EPA-AA-SDSB-81-01
Technical Report
1972-73 Heavy-Duty Engine
Baseline Program and NOx
Emission Standard Development
Timothy Cox
Zachary Diatchun
Thomas Nugent
Glenn Passavant
Larry Ragsdale
March 1981
Standards Development and Support Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Office of Air, Noise and Radiation
U.S. Environmental Protection Agency
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EPA-AA-SDSB-81-01
Technical Report
1972-73 Heavy-Duty Engine
Baseline Program and NOx
Emission Standard Development
Timothy Cox
Zachary Diatchun
Thomas Nugent
Glenn Passavant
Larry Ragsdale
March 1981
Standards Development and Support Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Office of Air, Noise and Radiation
U.S. Environmental Protection Agency
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Abstract
The Environmental Protection Agency was mandated by the 1977
Clean Air Act Amendments to determine the statutory NOx emission
standard for 1985 heavy-duty engines. The standard was to be based
on a 75 percent reduction from the average measured emissions from
uncontrolled (1972-73 model year) gasoline-fueled heavy-duty
engines.
To establish the amount of NOx emissions from the uncontrolled
heavy-duty gasoline-fueled engines, ECTD began a baseline testing
program. This program consisted of four sections: 1) engine
procurement, 2) restorative maintenance, 3) testing the engine
emission levels using the transient test procedure, and 4) deter-
mination of the average measured emissions.
Twenty-six engines were tested with 73 valid tests to obtain
the average NOx emissions. Based on the results of these emission
tests, the average NOx emission level is 6.8 g/BHP-hr. The CAAA of
1977 calls for a 75 percent reduction in NOx emissions as the
statutory emission standard; complying with this requirement the
75 percent reduction prescribed yields a heavy-duty engine NOx
emission standard of 1.7 g/BHP-hr.
Contributing Authors
The project engineers were Timothy Cox and Glenn Passavant.
Special recognition is due Leon Jones and the heavy-duty testing
group: Vincent Crowell, Timothy Davis, Stephen Halfyard, Michael
Matthews, Lawrence Navarre, and Edson Taylor. Their expertise and
daily efforts were instrumental in the successful completion of the
baseline program.
Recognition is also due Zachary Diatchun. Using his elec-
tronics expertise he made modifications to the EPA transient
controller which were instrumental in reducing the void test rate,
thus ensuring the timely completion of the baseline program.
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Table of Contents
Page
Abstract i
Glossary of Acronyms ii
I. Introduction and Background 1
II. Test Program Discussion 1
A. Vehicle Selection and Procurement 1
1. Introduction 1
2. Sales Data and Sampling Plan 2
3. Selection Criteria and Selection Process ... 5
4. Procurement Actions 7
5. Problems Encountered 11
6. Result of Procurement Actions 12
B. Engine Testing 12
1. Test Sites 12
2. Test Procedure 14
3. Transient Engine Dynamometer Control System . . 14
4. Engine Preparation and Instrumentation .... 18
5. Emission Sampling System 19
6. Void Rates/Repeatability 21
III. NOx Emission Standard Derivation 21
IV. References 27
V. Emission Results 28
Appendix A (Available Under Separate Cover)
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11
Glossary of Acronyms
A/C - Advisory Circular
BS - Brake Specific
BSFC - Brake Specific Fuel Consumption
CAAA - Clean Air Act Amendments
CFV - Constant Flow Venturi
CO - Carbon Monoxide
C02 - Carbon Dioxide
CVS - Constant Volume Sample
EG&G - EG&G Automotive Research, San Antonio, Texas
ECTD - Emission Control Technology Division
EPA - U.S. Environmental Protection Agency
FTP - Federal Test Procedure
GVWR - Gross Vehicle Weight Rating
g/BHP-hr - Grams per Brake Horsepower per Hour
HC - Hydrocarbons
HD - Heavy-Duty
HDV - Heavy-Duty Vehicle
LOT - Light-Duty Truck
MVEL - Motor Vehicle Emissions Laboratory
MVMA - Motor Vehicle Manufacturers Association
MY - Model Year
NOx - Oxides of Nitrogen
OEM - Original Equipment Manufacturer
OMSAPC - EPA Office of Mobile Source Air Pollution Control
SCI - Systems Control, Incorporated, Livonia, Michigan
SI - Spark Ignition
SwRI - Southwest Research Institute, San Antonio, Texas
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I. Introduction and Background
The 1977 Amendments to the Clean Air Act, Section 202(a)
(3)(ii) require that beginning in model year 1985, both gasoline-
fueled and diesel heavy-duty engines meet an emission standard for
oxides of nitrogen which represents at least a 75 percent reduction
"from the average of the actually measured emissions from heavy-
duty gasoline-fueled vehicles or engines, [emphasis added] or
any class or category thereof, manufactured during the baseline
model year." Part (v) of the same subsection goes on to define
baseline model year as ". . . the model year immediately preceding
the model in which Federal standards applicable to such vehicle or
engine, or class or category thereof, first applied with respect to
such pollutant."
In order to determine the "baseline" level of NOx emissions—
that is, the level which existed before there were Federal regula-
tions for NOx control— EPA tested engines from two different model
years. While the 1973 model year was the last year before Federal
NOx regulations were enacted, some manufacturers anticipated the
change and voluntarily installed NOx controls on their 1973 models.
Therefore, our baseline sample consists of both 1972 and 1973
vehicles and engines, depending on which model year immediately
preceded NOx controls on a given engine family.
The goal of this program was to measure the actual NOx emis-
sion levels for a predetermined sample of 1972-73 heavy-duty
gasoline-fueled engines and sales-weight the results of these tests
to determine the average emissions for the 1972-73 model year.
To be consistent with the intent of the Act, 1973 model year
sales-weightings were used.
This report is divided into two main parts: the text and the
appendix. The text of the report discusses the selection and
procurement efforts of ECTD and its contractors, as well as the
engine preparation and testing programs at EPA/MVEL and Southwest
Research Institute. The last section includes a presentation and
discussion of the 1972-73 emission data used in determining the 75
percent reduction which is used to determine the statutory NOx
emission standard for 1985.
The appendix to this report contains more detailed informa-
tion on the procurement contracts and specific procurement, inspec-
tion, and preparation data for the baseline engines, as well as
test data on the baseline engines.
II. Test Program Discussion
A. Vehicle/Engine Selection and Procurement
1. Introduction
ECTD devised a test program for the procurement and testing of
twenty-five to thirty 1973 heavy-duty vehicles. The test program
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involved both ECTD and three ECTD contractors. They were Systems
Control, Inc., of Livonia, Michigan, Southwest Research Institute
of San Antonio, Texas, and EG&G Automotive Research of San Antonio,
Texas. Procurement of test vehicles was accomplished by ECTD,
EG&G, and Systems Control, Inc., while the actual testing of the
engines was done by ECTD and Southwest Research Institute. These
next sections describe the selection and procurement activities
of ECTD, EG&G, and SCI in obtaining the heavy-duty test engines for
the NOx baseline. Section two details how ECTD determined what
vehicles/engines to procure and test. Section three describes the
selection criteria used and the selection process. Section four
describes the procurement actions used to obtain test vehicles.
Section five contains a discussion of the baseline vehicle pro-
curement problems encountered. The last section summarizes the
procurement activities and provides the results of vehicle pro-
curement .
2. 1973 Sales Data and Sampling Plan
ECTD's first step in beginning a test program for determining
the baseline NOx emission levels of 1973 heavy-duty gasoline
engines was to decide which 1973 heavy-duty engines should be
tested. To do this it was necessary to collect the engine sales
data for each manufacturers 1973 model year sales. This sales
data, shown in Table II-A-1, was supplied by the vehicle/engine
manufacturers and MVMA at the request of ECTD, beginning in
October 1977. The market shares for each of the manufacturers
engine lines were determined from this data.
Using this sales information, a sampling plan was constructed
to determine which engines, and how many of each engine line, would
be statistically desirable if twenty-five to thirty engines were
tested. The sampling plan shown .in Table II-A-2 was constructed by
multiplying the market percentage of each engine by thirty and then
using the integer range around that number. For example, the
market percentage of the GM 350-4 is 10.67 percent and (0.1067) x
(30) = 3.20. Therefore, three to four- GM 350-4 engines are
desired for the sample. The sample was further constrained by
limiting the total number of engines tested for a manufacturer to
the manufacturers share of the sample, (shown in Table II-A-2 as
the total engines required for a manufacturer).
Having finalized the sampling plan, the next step was to
determine the means by which the desired engines could be procured
for testing. Two methods for procuring engines were considered
when ECTD began to formulate a test program in the fall of 1977 for
the 1969 heavy-duty HC and CO baseline and the 1973 heavy-duty NOx
baseline. Engines could be supplied by the manufacturers or
obtained from in-use vehicles. The manufacturer supplied engines
would have been new non-production engines built as near to 1969
and 1973 specifications as possible. However, there was no guaran-
tee that these engines would have been close enough to 1969 and
1973 specifications to make them acceptable. Due to the non-
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Table II-A-1
Heavy-Duty Vehicle 1973 Sales Data
Manufacturer
Chrysler
Ford
Engine
225
318
360
361
413
400
440
300
360
390
460
330
361
391
477
534
Unit
Sales
1,000
3,000
1,000
3,500
14,500
2,000
24,000
49,000
9,100
32,000
17,900
1,500
33,400
31,800
12,800
2,400
2,300
7, of
Market
0.24
0.71
0.24
0.83
3.42
0.47
5.67
2.15
7.56
4.23
0.35
7.89
7.51
3.02
0.57
0.54
NOx
Control
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Engine Sold
in Both
LDT and HDV
Yes
Yes
Yes
No
No
Yes
No
Yes
Yes
Yes
Yes
No
No
No
No
No
143,200
GM
350-4
350-2
292
454
366
427
45,200
50,900
4,000
11,200
32,000
13,500
10.67
12.02
0.94
2.64
7.56
3.19
156,800
IH
Other mfgs.
Market Total
65,000
9,500
423,500
2.24
100%
Yes
Yes
No
No
No
No
304
345
392
478
549
3,100
38,200
19,200
3,000
1,500
0.73
9.02
4.53
0.71
0.35
No
No
Yes
Yes
No
Yes
No
Yes
Yes
No
No
Yes
Yes
Yes
No
No
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Table II-A-2
Heavy-Duty Sampling Plan
Manufacturer
Chrysler
(11.58%)
(total
required = 4)
Ford
(33.82%)
(total
required
GM
(37.02%)
(total
required
IH
(15.34%)
(total
required
Total
= 10)
= ID
= 5)
Engine
440
413
361
318
400
360
225
330
360
361
390
391
300
477
534
460
350-2
350-4
366
427
454
292
345
392
304
478
549
% of
Market
5.67
3.42
0.83
0.71
0.47
0.24
0.24
7.89
7.56
7.51
4.23
3.02
2.15
0.57
0.54
0.35
12.02
10.67
7.56
3.19
2.64
0.94
9.02
4.53
0.73
0.71
0.35
97.76%
Model
Year
72
73
73
73
72
73
73
72
72
72
72
72
72
72
72
72
72
72
73
73
73
73
73
72
73
72
73
Sampling
Target Range
(30 Vehicle Sample)
1-2
1-2
0-1
0-1
0-1
0-1
0-1
2-3
2-3
2-3
1-2
0-1
0-1
0-1
0-1
0-1
3-4
3-4
2-3
0-1
0-1
0-1
2-3
1-2
0-1
0-1
0-1
30 vehicles
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availability of some original equipment carburetors and distri-
butors it was unlikely that the 1969 and 1973 specifications could
have been met, especially by all four manufacturers on all engine
lines. This alternative was rejected by OMSAPC for the reasons
cited above and for another important reason. EPA interpreted the
provisions of the 1977 Clean Air Act Amendments to mean actual
production engines should be tested and not new engines built to
1969 and 1973 specifications.
To comply with this interpretation of Congressional intent, a
program was undertaken to procure actual in-use 1969 and 1973
heavy-duty engines. The 1969 engines were procured and tested
to establish the HC and CO baseline. This program is reported
in another SDSB Technical Report entitled "1969 Heavy-Duty Engine
Program and 1983 Emission Standards Development" dated May, 1979.JL_/
The engines sought for the baseline were selected based on overall
engine operating condition and closeness to OEM configurations but
not on vehicle body type, function, or usage pattern. It should be
noted that some 1973 heavy-duty vehicles which were sold nationwide
did have NOx controlled engines. EPA made the decision in March
1979, (See EPA letter to MVMA in Appendix) that in those instances
where a 1973 engine did have NOx control, then an equivalent 1972
engine (absent the NOx control) would be substituted. Those 1973
engines which were NOx controlled are shown in Table II-A-1. In
those cases, a 1972 model year engine was procured and tested
instead of the 1973 engine.
3. Selection Criteria and Selection Process
EPA and SCI had the task of procuring 1972-73 heavy-duty
vehicles (GVWR over 8,500 Ibs.) while EG&G, to establish a LDT NOx
baseline, had the task of procuring 1972-73 light-duty trucks with
GVWRs of 6,001-8,500 Ibs. The connection between these two pro-
curements is that some of the engine lines were sold in both
heavy-duty vehicles and light-duty trucks. This is shown in Table
II-A-1. This fact allowed EPA to supplement the procurement of
heavy-duty engines with engines obtained from light-duty trucks.
These light-duty truck engines were identical to engines sold in
heavy-duty trucks. EPA had used 1969 light-duty truck engines to
supplement the 1969 heavy-duty HC and CO baseline and continued
this practice for the 1972-73 heavy-duty NOx baseline.
EPA and SCI used the following criteria to identify potential
heavy-duty baseline engines:
1) All engines must be 1972-73 model year and should be
installed in a vehicle registered as a 1972-73 model year vehicle
with a GVWR greater than 8,500 Ibs.
2) The test engines must be in good operating condition,
must be in their original configuration (i.e., must have original
carburetor, distributor, and engine block), must not exhibit
evidence of excessive oil consumption, and should not have been
subjected to more than 80,000 miles of operation.
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3) The engine's original carburetion and ignition system
should not have been modified from OEM specifications.
A) The engines shall not have received a major overhaul
(i.e., valve grind, valve replacement, or compression ring
replacement).
The engine selection process used by ECTD and its contractor,
SCI, consisted of three main parts: initial screening, physical
inspection, and diagnostic evaluation. Initial screening, usually
by telephone, consisted of questioning the vehicle owners as to
the vehicle make and GVWR, mileage, engine displacement, past
maintenance history, and general operating condition of the
engine. If maintenance records were available, the owners were
requested to supply copies of these records, or at a minimum, allow
inspection of these records.
Vehicles which passed the initial screening process were then
inspected by a mechanic to verify the initial screening information
and record any pertinent information. The engine was started and
observed for proper operation in an attempt to eliminate engines
with obvious problems. A compression check was done on many
engines at this point. Finally, the distributor and carburetor
found on the engine were verified as original and proper by using
part numbers. This was accomplished either through direct com-
munication with the manufacturer, or by using service manuals. If,
at this point, all of the selection criteria were met, the vehicle
was procured by lease, loan, or outright purchase.
The final step in the selection process was a major diagnostic
evaluation and tune-up of the engine. During this final phase, the
engines were cleaned and given a compression check if this had not
been done earlier. Included in the engine diagnosis was an evalua-
tion of the ignition system, spark plug checks, fluid level check,
compression check, etc. The engines also received a tune-up in
which the ignition wires, spark plugs, PCV valve, belts, and hoses
were replaced. The rotor, points, condenser and cap were replaced
and the oil, oil filter, gas filter, and air filter were changed.
In addition, any other part considered defective was replaced.
Manufacturers' service manuals were used to obtain engine tune-up
specifications and in some cases the manufacturers provided these
tune-up specifications.
EG&G selection criteria for light-duty trucks were the same as
for heavy-duty vehicles except that the GVWR reuqirements were
6,001 to 8,500 Ibs. rather than 8,500 Ibs. and above.
The vehicle selection process EG&G used was basically the same
as that used by SCI. The only difference was that after a vehicle
was determined to be acceptable, rather than buying the vehicle
directly as was the case for SCI, EG&G had a lease agent purchase
the vehicle. EG&G then leased the vehicle for a set fee for a
period of one year. Upon completion of all testing the vehicles
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were returned to the lease agent, Jack King Leasing, 5625 San Pedro
Street, San Antonio, TX.
It should be noted that all light-duty truck engines furnished
by EG&G for testing in the heavy-duty baseline were given the same
pre-test inspection and maintenance at EPA and SwRI as were the
regular heavy-duty engines. All maintenance performed on the
baseline engines before testing at EPA and SwRI is summarized in
Table II-A-3. Maintenance performed at EG&G is included in this
table.
4. Procurement Actions
Several procurement actions were instituted to obtain the 26
baseline engines shown in Table II-A-4. These consisted of
actions by ECTD and ECTD's authorized contractors, SCI and EG&G.
In September, 1977, Systems Control, Inc. was awarded EPA Contract
No. 68-03-2715, Procurement of Heavy-Duty Vehicles and Preparation
of Engines for Baseline Emissions Testing. The major purpose of
this contract was to procure both 1969 and 1972-73 heavy-duty
vehicles, tune the engines from these vehicles, remove the engines
from these vehicles and finally, to prepare them for testing on an
engine dynamometer. As regards the 1972-73 portion of this con-
tract, SCI was contracted to buy 15 1972-73 vehicles.
These vehicles were to be tuned-up and driven to SwRI in San
Antonio, Texas for emission testing. Ten heavy-duty vehicles,
identified by EPA, were to have the engines removed by SCI and
prepared for emission testing at MVEL. Work on this contract was
completed as of January 31, 1980. As a result of ECTD's and SCI's
efforts the following 15 engines were procured and included in the
1972-73 NOx baseline:
Engine Baseline Number
IHC 345 BLE-4
IHC 345 BLE-8
IHC 345 SwRI-19
IHC 392 BLE-17
Dodge 413 SwRI-15
Ford 330 BLE-1
Ford 361 BLE-2
Ford 361 SwRI-14
Ford 300 SwRI-20
Chev 350-2 BLE-18
Chev 350-2 BLE-21
Chev 350-4 SwRI-18
Chev 350-2 BLE-3
CMC 427 SwRI-17
Chev 454 SwRI-16
Engines identified with a BLE prefix test number were tested at
MVEL while engines identified with an SwRI prefix were tested at
SwRI.
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Table II-A-3
Baseline Engine Maintenance Summary
Engine #/Model
EPA-1 Ford 330
EPA-2 Ford 361
EPA-3 GM 350-2
EPA-4 IHC 345
EPA-5 Ford 360
EPA-7 Chrysler 318
EPA-8 IHC 345
EPA-9 GM 292
EPA-10 Chrysler 360
EPA-11 GM 350-4
EPA-12 GM 350-4
EPA-13 GM 350-4
Pretesting Restorative Maintenance
Major tune-up.*
Major tune-up.
Major tune-up, both exhaust manifolds
replaced, and distributor, starter
solenoid and ignition coil replaced.
Major tune-up.
Major tune-up, timing chain and cam
gear replaced, carburetor rebuilt and
power valve and vacuum choke diaphram
replaced; (Vacuum advance diaphram
replaced by EG&G).
Major tune-up, timing chain and cam
gear replaced, electronic ignition
control unit, choke thermostatic
spring unit, vacuum advance and
carburetor base gasket replaced and
a rebuilt distributor installed;
carburetor and right exhaust manifold
replaced by EG&G).
Major tune-up, governor repaired
vacuum advance and manifold gasket
replaced and carburetor rebuilt.
Major tune-up, rocker cover gasket
and intake and exhaust manifold
gaskets replaced, (carburetor
and distributor replaced by EG&G.
Major tune-up and distributor and
electronic control module, (ignition
ballast resistor replaced by EG&G).
Major tune-up, (carburetor replaced
by EG&G).
Major tune-up and water pump replaced.
Major tune-up, carburetor rebuilt and
mechanical advance modified.
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EPA-14 Ford 390
EPA-16 GM 350-4
EPA-17 IHC 392
EPA-18 GM 350-2
EPA-19 Ford 390
EPA-21 GM 350-2
SwRI-1 Ford 361
SwRI-2 Chrysler 413
SwRI-3 GM 454-4
SwRI-4 GM 350-4
SwRI-5 IHC 345
SwRI-6 Ford 300
SwRI-7 GM 427
SwRI-8 IHC 304
Table II-A-3 (cont'd)
Major tune-up, timing chain and cam
gear and water pump and fuel pump
replaced, (carburetor rebuilt by
EG&G).
Major tune-up, timing chain and cam
gear and oil pan replaced.
Major tune-up, water pump, governor
and accelerator pump diaphragm re-
placed and carburetor rebuilt.
Major tune-up.
Major tune-up, timing chaing, cam
gear, oil pump, power valve take-off
and #3 valve lifter on liftbank re-
placed , (starter, distributor, fuel
pump and alternator belt replaced and
carburetor rebuilt by EG&G).
Major tune-up.
Major tune-up.
Major tune-up and fuel pump replaced.
Major tune-up and carburetor dis-
tributor, intake manifold and intake
valve on cylinder #6 replaced.
Major tune-up.
Major tune-up and carburetor replaced.
Major tune-up and carburetor and dis-
tributor replaced.
Major tune-up, distributor, governor
and intake and exhaust valve.
Major tune-up and carburetor rebuilt,
(vacuum advance unit replaced by EG&G)
* A major tune-up is defined as replacement and/or adjustment of
spark plugs, ignition wires, thermostat, distributor cap, points,
rotor, condenser, PCV valve, air filter, fuel filter, oil filter
and oil change. Other adjustments included timing, carburetor
idle, valve clearances, cylinder power balancing, and mechanical
and vaccum advance curves to OEM specifications.
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Tahle II-A-4
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
IHC 345
IHC 345
IHC 345
IHC 392
IRC 304
Dodge 318
Dodge 360
Dodge 413
Ford 330
Ford 360
Ford 361
Ford 361
Pord 300
Ford 390
Ford 390
Chev 292
Chev 350-4
Chev 350-4
Chev 350-4
Chev 350-4
Chev 350-2
Chev 350-2
Chev 350-4
Chev 350-2
CHC 427
Chev 454
Model
73
73
73
72
73
73
73
72
72
72
72
72
72
72
73
72
72
72
72
72
72
72
72
73
73
Baaeline
BLI-4
BLS-B
SvRI-19
BLE-17
SvRI-21
BLE-7
BLE-10
SwRI-15
BLE-1
BLE-5
BLE-2
SwRI-14
SwRI-20
BLE-1 4
BLE-1 9
BLE-9
BLE-1 1
BLE-1 2
BLE-1 3
BLE-1 6
BLE-1 8
BLE-21
SwRI-18
BLE-3
SwRI-17
SvRI-16
Mileage
91,506
62,931
63,690
122,406
37,601
68,094
42,696
56,168
35,050
71,297
93,202
17,278
94,587
79,116
92,094
48,484
91,098
77,096
99,861
84,080
51,681
49,511
22,039
98,181
98,739
35,810
Model
Number
1703H
1700
1600
1700
1210
D-200
D-200
N-300
F-500
F-250
F-750
F-600
F-600
F-250
F-250
C-20
C-20
C-20
C-20
C-20
C-50
C-50
P-Ser .
C-40
6500
C-30
Body Type
School bus
V.n
Van
School bus
Pick-up
Pick-up
Pick-up
Concord
Motor Hone
Stake truck
Pick-up
School bus
Stake truck
Stake truck
Pick-up
Pick-up
Pick-up
Pick-up
Pick-up
Pick-up
Pick-up
School bus
School bua
Step van
Van
Van
Van
Source
Alpena MI Sch.
(loan) (MI)
Uillett Nat'l
Leasing, Chicago
(ID
FJK Auto Parta
(MI)
Stockbridge Sch.
(MI)
Bruno's Auto Mart
(TX)
Herb's Used Cars
(IX)
A. Smith
(TX)
R. Brown
(MI)
UeaseHMI)
S. Forster
(TX)
Ann Arbor Sch.
(loan) (MI)
E & M Motor
Salea
(MI)
Claude Forget
(MI)
C. Valentine
(TX)
M. McAdams
(TX)
S.R. Sigler
(TX)
Bill Crouch
Chrysler,
Englewood
(CO)
C. Dake
(TX)
Braden Oil Co.
(TX)
E. Trainer
(TX)
Vasser Sch.
(loan) (MI)
Vasser Sch.
(loanXMI)
State of MI
(MI)
E & H Motors
(MI)
CMC Detroit
Truck Center
(MI)
8. Purdy
(MI)
Procurement
Method & Date
SCI 7-23-79
SCI 9-7-79
SCI 1-9-79
SCI 11-15-79
EG&G #611
4-10-79
EG&C #605
3-8-79
EG&C I486
1-15-79
SCI 4-30-79
SCI 4-25-79
EG&C #620
5-3-79
SCI 7-16-79
SCI 5-17-79
SCI 7-10-79
EG&C #635
6-18-79
EG&G #640
9-13-79
EG&G #628
6-8-79
EG&G #631
6-7-80
EG&G #642
10-11-79
EG&G #634
6-12-79
EG&G #629
6-8-79
SCI 11-26-79
SCI 12-12-79
SCI 4-23-79
SCI 5-17-79
SCI 7-25-79
SCI 4-30-79
Dispos it ion
of Test
Ensine/Veh.
Storage at EPA
Engine purchased
by IHC
Storage at EPA
•
Storage at EPA
•gent
agent
Returned to lease
agent
Storage at EPA
Returned to owner
Returned to lease
agent
Arbor Sch.
Storage at EPA
Storage at EPA
agent
Returned to lease
agent
agent
Returned to lease
agent
Returned to lease
agent
agent
agent
Storage at EPA
Storage at EPA
Damaged during theft
attempt. Storage at
EPA.
Storage at EPA
Engine destroyed
vhile on loan to
CM.
Storage at EPA
Average Mileage • A9.398
-------
-11-
The second procurement action was with EG&G Automotive
Research, Inc. of San Antonio, Texas. On July 26, 1978, Contract
No. 68-03-2683, Baseline Characterization of Emissions from Medium-
Duty Gasoline Vehicles Tested on a Chassis Dynamometer, was awarded
to EG&G. The primary purpose of this contract was to procure 1969
and 1972-73 light-duty trucks (LDTs) in the 6,001 to 8,500 pound
GVWR range and test them for emissions on a chassis dynamometer.
These vehicle emissions tests were used to establish the light-duty
truck HC, CO and NOx baselines necessary for setting the revised
HC, CO, and NOx emission standards for light-duty trucks. EG&G
procured 21 1969 LDTs and 25 1972-73 LDTs to establish these
baselines previously mentioned.
EG&G' s work for this contract is detailed in the contract
final report, (EPA-460/3-80-011) entitled "Procurement and Emis-
sions Testing of 1969 and 1972/73 Model Year Gasoline-Powered
Light-Duty Trucks, (6,001-8,500 Ibs. GVWR)."2/ EG&G completed all
work for this contract in November, 1980.
As part of the control work requirements EG&G was directed to
remove the engines from some of the LDTs, and mount them on
engine test stands so that they could be tested at MVEL or SwRI.
The specific engines to be tested as part of the heavy-duty base-
line program were chosen by the ECTD Project Officer. Considera-
tion was given to selecting the engines in the best overall mech-
anical condition.
In all, 11 engines from these 1972-73 LDTs were tested for
inclusion in the 1972-73 heavy-duty NOx baseline program. These
engines are listed below:
EG&G Vehicle
Engine Baseline Number Number
IHC 304 SwRI-21 611
Dodge 318 BLE-7 605
Dodge 360 BLE-10 486
Ford 360 BLE-5 620
Ford 390 BLE-14 635
Ford 390 BLE-19 640
Chev 292 BLE- 9 628
Chev 350-4 BLE-11 631
Chev 350-4 BLE-12 642
Chev 350-4 BLE-13 634
Chev 350-4 BLE-16 629
5. Problems Encountered
ECTD and its contractors made every effort to procure engines
which met the selection criteria. However, for some engines all
the selection criteria were not met. Due to time, budget, engine
availability, and sampling plan constraints, ECTD found it neces-
-------
-12-
sary to accept engines which had accumulated more than 80,000 miles
or required component replacement, or required more extensive
maintenance to bring them back to OEM configuration, (see Table
II-A-3). Also, the carburetors or distributors on some engines
either were replaced by new original equipment parts supplied by
the manufacturers or rebuilt to bring their performance charac-
teristics back to manufacturers specifications.
It should be noted that the first priority was given to
obtaining engines from heavy-duty vehicles. However, when procure-
ment of a particular engine was lagging, an engine from a light-
duty truck which had been leased by EG&G was chosen for the
heavy-duty baseline.
6. Result of Procurement Actions
ECTD's goal for this procurement task was to procure 25 to 30
1972-73 heavy-duty engines, in good mechanical condition, that
would be representative of 1973 heavy-duty gasoline production
engines. This goal was met satisfactorily. The 26 baseline
engines shown in Table II-A-4 are the result of the procurement
program. These engines represent 77 percent of the total 1973
gasoline heavy-duty sales and as shown in Table II-A-5 represent
a close adherence to the original sampling plan.
These baseline engines are a representative sample. For
example, the engines were obtained in four different geographic
areas (Michigan, Texas, Illinois, and Colorado) and were taken from
actual in-use vehicles. The average mileage accumulation was
69,398 miles and ranged from a low of 17,278 miles to a high of
122,406 miles. Finally, every effort was made to bring these
engines to as close to original configuration as possible through
pre-test maintenance and engine specification checks.
B. Engine Testing
1. Test Sites
The 1972-73 heavy-duty NOx baseline testing program was
undertaken primarily at EPA's Motor Vehicle Emissions Laboratory in
Ann Arbor, MI. Twenty-six engines were tested over the course of
eighteen months; eighteen were tested on one of ECTD's two trans-
ient dynamometers; the remaining eight engines were tested under
contract by the Southwest Research Institute (SwRl) in San Antonio,
TX.
ECTD testing utilized two test cells, which are adjacent but
separated by a twelve-foot-wide motor generator room. Each test
cell utilized its own double-ended dynamometer, water coolant
system, instrumentation, and ambient air handling-humidity condit-
ioning systems. Both cells were controlled by a single computer,
and emissions were measured using the same CFV/CVS unit.
-------
-13-
Table II-A-5
Actual Vehicles Tested vs. Sampling Plan
Manufacturer
Chrysler
(11.58%)
(total
required = 4)
Ford
(33.82%)
(total
required = 10)
GM
(37.02%)
(total
required = 11)
IH
(15.34%)
(total
required = 5)
Engine
440
413
361
318
400
360
225
330
360
361
390
391
300
477
534
460
350-2
350-4
366
427
454
292
345
392
304
478
549
% of
Market
5.67
3.42
0.83
0.71
0.47
0.24
0.24
7.89
7.56
7.51
4.23
3.02
2.15
0.57
0.54
0.35
12.02
10.67
7.56
3.19
2.64
0.94
9.02
4.53
0.73
0.71
0.35
Sampling
Target Range
1-2
1-2
0-1
0-1
0-1
0-1
0-1
2-3
2-3
2-3
1-2
0-1
0-1
0-1
0-1
0-1
3-4
3-4
2-3
0-1
0-1
0-1
2-3
1-2
0-1
0-1
0-1
Total required
30
Actual
Engines Tested
1
1
1
3
5
1
1
1
3
1
1
Total tested = 26
of total heavy-duty sales represented by 26 vehicles tested
77.45%.
-------
-14-
Under contract by ECTD, SwRI developed for the 1969 heavy-duty
engine baseline program, engine dynamometer test cells capable of
transient operation. This transient capability was utilized for
this 1972-73 NOx baseline program.
2. Test Procedure
Testing for the 1972-73 baseline program involved three
separate test procedures; the transient test procedure (Reference
40 CFR, Part 86, Subpart N), the 9-mode FTP (Reference 40 CFR, Part
86, Subpart D), and an idle test procedure (Reference 40 CFR, Part
86, Subpart P). At least two valid tests for each test procedure
were desired for each engine with the exception of engines tested
at SwRI. No idle mode tests were conducted on engines tested at
SwRI.
3. Transient Engine Dynamometer Control System
The transient control system used in the baseline program
was a digital/analog hybrid, employing closed-loop analog speed
control and closed-loop analog torque control, (see Figure 1).
A digital cassette recorder served as a source of continual command
signals, and also recorded speed/load feedback signals from the
engine on a separate cassette tape. The digital command signals
from the cassette keyboard were converted to analog control vol-
tages within a Texas Instruments 960B Computer. The TI 960B was
programmed for several tasks, the most important of which were
transient engine control for emission testing (Task D), and manual
steady-state engine control through the keyboard for system
calibration (Task A). The analog control circuitry and the
digital/analog interfacing were designed by Labeco, Inc. of
Mooresville, Indiana.
Test cell hardware included General Electric motoring dynamo-
meters and their associated G.E. control circuitry, which comprised
the major portion of the speed loop of the control system. The
speed control circuitry, was a simple closed-loop system employing
proportional control (i.e., dynamometer speed was a linear function
of command voltage), with a proportional feedback loop allowing for
the generation of compensatory error voltages.
The torque control circuitry was similar in strategy to the
speed control circuitry, i.e., both were error-based systems.
Actual engine load was measured by a torque meter (torsional strain
gauge type with slip rings) mounted in line in the driveshaft
between dynamometer and engine.
Calibration of the system consisted of operating the engine
in a task A mode, calibrating the feedback levels and then the
throttle input circuits through typed in commands at the computer
keyboard. The throttle control circuitry had three calibration
controls: 1) "gain adjust" for torque command/feedback resolution,
2) "zero adjust" to set the zero point and, 3) "rate adjust" for
-------
SPEED COMMAND
SPEED FEEDBACK
SPEED
FEEDB
DYNAMOMETER
SPEED
DIFFERENTIAL
AMPLIFIER
SPEED COMMAND
TORQUE COMMAND
TORQUE
ERROR
TORQUE
DIFFERENTIAL
AMPLIFIER
REFERENCI
(COMMAND)
TAPE
FEED-
BACK
TAPE
THROTTLE I
CONTROL—j£_
SERVO
MOTOR
TORQUE
TRANSDUCER
SIGNAL
COINDXTIONER
TORQUE
FEEBACK
SHAFT
TORQUE
TR/vNSDUCER
I/O
KEYBOARD
[ MINICOMPUTHR
i TI 960B |
EXTERNAL
CALIBRATION
CONTROL PROCESSING
SYSTEM
)iCTD MODIFIED DYNAMOMETER/ENGINE CONTROLLER
1
-------
-16-
overshoot control on large error signals. Specific calibration
settings were unique to each engine (reflecting unique throttle/
load characteristics and varying impedances between the test
cells.) At any given time during production testing, one cali-
brated engine was present in each test cell, allowing two cold
start transient tests per day. (The remaining space in each cell
was reserved for engine buildup and preparation). Calibration
settings for each engine were recorded to alleviate the need for
recalibration when automatic control was switched from one cell to
the other.
Following calibration, the engine was mapped under automatic
control and a transient cycle command tape was generated. This
tape controlled the engine throughout the transient test; feedback
data for cycle performance statistical validation were recorded on
a separate tape and analyzed after the test.
The transient test began by manually cranking the engine with
the starter motor (dynamometer off). Emission sampling began
simultaneously with cranking. Upon ignition, the operator was
permitted to manipulate the throttle as necessary to preclude
stalling. If stalling did occur, or the engine refused to start
the contingency procedure was followed. Between ignition and
fifteen seconds into the test, the dynamometer, preset to run at
engine idle speed, was engaged. Fifteen seconds into the test
(referred to as "lag" time), the computer took control of the
engine. The first non-idle point in the test occurred at the
twenty-four second mark and the transient portion of the cycle
began. At the conclusion of the cold cycle the computer auto-
matically returned control to the operator console, at which point
the engine was shut down for the soak period. The hot cycle
procedure was identical to the cold. (The emissions were sampled
according to the schedule presented in Table II-B-1.)
During the analysis of the transient feedback tape, 9-mode and
idle testing were performed under completely manual control.
Following final validation of all test results, the engine was
removed from the test cell.
Throughout the baseline program the engines were run in
"speed control" mode, as described above. This was in contrast to
"torque control" mode, in which the dynamometer directly controlled
engine torque, while the throttle control equipment controlled
engine speed. The ECTD system was capable of operating in either
mode, and early in the baseline program, controller performance in
each mode was analyzed. Based upon the high void rates associated
with "torque control" mode due to the lack of cold engine drivea-
bility in the early moments of a cold start (resulting in stalled
engines and voided tests) the decision was made to operate in
"speed control" for the baseline program. The dynamometer control-
led engine speed during momentary stumbles at the cold start,
precluding stalling of the engine and substantially reducing the
likelihood of a void test.
-------
-17-
Time
After Ignition
(seconds)
0
1 - 14
15
25
272
579
895
1167
1169 +2
Table II-B-1
Transient Emission
Sampling Schedule (Cold Cycle) I/
Event
- Cranking of engine/begin bag
1 sampling
- Ignition (times started)
- Dynamometer engaged
- Automatic control engaged
- First non-idle cycle command
- Bag 1 ends/bag 2 begins
- Bag 2 ends/bag 3 begins
- Bag 3 ends/bag 4 begins
- Bag 4 ends
- Computer to manual mode
- Engine off - 20 minute soak begins
I/ Hot cycle is identical, following twenty-minute soak.
-------
-18-
When compared to the SwRI control system the ECTD control
system differed in support instrumentation. The basic control
system technology technique was similar. SwRI, also ran in the
speed control mode.
The error-based throttle control strategy of the ECTD system
was implemented during the initial tests conducted for the 1972-73
baseline emission levels. Previously (the 1969 baseline) a pre-
position throttle control system was used, but due to the calibra-
tion difficulty experienced and inability to comply with the
regression statistics, the system was modified to an error-based
system. The error-based system proved to be a substantial improve-
ment over the old preposition system with the statistical void
rate decreasing from 40 percent (1969 baseline) to 15 percent
(1972-73 baseline void rates after new system implementation).
4. Engine Preparation and Instrumentation
Engines tested at MVEL arrived from two sources: private
contractors and in-house procurements. Engines obtained through
in-house procurements were removed from the vehicles and mounted
upon test stands; those engines originating from contractors
arrived in test-ready configuration. In both cases, the engines
were set up for testing according to MSAPC Advisory Circular No.
22A (April 3, 1973)._3_/
The standard engine test configuration consisted of the
engine's flywheel bolted to a torquemeter-equipped rubber-softened
4_/ driveshaft (Dana-Spicer) coupled to the dynamometer. The engine
was isolated from its mountings by shock-absorbing rubber mounts
(usually OEM vehicle mounts). The throttle actuator stands were
bolted to the dynamometer bed plate and to the engine itself by
means of a rigid cross bar. (Accurate transient control of the
throttle was difficult unless the actuator motor and the engine
were rigidly fixed to one another.) The throttle servo motors were
clutch driven with internal position feedback potentiometers. The
actuator arms were connected to the throttle linkages by either
ball chain or wire cable such that full travel of the actuator arm
(approximately 60°) resulted in wide-open throttle.
The engine coolant water was circulated through a heat-
exchanging water cooling system; the system temperature control was
set such that coolant water to the engine was a minimum of 20°F
below engine thermostat temperature. A portable fan was directed
at the front of the engine during the test, but was shut off
during the hot soak periods.
Exact duplication of the in-vehicle exhaust system involved
practical difficulties arising from the location of the dynamome-
ter. Where necessary, the standard exhaust systems were bent to
clear the dyno and other obstructions (e.g., the control instru-
mentation boom). Bends were kept to a minimum to eliminate back-
pressure variations. Harmon flanges were welded to the end of the
-------
-19-
exhaust system for attachment of flexible convoluted piping for
transport of the raw exhaust to the CVS inlet, to which the piping
was rigidly attached. Inlet depression at the CVS was kept within
prescribed specifications.
In addition to the tune-ups performed by the procurement
contractor, all engines were tuned and adjusted by ECTD personnel
to manufacturer's recommended specifications prior to mapping and
testing. The tune-up specifications used were those published in
the manufacturer's applicable service manuals or obtained directly
from the manufacturers. In the interest of accuracy, a number of
carburetors and distributors were checked and adjusted by the
manufacturers at their own facilities. Every attempt was made to
meet the recommended specifications, and this was accomplished in
the vast majority of cases. Three engines which were procured but
could not be brought to manufacturer specifications were ultimately
dropped from the baseline program.
The tune-up procedure involved verification of engine perform-
ance. Distributor advance curves and dwell variation were checked
on an Allen distributor tester (distributor removed from the
engine). With the engine running on the dynamometer, a Sun Model
2001 engine performance tester was used to check mechanical and
vacuum advance curves and dwell variations. The same instrument
was used in the adjustment of idle HC and CO, along with the
carburetor/cylinder balancing adjustment and the carburetor power
valve check.
After all mechanical specifications were checked, calibration
of the engine/control system was performed, and the engine mapping
procedure began.
A summary of the equipment used is presented in Table II-B-2.
5. Emission Sampling System
Emissions were sampled using the CFV-CVS bag technique.
Dilution factors for the transient and 9-mode FTP's were deter-
mined using an average air/fuel ratio of 13.4, dilution factor for
the idle test by using a raw CO^ analyzer. (The calculations
were performed according to the appropriate Federal Register).
Sample bags were analyzed at an analyzer site using the
following equipment:
Gas Instrument EPA No.
HC Beckman Model 400 (40% H /60% He Fuel) 086985
C0(0-1000 ppm) Bendix Model 8501-5MB 109724
-------
-20-
Table II-B-2
Instrumentation Summary
Instrument Purpose/Specifications
General Electric Direct Absorbing, 380 HP, 400 ft. Ib,
Current Dynamometer Motoring: 360 HP, 375 ft. Ib,
Base Speed: 5,000 RPM
Frame Size: TLF 3644-F
Lebow Torquemeter Model #1228H (5,000 in-lbs.
0-5,000 RPM)
Model #1228 (10,000 in-lbs.
0-5,000 RPM)
Lebow Torque Signal Model #7535
Conditioner and Indicator
CVS Unit (Philco-Ford) CFV Type, 3,000 SCFM Capacity,
(now by Horiba) (Reduced to 1,500)
Labeco Controller
Texas Instrument 960B
Computer with Silent 700
ASR Data Terminal
LABECO Control Console
Control Equipment
-------
-21-
Gas Instrument EPA No.
CO (0-50,000 ppm) MSA Model 202 109961
C02 MSA Model 202 109952
NOx TECO Serial #CT-M-1063-29 109723
Series 10
CH4 Bendix Model 8205 038333
Raw C02 measurements for the idle test were taken on an
MSA Model 202 (EPA #109949) analyzer (0-14%, with ice bath).
Maintenance and calibration checks of the equipment were
performed regularly. Both propane injections and an Easttech
Vortex shedding flowmeter were used on a weekly basis to check
calibration on the CFV-CVS flow.
Emissions collected in the test cells were analyzed at EPA
analyzer train A009, located 200 feet down the hall. The maximum
delay between sample collection and sample analysis was twenty
minutes.
The sampling timetable used during a transient test is pre-
sented in Table II-B-1.
6. Void Rates/Repeatability
A summary of the baseline program's void rates and the emis-
sion repeatability of valid transient tests is presented below in
Tables II-B-3 and II-B-4.
Void rates for the entire program were high (over 50 percent).
This high percentage is attributed to the excessive statistical
void rate before the implementation of the error-based torque
control system and to the higher experimental void rates associated
with the use of older engines. Experimental void rates of this
magnitude would not occur with new engines.
The baseline emission repeatability was good with the average
coefficient of emission variation for the entire baseline program
at 6.3 percent. The range of the coefficient of variation was 0.5
percent to 16 percent.
III. NOx Emission Standard Derivation
The 1977 Amendments to the Clean Air Act specified that a 75
percent reduction from the uncontrolled NOx basleine shall repre-
sent the new standard. The baseline average value used by EPA in
this calculation was a sales-weighted average, so as to reflect the
on-road fleet average and not simply the arithmetic mean of the
sample.
Calculation of sales weightings for the baseline fleet was
complicated by the inclusion of two model years. For the purpose
-------
-22-
Table II-B-3
1972/73 Baseline Void Rates at MVEL
Total Void Tests Total
Engine Tests _!_/ Statistical 2] Experimental _3_/ Void Rate
1. Ford 330 6 3 - 50%
2. Ford 361 24 18 3 87.5%
3. GM 350-2 13 1 9 76.9%
4. IHC 345 7 2 1 42.9%
5. Ford 360 8 4/ 5 62.5%
6. Chrysler 318 3 - - 0%
7. IHC 345 5 - 2 40%
8. GM 292 3 - 1 33.3%
9. Chrysler 360 4 - 1 25%
10. GM 350-4 41 - 25%
11. GM 350-4 7 1 2 42.9%
12. GM 350-4 41 - 25%
13. Ford 390 3 1 - 33.3%
14. GM 350-4 61 1 33.3%
15. IHC 392 6 - 1 16.7%
16. GM 350-2 3 - - 0%
17- Ford 390 7 2 3 71.4%
18. GM 350-2 5_ _2_ _- 40%
Total 118 33 29 52.5%
I/ Cold start transient tests intended for baseline data (ex-
cluding all correlation and parameter sensitivity tests).
2j Statistically Void: exceeding the cycle performance
regression tolerances given in 40 CFR Part 86, Subpart N.
_3_/ Experimentally Void: engine or equipment malfunction,
operator error, etc.
4_/ Starting with engine 5, all subsequent engines were run
completely on the new error-based torque control system. Note the
decrease in the statistical void rate.
-------
-23-
Table II-B-4
1972-73 Baseline Repeatability
Valid Tests
Engine
1. Ford 330
2. Ford 361
3. GM 350 -2
4. IHC 345
5. Ford 360
6. Chrysler 318
7. IHC 345
8. GM 292
9. Chrysler 360
10. GM 350 -4
11. GM 350 -4
12. GM 350 -4
13. Ford 390
14. GM 350 -4
15. IHC 392
16. GM 350 -2
17. Ford 390
18. GM 350 -2
19. Ford 300 2/
20. Ford 361
21. GM 350 -4
22. IHC 345
23. Chrysler 413
24. GM 454
25. IHC 304
26. GM 427
Mean baseline
coefficient of variation
Coefficient of Variation (%)j_/
NOx
3
3
3
4
3
3
3
2
3
3
4
3
2
4
5
3
2
3
2
3
2
2
2
2
2
2
2.3
10.5
4.4
2.7
4.0
9.2
4.0
11.2
3.5
16.0
10.2
10.7
8.5
4.3
6.8
3.5
4.6
4.3
7.6
6.5
2.0
7.0
5.8
0.5
7.0
6.5
6.3
I/ Coefficient of variation = 100% (standard deviation/mean).
2/ Engines #19-26 tested at Southwest Research Institute, all
"others tested at EPA.
-------
-24-
of standard derivation, only sales-weighting from the 1973 model
year were used. (1973 was the original baseline year; several 1972
model year engines were used, however, so as not to penalize the
manufacturers who instituted NOx control in their 1973 engines.)
Table III-A-1 lists the sales and sales-weighting data used in the
standard derivation.
Based upon the data collected from this program, the baseline
sales-weighted average of NOx emissions from 1972-73 heavy-duty
gasoline engines is 6.8 g/BHP-hr. The 75 percent reduction from
this baseline results in a 1.7 g/BHP-hr standard, or tabulated in
Table III-A-2.
The computer print out sheets which follow give a summary of
the test results for each engine tested. These results are sum-
marized in the four tables which follow the printouts.
-------
-25-
Table III-A-1
1973 Sales Weighting*
# of
Engines Percent
Manufacturer Engine Tested of Sales
Chrysler
225
318
360
361
400
413
440
0
1
1
0
0
1
0
0.2
0.7
0.2
0.8
0.5
3.4
5.7
Sales-
weighting
percent per
engine
family**
0
.906
.259
0
0
4.40
0
Sales-
weighting
percent per
engine tested
0
.906
.259
0
0
4.40
0
Ford
GM
IHC
300
330
360
361
390
391
460
477
534
292
350-2
350-4
366
427
454
304
345
392
476
549
1
1
1
2
2
0
0
0
0
1
3
5
0
1
1
1
3
1
0
0
2.1
7.9
7.6
7.5
4.2
3.0
0.4
0.6
0.5
0.9
12.0
10.7
7.6
3.2
2.6
0.8
9.0
4.5
0.7
0.4
2.72
10.22
9.83
9.70
5.43
0
0
0
0
1.16
15.52
13.84
0
4.14
3.36
1.03
11.64
5.82
0
0
2.72
10.22
9.83
4.85
2.72
0
0
0
0
1.16
5.17
2.77
0
4.14
3.36
1.03
3.88
5.82
0
0
* Does not total to 100 percent due to miscellaneous sales from all
manufacturers which were too small to consider.
** Corrected to total 100 percent when all engines in the baseline are
included.
-------
-26-
Table III-A-2
1972-73 Baseline Emissions
Sales -Weigh ting
1.
2.
3.
4.
5.
6.
7.
8.
9.
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
75
Engine
Ford 330
Ford 361
GM 350-2
IHC 345
Ford 360
Chrysler 318
IHC 345
GM 292
Chrysler 360
. GM 350-4
. GM 350-4
. GM 350-4
. Ford 390
. GM 350-4
. IHC 392
. GM 350-2
. Ford 390
. GM 350-2
. Ford 300
. Ford 361
. GM 350-4
. IHC 345
. Chrylser 413
. GM 427
. IHC 304
. GM 454-4
Total:
percent reduction:
Factor
.11034
.05237
.05587
.04190
.10615
.00978
.04190
.01257
.00279
.01397
.01397
.01397
.02933
.01397
.06285
.05587
.02933
.05587
.02933
.05237
.01397
.04190
.04749
.04469
.01117
.03631
NOx
Emissions
8.39
6.98
6.45
5.89
7.55
10.81
9.86
7.88
6.38
6.87
5.51
7.84
6.28
5.68
6.21
6.99
7.97
5.85
8.65
4.66
6.26
4.86
5.34
8.09
5.78
4.57
Sales-Weighted
NOx
.926
.366
.360
.247
.801
.106
.413
.099
.018
.096
.077
.110
.184
.079
.390
.390
.234
.327
.254
.244
.087
.204
.254
.362
.065
.166
6.86
1.714
-------
-27-
References
y EPA Report, "1969 Heavy-Duty Engine Baseline Program and 1983
Emission Standards Development", May, 1979, Timothy P. Cox,
Glenn W. Passavant, and Larry D. Ragsdale, is available
through NTIS (PB 80120678) and in public docket OMSAPC 78-4.
2J EPA Report, "Procurement and Emissions Testing of 1969 and
1972/73 Model Year Gasoline-Powered Light-Duty Trucks",
(6,001-8,500 Ibs. GVWR) is available in public docket A-80-31
and will soon be available through NTIS.
_3y The only exception to A/C 22A procedure was that engines were
not equipped witb clutch assembles; driveshafts were bolted
directly to the flywheel by means of an adapter plate.
4y Driveshafts used at EPA were rubber-softened to alleviate the
possibility of resonant torsional vibrations. SwRI used solid
steel shafts with no apparent difficulties.
-------
-28-
V. Emission Results
26 Baseline Engines
and Summary Tables
-------
HEAVY UUTY ENulNE TRANSIENT EMISSIONS Si.MMAPY — 19/2 H4SEL1NE ENGINE(S)
MFr,« 30 CIO: 330 ENG:
AlK> 27. 1980
F330 72HLE-1 0 330 1 COMVFNTS: 1972 BLF-1
ILSl CQ0.1!iG. _dC to.
800381 PLT 0101
800387 PLT
800382 HLT
800413 HLT
8004-14 HLT
800415 F-LT
«»« ME AM:
5TD.DEV. :
STD.OEv/MEANl
V.73
5.b6
5.38
5.23
4.39
^.75
4.7s
0.425
0.0«9
90
74
74
73
75
75
/4
1.
0.
. J<*
.96
.30
.U5
.ul
. /4
.60
3v 1
019
ENGINE
I" 270 159™
»»» UK«."!i / BnK-M>/ "
8.3b 0
9.2J 0
9.2b
8.5.1 0
8.18 0
8.48
8.39 o
0.192 0.
0.023 0.
.43 9
.32 5
.32 4
.26 4
.29 4
040 0.
137 0.
.30
.3'*
.^2
.13
.52
560
124
3.73
3. hi
3.27
3.44
0.240
0.0/0
XXXXAXXXXXAXXXXXXXXX COM T I i'JUa T I OM
ILSI— COUINjj__
800181 RLT 0101
8003H7 «LT
800TH2 RLT
800413 OLT
800414 f'LT
800415 HLT
«•• MEANS
STD.DEV. 1
STOEV/MEAN:
••« FOR OISP
»
1.
125
112
110
117
121
121
120
2.
0.
a
»
U
.65
.21
.56
.07
.V7
.00
.01
597
022
s
-------
1-EftVY ,inlTY E. NO INK. TWANS1FMT EMISSIONS SUMMARY — 197? liASf.LINE
MFC,: 30 CIO: 361
IL5I CQQJJlij
H00431 MLT 02
H o o 4 3 2 MLT
8004 )3 PLT
800437 HLT
800440 ULT
800 44? -J L T
HO 04 4') MLT
800446 ML r
800447 MLT
800450 ^LT
HO 04 si PLT
800453 HLT
80 04S6 MLT
800447 PLT
800634 RLT
«»» "EAN:
STD.DEV. :
STO.DEV/MEAN:
O O O 4
13.79
13. Ib
13.21*
21 .46
1 U . 1 3
b. 9.4
11.09
10.13
a. 16
1 0 .44
1 U .0 1
1 1 .nd
12.96
12.79
12.90
11. ^7
j.1/4
0. 102
OIK- 2
7. 19BO
tNO: F361 72HLF-2 0 361 1 COMMENTS: 1972 HLE-2
Of)44OO0O40 f i L
194.17 6.79
192 .Hfl 7. 7b
20 / . 75 b.80
199.23 6.01
206.33 6.11
2n4. 76 6. 2b
199. 12 7.21
197.70 7.67
128.43 6.49
20b.rl4 6.21
210. no 7.11
189.71 7.68
198.33 7 .? 3
2U5.27 7. Ob
193.44 4.49
200. b2 6.98
9 . 4 H 8 0 . 7 J 4
0.047 0.1 Ob
* « o • *
ENGINE
kj /» o r rm cr u A w T r\ LJ m i c LIAV u D 01 DATPn DOM
A^5 / BHP — Hi? ww
tlF.ItU_NQN.ztl UU
3
3
3
?
3
^
3
3
3
2
)
4
3
3
0.79 12.12 2
0 < 0 0.0 3
0.0 0.0 0 .
0.0 0.0 0.
AXXXAAX AAXXXXXAXXXXX COfJTINUAT
IESL CQlilNJi
800431 PLT 02
8G0432 MLT
8004 It «LT
800^37 PLT
800440 MLT
80044^ ML T
Ho04<»3 H. T
800 <.46 PL r
800447 MLT
8 o o « 5 o HLT
800451 MLT
800453 PLT
800456 HLT
8ooa57 MLT
B00634 F'LT
»«» MEAN:
STO.OEV. I
STD.DEV/MEAN:
ac_
Ib.M
lb. 74
1 7 .44
29. 1 6
13. 73
12.15
14.47
1 •* . o 7
14.24
1 J.94
12.^0
lb.4l
16.89
16. b3
17. 65
15.29
1 .295
0. 045
t'J _ _UQi
2J4. 14 rt. 18
2*9.22 10.04
273.72 8.96
270.^9 8.17
279.59 8.35
277.08 8.46
249.94 9.41
246. (h 9.96
224.31 11.32
273. b4 8.22
269.31 9.09
263.05 10.68
25(3.44 9.43
2r>4.2'i 9.11
264. b3 6.14
26/.b7 9.3J
b.321 1.247
0.020 0.134
1 1 U K A •*! r) / *
4.
4.
4.
3.
4 .
3.
4.
4.
4.
3.
4.
5.
4.
4.
1.07716.476 ?.
0.0 U.O 4
0.0 0.0 1.
0.0 0.0 0.
.47
.41
.46
.44
. 12
.4^
. 79
.76
. 1H
.44
.57
.05
.Ml
.15
."7
.22
804
240
I UN
FUEL
300
422
Shi
374
224
279
9<« (
hn H
4^6
237
560
636
688
071
833
.31
218
282
0«»0»»i.»«»0»
3.^2
4.34
3.34
3.53
3.05
3.-O
3.4?
3.91
3.31
3.76
3. 54
3.63
3.64
3.90
2.42
3. 76 0.0
0.137 0.0
0.036 0.0
OF TEST OATA
^""""ea^x
3.841
4.617
4.398
4. 795
4.129
5. 1 45
4 .456
5.077
5.778
4.978
4.527
5.042
4. 744
5.037
3.311
5.02 0.0
0.036 0.0
0.007 0.0
1
ou'Wttottwow-ufl'-tttfyW' 0 W A M S
HC CO NO* METtU_
21.00 297.24 10. 34
18.79 297.^4 U .99
20.25 31 7.74 10.40
36.56 339.37 10.24
17. 76 361 .60 10.40
15.77 359.64 10.99
17. 34 311.51 1 1 .?7
16.77 30^.08 11.87
IS. 35 241.M4 12.21
16.97 333.03 10.00
16.02 337.03 11.37
16.58 283.82 1 1 .49
18.85 2H8.54 10.53
18.65 299.3" 10.28
20.74 310.88 7.22 1.27
17.40 305.34 10.59 0.0
1.100 25.164 0.792 0.0
0.063 O.OH2 0.075 0.0
XXXXAXXXXXXXXXXXXXXX
ijrLi~*i TnTAI DfT
l*.3rC3 TIMAL PCI
0.830 10.987 -12.55
0.772 19.74(» -8.88
0.749 19.563 -9.90
0.736 22.1S8 2.05
0.738 22.386 3.10
0.739 22.446 3.4?
0. 766 20.005 -7.87
0.770 19.7'i4 -H.98
0.473 24.122 11.09
0.756 20.706 -4.64
0.782 20.535 -5.43
0.719 19.197 -11.59
0.767 18.496 -13.89
0.774 18.727 -13.75
0.731 '20.969 -3.43
0.750 19.54J -9.99
0.028 1.034 4.762
0.037 O.OS3
iu aao_j.u^i
272
»uu
uaa — ui_
157
— LAC1-1-L.U-
3743
1 1 rt f
NQN-u NQ yu? EA.S1
5.44
5.28
5.29
4.23
5.46
4.26
5.92
5.H?
5.98
3.94
5.71
6.06
S.23
4.59
19.47 3.33
0.0 4.86
0.0 1.086
0.0 0.223
4
6
5
6
5
6
5
6
6
6
5
5
5
5
3
5
0.
0.
.91
. 71
.11
.01
. 34
.73
.35
.05
. ?3
.06
.67
.42
.29
.69
.«9
.72 0.0
321 0.0
056 0.0
4.90
5.20
4.30
4.90
4.80
4.40
5.20
5.20
5.70
5.10
4.90
5.70
5.50
5.50
5.30
. '.} L. '. 1
n T c o
I) 1 5P
CQQE
X
X
X
X
X
X
X
X
X
b
X
B
X
B
X
5.43 N= 3
0.306
0.056
1 t ^ 1 r-i/*r* [) | ^tt*
S1IE CODE CODE
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
X
X
X
X
X
X
X
X
X
H
X
H
X
H
1 X
N=> 3
••• FOH 01SP CODE! « = VALID k M = VALID °°»
GCiGG A
SSSS 00000 L
III
N EEEEE
-------
HEAVY ,UUTY tNGI^K TRANSIENT EMISSIONS SUMMARY — 1972 I3ASELINF. ENGINE IS)
MFG« 40 CIO: 350
««»«»•«* ««»«««««
800459 HI.T 03
800454 PLT
800459 BLT
800464
800465
800^*68 HLT
800471
800485
800497
800499 RLT
«»« MEAN:
STD.OEV. :
STO.DeV/MLAN!
AI1G 27. 19HO
50 ENGS GM350 72RLE-3
0
350
2Ci
COMMENTS:
_HC LQ iio.i_
*
3.03
6.07
4.32
b.89
8.38
1 3.89
7.13
7.96
15.74
7.13
7.40
0 . 4 d 0
0.065
137. Ul
94. (JO
141 . J9
Ittb. 73
124.74
12b.b6
103.26
11 1.00
lb/. 76
124.82
113.23
10.8 7!
4.06
6.43
15.83
13.08
24.17
11.49
1 1 .49
0.0
0.0
5.29
4.86
3.95
4.60
5.15
4.17
4.21
4.60
5.47
4.59
4.47
0.222
0.050
2.62
7.70
6.62
3.P4
5.51
7.02
7.06
6.89
5.05
6.17
6.71 0.0
0.472 0.0
0.070 0.0
5.30
6.20
5.40
4. HO
5.50
5.40
5.50
5.50
4.90
5.30
5.43
0.116
0.021
X
X
X
X
X
X
rt
e
X
8
M= 3
XXXXAAXAXXXXXXXXXXXX CONTINUATION OF TL5T DATA XXXXXXXXXXXXXXXXXXXX
IF SI C.O_DJ.N£ HC CO N0«, METH. NON-1 NO
800458 "LT 03
800454 HLT
800^59 HL r
800^64 PLT
800^65 HLT
000468 PLT
800471 RLT
800485 HLT
800447 f'LT
800449 RLT
•«« MEAN:
STO.OEV. :
STD.DtV/MEAN:
••« FOR DISP
4.18
V.bH
6.^1
1 J.33
12. -48
18.66
11.08
12.U6
20.34
10.12
11.25
0.733
0.065
CODE*
188
1<*V
^04
279
1M5
181
160
169
21b
I8b
171
12.
0.
b
.73
.42
.46
.45
.62
. 70
.bO
. 10
. 75
.03
.91
948
075
=
b. 75
12. 5t
9.2 /
6.62
9.48
9.7<»
1 (1 . 1 0
10.16
8.38
9.16
9.81
U.563
0.057
VALID *.
0.719 3.4bO
0.770 5.6J6
1 .061 12.270
0.8471 I.b31
1 .09019.245
0.836 9.785
0«84 9.79
0,0 0.0
0.0 0.0
M = VALID
GGGG
r.
G GG A
4.511
4.8S2
3.467
3.5*2
4.5b3
3.631
3.773
4 .067
4.359
3.406
3.92
0.147
0.038
000
A
A A
A
G G AAAAA
GGGG A
A
2.237
7.641
5.804
3.055
4.499
6.111
t-.3?8
6.045
4.023
5.252
5.89 0.0
0.566 0.0
0.096 0.0
SSSS 00000
S 00
SSS 0 0
S 0 0
SSSS 00000
BSfC"
0
0
0
0
0
0
0
0
0
0
0
0
0
L
L
L
L
.72*,
.627
.6 7S
.667
.b72
.b91
.b43
.hbO
.774
.671
.658
.014
.022
LLLLL
TOTAL
2n.<*H8
2(1. 37h
21.110
24.514
21 .645
21.287
22.105
21 .868
20.882
22.455
22.143
0.296
0.013
III
I
I
I
III
l-*i T
c. u o j \ LJ
-12. 73
-15. hi
-10.08
4.44
-7.59
-6.<*2
-2.83
-3.87
-8.20
-1.20
-2*66
1.298
-
N N EEEEE
NN N E
N N N EEEE
N NN E
N N EEEEE
TEST MAP DISP
LLLL
0
0
0
0
0
0
0
0
0
0
1
2
1
1
1
3
3
3
3
3
X
X
X
X
X
X
8
B
X
B
-------
HKAVY DUTY EMblNE TRANSIENT EMISSIONS SUMMAHY — 1973 BASELINE. ENGlNF. (S)
MFG: 270 CIO: 345 ENGi
IE.S.I QOJil^j
800474 RLT 04
800466 RLT
80oso i HLT
800S02 RLT
Hooso3 HLT
800506 ^LT
ooo MEAN:
STO.OEV. :
STD«OEV/MEAN:
HP P
v M _ 1*
4.50 110
4 . V 7 lib
6.26 114
4. /2 119
4.58 lllb
4. 73 111
5.07 112
0.796 5.
0.157 0 .
,
IHCV345 72BLE-4
.83
.bl
. 32
.15
.d9
.83
.80
519 0
049 0
5.61 0
5.25 0
5.87 0
6.116 0
5.68 0
5.95 0
5.89 0
.160 0.
.027 0 .
.43
.41
.49
.46
.42
.45
.46
027
054
XXXXXXXXXXAXXXXXXXXX
IESI CQD.1N£_
800474 "LT 04
800^66 PLT
HOOS01 «LT
800S02 ^LT
800S03 HLT
800S06 HLT
•o» MEAN:
STD.OEV. :
STD45 159
6.60 159
b.69 Ib8
6.62 16/
b.:>3 Ibl
6.61 Ibb
7.11 Ibb
1 .Obl 6.
0.148 0.
COOEJ u
.02
.90
.56
.11
.U6
.19
.23
700 0
042 0
8.05 0.
7.26 0.
e. is n.
8. bd 0.
8.11 0.
8.32 n.
8.27 0
.181 0.
.022 0.
617
567
67<»
651
602
63 i
«64
030
04S
5.
6.
8.
5.
5.
5.
6
1.
0.
AU
3.04
3.35
3.15
3.44
3.68
3.40 0.0
0.219 0.0
0 .Ob4 0.0
OF TEST OATA
LuttZI^elai
4.197
4.210
4.641
4.418
4.914
5.1 J5
4.78 0.0
0.314 0.0
0.066 0.0
1 COMMENTS: 1973 BLt- -4
F.NliINt
~ 255~ 147~ 3789
2 251 143 3739
3 24« 143 3702
HC. C9 MU< "^ETHi NUN-H. NO N.O_->
7.40 182.44 9.23 0.71 6.70 4.42 4.81
7.17 173. 8b 7.89 0.62 6.56 3.32 4.58
9.19 167. H) 8.^2 0.71 8.48 3.71 4.91
6.88 173.75 8.84 0.68 6.20 4.25 4.59
6.86 1S8.S7 8. 51 0.63 6.23 3.35 5.16
6.99 165. 2/ 8. HO 0.67 6.32 3.17 5.43
7.48 166.35 8.69 0.67 6.81 3.67 5.02
1.141 6.2L rLI
0.697 20.898 0.92
0.723 19.018 -5.54
0.721 18.470 -7.30
O.M3 1B.SH1 -6.75
0.701 19.022 -4.53
0.716 18.M4b -5.42
0.713 18.729 -6.00
0.009 0.251 1.257
0.012 0.013
EfiJil CPJ2£
5.4Q X
5.70 X
5.80 B
5.90 B
5.90 B
5.80 B
0.0 5.85 N= *
0.0 0.058
0.0 0.010
TpcT MAP nicD
1 C. -> 1 ™ •* r Ui ;>"
5J.1L CUIiEL £QU£
0 1 X
0 2 x
0 3 B
0 3 B
0 3 H
0 3 B
NX *
= VALID & M = VALID *»»
GGGG
(i
G
G
GG
G
' GGGG
A
A
A
A
A
AAAAA
A
A
SSSS 00000
S 00
SSS 0 0
S 0 0
SSSS 00000
L I I N N EEEEE
L NN N H
L N N N EEEE
L N NN E
LLLLL II N N EEEEE
-------
HEAVY purt ENGINK TRANSIENT EMISSIONS SUMMARY
Alii;
COMMENTS: 1978 HLE-5
X^S.X_» CQD L Dili
800700 RLT osoi
800698 *>LT
800707 RLT
800704 RLT
800703 RLT
«»o MEAN:
STD.DEV. :
STD«DEV/MEAN:
_dC L.C.Q; N.0.4. V
7.04 96.14 6.4t>
7.H9 Ul.bii 7.24
8.07 lnl.57 7. 84
«. 09 148. U6 6.12
8.71 143.75 7.55
8.22 138.94 7.55
0.431 6.540 0.299 0
0.052 0.047 0.040 0
E.lHt_uo_N.-:4 yu N.o_d_ P^lil
0443 6.61 2.96 3.50
0.53 7.31 2.45 4. HO
0.00 8.06 3.69 4.15
0.58 7.51 2.27 3.85
O.f-2 ft. 09 ?.71 4.84
0*40 7.H2 2.95 4.60 0.0
.345 0.44H O..6b4 0.384 0.0
.859 0.057 0.222 0.044 0.0
XXXXXXXXXXXXXXXXXXXX CONTINUATION OF TEST OATA
««oo»«««» A'tLIGHTEO GrfAMS / « FUEL »»««««««»«
ItSl C.QD.1M&. HC C.U tiO* vtlMA NON-M -ju '.jo/' PAKI
800700 RLT osoi
8oo«>98 MLT
800707 RLT
800704 RLT
800703 RLT
•«« MEAN:
STU.OEV. :
STO«DEV/MtAN:
«*» FOR OISP
12.48 174.01 11.46 0
1J.25 187. b9 10.33 0
10.79 lt>9.27 10.48 0
1U.-+2 191.04 7.8b 0
11.43 188.65 9.91 0
11.16 188.50 10.24
0.332 0.866 0.298 0
0*030 0.005 0.029 0
COOE: d = VALID (.
.75711.722 5.243 6.215
.82710.424 3.491 6.843
.744 9.67b 2.9211 4.961
.81510.613 3.5S9 6.352 v
0<55 1C.61 3.99 6.25 0.0
.471 0.179 O.H12 0.651 0.0
.858 0.017 0.203 0.104 0.0
M r VALID «»«
GGGG A SSSS 00000
G A A S 00
G GG A A SSS 0 0
G G AAAAA S 0 0
GGGG A A SSSS 00000
ENGINE
1~ 264 174
HC CQ N'JX. UtiHi N.QN-y _ NQ NO? UJPARI
12.70 177. lb 11.66 0.77 11.93 5.34 6.33
14.31 238. 4>» 13.14 1.05 13.25 4.44 8.70
14.24 249.91 13. "4 0.01 14.24 6.51 7.33
14.19 2M.31 10.74 1.01 13.18 1.98 6.76
IS. 43 254.65 13. 3H 1.10 14.33 4.80 8.57
14.66 247.68 13.45 0.72 13.94 5.25 8.20 0.0
0.666 8.314 0.3S6 0.615 0.600 1.106 0.7S6 0.0
0.046 O.O.V« 0.026 0.855 0.043 0.211 0.092 0.0
XXXXXXAXXXXXXXXXXXXX
HSFCt T!)T<\L PCT
0.564 23.S43 -2.5R
0.701 23.f43 -1.7S
O.V48 23.103 -4.40
0.776 22.830 -5.53
0.762 23.140 -4.25
0.737 23.329 -3.46
0.032 0.360 1.487
0.043 0.015
L III N N EEEEE
L I NN N E
L I N N N EEEE
L I N NN E
LLLLL III N N EEEEE
H BAIE.O__BEiJ
4462
MPG OISP
C2U.E
6.10 X
4.90 H
4.70 B
4.50 X
4.60 H
4.73 Ns 3
0.153
0.032
TEST MAP OISP
C.Q12& CQUE
X
H
H
X
H
33
-------
HEAVY DUTY t NO INK TwaNSitNT t.-'lSSIUNS
1972 rtASELlNt ENGINE (S)
MFG; 20 cio: 318 ENG:
IE.SI CQUlNji
H00604 HLT 0701
800608 WLT 0702
800615 HLT 0703
»•« ME AM:
STD.OEV. :
STD.DEV/MEAN:
318 7?«LF-7
H£ tQ
B.HI
b.^b
b.29
b.^6
0.?62
0»04f
7b
r*
bi
b.
0.
.67
.59
.09
3B2
102
O O i> ( i |-l ^
NQi ti
9.75
11. n
10.98
in. MI
0.991 0
0.092 0
'A C S
TO /
n.43 5
0.3^ 5
0.41 7
.037 6.
.090 0.
0
AIM' 2
7. 1980
318
tJ~il NO NO?
.38
.20
.93
477
816
;;1J
4.41
4.r>8
0.712
0. 152
XAAXXXXXXXXXXXXXXXXX CONT INUAT ION
IE.5I £QD_I±l£
800604 RLT 0701
800608 hLT 0702
800615 HLT 0703
««• MFANJ
STD.DEV. J
STD
.699 8.
.586 7.
/
ti~^
662
974
« r ur u
6.6b?
8. alb
5.62
6.55
6.13
0.471
0.0/7
1 ( O'1'.itNTS: 1972 HLF-7
ENGINE
T ?33 139
EAS1
0.0
0.0
o.o
OF TEST DflTA
_NQd_
9.048
9.5<«6
7.30310.784
0.64 12
.08010.
.124 0.
M = VAL
GGGG
G
G GG
G G
GGGG
.68
333
815
ID
A
7.^6
0.892
0.120
uoo
a
A A S
A
AAAAA
A
9.79
0.894
0.091
SSSS
SSS
S
A SSSS
0.0
0.0
0.0
00000
0 0
0 0
0 0
00000
Q.2H 14<..62 15.43 d.69 8.51 6.54 8.89
8. S3 120.29 17.91 0.58 7.95 8.39 9.52
8.47 121.06 17.58 7.10 10.48
8.73 128.66 16.97 0.63 12.46 7.34 9.63 0.0
0.406 13.812 1.347 0.07B10.168 0.949 O.bOl 0.0
0.04f< 0.108 0.079 0.13? 0.816 0.139 0.083 0.0
xxxxxxxxxxxxxxxxxxxx
^SFCw TOTAL ^CT
^nnp-yp titjP-tiii fLERli^
0.621 20.SM5 4.76
0.652 19.995 1.70
0.607 20.936 6.49
0.627 20.509 4.32
0.023 0.477 2.423
0.037 0.023
L III N N F.EEEE
L I NN N ' E
L I N N N EEEE
L I N NN f.
LLLLL III N N EEEEE
3861
MPT n i *io
"rl^ \.l I j"
6.30 R
6.30 H
6.30 H
6.27 N= 3
0.058
0.009
Silt CQQE £Q|
0 1 H
0 1 H
0 1 B
N= 3
-------
CVJTY EMGINE T«ANSIENT EMISSIONS SUMMARY — 1973
ENGINE (5)
»««ooooa «•«»•
MFGJ 270 CIOS
«»»»»•»• •««•»
TE.ST , CQQJLLS
800606 PLT oflol
600613 HLT 0802
800616 OUT
800623 HLT
»«« iuj£ AM !
STD.DEV. :
IE.SI CQC1K£_
800606 PLT OflOl
800613 HLT 0802
800616 RLT
800623 HLT
«•• MEAN:
STD.OEV. I
STD.DEV/^EAN:
OU(, */. 19HO
34b tNG: V34i 7?HLE-8 (I 345
HC_ CO NOX ME.IH. h|pN-'1 NO W>> P^BI
S.1H 81.53 7.36 0.39 4.79 3.16 4.2il
7.02 bV.VO* 9.4o 0.43 6.5i* 3.-*0 5.56
6.86 69.4V V.H8 0.42 6.43 4.67 5.21
6.42 bV.31 10.24 0.42 5.99
6.76 HV.b7 9.H6 0.43 6.34 4.£« 5.38'' 0.0
0.312 0.331 0.390 0.005 0.30H 0.540 0.243 0.0
0.046 0.004 0.040 0.012 0.04V 0.126 0.045 0.0
XXXXXXXXXXXXXXXXXXXX C()'lTINlJATI()^4 OF TEST DATA
V.tf* 145.34 13.12 O.r>99 8.538 5.6^9 7.494
10.88 13V. 37 14.67 0.67310.209 6.05'. h.614
10.93 l-«2.73 15.76 0.67810.256 7.445 8.314
9.V2 Utt.U4 15.83 0.657 9.^61
10.58 140. OS 15.42 0.67 9.91 6.75 8.46 0.0
0.5/3 2.434 0.650 0.011 0.562 0.983 0.212 0.0
0.054 0.017 0.042 0.016 0.057 0.146 0.025 0.0
j COMMENTS: 1V73 HLK-8
KNGJNK
oitoo » uoo « o «<»»(»•» GRAMS / MILE «««n»»oo»»«o»««» MPG OISP
9.iil 141. 11 12. «0 0.68 8.33 5.4V 7.31 IS..10 X
1?.27 157.15 16.54 0.76 11.51 6.63 9.71 5.50 B
11.80 154.02 17.01 0.73 11.07 fl.03 8.97 5.70 H
11.14 155.06 17.78 0.74 10.40 5.50 H
11.74 155.41 17.11 0.74 10.99 7.43 9.34 0.0 5.57 Ns 3
0.56H 1.611 0.6^6 0.015 0.559 0.849 0.523 0.0 0.116
0.04H 0.010 0.037 0.021 0.051 0.114 0.056 0.0 0.021
xxxxxxxxxxxxxxxxxxxx
HSKO TOT/iL ^CT TEST MAP OISP
(».b61 22.515 3.51 0 1 X
0.645 22.S69 3.76 0 1 H
d.627 22.245 2.27 0 1 H
0.647 22.J8V 2.93 0 1 H
0.640 22.401 2.9fl N« 3
0.011 0.163 0.746
0.017 0.007
••• FOR OISP CODE! b « VALID (. M r VALID •*«
(iGGG A SSSS 00000
G A A S 00
G GG A A SSS 0 0
G G AAAAA S 0 0
GGGG A A SSSS 00000
L 1 I N N 'EtEEE
L NN N E
L N N N EEEE
L N N,N E
LLLLL II N N EEEEE
-------
HtAV/Y VUUT r ENGINF TRANSIENT
1972
INff. ENOINK. (S)
MFT.J <,o CID: 2
800617 HLT 09
800630 RLT
••• MEAN:
STD.OF.V. :
STO.OEV/MEAN:
92 ENG:
oo
_ac _t
* . 18 bb
*.i>9 71
*.?* b9
0.30H J.
0.0*1 0.
Allt> 2/« 19HO
39? 73MLF-9 0 393
0 NO* M^TH, N.QIN-M |\|U N.O? PAKJ
.31 K.5I) 0.36 *.53 3.54 *.93
.BJ 7.2S n.3b *.33 3.21 *.o*
.U7 7. 8H 0<36 *.3H 3.39 *."*8 D . 0
9U* O.HM3 0.001 0.3116 0.2b* 0.616 0.0
0^7 0.113 0.00* 0.0*7 0.07H 0.1J8 0.0
XXXXXAXXXXXXXXXXXXXX CONTINUATION OF TtsT DMA
itsi C.QD_IN£ _
800617 PLT 09
800620 HLT
««« MEAN:
STD.DEV. »
STO.OEV/MEANS
«•• FOR DISP
b£ t
7.66 10*
7.16 111
7.*2 lOd
0.369 5.
0.050 0.
CODE I B
.27 13.37 0.568 7.113 5.63? 7.73*
.d9 11.30 0.565 6.593 *.997 6.301
.08 13.33 0.57 b.HS 5.31 7.03 0.0
393 l.*63 0.003 0.3b7 0.**9 1.01* 0.0
050 0.119 0.003 0.05* O.OH5 0.1** 0.0
= VALID t. M = VALID «««
GGGG A SSSS 00000
G A A S 0 O
G GO A A SSS 0 0
G G AAAAA S 0 0
GGGG A A SSSS 00000
1 COMMENTS: 1973 HU -9
EM&INF
1 331 130 J73S
HQ _£0. N.QX. MEJHi_yeN-M NQ N|S2? tAHI £QQ£
6.*3 8/.15 11.17 0.*7 5.9* *.71 6.*6 7.*0 B
6.0') 93. HI 9.*7 0.*7 5.53 *.19 5.2H 7.*0 B
6.31 90. *8 10.32 0.*7 5.73 *.*5 5.87 0.0 7.*0 N= 2
0.?97 *.709 1.302 0.000 0.290 0.368 0.83* 0.0 0.00*
0.0*H 0.052 0.116 0.001 0.051 0.083 0.1*2 0.0 0.001
xxxxxxxxxxxxxxxxxxxx
HSFC« TOTAL PCT TEST MAP DISP
^HHP-HP iiHP-Hrf E.HH12S LLIf. CllQE CQU£
0.636 17.060 -*.00 01 B
O.b*3 17.009 -*.39 0 1 R
0.639 17.03* -*.l* N= Z
0.00* 0.0*1 0.203
0.007 0.002
L III N N EEEEE
L I NN N E
L I N N N EEEE
L I N NN F.
LLLLL III N N' EEEEE
3C,
-------
HEAVY OUTY ENGINE TRANSIENT EMISSIONS SUMMAPY
AUO 27, 1980
1973 HASEI.INE ENGINE
«««»«•*« «»«««»«•
MFGt 20 CIO: 360
«»»«*«»» ««»»»«««
ENG: C360 72HLE-10 0 360
»ooo»oe«nnnnnnnnnt<>«
>a»««»»«»«»«a«««aa<><>
tlAi_bE •* BA1£U_3P±!
167 4183
MILE
!=M UQ 9,0.2
800638 RLT 1001
800647 HLT 1002
800648 RLT 1003
««« MEAN:
STO.OEV. :
STO.DEV/MEAN:
IE.5.I £QQ111G_
800638 RLT 1001
800647 PLT 1002
800648 RLT 1003
•«« MEAN:
.STO.OEV. :
STO.OEV/MEANt
••• FOR DISP
11.60 14<«
10.42 Ib2
12.43 138
11.46 I»
N.Q2_
4.567
4.57
0.0
o.o
SSSS
S
sss
S
SSSS
If Tf VT If IT tf TT
pj\ai
0.0
0.0
0.0
00000
0 0
0 0
0 0
00000
21 .^2 27:). 00 1
I^.b8 286.91 1
23.83 265. Ml 1
21 .78 275. ?4 1
2.129 10.731 0
0.098 0.039 0
XXXXXXXXXXXXXX
RSF'C« TOTAL
^HHP-HP BHP-Hfi
0
0
0
0
0
0
./Ob
.702
.675
.694
.017
.U24
L
L
1.
L
LLLLL
24.493
24.305
24.8Mb
24.561
0.296
0.012
III
I
I
I
III
2.53
1.67 1.45 18.12 5.65 6.03
2.05
2.DH 1.45 40.04 5.65 6.03
.431 0.0 0.0 0.0 0.0
.036 0.0 0.0 0.0 0.0
xxxxxx
PCT
. fciiiLQS
2.65
1.86
4.29
2.93
1.240
N N EEEEE
NN N E
N N N EEEE
N NN E
N N EEEEE
0.0
0.0
0.0
nisp
___ CODE
4.60
4.70
4.80.
H
B
B
4.70 N= 3
0.100
0.021
TEST MAP DISP
Slit CCD.E £QQE
0 1
0 1
0 1
H
8
B
-------
HEAVY UUIY t
MFC, I
IESI--
600^50
800646
800649
NGINt
TRANSIENT EMISSJIH5 SlIMMAKY
40 CIO: 350 LNG: G350 72MLE-11
CQ.Q1U6
RLT 1 1
RLT
RLT
«»« MEAN:
STD
.DEV. :
STD.OEV/MEAN1
bC_ LU
5.7V 9d.36
4.8<» VO./2
5.94 92.01
b . b 3 v J . / 0
0.595 4.U9U
0.1 Ori 0.044
5.73
6.97
7.92
6.H7
1 .09*
0.16U
"tlH^
0.45
0.45
0.45
0.001
0.00 3
XXXXXXXXXXXXXX XXXXXX
TEST
800650
800646
80064V
CQQiMfi
RLT 11
RLT
PLT
o«« MEAN:
STD
.DEV. «
STO«OEV/MEAN»
••• FOR OISP
_WC _LQ__
8 .Hb IbU . 39
7.06 132.24
8.43 130. bl
8.11 137.72
0.937 ll.Olb
0.115 0.080
CODE! b =
NQi
H. 7b
10. lt>
1 1.23
10.05
1.240
0.123
VALIU «.
L' U1^
A Mb 27» IVHO
0 3bO
4. t>> 3.31 3.66
5.49 .1.69 4.22
4.94 ).50 3.94 0.0
0.775 0.2^»< 0.402 0.0
0. 157 0.077 0. 102 0.0
CONTINUATION OF TE^T DATA
« 1972 rtASEUNE ENGINF(S)
4 COMMENTS: 1972 HLF-II
ENGINE
UQ-
H.9H
7.40
9.17
^.52
0.972
0.114
£Q N
15?
138
142
144
7.
0.
9 H
.51 in
.03 12
• 1
27
4 10
7 1.
05(1 0.
1 252 74H
.«»
.64 0.69 6.70 5.06 5.S8
.22 0.70 H.47 5.70 6.52
.58 0.69 7.58 5.38 6. Ob 0.0
671 0.007 1.252 0.453 0.665 0.0
15B 0.010 0.165 0.084 0.110 0.0
X
-------
HEAVY pUTY ENGINE THA.NSIENT t-ISSlUMS SUMMARY — 197? MASELINE F.NfilNF. 3 3.12
6.22 120.89 5.51 0*53 5.b9 2.52 2.99 0.0
0.235 17.107 0.560 0.054 0.194 0.305 0.365 0.0
0.038 0.142 0.102 0.101 0.034 0.121 0.122 0.0
XXXXXAXXXXXXXXXXXXXX CONTINUATION OF TEST DATA
v'£ QQ UUA. ^Itll/'j. N^M— j N.IJ '-to 2 EiiiiX
39.66 2U5 6.85 1.24e>3H.416 3.281 3.5*7
9.53 20V. 16 7.1M 0.966 8.566 3.3^4 3.856
9.03 157.81 8.82 0.711 8.315 4.21M 4.5JI
8.43 161.01 7.87 0.730 7.703 3.279 4.592
H.94 199.76 6.47 0.836 8.1(14 3.123 3.344
8.49 158. Jl 7.81 0.714 7.777 3.497 4.111
8.72 169.22 7.74 Oi75 7.97 3.55 4.19 0.0
0.304 20.405 0.968 0.060 0.286 0.519 0.579 0.0
0.035 0.121 0.125 0.080 0.036 0.146 0.138 0.0
2 0.086 0.124 0.050 0.110 0.107 0.0
XXXXXXXXXXXXXXXXXXXX
P^FO T'H'H. PCT
l'.83'» 19.471 -7.64
0.728 21.582 2.38
0.688 20.430 -3.09
0.710 20.610 -2.23
0.732 21.276 0.93
0.723 20.564 -2.45
0.713 20.720 -1.71
0.019 0.379 1.795
0.027 0.018
•*• FOW DISP COUEI B s VALID fc M = VALID «««
GGGG A SSSS 00000
(» A A S 00
G GG A A SSS 0 0
G G AAAAA S 0 0
GGGG A A SSSS 00000
L III N N EEEEF
L I NN N F
L I N N N EEEE
L I N NN E
LLLLL III N N EEEEE
4037
OISP
X
X
B
B
B
H
•J= 4
4.90
5.10
5.70
5.50
5. 10
5.40
5.42
0.250
0.046
TEST MAP
illt £fiJ2£ CQUt
X
X
R
B
B
B
-------
HEAVY U.UTY tNljlMt TRANSIENT t'HSSION5 SU"HAQY — 1972 lUSELJNK ENfilNF(S)
AIR. 27, 19nO
MFGt 40 CIDl 350 EN(i« G350 72HLE-13 0 350
Itsl CODING. HC 'Co NCM METH. MON-M NU N02 PART
800667 °LT 13
800669 RLT
800671 RLT
800673 RLT
•»» MEAN:
STO.DEV. !
STD«OEV/HEAN8
4.59
4.58
4.48
3.93
4.34
0. T55
O.OH2
9U.U4 6.8H 0.42 4.17 3.J9 3.H>3
Hi. 11- 8.05 0.3H 4.19 3.5M 4.4ft
H2.76 8.31 0.39 4.10 4.02 4.29
69.ri9 M.33 0.32 3.61 4.00 4.33
HO. 90 7.H4 0.3H 3.V6 3. HO 4.U4 0.0
10.205 0.836 0.048 0.107 0.3^9 0.478 0.0
0.126 0.107 0.129 0.078 0.094 0.118 0.0
XXXXXXXAXXXXXXXXXXXX CONTINUATION Of- TEsT DATA
ItS.1 CQQIMi
800667 RLT 13
800669 RLT
B00671 PLT
800673 RLT
••« MEAN:
STD.DEV. :
STD
-------
HFAVY
ENGINE TWANSIENT EnissfoMS SUMMARY
HASELINF. F.NGlNt'(S)
==============================:
«*«»•»«» »»«««««« a«Ot>OOOaaa»eitOttOU
MFC,: 30 CID: 390 EN<,: )• J90 72HLE-14 i
»»«»•••» »«••*«*« U«HHHH>»».
IESI CODING _yC tQ N.O.X. "ELItij._N.oi
800678 HLT 14
800681 PLT
800679 RLT
•«• MEAN:
STO.DEV. :
ItSl tQQlNJi
800678 HLT 14
800681 HLT
800679 RLT
««« MEAN:
.STO.DEV. :
STD.DEV/MEAN:
•«• FOR DISP
6.88
6. OH
6.18
0.9H6
0.159
141.72 6.66
155.06- b.90
1S7.09 6.31
148.39
9.434 0
0.064 U
.535
.0*5
0.44 b
0.50 6
0.47 b
0.045 0.
0.096 0.
AUtt i
B
HHH-HR *
Nj-U N.y__
.05
. J«
.60
.71
940
165
2.94
3.14
2.57
0.512
0.199
27t 198(1
iHHK»!HHKH>O»««tHHHmUIHHH>OOO»<»
390 l COMMENTS: 1972 HLP-lt
ENG1NF.
" ?M4 ?70~
y^p P A.m _H£ CQ tlQl '^fTHt NON-M NQ fi!2£ E&ii
3.72
3.71
0.023
0.006
0.0
0.0
0.0
XXXXXXXXXXXXXXXXXXXX CONTINUATION OF TE^T DATA
oooo o oooo wblGHTEP G^AMS / « FUEL »»»»«*»»«»
_HQ Qy N.O.X *ELT_Hj_Iio.N.-M N.Q N.0.^ EAdl
7.60
V.51
b.31
8.56
1.348
0.158
CODE:
196.56
214.46
214.60
205.51
12.664 0
0.062 0
9.24
H.I 7
8.62
8.70
.757
.087
« = VALID
0.606 7.
0.693 «.
0.656 7.
0.65 7
0.061 1.
0.095 0.
& M = VAL
GGGG
G
G GG
G G
GGGG
uoo
819
656
.91
286
163
ID
4.074
3.061
4.?"6
3.57
0.716
0.201
uoo
A
A A
A A
AAAAA
A A
5. 165
b . 1 0 7
4.339
5.14
0.0<*1
0.008
SSSS
S
sss
S
SSSS
0.0
0.0
0.0
00000
0 0
0 0
0 0
00000
9. 72
12.94
10.39
11.33
2.277
0.201
251.24 1
291.74 1
268.30 1
271.49 1
28.637 0
0.105 0
1.81 0.77 8.95 5.21 6.60
1.11 0.94 12.00 4.16 6.95
0.78 0.82 9.57 5.36 5.42
1.46 0.85 10.47 4.68 6.77 0.0
.495 0.120 2.157 0.742 0.247 0.0
.043 0.141 0.206 0.158 0.037 0.0
XXXXXXXXXXXXXXXXXXXX
RSFC« TOTAL PCT
(1.721
H.723
0.732
0.722
0.002
0.002
L
L
L
L
LLLLL
22.945
24. 368
22.0^6
23.656
1.006
0.043
III
I
I
I
III
-5.25
0.63
-8.75
-2.31
4.155
N N EEEEE
NN N E
N N N 'EEEE
N NN E
N N EEEEE
»0«O«KHKHH>»<»»
4253
MPG
CQDfc
4.80 n
4.50 B
4.90 X
4.-65 N= 2
0.212
0.046
TEST MAP OISP
SUE
1 R
1 H
1 X
N= 2
HI
-------
uuir
f-/iis-.l'>MS
1972 BASELINE F.NMNF. («•>
MFGJ 40 CIO: 350
ENG:
0350 72BLE-16
800751 RLT 1601
800760 BLT
800772 RLT
800792 MLT
8007^9 RLT
«»« MFAM:
STD.DEV. t
STD.OEV/MEAN!
9.62
8.95
5.2 ?
7.81
8.31
B.67
0.785
0.091
167
120
110
136
15f
145
20.
0.
.29
.9b
.bO
.88
.37
.63
f54
143
5.4h
6.01
6.38
5.54
5.71
5.68
0.243
0.043
0
0
0
0
0
n
0.
0.
.81 8
.60 H
.55 4
.68 7
.78 7
.72 7
097 0.
134 0.
XXXXXXXXXXXXXXXXXXXX CON
800751 RLT 1601
800760 ^LT
800772 «LT
800792 RLT
800799 RLT
«•« MEAN:
STD.OEV. :
STD«OEV/MEANI
••• FOR OISP
13.94
14.05
H.19
12.26
12.35
13.15
0.9?8
0.074
CODE
242
18V
171
214
233
220
23.
0.
: d
.45
.90
./4
.89
.84
.27
293
lOb
=
7.91
9.44
9.91
8. 70
8.49
8.64
U.630
0.073
VALID «.
1 .
0.
0.
l.
1 •
1
0.
0.
M
(j ;-t « M *}
1771?.
9401 3.
852 7.
0721 1 .
15811.
«09 12
108 1.
099 0.
= VAL
GGGG
G
G GG
G G
GGGG
0
Alld
.HI
.35
.72
.12
.53
.95
764
096
2.73
3.10
3.32
2. 66
2. HO
r-.82
0. 194
0.069
TINUATIOM
/ r-. ..-
762
113
335
184
195
.06
020
085
ID
A
NJ
1.955
4 . 868
5.149
4.176
4. 163
4.29
0.398
0.093
ouo
A
A A
A
AAAAA
A
A
27. 1980
350
_-*U2 EAB1
2.73
2.91
3.07
2.88
2.91
2.86 0.0
O.U86 0.0
0.0)0 0.0
OF TEST DATA
Nljy PA HI
3. 95*
4.5b7
4. 764
4.527
4.325
4.34 0.0
0.278 0.0
0.064 0.0
S5SS 00000
S 00
SSS 0 0
500
SSSS 00000
4 CO'iMFi-JTi: 1972 BLF-16
FNGINE
~ "~268 I60~
_UC CQ MQl_MEj;HJ.J«16l=il__iiQ NU2. EAUI
IS. 06 261.94 8.55 1.27 13.79 4.27 4.?8
13.72 185.41 9.21 0.92 12.80 4.75 4.46
7.98 167.46 9.67 0.83 7.15 5.02 4.64
12.25 214.78 8.70 1.07 11.18 4.17 4.53
11.^3 250.43 9.09 1.24 11.99 4.46 4.63
13.56 22)1.14 e.89 1.12 12.44 4.41 4.47 0.0
1.169 34.H51 0.313 0.163 1.117 0.255 0.148 0.0
0.086 0.153 0.035 0.145 0.090 0.058 0.033 0.0
XXXXXXXXXXXXXXXXXXXX
RSFC1* T'lTAL MCT
0.690 ?0.131 -2.55
n.b37 10.726 -4.51
0.644 19.607 -5. OR
0.637 20.192 -2.25
0.673 20.517 -0.68
0.659 20.141 -2.50
0.027 0.324 1.572
0.040 0.016
L III N N EEFEE
L I NN N E
L I N N N EEEE
L I N NN E
LLLLL III N N EEEEE
3i77
MPrc n T *iP
rnr'Vj 1/4.'"
CQ12E
5.70 0
6.30 R
6.30 X
6.20 »
5.80 R
6.00 N= 4
0.294
0.049
TCCT MAP n t c P
It-Jl MA" UlT"
0 1 4
0 1 ft
0 1 X
0 1 8
0 1 B
NB 4
-------
HEAVY QUTY ENGINE TRANSIENT EMISSIONS SUMMARY — 1972 KLU«E ENGLNF.(S)
MFG: 270
*»«»«»»»
Ifc.5.1—
800715 F'LT
8007*7 PLT
8007*8 RLT
800750 RLT
1701
*»» MEAN:
STO.DEV. :
STO.DEV/MEAN:
Its I _
800715 RLT
8007*7 PLT
8oo7*« RLT
800750 PLT
RLT
392 ENG: 1392 72*i.E-i7
oaoooooo ooooutt bWAMS /
. _y£ :£o. UQ< Nititu,
6.52
6.*3
6.91
6.42
6.84
O.*2b
0.062
1 7e. J9
165.21*
152. *2
161. U5
lb*.94
162.40
10.255
0.063
6.88
5.95
6. 18
5.78
6.21
0.420
0.068
0.72
0.6*
0.70
0.67
0<68
0.030
0.0**
0
UOttOOi)
6 . 79
5.79
6.22
h.16
().*00
0.065
*.jr, -,
17.- 1980
392
.__N.U__
3.27
2.23
?.48
2.i'6
2.65
0.5S8
0.211
._Wd PA.SI
3.61
3.0*
3.72
3.70
3.72
3.56 0.0
0.293 0.0
0.082 0.0
1
.....
_HQ £y_
10.99
9.70
9.73
10.41
10.18
10.20
0.53*
0.052
260.87
245.67
230.67
242.41
231 .28
242.18
12.379
0.051
UOi
on'Mf NTS:
ttot
F.NGINF
Ji&° £21
1
HHKJ GWA'-1S
10.07
9.28
9.01
9.30
8.^3
9.26
0.529
0.057
1.06
1.01
0.97
1.05
1.00
1.02
0.037
0.036
1972 HLF-17
IL bA.x_ia£i
2b6
/ MILE' »»«
JiQN-y N.p._
9.93
8.69
8.76
9.36
9.19
9.19
0.503
0.055
*.79
*.76
3.38
1.7*
3.07
3.95
0.791
0.200
156
toooooaooBooo
y^d _ PA.JJI
5.28
*.52
5.63
5.57
5.55
5.31 0.0
0.*62 0.0
0.087 0.0
3370*
MPft OISP
CQD.E
5. SO
5.20
5.10
5.20
5.16
0.251
0.0*9
R
H
B
H
B
N= 5
1701
»«• MEAN:
STD.OEV.
XXXXXAXAXXXXXXXXXXXX CONTINUATION OF TEST DATA XXXXXXXXXXXXXXXXXXXX
«»ooo»»»« WEIGHTED GWAMS / t FUEL «<>»<»*«»»»» BbKCrt TOTAL
8.SO 201.80 7.79 0.817 7.683 3.70* 4.08*
6.69 219.99 8.31 0.907 7.782 *.?6* 4.0*4
8.1* 192.94 7.54 0.814 7.329 2.827 4.713
8.67 202.07 7.75 0.673 7.801 3.11* *.6*0
H.57 194.b5 7.26 0.838 7.73* ?.5B7 *.675
H.51 202.29 7.73 0«H5 7.b7 3.30 4.43 0.0
0.223 10.716 0.387 0.0*0 0.19* 0.682 0.335 0.0
0«026 U.053 0.050 0.0*7 0.025 0.207 0.076 0.0
•«« FOR OISP COOE: B = VALID (> M = VALID »««
GGGG
G
G GG
G G
GGGG
A
A A
A A
AAAAA
A A
SSSS
SSS
SSSS
0.884 18.492 -4.90
0.751 19.18b -3.42
0.790 19.471 -1.99
0.797 19.481 -1.9*
0.796 19.192 -3.39
O.ttO* 19.2** -3.13
0.0*9 0.2** 1.227
0.061 0.013
00000
0 0
0 0
0 0
00000
L
L
L
L
LLLLL
111
I
I
I
III
N N
NN N
N N N
N NN
N N
EEEEE
F.
F.EEE
e
EEEEE
TEST MAP
SJ.IE tiilit CQUE
N= 5
43
-------
Ht.AVY pUTY E-lblNF TRANSIENT EMISSIONS SUMMARY -- 1972 •lA'ifl. INE ENGINE(S)
AUCi 27. 1980
MFG: 40 CIO: 350
ENG: b350 72HLE-1H 0 350 2G COMMENTS: 1972 HL^-IK
ENGINE
MA.P tojit tl&2L_10fi2U& td&&_tiP
1 ?75 168
It-Sl CQQ1L1& _yC LC.U kQx, M_EH«._NON-M_ NO . N02 _PART
aooRio RLT 1801
800H12 RLT
800778 PLT
«•» MEAN:
STD.DEV. :
SID.OEV/MEAN:
7.39
7.31
7.36
7.35
o.n^o
0-005
119.01 7.24
1 Ib.b4 6.7b
1 Ub. 1(1 6.9ri
114.35 6.99
6.^23 0.243 0
O.(160 0.035 0
0<0 0.
.0 0.0
.0 O.U
XXXXXAXAXXAXXXXXXXXX CONT
IESI CQQitifi
800810 PLT 1801
800*12 PLT
800778 PLT
«o« MEAN:
. STD.OEv. s
STO
.LliU-UQ^
0«0 0.
.0 O.U
.0 0.0
3.52 3.72
2 . H 0 3.96
l.Ul 3.95
0 T.ll 3.H7 0.0
0.374 0.13f 0.0
0.120 0.035 0.0
INUATION OF TEST DATA
/ ft f U 1" L ottttttofloofttt
5.65H 5.965
4.b36 6.551
S.112 6.719
0 5.14 6.41 0.0
0.512 0.396 0.0
0.100 0.062 0.0
•^fWWW'Wi^VWtri'W-wwwif OWQllj f ™lLt ww^rwwww-wwwirwwwii
1?.24 194.53 12.00 5.84 6.16
12.21 194.67 11.29 4.68 6.61
12.30 178.23 11.62 5.62 6.60
12.25 190.40 11.64 0.0 0.0 5.18 6.46 0.0
0.0413 10.780 0.355 0.0 0.0 0.596 0.257 0.0
0.0 0-4 0.05/ (1.031 0.0 0.0 0>115 0.040 0.0
XXXXXXXXXXXXXXXXXXXX
HSf"CW T'tfAL PCT
0.623 21.474 -1.55
0.604 21.bH9 -1.03
0.588 21.509 -1.03
0.605 21.551 -1.20
0.018 0.064 0.304
0.029 0.003
3614
UL2 (~ r\ T Q U
MKI.J I ) i r»"
6.00 B
6.10 fl
6.30 B
6.13 N= 3
0.153
0.025
TC"CT »/f/.D T1TCD
1 t D 1 "1 AK U I bK
0 1 B
0 1 R
0 1 B
N= 3
M = VALID «"«
GGGG
G
G GG
G G
GGGG
A SSSS 00000
A A S 0 U
A A SSS 0 0
AAAAA S 0 0
A A SSSS 00000
L III N N EEEEE
L I NN N t
L I N N N ' F.EEE
L I N NN E
LLLLL III N N EEEEE
-------
1973 HASMI.INE ENGINE(S)
AUb 27, 19HO
««»«•««» «»«««««» tuto » o o «o««nnnnnnnnt o otnnnnKtu » »o » no oootnnn
MFG: 30 CID: 390 ENG« ^90 72ttLE-19 0 390
IE.5J tQQlMi
800819 e>LT 19
800821 HLT 19
800823 PLT 19
•«« MEAN!
STO.otv. :
STD.DEV/MEAN:
IESI- £QQ1NG_
800H19 RLT 19
800R21 RLT 19
800B23 RLT 19
«o« MEAN:
.STD.DEV. :
STD«DEV/MEAN:
1 COHMfNTS: 1972 BLK-19
ENGINE
oo oonoooavoooo GKA'lb / hHP-HH »»»o»»o»«»»»»»
HC 'CO NO* MfiT.Ht N)QNj-fj fj(j r\|0£ P^WT
b.59 100. bO H.23 O.a^J 5.10 3.02 5.21
6.02 1U6.1? 7.71 0.52 5.51 3.09 4.62
6.48 114.el 7.55 0.55 5.9J 2.60 4.^5
b.HO 10J.33 7.97 0*50 5.30 3.06 4.91 0.0
0.310 4.010 0.371 0.023 0.2H7 0.049 0.419 0.0
0.053 0.03V 0.046 0.045 0.054 0.016 O.OH5 0.0
XXXXXXXXXXXXXXXUXXXX CONTINUATION OF TEST DATA
_H£ £11 CJQX HE.Lit._N.O.N^:3 yQ NQ(i EAR!
B.98 161. b7 13.24 0.7H1 H.201 4.86? 6.376
9.7^> 172.07 12.50 O.H(,o H.V25 5.013 7.4K5
10.42 Iri4.5y 12.14 O.He3 9.537 4.146 7.952
9.37 166.62 12.87 0.81 H.56 4.94 7.93 0.0
0.554 7.425 0.525 0.041 0.512 0.107 0.630 0.0
0*059 0.045 0.041 0.051 0.060 0.022 0.079 0.0
1 295 186
H(; CO NOX ME.THt N,ON-y WO N0p fASI
11.24 20?. H7 16.62 0.9fl 10.30 6.10 10.52
12.20 215.02 15.62 1.05 11.15 6.26 9.35
13.16 233.15 15.33 1.12 12.05 5.29 10.04
11.74 208.94 16.12 1.01 10.72 6.1H 9.93 0.0
0.651 8.59b 0.707 0.050 0.601 0.113 0.«27 0.0
0.055 O.OM 0.044 0.049 0.056 0.01B 0.083 0.0
xxxxxxxxxxxxxxxxxxxx
HS^* TOT6L PCT
0.622 26.143 -1.31
0.617 26.1Hb -1.16
0.622 26.361 -0.49
0.619 26.164 -1.23
0.004 0.041 0.112
0.006 0.002
4372
MPG DISP
CQiJt
4.9() H
4.90 S
4.90 X
4.90 N= 2
0.0
0.0
TEST MAP OISP
5J.lt £QD.t CQDt
0 1 H
0 1 H
0 1 X
N* 2
• •• FOR DISP CODE! B = VALID (. M = VALID «««
GoGij A SSSS OOOOO
G A A S 00
G GG A A SSS 0 0
G G AAAAA S 0 0
GGGG A A SSSS OOOOO
L III N N EEEEE
I. I NN N E
L i N N N 'EEEE
L I N NN E
LLLLL III N N EEEEE
-------
HEAVY HUTY ENGINE TRANSIENT EMISSIONS SUMMAWY — 1972 OASEI. INE ENGINMSI
MFC,: 40 CIO: 350
lEil CQQlti&_
800940 «LT 2104
800963 PLT 2105
800970 RLT 2107
««* MEAM:
STU.OEV. I
STO.OEV/MEAN:
=== =
ENG:
= 3 =
»ur>
27. 1980
G350 72HLE-21 0 350 20 COMMENTS: 1972 HLT-21
vvvvvvrvw%rvv9W9w
6
6
7
6
0.
0.
.12
.20
.10
.47
545
OM4
HO
79
12U
9J
23.
0.
.93
6.10
0.49 5
W»WWW-OOWW'U-«»nW»W»WWp-V*»W'»-OfF
H=B as NQZ PABI
.63 2.26
.59-5.86 2.»-l
.b6
.59
275
24H
5.bO
5.H5
0.252 0
0.043 0
0«49 S
.0 0.
.0 0.
2.42
.63 2.50
0 0.2H3
0 0.113
3.M4
1.05
3.1 r
3. lb 0.0
0.427 0.0
0.127 0.0
XXXXXXXAXXXXXXXXXXXX CONTINUATION OF TEsT DATA
IESI— £QDJIii_
H00940 SLT 2104
800963 RLT 2105
800970 RLT 2107
««• MEAN:
STO.DEV. :
STD«OEV/MEAN:
••• FOR DISP
_
9
9
10
9
0.
0.
H£__
.25
.38
.58
.74
737
07e>
COOE:
122
120
17V
1*0
33.
0.
b
il —
.25
.41
.67
./8
693
239
a
wr. j un i r. i'
9.22 0
8.H7
8.34
8.81
0.441 0
0.050 0
VALID &
ENGINE
MAP £QLLL MA_X TQUQUE MA.£_tJP. w HAlEQ-HEil
1 269 163 3506
11 y>rt<><(- J > i * i r- >*H>kMMHM>ij4MMJ^MJk
-------
HEAVY DUTY tNblNE TRANSIENT EMISSIONS
197? BASH. INE. FNGINE(S)
«»»»*»»* «»*»•«
MFG: 30 cio: 3
AU<> 27. 1980
61 ENG: KJM SWR114 o 361 1 COMMENrs: 1972 SwHll4
801035 RLT 140?
801036 RLT 1404
801037 RLT 1406
••• MEAN:
STD.OEV. :
STD.OEV/MEAN:
IE.S.I £QQJWG.__
801035 HLT 1402
801036 nLT 1404
801037 PLT 1406
••• MEAN:
STD.OEV. »
STO.OEV/MEAN:
o ooofnn) ooftinnt » G4AMS / BHP— HH ««»•»»»»««»*»»»
_MQ QO__ yy "^tLtij tmtizii— N.Q —-iQ.d P^HJL
10.70 156.11 5.00
11.37 lbfa.12 4.53
10.89 160.62 4.44
10.99 16U.95 <».66 0*0 0.0 0.0 0.0 0.0
0.346 6.720 U.301 0.0 0.0 0.0 0.0 0.0
O.OJ1 0.042 0.065 0.0 0.0 0.0 0.0 0.0
XXXXXXXXXXXXXXXXXXXX CONTINUATION OE TEST DATA
«»a»o«oa« wtlliHTEO G^AMS / •« EUEL »»»««»«»»»
_HQ C.U yojs tl£LItl*._Ni2tl~!l N.U tili^ EAUI
lb.16 221 . 12 7.06
17.33 241.04 6.91
lb.62 241.92 6.37
16.04 234. 09 6.79 0«0 0.0 0.0 0.0 0.0
1.146 11.765 0.371 0.0 0.0 0.0 0.0 0.0
O.OM O.ObO 0.055 0.0 0.0 0.0 0.0 0.0
ENGINE
1 0 0
16.72 244.11 7.H2
17.91 249.03 7.14
17.29 267. H9 7.05
17. tl 253. 6H 7.34 0.0 0.0 0.0 0.0 0.0
0.595 12. 55? 0.421 0.0 0.0 0.0 0.0 0.0
0.034 0.0<«9 0.057 0.0 0.0 0.0 0.0 0.0
XXXXXXXXXXXXXXXXXXXX
RSfC« TDT
-------
HEAVY
ENGINE TRANSIENT t '-M SSIUNS SUMMARY
1971 HASPLINE ENGINE(S)
M,
MFGI 20 CIDI <»13 ENGI
U*13 SWWI15 0
IE.SI £QQJL!i£_
801038 HLT 1501
801039 PLT 1502
•o« MEAN:
STU.DEV. :
STO.OEV/MEAN:
HC
B.Ul
6.20
7.1(1
1 .?MO
0. 1MO
1^>7
156
0.
0.
.*S
.11
23*
001
5.12
5.3* 0
0.311 0.
O.O^M 0.
«0 0.
0 0.0
0 0.0
XXXXXXXXXXXXXXXXXXXX CONT
IE.SI- CUQ1U£_ _UC W__
801038 HLT 1501
801039 «LT 1502
••• MEAN:
STO.OEV. :
STD.OEV/MEANI
••« FOR OISP
11.58
8.81
10.19
1 .958
0.192
CODE
228
22H
226
3.
0.
I B
.73
.36
.5*
OV2
01*
3
we. i un i tu
h|QX_ M£
H.03
7.27
7.65 0
0.539 0.
0.070 0.
VALID f. M
OM APl^
.0 0.
0 0.0
0 0.0
0 0.
0.0
0.0
'i ^7. IS
*I3
0 0.0
0.0
0.0
i-^n
_BUU
0.0
0.0
0.0
INUATION OF TEST DATA
-y tJU N.Q2 ££.31
0 0.
0.0
0.0
0 0.0
0.0
0.0
0.0
0.0
0.0
1K21
\? . H7
2.3^H
0. Ii2
r
OMMF'JIS! 1973 S»>vI15
ENGINE
1 0 0~ 0
287.36 10.09 *.90 H
2M*.90
286.13
1.750 0
0.006 0
9.23 *.9Q B
9.66 0.0 0.0 0.0 0.0 0.0 *.90 N= 2
.608 0.0 0.0 0.0 0.0 0.0 0.0
.063 0.0 0.0 0.0 0.0 0.0 0.0
XXXXXXXXXXXXXXXXXXXX
r j . r- r H I- ,^ -r A i n /- f TCCTUAD1~\ICD
HSF C«
0.692
0.70*
0.698
0.008
0.012
1 HI <>L
23.530
?3.*00
23.*65
O.OV1
0.00*
r* u 1 i c. J i • • M • v i j '
LEdtlS SJTE £QQ£ CQI2£
-1.63 21 1 B
-2.17 21 1 B
-1.90 N«s 2
0.36*
= VALID «"«
GGGG
G
G GG
G G
GGGG
A
A A
A A
AAAAA
A A
SSSS
S
sss
S
SSSS
00000
0 0
0 0
0 0
00000
L
L
L
L
LLLLL
III
I
1
I
III
N N EEEEE
NN N E
N N N EEEE
N NN E
N N EEEEE
-------
MFG: 40 cio: 454
««»••*•* «»•»*«««
HEAVY 4UTY ENGINE TRANSIENT EMISSIONS SU^MAHY — 1973 BASELINE ENGINF(S)
AlJti ^f, 1980
««»«
454
tNG: GM454 5WWI16
COMMENTS! 1973
.
»»ooeooooooooo GRAMS
/ HHP-HR »»»*»»»»««»»»»
801040 HLT 1601 3.04 77.39 4.56
801041 HLT 1602 2.79 /<;.<.> 4.59
«»« MEAN:
STO.OEV. : 0
STO;OEV/MEAN: o
lESL. CBQIMfi..
801040 «LT 1601
801041 PLT 1602
•«• MEAN:
STO.DEV. » 0
STDrfDEV/MEANt 0
••« FOR OISP
2.91 74.^1 4.57 0*0
.177 3.507 0.021 0.0
.061 0.0n7 0.005 0.0
XXXXXXXXXXXXXXXXXXXX
_H£ QQ N.QX. JJEla.
4.41 112.16 6.61
4.06 10b.28 6.67
4.23 108.72 6.64 0«0
.248 4.867 0.044 0.0
.Ob9 0.045 0.007 0.0
CODE: rf = VALIO f> M =
G
G
G
0.0 0.0
0.0 0.0
0.0 0.0
COMT INUAT ION
^AMS / •* FUE
0.0 0.0
0.0 0.0
0.0 0.0
VALID «««
GGGG «
A A
GG A A
G AAAAA
GGGG A A
0.0 0.0
0.0 0.0
0.0 0.0
OF TEST DATA
U0_li tidl
0.0 0.0
0.0 0.0
0.0 0.0
SSSS 00000
5 00
SSS 0 0
S 0 0
SSSS 00000
ENGINE
MA.P_QO_D.£ M.A.X_IO_RQLl£ M.A.X._BP. ,• BAJ.E.I? PPM
1 000
««»»««»»»««»««» GRAMS / MILE «•«••««•»«»•••» MPG DISP
Ut CO N0» MFTH. NON-M NO NO? P&R1 CODE
5.63
5.14
5.38
0.34b
0.064
143.48 8.47
133.29 8.45
138.38 8.46 0.0 0.0 0.0 0.0
7.?09 0.015 0.0 0.0 0.0 0.0
0.052 0.002 0.0 0.0 0.0 0.0
XXXXXXXXXXXXXXXXXXXX
PSFC" TOTAL PCT
^tiUP-tlP tltl[ir:t!!i E-Eiiil^
O.b90
0.688
0.&89
0.002
0.002
L
L
L
L
LLLLL
23.920 -8.56
23.800 -9.02
23.860 -8.79
O.OR8 0.325
0.004
III N N F.EEEE
I NN N E
I N N N EEEE
I N NN E
III N N 'EEEEE
4.80 8
4.90 8
0.0 4.85 M= 2
0.0 0.071
0.0 0.015
TEST MAP OISP
Slit CQiiE CQQE
21 1 B
21 1 8
N« 2
-------
HEAVY pUTY ENGINE TRANSIENT
MEG« 40 CIO: 427
eooooooooot
tNGI
80104? HLT 1702
801043 RLT 1703
•«• MEAN:
STO.OFV. t
STU
-------
HEAVY PUTY ENGINE TRANSIENT EMISSIONS SUMMARY — 1972 HASU.IMF: ENGI"F(S)
AIKi 27t 19MO
««««»»•« o««»»««» oooaooattaoBtteooaotrttouuoituottauoooauaaottottuauootKMtno »»«»«««o»«o« »«»»«««•«« «««««o«««*«o»»««o»
MFG: 40 cio: 350 ENG: GM3bo-4 SWRIIB o 350 4 COMMLNIS: 1972 SW^MH
«»ao«»*«»««««»«««««e»«««i>«u#uuao«««««O4i<«»««<»ff«ii«ou «aoa«o
_HQ. ;_C.O_
OWA"S
^(-|p_l-|p »<»»«<»««»»««««#
•innnnnm«M
_HC ca.
801044 RLT 1«01
801045 BLT \B»3
««« MEAN:
STD.DEV. :
STO'.OEV/MEAN:
4.00 80.21 6.17
3.66 80.68 6.35
3.83 «0.b4 6.26 OiO 0.0 0.0 0.0
0.240 0.472 0.127 0.0 0.0 0.0 0.0
0.0t>3 O.OUb 0.020 0.0 0.0 0.0 0.0
6.70 134.63 10.35
5.V« 132.11 10.39
0.0 6.34 133.47 10.37 0.0
0.0 O.b0s> 1.643 O.OU 0.0
0.0 O.OHO 0.012 0.003 0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
XXXXXXXAXXXXXXXXXXXX CONTINUATION OF TE^T OATA XXXXXXXXXXXXXXXXXXXX
«4»o«««»ao wtlGHTED GRAMS / <» FUEL »««•»»«»»« RSFC" TOTAL PCT
801044 BLT 1801
801045 PLT 1803
«o« MEAN:
STO.DEV. »
STO.DEV/MEAN:
7.14 1^3.23 11.02
6.46 142.b5 11.20
6.«0 142.S*4 11.11 0*0
0.446 U.4?2 0.12U 0.0
0.0/2 0.003 0.012 0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.560 21.^20 0.93
O.b67 21.120 -1.40
0.563 21.370 -0.23
0.005
0.009
0.3S3 1.651
0.017
*«• FOR DISP CODE* b = VALID fc M = VALID «••
GGGG
G
G GG
G G
GGGG
A
A A
A A
AAAAA
A A
SSSS
S
SSS
S
SSSS
00000
0
0
0
0
0
o
00000
L
L
L
L
LLLLL
III N N
I NN N
I N N N
I N NN
III N N
EEEEE
E
EEEE
E
EEEEE
6.60
6.70
OISP
CflQ£
B
B
6.65 N= 2
0.071
0.011
TEST MAP DISP
5J.IE
21
21
taut
n
B
5J
-------
HEAVY OUTY ENGINE TWANSIENT
SUMMARY — 19/3 HASF.LINK ENGINE (SI
MFC,! 270 CIO: 3
45 ENG:
IE.5.I £QCiNJi
801048 «LT 1902
801049 PLT 1903
••« MEAN:
.STO.UEV. :
STD.OtV/MEANt
AU'i 27. 1980
Ot>UOOOOO4t>OQOf»vo91>9«-f*uv
V3<*5 SW^I 19 0
4»0aeo«4M}O0Of}0
_H£ _£Q N.0_i HE.JJ-1
4,75 llb.Jy 5.10
4,81 108
4.78 112
0.042 5.
O.H09 u.
.2V 4.62
,J2 4.8b
7*8 0.339 0
051 0.070 0
0*0
.0
.0
aa9B0vi>o
o o o •»
J
»*nn»
c-ooowt*o»w <> Q
O^MENr^: 1973 SW^ll**
ENGINE
r~ o o o
/ t4HP~H^ w w » w w w w w w » w » w w
0.0 0
0.0 0.
0.0 0.
XXXXXXXXXXXXXXXXXXXX COMTIMUAT
ItSI £QCINJi_
8010^8 BLT 1902
8oio<»9 PLT 1903
••» MEAN!
STD.OEV. :
STDrfDEV/MEANJ
••• FOR DISP
dC_ _£" N.QA MELIt NUN-y_
8.13 19*
tt.b2 194
b.38 IVb
0«344 3.
0.041 0.
OOOEJ B
.30 b.73
,01 H.2r)
.bb 8.51
7J3 0.321 0
019 0.038 0
<> VALID *
0«0
.0
.0
M =
G
G
G
0.0 0
0.0 0.
0.0 0.
VALID «««
GGGG A
A A
GO A
.0
0
0
ION
FUfl.
^Q
.0
0
0
S
A
G AAAAA
GGGG A
0.0
0.0
0.0
0.0
0.0
o.n
OF TEST DATA
_tlQ2_ PAK1
0.0
0.0
0.0
SSSS
sss
s
A SSSS
0.0
0.0
0.0
00000
0 0
0 0
0 0
00000
•WWVWWWWV^'WVWWWW Of '
H.54 209.37 9.18 5.90 B
8.74
8.64
0.141
U.D16
196.64
203.00
0.007 0
0.044 0
8.38
8.78 0.0 0.0 0.0 0.0
.566 0.0 0.0 0.0 0.0
.064 0.0 0.0 0.0 0.0
XXXXXXXXXXXXXXXXXXXX
ClCCf~i( T.-\TAI nOT
V-^br L '*
0.bH4
0.558
O.S71
0.018
0.032
L
L
L.
L
LLLLL
1 V 1 " L
p Rjjp_H(J
23.240
23.480
23. 3bO
0.171
0.007
I I
I I
r \* I
1.57
2.b2
2. 10
0.742
N N EEEEE
NN N E
N N N EEEE
N NN . E
N N EEEEE
6.10 B
0.0 6.00 M= 2
0.0 0.141
0.0 0.024
TFST MAP 0 I SP
Slit £OJ2L CQUt!
21 1 B
21 1 B
N» 3
-------
HEAVY pUTY ffMblMF TRANSIENT EMISSIONS SUMMARY — 1972 U/> SPLINE ENGlNK(S)
«»{>*»»«»
AUi:. 27. 1980
««««»««« «OIHHHHJOOO»»0tHHHKH>«tHH»«00«»01
»0«ott4it«9«a0aa»tf*ftM»»
MFG« 30 CIDt 300
• •«••••• »»«»•»««
ENG> F300 SWKI20
0 300 1
j(nnntnooointuinnnnj«ouotnnn»ou
wEIOHTED
801050 PLT 2003 12.94 12J.43 14.27
801051 RLT 2004 13.14 122.44 15.67
«•* MEAN:
STO.DEV. «
STD
-------
HFAVY D.UTY E NO INF TRANSIENT EMISSIONS
1^73 HASCI.INE ENGINE (S)
MFG: 270 cio» 3
IES.I CQCiNji
801046 PLT 2101
801047 RLT ?102
««« MEAN:
STD.OEV. :
STO.DEV/MEAN:
04 E
o»
oooooooooo
NGt V304 SWKI2
*O«ao»O»O»
_HC CQ N.O.X t!
4.01 M7.3S b.SO
4.11 H3.B1> 6.07
4.06
0.0/1
bS.iH 5.7H
2.S03 0.403 0
0.029 O.U70 0
xxx'xxxxxxxxxxxxxx
H01046 RLT 2101
801047 HLT 2102
•«* MEANS
STD.OEV. 8
STO«OEV/MEANJ
••• FOR OISP
6.79
7.09
6.94
0.213
0*031
CnoEi
14?. bO 9.31
144. SO 10.47
146.15 9.89
2.334 0.820 0
0.016 0.083 0
ti = VALID fc
= = = = = =
000000000
1 u
ooooooooo
MS / bri
EldjL-.N.Q.ti-
0<0 0.0
.0 0.0
.0 0.0
XXX CONTI
G^AMS /
0<0 0.0
.0 0.0
.0 0.0
M = VALID
GGGG
G
G GG
G G
GGGG
AUO 27. 19HO
oooooooouvoooooitooooaaoocaftn
304 1
oaanooaoaoooa-oatttt-tttteonooooott
p-.t-)^ ooooo«4ouno»o« 4>'>aaoo
a N.U_ _N0.2_ ^«fil HC
0.0 0.0 0.0
0.0 0.0 0.0
0.0 0.0 0.0
NU&T10N OF TE^T DATA
o.o n.o o.o
0.0 0.0 0.0
0.0 0.0 0.0
«»»
A SSSS 00000
A A S 00
A A SSS 0 0
AAAAA S 0 0
A A SSSS 00000
*. Ib 1
6.41 1
ft. 2^ 1
0.1 e>3
0.026
»»» «»
-------
TABLE i:
SALES-WEIGHTKi) TRANSIENT ENGINE EMISSIONS(G/BHH-HR)
1972 / 1973 BASELINE ENGINE(S)
AUG 27, 1980
PAGE NO.
ENGINE
01 F330 72BLE-1
330 1
02 F361 72BLE-2
361 1
03 GM350 72HLE-3
350 20
04 IHCV345 72HLF.-4
345 1
05 F360 72BLE-5
360 1
07 318 72BLE-7
31H 1
08 V345 72BLE-8
345 1
09 292 72HLF-9
292 1
10 C360 728LE-10
360 1
11 0350 72BLE-11
350 4
12 0350 72BLE-12
'J50 4
13 0350 72HLE-13
14 F390 728LE-14
390 1
16 0350 728LE-16
150 4
17 1392 72bLE-17
392 1
18 (-350 72HLE-1B
350 2G
19 F 390 72HLE-19
390 1
21 0350 72HLE-21
350 2G
20 F300 SV.HI20
300 1
14 F361 SWRI14
3^1 1
1H O--I350-4 SwWIlR
350 4
1 9 V 3^5 SWH 119
T<5 1
15 0413 SWRH5
413 1
17 0*427 SWWI17
427 1
16 GM4S4 SWRI16
0
0
0
0
- o
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
WTb.
c
FACTOR
0.11034
0.05237
•
0.05587
0.04190
0.10615
0.00978
0.04190
0.01257
O.OOd 79
0.01397
0.01397
0.01397
0.02933
0.01397
0.06285
0.05587
0.02933
0.05587
0.02933
0.0523 7
0.01397
0.04190
0.04 749
0.04469
0. 03631
;T 7F
1 i ' r.
3
3
3
4
3
3
3
2
3
3
4
3
2
4
5
3
2
3
2
3
2
2
2
2
2
HC
4«79
1U47
7.40
5.07
8.22
5.56
6.76
4.74
11.48
5.53
6.22
4.34
6.1rt
8.67
6
-------
^\
0.01117
1
• S*HI21
304 1
SALES-WEIGHTED GAS BAG TOTALS?
75% REDUCTION FROM riASELlNE:
4.06 H5.5H 5.78
GGGG
G
G GG
G G
GGGG
A
A
A
A
A
AAAAA
A
A
6
SSSS 00000
S 0
SSS 0
S 0
0
0
0
SSSS 00000
.76 115.54
L
L
L
L
LLLLL
III
I
I
I
III
6.H*
1.714
N N
NN N
N N N
N NN
N N
0.0
EEEEE
F
EEEE
F.
EEEEE
0.5855 6.80 0.00654 0.076
0.67107 5.606
-------
TABLE 2:
1972 / 197J
Ph-vCt MT6GES DATA
BASELINE ENGINE(S)
AUG 27, 1980
PAGE NO.
ENGINE
01 F330 72BLE-1
330
02 F361 72BLE-2
361
03
350
04 IHC
345
05 F360 72BLE-5
360
07 318 72BLE-7
318
08 V34
345
09 292 72BLF-9
292
10 C36
360
11 035
350
12 035
150
13 035
350
14 FJ9
390
16 035
350
17 TJ9
392
1H 035
350
19 FJ9
390
21 OJ5i
350
20 F300 SWRI20
300
14 F3M SWRI14
361
18 OM3
350
19 V345 SWR119
345 1
15 0413 SWHI1S
413
17 GM427 SWHI17
•* » wr* nv, f v,w » 'NW A f*
E PERCENT CONNECTED
LE-l
1
LE-2
1
HLE-3
2G
72HLE-4
1
LE-5
1
E-7
1
ILE-8
1
.F-9
1
ILE-10
1
ILE-11
4
ILt-12
it
ILE-13
4
ILE-14
1
ILE-16
4
iLE-17
1
LE-18
20
LE-19
1
LE-21
20
120
1
114
1
SWNI 18
4
119
1
115
1
HI17
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
TOTAL
7.900
*
3.750
4.000
3.000
7.600
0.700
3.000
0.900
0.200
1 .000
1.000
1.000
2.100
1.000
4.500
4.000
2.100
4.000
2.100
3.750
1.000
3.000
3.400
3.200
PERCENT
11.034
5.237
5.5H7
4.190
10.615
0.978
4.190
1.257
0.279
1.397
1.397
1.397
2.933
1.397
6.2H5
5.587
2.933
5.5b/
2.933
5.237
1.397
4.190
4.749
4.469
r «rr i — — r
wGT.
FACTOR
0.1 1034
0.05237
0.05587
0.04190
0.10615
0.00978
0.04190
0.01257
0.00279
0.01397
0.01397
0.01397
0.02933
0.01397
0.06285
0.05587
0.02933
0.05587
0.02933
0.05237
0.01397
0.04190
0.04749
0.04469
* — -~ic. 1 MAIN
PERCENT
TOTAL
7.900
4.000
3.000
7.600
0.700
3.000
0.900
0.200
1.000
1 .000
1.000
2.100
1.000
4.500
2.100
4.000
C. N rgUN-M
CORRECTED
PERCENT
17.955
9.091
6.818
17.273
1.591
6.118
2.0<*5
0.455
2.273
2.20
2.273
4.773
2.273
10.227
4.773
9.091
C. 1 n«rNt->
*GT.
FACTOR
0.17955
0.09091
0.06818
0.17273
0.01591
0.06H18
0.02045
0.00455
0.02273
0.02273
0.02273
0.04773
0.02273
0.10227
0.04773
0.09091
PERCENT
TOTAL
7.900
3.750
4.000
3.000
7.600
0.700
3.000
0.900
0.200
1.000
1.000
1.000
2.100
1.000
4.500
4.000
2.100
4.000
u Any INU^
CORRECTED
PERCENT
15.266
7.246
7.729
5.797
14.686
1.353
5.797
1.739
0.386
1.932
1.932
1.932
4.058
1.932
8.696
7.729
4.058
7.729
WGT.
FACTOR
0.15266
0.07246
0.07729
0.05797
0.14686
0.01353
0.05797
0.01739
0.00386
0.01932
0.01932
0.01932
0.04058
0.01932
0.08696
0.07729
0.04058
0.07729
-------
16
r,m,54 SWRI16 0 3.600 J.631 O.OJ631
30<» 1
SUM TOTALSJ
o o.nuo 1.117 0.011
71.600 100.00 1.000
GGGG
G
G GG
G G
GGGG
17
A
A A
A A
AAAAA
A A
<»<*.ooo
SSSS
S
SSS
S
SSSS
100.
00000
0 0
0 0
0 0
00000
00 1.000
L III
I I
L I
L I
LLLLL III
N
NN
N
N
N
51.
N
N
N N
NN
N
750 100.00
EEEEE
F
EEEE
E
EEEEE
1.000
-------
TABLE 3:
ENGINE
TRANSIENT ENGINE tMlSSIONS(G/WHP-HKI
1972 / 19/3 HaSELINE ENGINE(S)
AUG 27. 1980
Sl/E BSHC BSCO BSNOX PArtT
NON-
SIZE METHANE METHANE SIZE
PAGE NO.
NO
<— COEFF. OF TEST VARIATION —>
N02 HC CO NO* PAHT
01 F330 72BLF.-1
330
02 F361 72yLF-2
Ihl
03 GM350
350
04 IHCV3
3^5
05 F360
360
07 118 72BLE-7
31H
08 VJ45
3^5
09 292 72BLE-9
292
10 C360
360
11 GJ50
350
12 G350
350
13 r;350
350
14 FJ9U
390
16 GJ50
150
17 1392
392
1H (iJ50
350
19 F J90
390
21 r,.)50
350
20 F300 SWHI20
300
14 F3M SfcRI
3M
18 C.M350-
350
19 VJ4b SWHI19
345
15 0413 SWRI15
413
17 d*427 SWRI17
427
1ft r,M454 SWRI16
LF.-1
1
LF-2
1
HLE-3
2G
72HLE-4
1
iLE-5
1
E-7
1
ILE-8
1
.E-9
1
ILE-10
1
ILE-11
4
IUE-12
4
ILE-13
it
ILE-14
1
U.F.-16
ILE-17
1
ILE-18
iLE-19
1
LE-21
20
120
1
I 14
1
SWRI 18
I*
I 19
1
115
1
RI17
1
RI16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
3
t
3
4
3
3
3
2
3
3
4
3
2
4
5
3
2
3
2
3
2
2
2
2
2
4.79
11.47
k
7.40
5.07
8.22
5.56
6.76
4.74
1 1 .48
5.53
6.22
4.34
6.18
8.67
6.84
7.35
5.80
6.47
7.54
10.99
3.83
4.78
7.10
5.97
2.91
74.60
200.62
113.23
112.80
138.94
81 .89
89.57
69.117
145.27
93.70
120.89
80.90
148.39
145.63
163.40
114.35
103.33
93.69
71.05
160. 9b
80.54
113.32
158.11
50.77
74.91
8.39
6.98
6.45
5.89
7.55
10.81
9.86
7.88
6.38
6.87
5.51
7.84
6.28
5.68
6.21
6.99
7.97
5.85
8.65
4.66
6.26
4.86
5.34
8.09
4.57
2
1
4
3
2
3
2
1
2
4
3
2
4
5
2
1
*-*
0.29
0.56
0.46
0.40
0.41
0.43
0.36
0.77
0.45
0.53
0.38
0.47
0.72
0.68
0.50
0.49
xs
4.52
6.57
4.62
7.82
7.93
6.34
4.31
21.24
4.94
5.69
3.96
5.71
7.95
6.16
5.30
5.63
2
3
3
4
3
3
2
?
1
2
4
3
2
4
5
3
2
3
3.44
3.22
2.58
2.49
2.95
4.68
4.29
3.39
3.00
3.50
2.52
3.80
2.57
2.82
2.65
3.11
3.06
2.50
4.92
3.76
3.87
3.40
4.60
6. 13
5.38
4.48
3.21
3.94
2.99
4.04
3.71
2.86
3.56
3.87
4.91
3.36
0.0888
0.1024
0.0648
0.1569
0.0524
0.0471
0.0461
0.0431
0.0883
0.1077
0.0378
0.0819
0.1595
0.0905
0.0622
0.0055
0.0534
0.0842
0.0206
0.0314
0.0628
0.0089
0.1801
0.0497
0.0606
0.0186
0.0473
0.0960
0.0489
0.0471
0.1024
0.0037
0.0565
0.0482
0.0436
0.1415
0.1261
0.0636
0.1425
0.0631
O.OS97
0.0388
0.2484
0.0040
0.0418
0.0059
0.0512
0.0015
0.0037
0.0468
0.0228
0.1055
0.0440
0.0271
0.0397
0.0917
0.0396
0.1120
0.0351
0.1598
0.1016
0.1066
0.0851
0.042S
0.0677
O.O.U.8
0.0465
0.0431
0.0760
0.0646
0.0201
0.0698
0.0583
0.0647
0.0047
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
21 V30<* S-RI21
304 1
AVERAGES: t
<».06 85.58
G6GG
G
G GG
G G
GGGG
a
a A
A A
AAAAA
A A
SSSS
SSS
SSSS
00000
0 0
0 0
0 0
00000
L
L
L
L
LLLLL
III
I
• I
I
III
N N
NN N
N N N
N NN
N N
EEEEE
E
EEEE
E
EEEEE
0.017^ 0.0292 0.06V7 0.0
0.0694 0.0608 0.0628 0.0
-------
TABLE 4« SALES-WEIGHTED TRANSIENT ENGINE EMISSIONSLF-12
ILE-13
t>
1LF-14
1
ILE-16
ILE-17
1
ILF-lft
2G
ILF-19
1
ILF-21
?G
!I20
1
'114
1
SW*I 18
<»
119
1
115
1
WI17
1
PI16
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0.11034
0.05237
»
0.05567
0.04190
0.10615
0.009/8
O.U4190
0.01257
0.00279
0.01397
0.01397
0.01 J97
0.02933
0.01J97
0.062H5
0.05567
0.02933
O.OS587
0.0293.1
0.05237
0.01 J97
0.04190
0.04/49
0.04<«b9
0.03631
3
3
3
4
3
3
3
2
3
3
4
3
2
4
S
3
2
3
2
3
2
2
2
2
2
HC
8.06
17.40
12. B3
7«83
17.31
6.34
8.64
12. H7
11.42
5«38
GK4M!
CO
125.69
305.38
196.34
166.35
247.68
128.66
155.41
90. 4S
275.24
144.34
193.75
130.83
271.49
2?H.lH
242. 18
190.48
2(>h.9<*
141.51
92.68
253.68
133.47
20 3.00
286.13
97.10
138.38
S/MILE
NOX f
14. 14
10.59
11.17
6.69
13.45
16.97
17.11
10.32
12.08
10.58
8.80
12.68
11.46
8.89
9.26
11.64
16.12
8.78
11-28
7.34
10. J7
8.78
9.66
15.48
8.46
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HC
0.089
0.911
0.717
0.313
1.556
0.085
0.492
0.078
0.061
0.119
0. 139
0.098
0.332
0.189
0.641
0.684
0.344
0.544
0.2S8
0.906
0.099
0.362
0.611
0.510
0.196
WEIGHTED G^*^S
CO
13.868
15.994
10.969
6.970
26.290
1 .258
6.512
1.137
0.769
2.016
2.706
1.827
7.963
3.186
15.221
10.641
6.12ft
7.905
2.718
13.286
1 .86*.
8.506
13.587
4.340
5.025
NIOX
1.560
0.555
0.624
0.364
1.42M
0. 166
0.717
0.1 30
0.034
0. 148
0.123
0.177
0.336
0.124
0.5*2
0.650
0.473
0.490
0.331
0.384
0. 145
0.36H
0.459
0.692
0.307
/•M NON-METHANE
PART FACTOR SIZE G/M1LE
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.17955
0.09091
0.06H18
0.17273
0.01591
0.06H18
0.02045
0.00455
0.02273
0.02273
0.02273
0.04773
0.02273
0.10227
0.04773
0.09091
2 7.55
1 11.49
4 6.81
3 13.94
2 12.46
3 10.99
2 5.73
1 40.04
2 7.58
4 9.10
3 6.41
2 10.47
4 12.44
5 9.19
2 10.72
1 8.32
HC
WTD.G/M
1 . 356
1.045
0.464
2.408
0. 198
0.750
0.117
0. 182
0.172
0.207
0.146
0.500
0.283
0.939
0.51?
0.756
-------
21 V30<» SwRIPl U 0.01117
SALES-WEIGHTED GAS BAG TOTALS!
7S* REDUCTION F*OM bAStLlNt!
6.?9
9.16
0.0
0.070 l.
-------
|