76-7 AB
Evaluation of a Chrysler Lean Burn Vehicle
October 1975
Technology Assessment and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
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Background
Lean mixture combustion engines are attractive because of the low
emissions and good fuel economy that are possible with a properly
controlled lean burn engine. Chrysler Corporation has conducted research
into engine operation at lean air-fuel ratios and is now planning to
market lean burn vehicles.
The Emission Control Technology Division (ECTD) has recently
tested (Report 75-16, 75-23) several lean burn vehicles. However, none
of these were full sized vehicles. Also, none of the previous vehicles
used systems that would possibly be marketed soon. ECTD, consistent
with its interest in the evaluation of advanced automotive technology,
requested a vehicle for testing. Chrysler Corporation made available a
lean burn vehicle that ECTD was testing for sulfate emissions.
The Environmental Protection Agency receives information about many
systems which appear to offer potential for emissions reduction or
improvement in fuel economy 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
identification of systems that can reduce emissions, improve economy, or
both. EPA invites developers of such systems to provide to the EPA
complete technical data on the system's principle of operation, together
with available test data on the system. In those cases in which review
by EPA technical staff suggests that the data available show promise for
the system, attempts are made to schedule tests at the EPA Emissions
Laboratory at Ann Arbor, Michigan. The results of all such tests 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 of limited
applicability. A complete evaluation of the effectiveness of an emission
control system in achieving improvements on the 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 this 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.
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Vehicle Description
The vehicle tested was Chrysler New Yorker with 440 cubic inch
(7210 cc), V-8 engine and a 3-speed automatic transmission. The vehicle
was equipped with a prototype Chrysler lean burn system. (The vehicle
is described in detail on the following page.)
On this vehicle the lean burn system consisted of an induction
system operating at an air to fuel ratio of about 18 to 1. Spark
advance was electronically controlled. No exhaust after-treatment was
used.
It is understood that the system used on this vehicle is not the
same as that planned for production vehicles.
Test Procedures
Exhaust emissions tests were conducted according to the 1975
Federal Test Procedure ('75 FTP), described in the Federal Register of
November 15, 1972 except that no evaporative emissions tests were conducted.
Additional tests included the EPA Highway Cycle and steady state emissions
tests. All tests were conducted using an inertia weight of 5500 pounds
(2495 kg) with a road load setting of 15.3 horsepower (11.4 kW) at 50
miles per hour (80.5 km/hr).
Prior to these tests the vehicle was tested for sulfate emissions
using the EPA sulfate procedures. These tests were conducted on an
electric dynamometer and at a lower road load, 13.9 horsepower (10.4
kW). Therefore the results are not completely comparable. A description
of the procedure for measuring sulfate emissions and summary of the test
results is given in the appendix.
Test Results
Exhaust emissions data, summarized below, showed that the Chrysler
test car, using their lean burn system, achieved the levels of the 1975
Federal emissions standards at low mileage. Detailed results appear in
the appendix to this report.
'75 FTP Composite Mass Emissions
grams per mile
(grams per kilometre)
Fuel Economy
HC CO CO,, NOx (Fuel Consumption)
'£
One Test .70 13.10 963 2.72 9.0 miles/gal
(.43) (8.14) (598) (1.69) (26.1 liters/100 km)
1975-76 Federal Standards 1.5 15.0 3.1
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bn the EPA Highway Cycle the results were:
EPA Highway Cycle Mass Emissions
grams per mile
(grams per kilometre)
Average of 2 tests
HC
.20
(.12)
CO
CO,
2.34 574
(1.45) (357)
Fuel Economy
NOx (Fuel Consumption)
4.74 15.3 miles/gal
(2.94) (15.4 litres/100 km)
Steady state fuel economy results:
Speed mph (km/hr)
15 (24.1)
30 (48.3)
45 (72.4)
60 (96.6)
Fuel Economy
miles/gal
12.2
18.1
19.0
19.5
(Fuel Consumption)
litres/100 km
(19.3)
(13.0)
(12.4)
(12.1)
A comparison of the test vehicle's combined city/highway fuel
economy with that of the 1976 certification Chrysler 440 (as published
in the 1976 Buyer's Guide) showed that the test car had a fuel economy
penalty of 12%. When compared to all vehicles in the same inertia
weight class (5500 Ibs) the test car showed a 17% fuel economy
penalty.
Vehicle
Chrysler Lean Burn
(440 CID)
Chrysler Certification
Vehicle (440 CID)
Average of all 5500 Ib
Vehicles (ave. 456 CID)
City/Highway Combined
Fuel Economy (Fuel Consumption)
miles/gal litres/100 km
11.0
12.5
13.3
(21.3)
(18.8)
(17.7)
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TEST VEHICLE DESCRIPTION
Chassis model year/make - 1975 Chrysler New Yorker
Emission control system - Chrysler Lean Burn
Engine
type ' 4 stroke, Otto cycle, V-8
bore x stroke 4-32 x 3.75 in./109.7 x 95.3 mm
displacement 4*0 cu in./7210 cc
compression ratio 8.2:1
maximum power @ rpm 215 hp/160 kW (est.) @ 4000 rpm
fuel metering single 4 barrel carburetor
fuel requirement . . regular leaded, tested with 100
RON Indolene HO unleaded
Drive Train
transmission type 3 speed automatic
final drive ratio 2'71
Chassis
type unitized.body/frame, front engine, rear
tire size JR 78 x 15
curb weight 5086 pounds
inertia weight 5500 pounds
passenger capacity 6
Emission Control System
basic type lean combustion (mixture) system
distributor electronic spark advance
durability accumulated on system . 3,100 miles
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MPG
combined .55 + ..45
MPG , MPG. , .
urban highway
In calculating city/highway combined fuel economy, the urban fuel
economy is weighted 55% and the highway fuel economy is weighted 45% to
account for the 55/45 ratio of urban to rural mileage accumulation.
Sulfate emission test results are summarized in the appendix and
show sulfate levels of less than 1 mgpm which is similar to non-catalyst
vehicles. The car had previously run on leaded fuel which may have
caused trace quantities of residue lead to be emitted along with the
sulfates. The residue lead causes an interference in the sulfate analysis.
Still, it is felt that the sulfate numbers in this report are accurate.
The procedure includes both a '75 FTP and a Highway cycle. The vehicle
was tested on an electric dynamometer at a lower road load.
The vehicle exhibited stretchiness when driven on the road for a
driveability evaluation.
Conclusions
This Chrysler New Yorker equipped with a prototype lean burn system
met the emission levels required by the 1975 Federal standards at low
mileage. This system had a- significant fuel penalty. Other lean burn
vehicles EPA tested had lower emissions and no fuel penalty.
Sulfate levels were found to be similar to non-catalyst vehicles.
Stretchiness - A lack of anticipated response to throttle movement.
This may occur on slight throttle movement from road
load or during light to moderate acceleration.
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Test Number
15-1159
15-1171*
Bag 1 Cold Transient
HC CO
C00
1.73 46.50 979
3.16
Table A-l
'75 FTP Mass Emissions
grams per mile
Bag 2 Hot Stabilized
Bag 3 Hot Transient
Fuel
Economy
MPG
8.4
HC
.35
.26
CO
3.97
3.91
co2
991
984
NOx
2.22
2.09
Fuel
Economy
MPG
8.9
9.0
HC
.59
.47
CO
5.37
3.47
c.o2
897
858
NOx
3.35
2.96
Fuel
Economy
MPG
9.8
10.3
Test Number
15-1159
Table A-2
175 FTP Composite Mass Emission
grams per mile
HC CO
CO,
.70 13.10 963
NOx
2.72
Fuel
Economy
MPG
9.0
Procedural error in starting caused the electric choke to open too soon.
This caused a false start and stall in Bag 1. Therefore Bag 1 emissions
and 75 FTP composite mass emissions are invalid.
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Table A-3
EPA Highway Cycle Mass Emissions
grams per mile
Test Number
15-1159
15-1171
HC CO C02
.19 2.35 582
.21 2.33 566
NOx Fuel Economy MPG
4.93 15.1
4.55 15.5
Table A-4
Steady State Mass Emissions
grams per mile
Test Number
15-1160*
15-1161
15-1190
:i5-1191
15-1192
Speed MPH
Idle
15
30
45
60
HC
.15
.56
.29
.40
.17
CO
.96
3.84
2.51
2.64
2.76
co2
179
718
485
461
451
NOx
.17
.54
.89
5.05
6.45
Fuel Economy MPG
1.22
12.2
18.1
19.0
19.5
* grams per minute/gallons per hour
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Table A-5
Sulfate Procedure Emissions
Average Emissions
grams per mile
Test Type
75 FTP
Highway
Sulfate Cycle
30 MPH
60 MPH
HC
.79
.21
.17
.58
.27
CO
13.58
2.47
2.36
2.10
2.57
co2
886
522
626
369
491
NOx
2.58
3.86
3.20
1.91
6.12
Fuel Economy
MPG
9.7
16.8
14.1
23.8
17.9
H2SO*
.33
1.29
.51
.42
.63
% Conversion
.1
.8
.3
.4
.4
00
* milligrams per mile
mileage accumulation done with leaded fuel
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Chrysler Lean Burn System
Procedures used to measure sulfate emissions
1. The fuel was drained from the test vehicle. The vehicle was re-
fueled with Indolene HO gasoline containing 0.030% sulfur by weight.
2. The vehicle was prepped by driving on the EPA vehicle preparation
route and over one LA-4 cycle.
3. The following sequence of test cycles was used to measure sulfate
emissions.
a) cold start 75 FTP
b) three EPA highway driving cycle
c) three hot start sulfate cycles
d) two hours at 30 mph
e) two hours at 60 mph
f) cold start 75 FTP on following day.
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