75-21 JJM
Summary Report on the Evaluation of
Light Duty Diesel Vehicles
March 1975
Technology Assessment and Evaluation Branch
Emission Control Technology Division
Office, of Mobile Source Air Pollution Control
Environmental Protection Agency
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CONTENTS-
Page
Background 1
Vehicle Descriptions 2
Test Procedures 5
Test Results 16
Conclusions . 39
Appendix (detailed vehicle descriptions) .... 41
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Background
The Environmental Protection Agency receives information about many
systems which appear to offer potential for emission reduction or fuel
economy improvement compared to conventional engines and vehicles. EPA's
Emission Control Technology Division is interested in evaluating all such
systems, because of the obvious benefits to the Nation from the identifi-
cation of systems that can reduce-emissions, improve economy, or both.
EPA invites developers of such systems to provide complete technical
data on the system's principle of operation, together with available
test data on the system. In those cases for which review by EPA technical
staff suggests that the data available show promise, attempts are made
to schedule tests at the EPA Emissions Laboratory at Ann Arbor, Michigan.
The results of all such test projects are set forth in a series of
Technology Assessment and Evaluation Reports, of which this report is
one.
' The conclusions drawn from the EPA evaluation tests are necessarily
of limited applicability. A complete evaluation of the effectiveness
of an emission control system in achieving performance improvements
on the many different types of vehicles that are in actual use requires
a much larger sample of test vehicles than is' economically feasible
in the evaluation test projects conducted by EPA. For promising systems
it is necessary that more extensive test programs be carried out.
The conclusions from the EPA evaluation test can be considered to
be quantitatively valid only for the specific test car used; however,
it is reasonable to extrapolate the results from the EPA test to other
types of vehicles in a directional or qualitative manner i.e., to suggest
that similar results are likely to be achieved on other types of
vehicles.
The Diesel engine has long been recognized as an inherently low
HC and CO emissions engine with excellent fuel economy advantages.
This engine has been accepted by the heavy duty motor carrier and rail-
road locomotive industries for many years as the most efficient power
source available for transporting goods over long distances. It has
not yet been accepted, or rejected, for light duty use in the United
States since inadequate numbers have been made available to determine
the degree of public acceptance. Until 1974, only one imported model,
the Mercedes Benz, was available to the general public and this had
limited sales since it was only available in a premium priced vehicle.
In 1971 EPA obtained both a 2.2 litre gasoline and a 2.2 litre Diesel
powered Mercedes Benz for comparative evaluation studies at the South-
west Research Institute. This comparative test pointed out substantial
differences in both emissions and fuel economy between the two vehicles
which x^ere identical except for their respective power, plants. This
intensified the interest of EPA in the Diesel as a light duty power
plant. Since the automotive industry in the United States has not pro-
duced anything besides the conventional gasoline engine for personal
transportation vehicles, it was necessary to obtain additional Diesel
powered test vehicles from abroad.
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Several EPA test reports have previously been published which
portray the history of in-house data developed from light duty Diesel
automobiles and a Diesel-pox^ered pick-up truck. These tests are
referenced as follows:
ECTD Report #
72-18
73-6
73-19
73-26
74-1
75-10
Title Date
Interim Report on Testing of a March 1972
Mercedes-Benz Diesel Sedan
Final Report: Exhaust Emissions from July 1972
a Mercedes-Benz Diesel Sedan
Exhaust Emissions from Three Diesel March 1973
Powered Passenger Cars
Effects of FID Oven and Sample Line May 1973
Temperature on the Measurement of
Hydrocarbon Emissions from Diesel
Engines
Emissions from a Pick-Up Truck July 1973
Retrofitted with a Nissan Diesel
Engine
Emissions from a Mercedes-Benz Diesel
Car Equipped with a Turbocharger
October 1974
The summary of data from the above reports and additional vehicle
tests are covered in this report.
Vehicle Description^
This report summarizes the testing of eleven different Diesel
powered light duty vehicles:
1. Mercedes-Benz 220D (1971)
2. Mercedes-Benz 220D (1971) with and without turbocharger
3. Mercedes-Benz 220D (1972) stock and with modified fuel injection
4. Mercedes-Benz 240D (1975)
5. Mercedes-Benz 300D (1975)
6. Peugeot 504D (1973)
7. Peugeot 504D (1974 w/1975 Fuel Injection)'
8. Peugeot 204D (1974)
9. Opel Rekord 2100D (1973)
10. Nissan 220C (1973)
11. Ford-Nissan CN-6-33 (pick-up truck)
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All Mercedes vehicles used the Daimler-Benz prechamber combustion
system which is shown in figure 1. All other vehicles used a version
of the Ric.ardo Comet swirl chamber combustion system which is shown
in figure 2. More detailed specifications on each vehicle can be found
on the vehicle description sheets in Appendix A of the report. A
brief description of each vehicle follows:
Mercedes-Benz Vehicles - All Mercedes-Benz models tested were
versions of the 3500 pound inertia weight (IW), 4-door sedan. The
first three vehicles were equipped with 2.2 litre, four cylinder engines
rated at 60-65 horsepower.
The first 1971 vehicle was a car loaned to EPA by Mercedes-Benz
of North America (MBNA) and initially tested by SwRl. The second 1971
vehicle was owned by a private citizen and was loaned to EPA for tests
before and after the installation of a turbocharger. Neither 1971
vehicle incorporated any technology for the control of gaseous emissions.
The 1972 vehicle was also provided by MBNA and was tested in two con-
figurations:
1. As produced
2. With a modified injection system to reduce unburned hydrocarbons
and odor.
A detailed description of the injection system modification to
eliminate secondary injections is attached to the vehicle description
table in Appendix A. Basically the modification involved installing
"Reverse Flow Damping Valves" (RFDV) between the injection pump and
the fuel injectors.
The engine in the 240D vehicle has a larger displacement (2.4 litre)
and is a newer (1975 model year) version of the 220D. Reverse flow
damping valves are standard equipment on this vehicle as well as on
the five-cylinder 300D. The 300D is the same basic engine and vehicle
with one additional cylinder added. The 240D is rated at 65 horsepower
and the 300D is rated at 77 horsepower.
Peugeot Vehicles - All three Peugeot vehicles were loaned to EPA
by Peugeot. The first vehicle tested, the 3000-Pound IW 504D, was a
1973 model equipped with a 65 horsepower, 2.1 litre engine. The second
504D vehicle, a 1974 model, nearly identical to the first, had been
modified for lower hydrocarbon emissions. The third Peugeot: vehicle,
the 204D, was a 2500-pound IW sub-compact, vehicle equipped with a
transverse mounted 1.4 litre, four cylinder, aluminum alloy Diesel engine
with cast iron sleeves, rated at 51 horsepower at 5000 rpm. This engine
is the highest speed automotive Diesel engine in the world. No gaseous
emission control technology was employed.
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K *| -ST ~"
Figure fl~ Pre~Combustion Chamber'
ri^^^i^^^^^i^^^S^^:!:^,'^
FIGURE 2 RICARDO COMET Vb INDIRECT INJECTION COMBUSTION SYSTEM
PROPOSED FOR LIGHT-DUTY PASSENGER CARS
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Opel Vehicle - The Opel Rekord 2100D was supplied courtesy of
General Motors Corporation. It was manufactured by GM's European
subsidiary Adam Opel AG. The 68 horsepower four cylinder, 2.1 litre engine was
designed to be built off of the tooling for the 1.9 litre gasoline engine.
No emission control system was employed. The 3000-pound IW Rekord
4-door sedan xjas similar in size to the Mercedes and Peugeot 504 vehicles.
Datsun-Nissan Vehicle - The Datsun-Nissan 220C was another 3500-
pound IW, 4-door sedan vehicle powered by a 4 cylinder, 2.2 litre engine
of 70 horsepower. The vehicle was provided courtesy of Nissan. No
emission control system was incorporated.
Ford-Nissan Vehicle - The Nissan powered Ford pick-up truck was
the only six cylinder vehicle tested and it was the heaviest at 4500
pounds IW. The engine installation had been done by S&S Equipment
Sales, a Chicago based firm. The engine is a 92 horsepower six cylinder
version of the four cylinder engine used in the Nissan,220C.
Gasoline engine data from a stratified charge PROCO Capri and a
standard Capri were used in the tables of data for comparative purposes
when applicable. Vehicles are described on the Test Vehicle Description
sheets in Appendix A.
Test Procedures
To obtain a comprehensive evaluation of the Diesel as a light duty
power, plant, eleven different types of tests were performed:
1. 1975 Federal Test Procedure (FTP) for HC, CO, NOx emissions
and urban cycle fuel economy from light duty vehicles.
2. Highway Cycle tests for emissions and fuel economy during non-
urban driving.
3. Heavy Duty gaseous test procedure (13-mode) for mapping 1IC,
CO, NOx emissions and specific fuel consumption.
4. Heavy Duty Smoke test
5. Light Duty Smoke test
6. Odor tests
7. Oxygenates testing (during 1975 FTP vehicle operation)
8. Noise tests
9. Particulate emission tests
-10. Hydrocarbon distribution tests
11. Acceleration performance tests
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1
1. Mercedes-Benz 220D (1971)-SwRI
2. Mercedes-Benz 220D (1971) W/&W/Q turbo
3. -lercedes-Bcns 220D (1972) W/&W/Q RFDV
4. -lerccdes-Benz 240D (1975)
5. lercedes-Benz 300D (1975)
6. PeuKcot 504D (1973)
7. Peugeot 504D (1974)
8. PeuKeot 204D (1974)
9. Opel Rekord 2100D (1973)
10. Datsup.-Nissan 220C (1973)
11. Ford-Nissan CN-6-33
'able 1
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Smoke
X
X
X
X
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Odor
X
X
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X
X
Oxygenates
X
X
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X
X
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Particulate
X
X
X
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X
X
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Acceleration
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X
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Table one identifies wliich tests each of the test vehicles was
subjected to up to the present time.
The specific test procedures and analysis systems used for each
emissions category are described in the following subsections. In
every case possible, recognized procedures published in the Federal
regulations were employed. Instruments, sampling and analysis, and
other facilities adhere strictly to these methods without exception.
Where Federal procedure, or chassis versions of Federal procedures,
do not exist, existing procedures for Heavy Duty Diesel vehicles were
modified or adapted as necessary for purposes of this project. The
Diesel cars were tested with number 2 Diesel fuel (DF2).
1. Gaseous Emissions - 1975 Light Duty Vehicle FTP
The cold start 1975 FTP was the basic gaseous transient procedure
used. It is essentially the same for both gasoline and Diesel. Hydro-
carbon values were obtained by both the bag method, prescribed.for
gasoline engines, and continuous hot analysis. The Federal test pro-
cedures for gaseous emissions and fuel economy were follox^ed without
exception.
2. Highway Cycle Testing
The EPA Highway cycle test for light duty vehicles simulates a hot
start 10.2 mile trip in a non-urban area. Average cycle speed is high
at 48 raph. The fuel economy a vehicle achieves on this test is nearly
the optimum that could be expected from normal long distance travel.
3. Gaseous Emissions - 1974 Heavy Duty Vehicle
The 1974 Heavy Duty gaseous emissions test, known as the 13-mode
test, is a stationary engine test. The 39-minute long chassis procedure
is a speed-load map of 13 modes, at 3 min per mode. In addition to CO
and NO by NDIR (according to SAE recommended practice J-177), and HC
by heated FIA (according the SAE recommended practice J-215), air rate
must be measured continuously (according to SAE recommended practice
J-244). A Flo-Tron system was used to measure the net fuel consumption
of the engine, which, in turn, enabled the use of manufacturer's curves
for inlet fuel rate arid engine flywheel horsepower to set pox^er points.
The four Diesel and one stratified charge engines investigated
had rated speeds of 4000 to 4500 rpm and nominal peak torque speeds
of 24'..0 rpi. For the 13-mode test, the intermediate speed is defined
as peak tor- ;e or 60 percent of rated, whichever is higher. The pro-
cedure start::-; with low idle, then 2, 25, 50, 75, and 100 percent
load at intermediate speed followed by low idle. Then speed is in-
creased to rated at 100 percent load with decrease to 75, 50, 25, and
2 percent. Another idle is then run.
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The major difference between the engine test used for certifica-
tion and the chassis alternative is the procedure used to determine the
engine operating points at 25, 50, and 75 percent of power and the actual
power output at 100 percent. The engine procedure uses measured power
output at the flywheel to determine the cycle weighted power for division
into the product of emission concentration times gas mass floxi? rate to get
brake specific emission rate. For engines installed in a chassis, there
is no convenient way to measure power output at the flywheel. But, it
is convenient to measure the net fuel rate to the engine which can be used
to determine power, given suitable curves from the manufacturer.
For most of the cars subjected to this test, a curve of fuel rate
versus*flywheel power output, from no load to maximum power output at
rated and intermediate speed was available. The procedure was to measure
maximum fuel rate by operating at maximum power output at each specified
speed. The flywheel power output for the maximum fuel rate was read from
the available curve. The part load power fuel rate settlings were then
obtained from the curve at 75, 50, and 25 percent of the maximum chassis
dynamometer power reading. The vehicle was then operated at these fuel
rates during the test and the power used in the calculations was than
read or determined by the fuel-power curves.
In a few instances, such part load curves were not available making
it necessary to define the maximum flywheel power from full load per-
formance curves xvhich were available. A straight line relationship
was then drawn between the full load fuel rate and the no load fuel
rate on a plot of fuel flow vs. load for each of the two test speeds.
The flow corresponding to the 25, 50, and 75 percent load points was
taken from this curve as previously discussed. This practice, required
for the Nissan Diesel car, assumes fuel rate and power output to be a
linear relationship which for most Diesel engines, both Light and Heavy
Duty, is a reasonable approximation.
4. Smoke - Heavy Duty Vehicle FTP
The Federal Heavy Duty smoke test consists of an initial engine
acceleration from 150-250 rpm above the low idle speed to 85-90 percent
of rated engine speed in 5.0 1 1.5 seconds, a second acceleration from
peak torque speed (or 60 percent of rated speed, whichever is higher)
to 95-100 percent of rated speed in 10.0 1 2.0 seconds, and (following
this second acceleration) a full-power lugdown from 95-100 percent of
rated speed to the particular intermediate engine speed (peak torque
speed or 60 percent of rated speed) in 35.0 JI 5 seconds. Three of these
sequences constitute one smoke test. The U.S. EPA light extinction meter
is used to record smoke opacity.
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The average smoke opacity from the 15 highest-valued one-half
second intervals of the two accelerations determine the "a" factor, and
the average opacity from the five highest-valued one-half second intervals
of the lugdown mode determines the "b" factor. The maximum values
allowed for "a" and "b" factors of 1970 through 1973 certification
engines were 40 and 20-percent opacity, respectively. For 1974, the
"a" factor xoas reduced to 20-percent opacity and "b" factor was reduced
to 15-percent opacity. The new peak or "c" factor, which is the average
of the three highest one-half second intervals per cycle, is determined
from the "a" and "b" chart readings. The three cycle "c" values are
then averaged to determine the "c" factor for the test.
5. Smoke - 1975 Light Duty Vehicle FTP
There currently is no recognized U.S0 smoke test procedure for
light duty passenger car exhaust. Although the Heavy Duty schedule
can be used with the light duty vehicle by a chassis dynamometer version
of the test, it is uncertain whether this test is indeed representative
of the way the smaller, higher speed Diesels operate. The smoke opacity
was recorded therefore, during operation of the vehicle over the LA-4
transient driving schedule used for the Federal light duty gaseous emissions
test. The UoS. EPA light extinction smoke meter was connected at the
end of the tailpipe and continuously recorded smoke opacity throughout
the test cycle. Smoke tests were conducted independently of the emissions
testSo
6. Odor - Light Duty Vehicle
(a) Diesel Odor Analytical System
As one result of approximately five years of research, sponsored
under the CAPE-7 project of CRC APRAC, A. D. Little developed a prototype
liquid chromatograph for use in predicting Diesel exhaust odor. Called
DOAS for Diesel odor analytical system, the system provides two results,
one being an indication of the oxygenate fraction called LCO for liquid
chromatograph oxygenates, and the other called LCA for liquid chromatograph
aromatics. These were found by earlier research by ADL to represent the
major odorants in Diesel exhaust. The ADL studies had shown a correlation
of the TIA (total intensity of aroma) to sensory measurements by the ADL
odor panel. TIA is equal to 1 + log-^Q LCO, where LCO is expressed in
yg/ X, of the exhaust gas fraction.
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Both LCD and LCA are expressed in micro-grams per litre of exhaust
using either the test fuel .or a reference component for calibration.
The LCO is, by virtue of its use to express TIA, considered the most
important indication of Diesel exhaust by this method.
DOAS values and odor ratings with the trained odor panel were obtained
simultaneously on all the vehicles in this project. The DOAS does not
measure odor, but measures a class of odorants and it was intended and
developed specifically for use with Diesel exhaust. Its application
to exhaust from gasoline engines had never previously been attempted.
To obtain DOAS samples requires each test mode to be extended. Double
the running time, from a nominal three minutes to six minutes, was
needed to allow a full five minutes of trapping. The first minute is
to achieve a stable operating speed and load. Panel evaluation is
normally during the third minute of the run.
The sampling system used a multi-opening stainless-steel probe,
as is normal practice for HC measurement from Heavy Duty Diesel engines.
The sample was then transferred to the oven via a 9.5mm (3/8 inch)
diameter stainless steel line 0.75m (30 inches) long covered by tubular
exterior electrical heating sleeves to maintain 190°C (375°F) sample
gas temperature. Between the probe and sample transfer line, a high
temperature bellows type stainless steel valve was placed for leak check
purposes. Inside the oven, the sample passed through a fiberglass filter,
then into a metal bellows pump mounted inside the oven.
Once the sample passes through the trap, the sample goes through a
drierite column, a glass tube flowmeter, and then into a dry gas volume
meter. The dessicant prevents troublesome water from condensing in the
flowmeter and gas meter. The flowmeter allows monitoring of gas flow,
by visual observation, during the test while the gas meter measures
the total flow of gas during the last run.
(b) Diesel Odor Evaluation by Trained Panel
The EPA (PHS) quality-intensity (Q/I) or Turk kit method of evalua-
tion of dilute samples of Diesel exhaust odor was employed to express
odor judgements by the trained ten-person SwRI odor panel. The reference
standards used are blends of chemical compounds selected for their stability
and similarity to Diesel odor characteristics. The kit includes an overall
"D" or composite odor graded in steps of 1 through 12, 12 being strongest.
The "D" odor is made of four sub-odors or qualities. These comprise burnt-
smoky "B", oily "0", aromatic "A", and pungent "P" qualities. Horizontal
exhaust at bumper height from a city bus was found in field studies to be
diluted to a minimum reasonable level of 100:1 before being experienced by
an observer. Since no similar dilution data were available for light duty
vehicles, the 100:1 dilution was retained in this program for consistency
recognizing that it is probably low for these smaller engines and
particularly for the throttled gasoline engines.
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Both steady state and transient vehicle operation were simulated for
odor evaluation. The steady state runs were made at three power levels,
normally zero, one-half, and full power at a high and at an intermediate
speed. The seventh condition, was low idle for a well warmed-up engine.
B'or the four Diesels, one-half load was defined as a fuel rate midway
between the fuel rates at full and no load. These seven conditions
were performed in random order so as to replicate each condition three
times for a total of 21 runs.
The odor measurement procedures applied to the Diesel powered
cars were based on the extensive previous work with Diesel exhaust odor
measurement from larger size vehicles. One important change was made,
however, and that was to operate the cars more nearly as they might on
the road. This meant changing the engine speeds from rated and inter-
mediate, as defined for the 13-mode test, to lower speeds. High speed
was defined as the engine rpm corresponding to 90.1 km/hr (56 mph) level
road load. In practice, the level road load, defined for a specific car
test weight was set in the dynamometer 80.5 km/hr (50 mph) and then the
car increased in speed to 90.1 km/hr (56 mph). Most of the cars were,
in high gear or high range of the transmission, operating at approximatley
3000 engine rpm at 90.1 km/hr (56 mph). The intermediate speed was then
defined as 60 percent of this speed, which was a nominal 1800 rpm for
most cars.
Operation of the Ford Capri gasoline car posed some special concerns
in that it was the first gasoline powered vehicle evaluated by the trained
SwRl odor panel. The. carbon monoxide in gasoline engine exhaust, relative
to that from Diesels, is substantially greater and required special pre-
evaluation examination to determine panelist exposure level. Since the
current OSHA limit is 50 ppm CO per eight hour working day, there is no
concern about exposing odor panelists to CO levels at or below this
level in the dilute exhaust. For very brief exposures and a minimal
number of occurrences in a given working day, the range of 400 to 500
ppm CO in air (one-hour or less exposure) has been considered the 'limit.
The. basic philosophy was to characterize odor over a range of loads
and speeds that could be encountered and over a wide enough range to cover
steep uphill plus moderate, trailer towing as well as the moderate load
and no load conditions.
7. Oxygenates - 1975 Light Duty Vehicles
In addition to the usual HC, CO^ NOx measurements, raw exhaust samples
were continuously taken and collected in reagents for wet chemical analysis.
These samples were withdrawn in the stainless steel pipe section connecting
the exhaust dilution point (below the CVS filter box) and the inlet of the
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12
CVS heat exchanger. Multiopening stainless steel probes were used, one
probe for the aldehyde-formaldehyde bubbler in series, one for the pair
of acrolein bubblers in series, one for each of the three odor trapping
systems for the Diesel odor analytical system (DOAS).
These probes were located adjacent to the probe used to obtain the
continuous HC sample. All sample lines and interfaces were heated as
required to maintain sample integrity for Diesels. Alehydes, formaldehyde
and acrolein samples were maintained at 71°C (160°F). This is the same
temperature used with raw exhaust samples to prevent condensation of water
and loss of water soluble oxygenates.
In the case of wet collected traps, the entire 23-minute (bags 1
and 2) and the third bag 505 sec portion of the 1975 FTP were taken
in a. single collector (bubbler on trap). This was necessary to obtain
sufficient sample for analysis and preclude the problem of switching
after the first 505 seconds of the run (cold start bag). The chromatropic
acid method for formaldehyde, 3-methyl-2-benzothiazolone hydrazone (MBTH)
method for aliphatic aldehydes, and the 4-hexlresorcinal method for
acrolein, all of which are wet chemical methods, were employed.
8. Vehicle Noise
This series of tests was intended to determine the maximum interior
and exterior sound levels, in dBA scale, during idle and various driving
modes. SAE J986a, Sound Level for Passenger Cars and Light Trucks,
describes a test procedure that formed the basis for measurement and
vehicle operation. A General Radio Type 1933 Precision Sound Level
Analyzer, General Radio Type 1562-A Sound Level Calibrator, and General
Radio Wind Screen.
(a) Acceleration Drive-By
Acceleration drive-by measurements were made at 15.24m (50 feet).
Each vehicle approached a line 7.6m (25 feet) before a line through the
microphone normal to the vehicle path and accelerated, using the lowest
transmission gear or range such that the front of the. vehicle reached or
passed a line 7.6m (25 feet) beyond the microphone line when maximum
rated engine speed was reached. The sound level reported was that of
the loudest side of the vehicle. Tests were made with all windows fully
closed and the vehicle accessories such as heater, air conditioner,
or defroster (radio excluded) in operation at their highest apparent
noise level.
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Interior sound level determinations were the same as exterior except
that the microphone was located 6 inches to the right side of the driver's
right ear. All other test procedures-were as presented in J9S6a.
(b) Constant Speed Drive-By
The constant speed drive-by measurements were also made at a
distance of 15.24m (50 feet). The vehicle was in high gear and driven
smoothly at 48.3 Ion (30 mph) + 5 percent.
Interior sound level determinations were made in the same manner
as during the accel test. The sound level reported for this test was
obtained in the manner outlined in.the acceleration test already described.
(c) Idle
This test included sound level measurements at 3'. 05m (10 ft) distances
from the front, rear, left (street side) and right (curb side) of the
vehicle. The vehicle, was parked and engine allowed to run an manufacturer's
recommended low idle speed with transmission in neutral for at least one
minute. Accessory items such as air conditioner or heater and defroster
were not operated during this test. Interior measurements were also
obtained at the same single point used in drive-by tests.
9. Particulate Emission Tests - 1975 and 1972 LDV-FTP and 60
miles per hour (96.6 Km/hr)
A Clayton CT-200-0 chassis dynamometer with a variable inertia fly-
wheel assembly was used in all tests conducted under this program. In
these tests, the vehicle was operated under approximately 60 mph road-
load cruise conditions and under cyclic conditions of the Federal Test
Procedure.
Exhaust particles were collected after air dilution of the exhaust
in a large dilution tube. The entire exhaust stream was diluted. Air
dilution and cooling of the exhaust was accomplished by a dilution tube
16 inches in diameter and 27 feet in length constructed of extruded
polyvinyl chloride (PVC) pipe in several sections with butt joints which
were taped during assemply prior to each run. The diluent air coming
i:ito the tube was filtered by means of a Dri-Pak Series 110 Class II
PIN 114-110-020 untreated cotton filter assembly. This filter assembly
is 24" x 24" and has 36 filter socks which extend to 36 inches in length.
This filter will pass particles 0.3 micron in size and smaller. Pressure
drop at 600 cfm flow rate is minimal.
Exhaust was delivered to the tube via a tailpipe extension which was
brought into the bottom of the tube downstream of the filter assembly.
The extension was bent 90 degrees inside the tube, thus allowing the
introduction of the exhaust stream parallel to the tube axis. Within
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14
the dilution tube, along the perpendicular plane of the end of the
exhaust extension was a mixing baffle which has an 8-inch center hole and
was attached to the inside diameter of the tube. The baffle presented
a restriction to the incoming dilution air in the same plane as the
end of the exhaust extension and provided a turbulent mixing zone of
exhaust gas arid dilution air.
The particulate sampling zone is located at the exhaust end of
the dilution tube. Two sample probes were both connected to 142 mm
holders fitted with 0.3 micron Gelman Type A glass fiber filter pads and
vacuum pumps. A flow meter was used to monitor and regulate the flow
through the filters. Sample probes sized to deliver an isokinetic sample
from the dilution tube were used. The average mass from the two filters
was used in determining total mass particulates sized greater than 0.3
microns. Heavy particulates which fall out in the tunnel are not considered
of immediate concern since these would not normally be airborne in a
normal environment.
10. Hydrocarbon Distribution - 1975 LDV-FTP
The classification of exhaust hydrocarbons by different molecular
weight categories were measured. Such analyses requires a sample of con-
centrated exhaust for analysis by gas liquid chromatograph (GLC). The type
column (length and packing) has been essentially standardized to the use of
a 3.05m x 3.18mm (10 ft x 1/8 inch) 5 percent: Dexil 300 on. 60/80 AW/DMCS
Chromosorb G columns in which the sample is eluted by a carrier gas,
nitrogen, while the column temperature is slowly raised, temperature
programmed from 100°C to 350°C at 10°C/min after 5 minutes of isothermal
operation at 100°C.
The ADL Diesel odor analysis system (DOAS) which was used requires a
non-aqueous, concentrated sample of organic exhaust products for analysis.
Chromosorb 102 will absorb oxygenates and unburned fuel at slightly elevated
temperatures, permitting the water vapor to pass through the column. The
trap can be capped off and is reported reasonably stable for several days.
During this time, the absorbed organic matter can be extracted by eluting
with a pre-purified solvent, cyclohexane. A small amount of this extract
is then used in the DOAS and a small amount of the remainder in injected
into the Varian Model 1740 GC used for hydrocarbon analysis.
The resulting chromatogram is then analyzed for peak height, area and
elution time. These values are then compared to calibration standards from
which a quantitative and qualitative indication of hydrocarbon distribution
may be determined. The only change to usual laboratory practice for these
measurements was the use of the DOAS sample. The DOAS sample was taken
during the running of an entire 1975 LD FTP. This sample, taken at a
continuous rate from the CVS diluted exhaust, was felt to represent as
well as any other sample technique, the type HC usually emitted by Diesels
in transient operation.
-------
15
11. Acceleration Tests
Zero to sixty miles per hour acceleration runs on the road were
made for some of the vehicles. All times were recorded based on the
vehicles speedometer reading with two- test engineers aboard. Tests
were conducted on a flat, levelj paved highway., A stop watch was used
to measure the time of acceleration. Where data were not available,
manufacturers data or published test results were used in the evaluation.
Test Results
Exhaust emissions data from EPA, Dow and SwRI are summarized in
Tables 2-9. Analysis of these data showed the following:
' LDV Gaseous Emissions and Fuel Economy
As shown in table 2, the 1972 Mercedes 220D, the Nissan 220C and
the Opel 2100D all were able to meet the levels of the 1977 statutory
standards (.41 HC, 3.4 CO, 2.0 NOx). The 1975 FTP tests illustrated
an inherent low emission capability of the Diesel powered car.
The two 1971 Mercedes-Benz cars had 16,500 and 88,000 miles respectively
and the latter was tested three years after the first car. The magnitude
in mass emissions of the two cars was not significantly different. Although
the HC level of the 1971 cars was about twice the 1977 statutory level of
0.41 gm/mi, this was improved with the 1972 model to 0.34 gm/mi. Then,
with the addition of Reverse Flow Dampening Valves (RFDV) to the high
pressure fuel distribution lines of the 1972 model car, HC was further
reduced to 0.26 gm/mi by controlling secondary injections. The RFDV
strategy was then adapted in production for the 1975 Mercedes 2.4 and
3.0 litre models yielding HC levels on the order of 0,13 to 0.16 gm/rai,
CO on the order to 1.03 to 1.43 gm/mi and NOx on the order of 1.42
to 1.55 gm/mile. These significant improvements were obtained with
only minor adjustments to the fuel injection system. In the case of
the Peugeot 504D, HC control was improved by 74% and CO by 47% merely
by finer tuning of the high pressure fuel system (changes in the fuel
nozzle and delivery valve retraction volume). Neither the Opel nor the
Datsun Diesel cars are marketed in the U.S. nor are the engines developed
for low emissions. Both of these vehicles, as received and tested
however, produced emission levels well below the stringent 1977 statutory
levels. These were all 3000 to 3500 pound I.W test vehicles. The heavier,
4500 pound IW, Ford truck which was tested by EPA with a retrofitted
Diesel engine, the Chrysler-Nissan CN 6-33, was high in HC but met the
1977 NOx statutory standards without any refinements or adjustments .to
the engine or fuel system. In the single example of turbo-charging, the
full load fuel setting was unchanged and turbo effectiveness was experienced
primarily during light load accelerations'with the 3500 pound IW Mercedes.
Addition of the turbo had no significant influence on emissions during
the FTP. The only light weight car tested, the Peugeot 204D, had high
HC and CO emissions compared to the heavier cars but this is probably due
to secondary injections and an untuned fuel injection system.
-------
1975 LDV -
Table 2
FTP Emissions and Fuel Economy
Xrehicle
Mercedes-Benz
X
Peugeot
Opel-Rekord
Datsun-N'issan
Ford-Nissan
Uncontrolled Gasoline
baseline
1975 Interim Standards
1975 California
1977 Interim Standards
1973 Statutory Standards
* Average of SwRI and EPA
Inertia
Weight
3500//
3500//
3500i?
3500//
3500;?
3500//
3500// '
3000//
3000//
3000//
3500*
2500i?
3000//
3000*
3500 it
4500f?
3500-;
Ave
tests.
1971 220D
1971 220D
1971 220D
1972 220D
1972 220D
1975 240D
1975 3000
1973 504D
1973 504D
1974 504D
1975 504D
1974 204D
1973 2100D
1973 2100D
1973 220C*
Ford F250
Typical
Model
(SwRI 1972 FTP) '
(w/o turbocharger)
(with turbocharger)
(modified)*
2.4 1
(pre-SwRI)
(post SwRI)*
(pre-GM) .
(post GM)*
w/Nissan CN.6-33
gin/mi
0.87
0.87
0.98
0.34
0.26
0.13
0.22
3.29
1.88
0.94
0.51
1.60'
0.53
0.39
0.31
1.70
8. 70
1.5
0.9
0.41
0.41
HC
gin /Km
(0.54)
(0.54)
(0.61)
(0.21)
(0.16)
(0.08)
(0.14)
(2.04)
(1.17)
(0.58)
(0.32)
(0.99)
(0.33)
(0.24)
(0.19)
(1-05)
(5.39)
gm/mi
1.62
2.66
2.67
1.39
1.11
1.03
1.43
.3.66
2.47
1.93
1.51
2.75
1.30
1.05
1.35
3.81
87.00
15.0
9.0
3'.4
3.4
CO
gn/Km
(1.00)
(1.65)
(1.66)
(0.86)
(0.69)
(0.64)
(0.89)
(2.27)
(1.53)
(1.20)
(0.94)
(1.70)
(0.81)
(0.65)
(0.84)
(2.36)
(53.94)
gra/mi
1.83
1.61
1.66
1.54
1.42
1.42
1.55
1.06
1.03
1.45
0.95
0.69
1.41
1.31
1.47
1.71
3.50
3.1
2.0
2.0
0.4
NOx
cm/Km
(1.13)
(1.00)
(1.03)
(0.95)
(0.88)
(0.83)
(0.96)
(0.66)
(0.64)
(0.90)
(0.59)
(0.43)
(0.37)
(0.81)
(0.91)
(1.06)
(2.17)
Weighted
1975 MPG
24.7
24.5
24.3
26.5
25.2
23.9""
24.2
25.7
24.0
26.7
33.0
24.3
25.4
25.9
21.4
14.1
Litre/
100 Km
(9.51)
(9.59)
(9.67)'
(8.87)
(9.33)
(9.83)
(9.71)
(9.14)
(9.79)
(8.80)
(7.12)
(9.67)
(9.25)
(9.07)
(10.98)
(16.67)
# of Tests
5
2
2
15
18
1
1
10
6
7 '
2
1
23
6 '
6
3
-------
17..
Table 2 also shows urban cycle fuel economy and fuel consumption
from 2500 to 4500 pound inertia weight Diesels and Figure 3 compares
these to gasoline powered cars. Urban fuel economy (MPG) from these
vehicles was about 1.8 times that of typical gasoline powered vehicles
of equal IW class. Table 3 shows the non-urban or highway fuel economy
and fuel consumption from Mercedes-Benz and Peugeot models. Highway
Cycle fuel economy, about the best which can be expected for long
distance trips, ranged from 30 to 35 miles per gallon for the Diesel cars
as compared against 19 miles per gallon for the typical uncontrolled
gasoline car of 3500 inertia weight. The small Peugeot 204D gave 41
MPG on the highway cycle. Figure 3a shows a comparison to gasoline cars.
Assessment of fuel economy from Diesel fueled vehicles for com-
parative analyses with gasoline fueled vehicles should take into con-
sideration the difference in available energy from the two fuels.
Average DF2 fuel has a heat content of 137,500 BTU/gallon where gasoline
has 124,500 BTU/gallon - 10% more available energy per gallon of fuel.
To correct for this, fuel economy (MPG) of the Diesel x,0.91 will provide
the corrected value for an absolute comparison. However, it should be
noted that considerably less energy is required at the refinery to make
DF2 fuel. The true efficiency advantage of DF2 fueled cars probably
lies somewhere in between the .observed and corrected values for fuel
economy. ^^~
HC emissions are roughly one fourth, CO one tenth and NOx one fifth
that of the uncontrolled gasoline car when tested on the highway cycle.
It is interesting to note the loxtf HC and CO from the Peugeot 504D
(modified) as compared against the Mercedes-Benz which had lower HC and CO
levels when tested on the urban cycle.
Table 4 shows the oxygenates (formaldehyde, aliphatic aldehydes,
acrolein) were proportional to total HC's. As HC was lowest for
the Mercedes so were the oxygenates. As HC was the highest for the
Peugeot (of the four Diesels tested), so were the oxygenates. As
compared against the 1974 Mercedes uncontrolled gasoline 2.2 litre
vehicle, oxygenates were roughly one half of the gasoline engine
(except for the Peugeot where aldehydes were about 75% higher,
formaldehydes and acroleins about the same as the gasoline). The LDV
Diesel engine, therefore, should not present any major problems in
this category of pollutants except for possibly some contribution to
the exhaust odor quality.
2. Heavy Duty Vehicle Gaseous
Using a chassis version of the 1974 Federal Diesel Heavy Duty
(HD) 13-mode procedure, all four of the Diesel passenger cars were
substantially below the most stringent CO level of 25 gm/bhp-hr
specified by California for 1977 as is shown in table 5. Combined HC
and N02 for the four Diesels ranged from 3.9 to 7.0 gm/bhp-hr. The tight
HC and NO 2 standard set by California for 1977 is 5 gm/bhp-hr. HC from
the Peugeot was about 10 times higher than the other Diesel cars, but
fuel injection modifications should correct this condition.
-------
40 r
35
30
Peugeot 204D
18
c25
o
H
rH
CD
0)
PH
15
10
Opel 2100D
Peugeot 504D
Nissan 220C
Mercedes 240D
Mercedes 300D
Ford-Nissan
JL
J_
2500
3000
3500 4000
Inertia Weight
4500
5000
5500
Figure 3 - Diesel vs. 1975 Gasoline Urban MPG
-------
19
Peugeot 204D
5 -
Peugeot 504D
Mercedes 240D & 300D
2500
3000
3500
4000
4500
5000
Inertia Weight
Figure 3a - Diesel vs. 1975 Gasoline Highway MPG
-------
Table 3
Highway Driving Cycle
Emissions and Fuel Economy
Vehicle
Mercedes Benz
1971 220D
Natural Aspirated
Turbo-Charged
1972 220D
Modified' - RFDV
1975 240D
1975 240D-300
Peugeot
1973 504D
1974 504D (modified)
1975 504D i
1974 204D
Uncontrolled Gasoline
Baseline*
Inertia
Weight
3500#
3500#
35 00#
3500#
3000#
3000#
3500#
2500//
3500#
HC CO NOx Fuel Economy
Rm/mi gin/Km gm/mi gtn/Km gm/mi gm/Km ... , mpg
0.68 (0.42) 2.45 (1.52) 1.60
0.79 (0.49) 2.31 (1.44) 1.59
0.74 (0.46) 1.34
1,63 (1.01) 0.85
0.26 (0.16) 0.86 (0.53) 1.28
1.07 (0.66) 1,56 (0.97) 0.57
2.51 (1.56) 26.1 (16.2) 7.45
(0.99)
(0.99)
(0.83)
(0.53)
(0.79)
(0.35)
(4.62)
33.8
33.3
32.4
30.3
31.4
36.7
31.6
34.5
40.9
19.3
(Consumption)
litre/100 Rm
(6.95)
(7.06)
(7.25)
(7.75)
(7.5)
(6.4)
(7,44)
(6.80)
(5.75)
(12.2)
I? Tests
1
2
1
1
1
1
;4
2
1
8
* EPA Inspection/Maintenance Evaluation Program - 8 Cars operating in the City of Detroit.
-------
21
Emission
Category
Aldehydes
Formaldehyde
Acrolein
Table 4
Oxygenates for 1975 LDV FTP
Mercedes 220D
Opel Rekord
2100D
Peugeot 504D
Datsun-Nissan Mercedes 220
220C Gasoline*
gm/mi gin/Km gm/iul gm/Km gm/mi gm/Km gm/mi gm/Km gm/mi gm/Km
0.026 (0.016) 0.035 (0.022) 0.130 (0.082) 0.047 (00029) 0.075 (0.046)
0.016 (0.010) Oo029 (0.018) 00074 (0,046) 0.034 (0.021) 0.082 (0.052)
0.019 (0.012) 0,032 (0.020) 0.076 (0.047) Q-,039 (0.024) 0.060 (0.037)
* SwRF June 1971 Data (Report AR 813)
-------
Table 5-
Average 13 Mode Emissions
(Chassis Alternative of KDV-'.Iest
HC
Vehicle gm/BHP-HR gm/Kw-Hr
Mercedes
220D 0.330 (0.443)
Opel Rec-
ord 2100D 0.561 (0.753)
Peugeot
504D 4.264 (5.723)
Datsun
Nissan
220C 0.327 (0.439)
Ford PROCO
Capri 2.810 (3.769)
HDV Emission
Standards
1974 Statutory
1975 California
1977 California
gm/BHP-HR
3.73
3.81
5.34
3.72
56o38
40
30
25
Gaseous Emissions
CO NOx
gm/KW-Hr gm/3HP-HR gm/KW-Hr
(5o01) 5,04 (6.77)
(5.12) 3.29 (4.42)
(7.29) 2.76 (3.71)
(4.99) 3.60 (4.83)
(75.62) 4.27 (5.73)
(54)
(40)
(33)
HC+N
gm/BHP-HR
5.37
3.85
7.03
3.93
7.08
16
10
5
Ox
gm/Kw-HR
(7.21)
(5.17)
(9.44)
(5.27)
(9_.50)
(21)
(13)
(7)
Fuel
Consumption
Ib/BHP-HR gra/Kw-Hr
0,719 '(437.)
0.665 (404)
0.663 (4.03)
0.565 (343)
0*563 (342)
NJ
f-J
-------
23
I
3. Smoke
Several types of smoke tests were performed. The chassis version
of the Federal HD smoke test resulted in smoke from the four Diesel
cars well below the 1974 limits for truck and bus engines. For the
Diesel engine to be considered a viable automobile power plant, the
goal should be no visible smoke which is equivalent to no more than 3 to 4
percent opacity by the EPA light extinction meter method of measurement. As
shown in Table 6, the acceleration ("a") and the lug-down ("b") factors ranged
from 3.3 to 5.4 and from 2.7 to 7.4 percent opacity respectively. The Mercedes
and the Peugeot, both now in use and marketed in this country, emitted
the lowest smoke of the four by this test. Both were at or below 4%
opacity in the acceleration and lug down modes with about 5% peak ("c")
factors. Using the chassis version of the HD test as a reference
procedure, smoke does not appear to be a problem for the LD Diesel in
passenger cars unless gasoline exhaust smoke levels must be duplicated.
Smoke from the. four Diesel cars was also recorded continuously
on strip charts during the 1975 LD-FTP. The results are summarized in
Table 7 and strip chart recordings of four LDV Diesel cars are included
as Figure 4 thru Figure 8. Analysis of the strip charts revealed that
the same four Diesels responded somewhat differently during this transient
test. The Mercedes, which produced low "a" and "bri factors on the HD
procedure, emitted smoke on the order of 10 percent during the idle.
periods of the LA-4 driving schedule. None of the four Diesels could
consistently produce exhaust smoke as low as the gasoline fueled vehicles
although some showed promise as far as having practically an invisible
exhaust. The average overall percent opacity of three of the Diesels
ranged from 2.3 to 3.3% as compared against 0.5% for a gasoline fueled
car. The Mercedes Diesel exhaust averaged 6% opacity.
4. Noise
Both exterior and interior noise measurements were made on the
four Diesel cars according to the SAE J986a acceleration tests and the
results are shown in TableS. Some Diesels were higher and some lower
than the reference gasoline vehicle. Exterior idle measurements indicate
engine compartment noise to be definately higher from the Diesel. The
Diesels were also 3 to 5 dBA higher during the 30 mph drive-by runs.
The differences are apparently due to the engine although specific
survey data for the various noise sources in each car were not performed.
These noise measurements do demonstrate however, that the Diesel cars
are not necessarily noisy or noisier than the conventional gasoline
powered cars.
-------
24
Table 6
Exhaust Smoke Opacity Values from a Chassis
Version of the'HDV Test Procedure
Vehicle
Mercedes 220D
Opel Record 2100D
Peugeot 504D
Datsun-Nissan 220C
HDV Smoke
Opacity Standards
1970 Statutory
1974 Statutory
Accel
"a" factor
'3.3%
5o4%
3o7%
4.8%
40%
20%
Lug
."b" factor
2,7%
7.4%
4.0%
5c7%
20%
15%
Peak
"c" factor
5.1%
8.2%
5.4%
6.1%
NR*
50%
* Not regulated
-------
25
' Table 7
*
Smoke Opacity Values from the Smoke Traces
During the LA-4 1975 LDV FTP
Ford PROCO
Capri
Cold Start (Peak %)
Cold Idle (Avg. %)
Accel (Peak %)
Idle (125 sec. Avgo %)
Accel to 56 MPH
(Peak %)'
Hot Start (Peak %)
Hot Idle (Avg. %)
Accel (Peak %)
Idle (Avg. %)
Accel to 56 MPH
(Peak %)
Avg. % (1st 505 sec.)
Avg. % (Balance 23 min»)
Avg. % (505 sec. Hot
Start)
1.3
0.4
0.8
0.1
2.0
1.6
0.4
0,6
0.3
1.0
0.8
0.5
0.4
Mercedes
220D
T
26.0
5.0
19.0
10.0
8.0
22.0
.2.0
10.0
30.0
8.0
7.0
6.0
6.0
Opel
Record
2100D
75.2
. 1,8
22.0
2.7
8,3
62.0
Io2
1.2
7 .0
8 ..2
3.0
1.8
2»3
Peugeot
504D
28c3
008
12.2
0.9
14.2
27 o 5
1.0
208
0.8
7.0
3 .0
2 .0
2 .0
Datsun Nissan
220C
37.0
1.0
6,2
0»5
. 13.0
1.0
0»5
2.7
Oo4
7o7
4 .0
2.7
3 .0
Estimated
Avg. % Overall
0.5
6.1
2.3
2,3
3,3
-------
60
50
AO _
d
o
a
a,
01
30 !
20
10
Vehicle Speed
in.
Figure 4 Typical Datsun-Nissan Diesel Car "Cold -Start" Smoke Trace
(First 300 seconds of 1975 FTP)
2
Time
50
40
30
20
10
O
CO
n,
O
-------
60
3
O
O
C.
10
Tirae
Figure 5 Typical Mercedes 220D Diesel car "Cold-Start" Smoke Trace
(First 300 Seconds of 1975 FTP)
.-- 50
40
30 2
20
10
H
O
a.
O
-------
OJ
a.
60
50
40
30
20
10
Vehicle Speed
'min.
Figure 6 Typical Peugeot 504D Diesel Car "Cold-Start" Smoke Trace
(First 300 Seconds of 1975 FTP)
50
40
30
20
10
Tine
-------
o
'J
o-
10
to
4'tain.
Figure 7 Typical Opel Rekord Diesel Car "Cold-Start" Smoke Trace
(First 300 Seconds of 1975 FTP)
-------
60
50
40
o
o
ex
en
30
20
10 .
Time
Figure 8 Typical Ford Capri PROCO "Cold-Start" Smcke Trace
(First 300 Seconds of 1975 FTP)
-------
31
Table 8
Noise (DBA Scale)
SAE J986A
Accel Driveby
30 mi./hr.
Driveby
Idle
Exterior
Interior
Exterior
Interior
Exterior
Interior
STD
Capri
73
81.5
58.1
65.8
63
54
PROCO
Capri
76
83
58.5
70.5
63.5
66
Mercedes
220D
77
74.3
62
63.5
66
51.5
Peugeot
504D
70.8
78.5
61.3
66.5
68
52.3
Opel
2100D
67.5
73.5
62.5
69
72
53.3
Nissan
220C
74.8
83.3
63.3
69.5
79.0
66.8
-------
32
-> Hydrocarbon Distribution '
The HC distribution analysis covered only the mid-distillate,
higher boiling range, fuels and is expressed in terms of mole percent.
As shown in Table 9, over 60 mole percent of the hydrocarbons in the
exhaust were between C.. , through C.. 7 and only 4 mole percent of the
HC beloxtf C _. HC's in the exhaust are not completely unburned fuel but
apparently" not sufficiently affected by variations in the Diesel
engines to give markedly different HC distributions. This analysis
only serves to compare HC distribution in the Diesel exhaust to the
gasoline engine exhaust where 100 mole percent of the HC's are
below C
6. Odor
The four Diesel cars were subjected to a ten mode odor test sequence
of .which each mode was replicated several times in random order on two
different days. The trained odor panel, using the EPA Q/I Diesel odor
kit, analyzed the samples at the nominal 100:1 dilution level common to
the HD bus horizontal bumper height exhaust. Insufficient information
was available to select dilution ratios more appropriate for light duty
Diesel or gasoline powered cars. The results are shown in Table 10
for the four Diesels. The Peugeot 504D (uncontrolled for HC emissions)
had higher exhaust odor intensity than the other vehicles, about 2 "D"*
intensity units above the nominal 3.2 "D" unit of the Mercedes.
The CRC CAPE-7 Diesel Odor Analysis System (DOAS) was also employed
as instrumental technique for prediction of Diesel odor intensity. It was
found that for the four Diesels the "D" equivalent value was approximately
equivalent to 3.2 (TIA)-2, where TIA is the Total Intensity of Aroma and
is the principle outcome of the odor instrument. The DOAS, does require
long sampling time making it unsuitable for determining transient mode and
ambient odor conditions. More development work needs to be done to
improve the flexibility of the instrument for these purposes. The in-
strument has the promise however, of extending the use of the human
panel and thereby of allowing increased research in Diesel odor. No
health concerns have been established for Diesel exhaust odor, but-
aesthetic considerations continue to show cause for concern. Until
these are qualified or otherwise resolved, the question of Diesel
odor will continue to influence any decision by the industry to con-
sider the Diesel for passenger car applications. Continuing research
in this category should be encouraged.
* The "D" unit of odor intensity is the Diesel odor quality and may be
considered a composite of the four component qualities: "B" Burnt,
"0" Oily, "P" Pungent and "A" Aromatic.
-------
33
Table 9
1975 LDV-FlP-Gas Chrpmatograph
Hydrocarbon^ Distribution
(inole%)
HC
Distribution
-------
34
7. Particulate Emission Results
As shown on Table 11, total particulates collected during the
1975-LD-FTP from the four Diesel cars averaged between 0.30 and 0.62
gm/mile. This compares against total .particulate matter from a. typical
engine with leaded fuel of 0.25 gm/mile and from a typical 1975
prototype without lead in the fuel of 0.05 gm/inile. The dominant
constituent in Diesel exhaust is carbonaceous material which constitutes
from 60 to 75% of the particulate mass.
Preliminary analysis of the particulate filter samples (EPA/ORD)
from the Datsun-Nissan and the Opel Rekord indicate that sulfur compound
emissions were relatively low and did not appear to be sul.fate.
Preliminary analysis of sul.fate samples generated in-house from the
Peugeot 504 Diesel car showed sulfates to be on the order of 0.01 g/mi.
Sulfate levels from gasoline catalyst equipped cars are in the range
of 0.03 to 0.05 g/mi and from a non catalyst car of 0.001-0.003 g/mi.
The form of sulfur emission is of considerable interest and it is
possible that sulfur-bearing fuel components are emitted with the
heavy organics. It is also possible that some of the SO- in the
exhaust is absox-bed on the carbon particles and is consequently
retained in the particulate matter. Improved procedures for
analysis of particulates is under development at both ORD and ECTD.
More work is required, however, to properly qualify the chemical
toxicity and resulting health effects from exhaust gas particulate
matter. This applies to all types of automotive exhaust.
8. Acceleration Time from 0-60 mph
Table 12 shows acceleration performance for those Diesel cars
either as tested by EPA, as provided in manufacturers data or
as extracted from technical publications. For the 3500 pound inertia
weight class of Diesel cars (all Mercedes Benz) with power to weight
ratios of about 35 HP/Ton, acceleration times varied from 23
seconds (1975 model) to 30 seconds (1971 model). This acceleration
time is cut down to 19 seconds for this class of cars either by light
turbocharging or by increasing the power to weight ratio by around
20 .percent as has been done with the 300D. Other Diesel vehicles
with slightly higher pox
-------
Table 10
Average Odor Panel Ratings (100:1 Dilution) vs DOAS Ratings
<- Standard
Capri
Intermediate
Speed
No load
1/2 load
Full load
High Speed
No load
1/2 load
Full load
Idle Speed
No load
Idle/Accel
0-20 MPH
Accel
20-50 MPH
Decel
50-25 MPH
Arithmetic
Average
Six Steady States
Idle
Three Transients
All ten conditions
"D"
2.7
3.0
3o4
2o2
3.5
3.3
3o3
1.0
3.1
0.8
3.0
3.3
2.9
3.0
TIA
1.9
2.2
202
2.0
2.2
2.1
1.9
N/A
N/A
N/A
2.1
1.9 '
_
Ford PROCO
Capri
"D"
0,8
0.8
1.0
0.8
lol
1.3
0.7
1.0
3.1
0.8
1.0
0.7
1.6
1.1
TIA
Oo8
0.7
0.6
0,8
0.6
1.2
0.6
N/A
N/A
N/A
0.8
0.6
.
Mercedes
220D
"D"
206
206
3.4
2.6
3.1
3o9
3.1
4.0
3.4
3o7
3.0
3.1
3.7
3.2
TIA
1.6
1.6
1.7
1.6
1.6
1,9
1.6
N/A
N/A
N/A
1.7
1.6
__
Opel
2100D
"D"
3o5
4.2
3 = 7
3.3
4.5
4,0
3.3
5oO
3o8
' 3.4
3.9-
3o3
4.1
3.9
TIA
1.7
1.9
1.9
1.8
2.0
2.1
1.7
N/A
N/A
N/A
1.9
1.7
Peugeot
504D
"D"
6,0
4.1
4.7
6.0
4.7
5*6
4,8
506
6.0
5.5
5.2
4.8
5,7
5.3
TIA
2o2
2.1
2.1
2.1
2 ol
2,5
1.9
N/A
N/A
N/A
2,2
1.9
Datsun/Nissan
220C
"D"
3.1
2.9
3.8
2.3
3.4
4.4
2.8
3.7
5.3
5»0
3.2
2.8
4.6
3.6
TIA
1.6
1.7
1.8
1.5
.1.7
1.8
1.5
N/A
N/A
-
N/A
1.7
1.5
-------
36
Table 11
Particulate Emission Test Results
1975 FTP
gm/mi (gin/Km)
Ford PROCO Capri
w/thermal reactor
and catalyst 0.10 (0.06)
Typical 1975
Prototype
gasoline w/o
Pb 0.05 (0.03)
Typical Engine
with leaded
fuel
1972 FTP
(Hot Start)
m/mi (gm/km)
Mercedes 220D
Opel Record
2100D
Peugeot
504D
Datsun-Nissan
220C
0.62
0.33
0.54
0.30
(0.38)
(0.20)
(0.33)
(0.19)
»
0.57
0.253
0.40
0.30
(0,35)
(0.14.)
(0.25)
(0.19)
0.06 (0.04)
0»02 (0.01)
60 MPU
Steady State
;m/mi (gm/km)
0.25
0020
0«16
(0,16)
(0.12)
(0.10)
Oo06 (0.04)
0.03 (0»02)
Dominant *
Constituent
75%C
72%C
58%C
73%C
18%C
.25 (Ool5)
51%C
35%PB
* Particulate analyzed for : Fe, Ni, Cu, Al, Ca, Mg, Mn, Cr, Sn, Ti, Pb, C, H, N
-------
Table 12
Acceleration Performance Test
Vehicle
Diesel Cars
1. Mercedes Benz 220D (1971) SwRI
2. Mercedes Benz 220D (1971)
3. Same with Turbo Charger
4. Mercedes Benz 220D (1972)
5. Same with RFDV
6. Mercedes Benz 240D (1975)
7. Mercedes Benz 300D (1975)
8. Peugeot 504D (1973)
9. Peugeot 504D (1974)
10. Peugeot 204D (1974)
11. Opel Rekord 2100D (1973)
12. Datsun-Nissan 220C (1973)
13. Ford Nissan CN6-33
Inertia Weight
Pounds
3500
3500
3500
3500
3500
3500
3500
3000
3000
2500
3000
3500
4500
Power/Weight Ratio
H.P./Ton (I.W.)
35
35
35
35
35
37
44
43
43
41
43
37
41
Acceleration Tisie (sec.)
0-60 mph
28*
29.8
21.9
24
24
22.6*
19
23*
23*
26.5*
21**
Sub-Compact Gasoline Cars
1. Chevrolet Vega
2. Dodge Colt
3. Datsun B210
4. Fiat
5. Honda Civic
2500
2250
2000
2000
1750
63
83.5
70
66
66
12.4**
14.1**
16.7**
15.3**
14.1**
Manufacturer's data
Published test results
-------
38
Conclusions
1. Using current technology the LDV Diesel powered vehicle can
meet the stringent 1977 statutory standards for HC (0.4 gin/mile), CO
(3.4 gra/mile) and NOx (2 gm/mile) without add-on type controls such
as catalysts, EGR or air injection.
2. Fuel economy or fuel consumption is superior to the gasoline
engine by a factor of almost 2:1 in miles per gallon or 50 percent in
fuel consumed for a fixed distance of travel. Fuel economy for a 3500
pound sedan is between 24 to 26 miles per gallon for urban driving
and between 30 to 37 miles per gallon for highway driving with low
power to weight LDV Diesel cars.
3. Oxygenates (Formaldehyde, alphatic aldehydes,, acrolein)
are proportional to total HC's and should not present any major prob-
lems except for some contribution to exhaust odor quality.
4. Exhaust smoke from the LDV Diesel should not be a major
problem and exhaust smoke should be below the threshold of visibility
for most operating modes. Further development is required to pre-
clude visible smoke on a cold start, at idle and at part load
acceleration for some power plants.
5. The LDV Diesel is not necessarily as noisy or noisier than
equivalent sub-compact gasoline powered vehicles. Where exterior noise
is higher with the Diesel, interior noise was generally lox^er. If
exterior idle noise is an aesthetic problem, anechoic techniques could
be used by the car makers. Fuel injection modifications might also
be studied to alleviate the problem.
6. Odor may not be an inherent problem since some of the test
cars were controlled to odor levels far below that of older Diesel bus
engines that have caused public complaint. More work in the odor
area is necessary to firmly determine the tailpipe levels that would be
publicly acceptable.
7. Participate emissions are higher than from a non-leaded gasoline
fueled engine of equivalent size. The dominant constituent in the
Diesel exhaust is carbon and particulate traps may be required if these
carbonaceous materials are shown to be a hazard to health. Diesel
fuel oils have up to 10 times the sulfur content of gasoline fuel.
Preliminary analysis indicates that sulfate levels from the Diesel
may also be proportionate to the elemental sulfur in the fuel and pro-
duce up to 10 times the sulfate of uncontrolled gasoline cars or
about 1/3 to 1/5 that of catalyst cars.
-------
39
8. Acceleration performance of the current LDV Diesel powered
cars is not as good as typical gasoline engine powered cars. The
solution to this problem can be approached either by supercharging or
by increased engine displacement. The supercharging approach offers
the potential of improved performance without adversely affecting fuel
economy during normal driving conditions. The Diesel is especially
well suited for supercharged operation since high temperatures and
pressures do not cause the magnitude of combustion problems as occur
in conventional gasoline engines.
-------
40
Appendix A
Test Vehicle Description
-------
41
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1971 Mercedes-Benz 220D
Emission control system - None
Engine
type 14, 4 cycle, Diesel Pre-chamber, OHV -
bore x stroke '. 3.43 in. x 3.64 in. (87.1 mm x 92.5 nun)
displacement * . 134 CID (2200 cc)
compression ratio 21.0:1
maximum power @ rpin 60 bhp @ 4000 with and without turbocharger
fuel metering high pressure, in-line pump
fuel requirement ^F2
Drive Train
transmission type 4 speed manual
final drive ratio 3.92:1
Chassis
type front engine, rear wheel drive, unit body
tire size !75R x 14
curb weight 3040 pounds (1380 Kg)
inertia weight 3500 Ibs.
passenger capacity 5
odometer , ', 88,000 miles
Emis sion Control Systea
basic type none
durability accumulated on system . 88,000 miles on basic engine, low mileage
on turbocharger
-------
42
TEST VEHICLE DESCRIPTION
Chassis model year/make - 220D - 1972 Mercedes Benz
Emission control system - None
Engine
type '........'. 14, 4 cycle - Diesel Pre-chamber, OHV
bore x stroke 3.43 in. x 3.64 in. (87.1 mm x 92.5 mm)
displacement 134 CID/2200 cc
compression ratio 21:1 .
maximum power @ rpin 65 bhp (48.5 Kw) @ 4200 RPM
fuel metering .......... high pressure, in-line type pump
fuel requirement DF2
Drive Train
transmission type 4 speed automatic
final drive ratio . 3.92:1
Chassis
type ............... 4 door sedan, front engine, rear drive
tire size 6.95 x 14
curb weight 2990 pound/(1356 Kg)
inertia weight 3500 pounds
passenger capacity 5 passenger
Emission Control System
basic type none
durability accumulated on system . 8000 mi. (12,850 Km)
-------
TEST.VEHICLE DESCRIPTION
Chassis model yeat/nake - 220D - 1972 Mercedes Benz
Emission control system - Reverse Flow 'Dampening' Valves*
Engine
type ....... .... 14-4 cycle - Diesel Pre-chamber, OHV
bore x stroke . . . . 3.43 in. x 3.64 in. (87.1mm x 92.5mm)
displacement . ' . . . 134 CID/2200cc)
compression, ratio ......'... 21:1
max.ir.iun power 3 rpm 65 blip/ (48.5Kw) /@ 4200 RPM
fuel cetering ...... high pressure, in-line type pump
fuel requirement .......... DF2
Drive Train
transmission type ......... 4, speed automatic
final drive ratio .........3.92:1
Chassis
type ......... 0.4 door sedan, front engine, rear drive
tire size 6.95 x 14
curb weight 2990 lb/(1356 Kg)
inertia weight ...... 3500 Ib
passenger capacity ......... 5 passenger
Emission Control System
basic type Engine Modification
additional feature's . .:.'. 'RFDV (reverse Flow Dampening' Valve)*"
durability ...... 8561 mi/(13,774 Km)
*See Attached
-------
44
damping valve spring
damping bore
disk valve - -
valve scat -
delivery valve spring
pipe connection
delivery valve carrier
with pressure valve
KP 1123
to injector
feUJh.^
REVERSE FLOW
' DAMPING VALVE
:!LH (RFDV)
i ! ' 'I
4(ll:
r I ' i
< r
Cc'-k^lr* J
Vf from pump
CQ OMMLER-B^
. ^-v^,^ SI vt* fir f i'? tf
REVERSE
DAMPING
t I 7 A /*
r t i; f 1 A t i rn
M.-VIC j 2. t
WV.J..-.Y
FLOW
VALVE (RFDV)
(,,. ;. ,» /.*,-
r-o- i
FIG. 2
«.'0
< O
-------
a. i
B rie f description of R evorse Flow Dfimnin.'r Vnlve
1 . Do si TII
Tho RFD-Valvas are.embodied Into the conn'ectors of
the injection pump as an integral part. Each
connector ha 3 its own RFDV. The total number of the
valves hence corresponds to the number of cylinders
of the engine. From the out aide the connectors with
RFDV can bo differentiated from those without RFDV
by their slightly larger height (an additional
8,5 rim in case of the M-type pump, and 7 inm in cn.se
of the MV-type pump).
The RPDV consists of a spring loaded disk valve with
a damping; bore of 0.6 inm diameter in the center of
the valve not influencing- main fuol flow towards
the nozzles. The unit is permanently fixed and
cannot be removed from the pipe connectors.
2. Function and effect
The RFD-Valves permit the desired fuel flow in tho
direction of tho nozzle. The damping bore serves to
.damp any pressure waves in the opposite direction,
i.e. from nozzles towards the pump, such as those
Generated after th.e termination of .the main injection
by the pumping effect of the injection needles in thu
nozzles. This prevents any reflection .of the pressure
waves at the pump, their return-travel towards the
nozzles, and thus avoids any erratic injection occurring
after the main injection. Such erratic injections
would induce a large increase of hydrocarbon emissions
in the exhaus t.
*) Insne c t ion and mai n teninc e
Looking through the pipe connector in the direction
of flow, a connector without RFDV shows a fairly
.larfje inner diameter, whereas one w.i th RFDV only lias
tho small damping bore visible as a minute source of
For purposes of inspection ono should look through
the pipe connector in order ' to verify that thu small
bore is open and unobstructed. Prior to this inspection
fuel lias to be blown out of the connector. If tho
damping bore is not clearly visible, then a new
connector tvi a to be installed. The faulty connector
should be scrapped. Vndcr no cir cuinst ru\ CCA should any
repair measures be conducted with a faulty HFHV.
Similarly, there should be- no tampering with fin RFDV.
A 1.1 n ch mo 111
!Te"ctYon~o7 pipe, connector with RFDV, type KP \1 23
-------
46
TEST VEHICLE DESCRIPTION
Chassis model year/make - 240D - 1974 Mercedes Benz
Emission control system - Engine Modification (RFDV)
type 14, 4-cycle, Diesel Pre.-chamber, OHV
bore x stroke /. 3.58 in. x 3.64 in. (91.0 mm x 92.5 mm)
displacement 146.5 CID (2400 cc)
compression ratio ... 21:1
maximum power Q rpm 62 bhp @ 4000 RPM
fuel metering high pressure, in-line pump
fuel requirement . . ^F2
Drive Train
transmission type . 4 speed automatic
final drive ratio 3.69:1
Chassis
type 4 door sedan, front engine, rear drive
tire size 175 SR 14
curb weight 3300 pound (1500 Kg).
inertia weight 3500 pound
passenger capacity . 5
Emission. Control System
basic type Engine Modification
additional features RFDV (Reverse Flow Dampening Valve)
durability accumulated on system . 4000 mile (6440 Km)
-------
47
TEST VEHICLE DESCRIPTION .
Chassis model year/make - 300D Mercedes Benz
Emission .control system - Engine Modification (RFDV)
Engine
type 15, A cycle, Diesel Pre-chamber, OHV
bore x stroke 3.58 in. x 3.64 in. (91.0 nun x 92.5 mm)
displacement 183 CID (3000 cc)
compression ratio ........ 21:1
maximum power @ rpm 77 @ 4000 RPM
fuel metering high pressure, in-line pump
fuel requirement . . DF2
Drive Train
transmission type 4 speed automatic
final drive ratio 3.46:1
Chassis
type ' 4 door sedan, front engine, rear drive
tire size 175 SR 14
curb weight 3380 pound (1535 Kg)
inertia weight 3500 pound
passenger capacity 5
Emission Control System
basic type Engine Modification.
additional features RFDV (Reverse Flow Dampening Valve),
all speed mechanical governor
durability accumulated on system . 4000 miles (6440 Km)
-------
48
TEST VEHICLE DESCRIPTION
Chassis model -year/make - 1973 Peugeot 504D
Emission control system - None
Engine
type . 14-4 cycle Diesel - Swirl Chamber - OIIV
bore x stroke . . . 3.53 in x 3.27 in/ (89.7 mm x 83.1 mm)
displacement . . 129 CID (2111 cc)
compression ratio 22:1
maximum power @ rpm . . 65 bhp/48.5 Kw @ 4500 RPM
fuel metering high pressure, in-line type pump
fuel requirement ......... DF2
Drive Train
transmission type manual - 4 speed
final drive ratio . 3.89:1
Chassis
type 4 door sedan, front engine, rear drive
tire size 175 SR 14
curb weight 2791 Ib (1266 Kg)
inertia weight 3000 pounds
passenger capacity 5 passenger
Emission Control System
basic type none
-------
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1974 Peugeot 504D
Emission control system - Engine Modification
Engine
type 14-4 cycle Diesel-Swirl Chamber- OHV
.bore x stroke . ...3.53 in x 3.27 in/(89.7mm x 83.1mm)
displacement . .129 CID (2111cc)
compression ratio ......... 22:1
maxinua pover <5 rpm ......... 65 bhp/(48.5 Kw) @ 4500 RPM
fuel metering nigh pressure, "distributor type pump
fuel requirement . « . . DF2
Drive Train
transmission type ......... manual - 4 speed
final drive ratio ... 3.89:1
Chassis
type 4 door sedan,, front engine, rear drive
tire size ............. 175 SR 14
curb weight ............ 2791 Ib (1266 Kg)
inertia weight: 3000 Ib
passenger capacity . . 5 passenger
Emission Control System
basic type Engine modification
additional features . .'.'.' . . ';''.' .Deferred Injection (see attacKe'cl)'
durability accumulated on system. . . 4841 mi/(7790 Km)
-------
50 .
OPERATING PRINCIPLE OF THE DEFERRED INJECTION DEVICE
BASIC PRINCIPLE
In order to reduce the amount of noise when idling, the injection rate has been modified for this
stage in such a way that the same amount of fuel is injected but over a longer period of time.
Therefore, the ignition delay being constant, when the fuel ignites during injection, the amount al-
ready in the cylinder is less and the combustion is therefore progressive.
Because the injection period lengthens as the volume of the fuel delivered by the pump increases,
to obtain a prolonged injection period, maximum pump delivery must be obtained.
The deferred injection system is therefore designed to increase the injection period, to provoke the
maximum pump output at idling speed and, at each injection, to take off the excess fuel, through the accumulator.
INSTALLATION
towards accumulator
towards injector
An additional duct (G) is inserted in the hydraulic he;ri in such a way that at each phase of injection
one of the injector ducts and the outlet to the accumulator are aligned.
Fuel is therefore delivered at the same time to :
- the injector
the accumulator.
-------
51
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1974 Peugeot 204D
Emission control system - None
En P. in e
type . . 14, 4 cycle, Diesel, Swirl Chamber, OHV
bore x stroke 3.12 in x 2.84 in (78mm x 71mm)
displacement 82.8 CID (1357cc)
compression ratio 23.3:1
maximum power @ rpm ....... 51 blip @ 5000 RPM (SAE) (38Kw @ 5000 RPM)
fuel metering high pressure, distribution pump
fuel requirement DF2
Drive Train
transmission type ... 4 speed manual
final drive ratio 4.06
Chassis
type front engine, front wheel drive
tire size 145 R x 14
curb weight 2116 Ibs. (960 Kg)
inertia weight 2500 Ibs.
passenger capacity 5
Emission Control System
basic type None
3100 miles (5000 Km)
-------
52
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1973 Datsun Nissan 220C
Emission control system - None
Engine
type .. 14-4 cycle, Diesel Swirl Chamber
bore x stroke . . 3.47 in x 3.90 in/(88.1 nun x 99.1 mm)
displacement 133 CID/(2170 cc)
compression ratio 22:1
maximum power @ rpra 70 blip/(52.2 Kw) @ 4000 RPM
fuel metering high pressure, in-line type pump
fuel requirement ....;.... DF2
Drive Train
transmission type ... Manual
final drive ratio . 3.91 (Approximate)
Chassis
type 4 door sedan
tire size- 175 SR 14
curb weight 3000 Ibs./(l415 Kg)
inertia weight ..... 3500 Ibs.
passenger capacity 5 passenger
Emission Control System
basic type None
durability 5440 mi./(8754 Km)
-------
53
TEST VEHICLE DESCRIPTION
Chassis model year/make - 2100D - Opel Record
Emission control system - None
Engine
type ................ 14-4 cycle - Diesel-Swirl Chamber
bore x stroke 3.47 in. x 3.34 in./(88.2 mm x 84.8 mm)
displacement 126 in.3/2070 cc
compression ratio . '. .22:1
maximum power @ rpm 68 bhp (50.7 Kw) @ 4300 RPM
fuel metering ... high pressure (Distributor Pump)
fuel requirement Dl< 2
Drive Train
transmission type 3 sPeed automatic
final drive ratio . . '°9:1
Chassis
type ........ 4 door sedan, front engine, rear drive
tire size 645-14
curb weight . . . 2735'lb/(1243 Kg)
inertia weight 3000 lb
passenger capacity 5 passenger
Emission Control System
basic type None
durability accumulated on system . 8094 mi,/(13,023 Km)
-------
54
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1973 Ford F250>Pick-up.Truck
Emission control system - Diesel- Replacement
Engine
type CN6-33, 16, 4 cycle, Diesel Swirl Chamber
bore x stroke 3.27 in x 3.94 in (83 mm x 100 mm)
displacement 198 CID (3250 cc)
compression ratio 22:1
maximum power @ rpm 92 blip @ 4000 RPM (68.5 Kw @ 4000 RPM)
fuel metering high pressure, in-line pump
fuel requirement Dl'2
Drive Train
transmission type . 4 speed manual
final drive ratio N/A
Chassis
type F250 Pick-up Truck
tire size-
curb weight
inertia weight 4500 Ibs.
passenger capacity 3 passenger cab
Emission Control System
basic type none
durability accumulated on system . about 10,000 mi., (16,090 Km)
-------
55
TEST VEHICLE DESCRIPTION
Chassis model year/make - Stcl 1973 Capri - Ford
Emission control system - Engine Modification
Engine
type 14-4 cycle - otto cycle
bore x stroke .' . 3.6 in x 3.0 in/ (91mm x 76mm)
displacement 122 CID/(2000cc)
compression ratio 8.2:1
maximum power @ rpm 85 bhp/64.2 Kw) @ 5400 RPM
fuel metering 2 bbl Holley carburetor
fuel requirement 91 RON unleaded
Drive Train
transmission type 4 speed manual
final drive ratio 3.44:1
Chassis
type .2 door sedan, front engine, rear drive
tire size 165 SR 13
curb weight 2500 lb./1130 kg
inertia weight . . 2750 Ib
passenger capacity 4
Emission Control System
basic type E.M.
durability accumulated on system . 1385 mi/(2234 Km)
-------
56
TEST VEHICLE DESCRIPTION
Chassis model year/make - Std 1973 Capri - Ford
Emission control system - Programmed S/C Combustion (PROCO)
Engine
type ,. . 14-4 cycle - Stratified Charge
bore x stroke 3 7/8 in x 3.0 in/(98mm x 76mm)
displacement 141 CID/(2300cc)
compression ratio 11:1
maximum power @ rpm 72 blip/ (52.2 Kw) @ 4000 RPM
fuel metering Direct fuel injection
fuel requirement 91 RON unleaded
Drive Train
transmission type 4 speed manual
final drive ratio 3.44:1
Chassis
type 2 door sedan, front engine, rear drive
tire size 165 SR 13
curb weight 2100 lb/(966 Kg)
inertia weight 2500 Ib.
passenger capacity 4
Emission Control System
basic type ..... charge stratification
oxidation catalyst location . . . about 6 in. down from exhaust manifold outlet
substrate monolith-American Lava w/Mathey Bishop
coating
volume 118 in^
thermal reactor type low thermal inertia exhaust manifold
w/exhaust port liners
rate 8% (1 gm NOx standard)
additional features Altitude compensated A/F ratio control
plus Ford transistorized ignition
durability accumulated on system . 650 mi/(1047 Km)
------- |