
             139
                    -i a
                       2400
                                    41.25-
                          IJO
                          J.S'0-

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                                                         42.4$
      zs'co
             7.26
  K
 3?
 J±
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                   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?
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                             ft
                             I&1
                             190
                             337
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to
ti
12.
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           709


           s/73.
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 us:
in

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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
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                                                     13-05
                                      'I I-It
                                        1.3 to
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                 100;
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1
2
3
4
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c,
7
8

(o
n
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 507

 Jbt>z
 2SI
3030
 101
 31
 jf
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 ZM
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                                                41-y?
                                                4/• 5"&>
                                                 0 yi
                                                 /• *Jlo
                                         2.5%
                                        £3.91
                                        $1.0%
                                        33.32
                                                            .Gl
                                                 JU?
                                                 5,3-77
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                                                         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
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                           bv.y>
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      iin
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                47

               135-
                    I if 00
                            53
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to
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           373

           J2L
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      117
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      29.K
      2IV
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      4IM
      41. M

      4l>ti
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                              .70
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 .10
 .10
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              nl  1 r1
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              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
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            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),
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                                        FtOU),
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1
2
3
4
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     we
                              U
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10
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                                  41.09.

                                  3I.U
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                                                .37.37
                                               5 Z.I 3
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                                                 6". 1-s
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                                                               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
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                                       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
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       n
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                 Ijllo
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                             li
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399
JjbZ
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                                    y.53
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3
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     475
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    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 ^

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4.25-
531
£-50
un
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/7S"
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4-00
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to,

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                                                                        /.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
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ij.00
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          I-7?
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 72?
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 //.31

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20.19

 73.31
                                                                 ; /. 7.?,
                                                                 if. 41
                                                                         101.
                                                                    40
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                                               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
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111
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431
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2.21
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1 II 4
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                                                        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"
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                 102,0
                  1DL£
                  32.00
         4--If
        H.'li
            320
            359
            Zff
                4te~
                2,07
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 .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
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                                    MR
                                   FUOw),
                                       FUEL
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  1
  2
  3
  4
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 10
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                                   4.33
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 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
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                             /7./V
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                326

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       100


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                                                                                    -o-
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                                                           2. 3-'76
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                                                                           57. ^
   RUM 2.
                  •00,
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                             POWER,
                             MR
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4
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8

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,33
                                          17.51
                                                          10 -
                                                         /2..03
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                                                                            . o3
 iD-07
/^;,./6

 43.6,0
 ^3-5-f
                                                                                    7-o^
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-- 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


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                                                                             - O ---
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                          2.14
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                                                            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*
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                                     .11
                                     .U

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                                                     //.a
                                                               3,5-5
         307
               ill
               WO
                   VI.U

                   MM
                   I7.M
            2131
                                                  2,0 .
                                                                    Ult
                                                                    44-01
                                        ,36
                                           I7.?l
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                                                                            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,
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                                          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.
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                                                            7,^
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                                           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.
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                                                       3. 3V
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                                  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,
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-------
     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.
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                                           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
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3
4
5
7 .
8
9
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-------
     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.
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                                         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,
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1
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4
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8
9
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II
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5"00
100
/sr
 ££
                     IQ/e
      700
                260
 5770
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17.10
I7JO
                              l
           2U
          23+3
                 207
               TJ/e
                            IM-I
     700
     788
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.03

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.73
                                         19.28
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                                 /8.3o

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                           109
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                                                                         1.12.
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                                                     /£?,?
-------
          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,
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                                           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
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-------
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.
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-------
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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EPA Form 2220-1 (9-73) (Reverse)

                                                              F-62

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