77-13 GS
CO Hot Spot
Preliminary Investigation
December 1977
Technology Assessment and Evaluation Branch
Emission Control Technology Division
Mobile Source Air Pollution Control
Environmental Protection Agency
Prepared by: Gregg R. Service
Approved by: F. Peter Hutchins
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Index
Page
Background 1
Conclusions 1
Test Procedure 3
Results and Discussion 5
1. Cold start from approximately 77°F 5
2. Effect of varying soak time at approximately 77°F. 6
3. Cold start from 10-25'F 6
4. Effect of varying soak time at 10-25"F 6
5. Tabular review of all CO data 7
6. CO emissions vs. engine temperature 8
7. Test fuels effects 8
Appendix A - Driving Cycles 33
Appendix B - Test Vehicle Description 35
Appendix C - Cold Start from Room Temp.
HC and NOx Emissions and Fuel Economy .... 38
Appendix D - Varying Soak Times at Room Temp.
HC and NOx Emissions and Fuel Economy .... 42
Appendix E - Cold Start from 10-25'F
HC and NOx Emissions and Fuel Economy .... 58
Appendix F - Varying Soak Times at 10-25"F
HC and NOx Emissions and Fuel Economy .... 65
Appendix G - Test Fuel Effects; Fuel Analysis
NOx Emissions and Fuel Economy 85
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Background
The Environmental Protection Agency determines emission levels of auto-
mobiles through testing to estimate vehicle fleet emissions which are
often critical to local air quality planning. It is important, therefore,
that the test procedure for determining vehicle emissions simulates, as
accurately as possible, the conditions existing in areas where vehicle
emissions are of major concern. The purpose of this study was to
generate preliminary data on the effect of the following test variables
on CO emission test results:
1. Alternate soak times prior to the '75 Federal Test Procedure.
2. Alternate soak temperature prior to the '75 Federal Test
Procedure.
3. Alternate driving cycle.
The directionality of these effects was known from previous studies. In
question was the relative magnitude of each on emission levels of recent
production cars as well as "pre-emission control" cars.
Conclusions
1) With soak temperatures of 10-25°F CO exhaust emissions were sub-
stantially increased over identical tests following 68°-80°F soaks.
'75 FTP Bag 1 CO emissions for the 1976 model cars tested increased
by factors ranging from 3 to 7. During the first 125 seconds of
the '75 FTP, CO levels as high as 350 grams/mile were emitted by
these vehicles.
2) The extreme CO emission levels observed at start up following an
overnight soak decay rapidly to fully warmed emission levels within
approximately 5 minutes after start up. The decay was more rapid
for the '75 FTP than for the NYC cycle (a driving cycle representing
New York City traffic) because the FTP is a higher speed, more
strenuous cycle.
3) The type of emission control system on the vehicle had a strong
impact on both the level of CO emissions and their distribution
over the driving cycle. For example, while the '76 Granada and '76
CVCC Civic were the two lowest CO emitters, Bag 1 CO emissions
represented 90% of the total '75 FTP CO value for the Granada
versus 28% for the Civic.
A) Comparing the emissions performance of '76 models to the "pre-
emission control cars", the results show that emissions controls
have not reduced CO emissions for low temperature cold starts as
much as for the normal FTP temperature cold start conditions.
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5) As all of the cold start effects on emissions decay within the Bag
1 sampling period, Bags 2 and 3 emissions are virtually independent
of soak time or temperature. Thus, Bag 1 CO emissions as a percent
of the '75 FTP composite value increase as the soak temperature is
lowered and/or the soak time increased.
6) On a grams/mile basis, CO emission levels over the NYC cycle were 2
to 3 times those of Bag 1 of the '75 FTP for a given vehicle and
soak temperature.
7) On a grams/minute basis, the CO emission levels of Bag 1 of the '75
FTP were within a factor of 2 of. the NYC levels for any given
vehicle and soak temperature. On the same grams/minute basis,
decreasing the soak temperature from 77°F to 10-25°F increased Bag
1 and NYC CO emissions by factors ranging from 1.5 to 75. This
suggests that for ambient air modeling of cold climate regions,
the ambient temperature can be more influential than the driving
cycle.
8) The effect of soak time is strongly soak temperature dependent.
For example, CO emissions following a two-hour soak at 10-25°F are
about the same as those following an overnight soak at approximately
77°F. This suggests that a vehicle in cold weather can have multiple
"cold starts" in an eight hour period if soak times are two hours
or more.
9) A relationship between CO emissions and engine coolant temperature
may exist for a given control technology and driving cycle. Since
engine coolant temperature could be adequately modelled knowing
ambient temperature, soak time, possibly wind speed, and some basic
vehicle information, the engine coolant temperature may be a useful
parameter for predicting vehicle emissions over a wide range of
soak times and temperatures.
10) The use of winter grade fuels instead of the Indolene test fuel for
'75 FTPs following soaks at 10-25°F reduced HC emissions during the
first 125 seconds by approximately 50% but had no appreciable
effect on CO emissions.
11) The temperature and soak time effects on HC emissions were largely
similar to those on CO.
12) The temperature and soak time effects on NOx emissions and fuel
economy while detectable were not extreme. Of equal or greater
influence was the differences in the driving pattern between
different parts of a driving cycle.
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Test Procedure
Each of the five vehicles examined was tested as follows:
Exhaust emissions generated on a chassis dynamometer were collected
and measured by constant volume sampling with multiple sample bags. The
LA-4 and New York City S-8 (NYC) driving cycles were each divided into
seven sampling periods or modes as shown in Table 1. Also shown in
Table 1 are the total time, total distance, average speed, maximum
speed, and percent of time at idle for each mode and the cycle as a
whole.
Table 1
Mode Number
LA-4 1.
Begin time (sec) 0
End time (sec) 125
Total time (sec) 125
Distance (mi) .68
Average Speed(mph)19.6
Max. Speed (mph) 32.4
% of time @ idle* 16.0
NYC _!
Begin time (sec)
End time (sec)
Total time (sec)
Distance (mi)
Ave. Speed (mph)
Max. Speed (mph)
% of time @ idle* 60.0
125
333
208
1.95
34.1
56.7
18.8
333
429
96
.51
19.3
36.5
20.8
429
505
76
.45
21.4
36.1
25.0
505
766
261
.96
13.3
28.6
25.3
766
1023
518
1.76
12.1
34.3
1.0
1023
1372
349
1.19
12.2
29.1
28.4
0
85
85
.09
3.7
22.9
60.0
85
143
58
.10
6.3
17.4
27.6
143
195
52
.20
13.9
25.2
13.5
195
274
79
.25
11.2
26.4
22.8
274
344
70
.19
9.8
22.4
20.0
344
446
102
.13
4.6
15.8
52.9
446
598
152
.22
5.3
27.7
60.5
Whole Cycle
0
1372
1372
7.50
19.7
56.7
19.5
Whole Cycle
0
598
598
1.18
7.1
27.7
42.1
* Speed less than 1.0 mph.
Speed time traces of the two cycles showing the sample switching point
and other pertinent information are shown in Appendix A. In preparation
for the test the vehicles were pre-conditioned by driving on the dyna-
mometer until fully warmed and ending with the first 505 seconds of the
LA-4 driving cycle.
Following this pre-conditioning the vehicles were soaked for one of the
following soak times:
Overnight (16-20 hours)
4 hours
2 hours
1 hour
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s
During the soak periods the vehicles were either parked in the controlled
ambient soak bay (72°-80°) or outdoors with ambient temperatures of 10°-
25°F. In all cases the test cell was maintained at 68°-80cF. It would
have been more desireable to run the dynamometer test portion at the
soak temperature but the available dynamometer test cells did not have
low operating temperature capability. Tests were also conducted with
the vehicles fully warmed following a 10 minute soak period at test cell
temperature.
During the testing, air and/or engine temperatures were monitored in the
following locations.
1. Ambient air (in front of radiator, shielded from the radiator).
2. Inside the air cleaner filter element.
3. In front of the air cleaner (chosen to represent underhood
temperature).
4. Fuel just before entering carburetor.
5. Engine coolant in the head or block.
6. Engine oil sump.
7. Transmission fluid sump.
Diluted exhaust and background bags were analyzed for HC, CO, CO-, and
NOx using flame ionization, non-dispersive infrared (NDIR), NDIR, and
chemiluminescent analyses respectively.
Test Vehicles
The five test vehicles consisted of the following:
Vehicle Engine Trans. Emission Control
1. 1970 Plymouth Valiant 225 CID 1-6 Auto. Engine Mod.
2. 1970 Chevrolet Impala 350 CID V-8 Auto. Engine Mod.
3. 1976 Chevrolet Impala 350 CID V-8 Auto. Catalyst, EGR
4. 1976 Ford Granada 250 CID 1-6 Auto. Catalyst, Air, EGR
5. 1976 Honda CVCC Civic 91 CID 1-4 4 speed Pre-chamber
Manual Stratified Charge
Detailed specification of these vehicles are given in Appendix B. The
first two vehicles were chosen as representative of "uncontrolled"
vehicles. Vehicle 3 was selected as representative of pelleted catalyst
control technology without secondary air. Vehicle 4 represents monolith
catalyst technology with secondary air injection (air pump). Vehicle 5
represents overall lean stratified charge technology.
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Results and Discussion
Figure 1 displays CO emissions of the 1970 Impala mode by mode over the
LA-4 and NYC cycles. Both cycles were begun with an engine start in the
fully warmed condition. As the coordinates of this figure are grams/mile
CO and cycle distance, the area under the bar graphs is proportional to
grams of CO. Also shown are straight lines connecting the emission
levels plotted at the distance corresponding to the end of the mode
represented. The area under these sloping lines roughly approximates
the total grams of CO emissions. This method of presenting the data
will be used in subsequent plots because it facilitates multiple plotting
on a single figure. It can be seen that even on a fully warmed vehicle
the type of driving cycle has a significant effect on the emission
levels. The NYC cycle, designed to simulate driving patterns in the
heavily congested New York City area, produced overall CO grams/mile
emissions three times that of the LA-4 cycle for this "pre-control" car.
A major reason for this is the much higher percentage of idle in the NYC
(See Table 1). Idle operation, of course, adds to the emissions but not
the distance traveled.
1. Cold Start from Approximately 77°F.
Figure 2 is similar to Figure 1 with the addition of the CO emissions of
the same vehicle for the two cycles when it was "cold started" after
soaking overnight at approximately 77°F. Of interest here is the much
higher CO emissions levels produced during the "cold start" and the
distance required for these "cold start" emission levels to decay to
those of the fully warmed condition. For the 1970 Impala the mode 1 CO
emissions for the cold start are a factor of 10 greater than the hot
start for both the LA-4 and NYC cycles.''
Figure 3 shows the CO emissions of the five vehicles mode by mode for
the standard '75 FTP. Figure 4 displays the same variables for the NYC
cycle begun with a cold start after an overnight soak at approximately
77°F (note the difference in the CO emissions scaling between the two
graphs).
These two figures show the characteristics of all vehicles as being
relatively high cold start emissions that decay to the fully warmed-up
level. Fully warmed emission levels were largely achieved after 0.67
miles and 125 seconds for the LA-4 and 0.19 miles and 143 seconds for
the NYC cycle. Also evident is the relative performance of the differing
control technologies. Appendix C contains similar graphs of the HC and
NOx emissions and fuel economy of the five vehicles under the same test
conditions.
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-6-
2. Effect of Varying Soak Times at Approximately 77°F
Figures 5 and 6 show the effect of varying soak times on the mode CO
emissions over the LA-4 and NYC cycles respectively for the '70 Impala.
Comparable graphs for the other vehicles are given in Figures 7-14. In
nearly all cars the biggest increase in Mode 1 CO emission occurred
between the overnight and 4 hours soak times. Much smaller Mode 1
increases in CO emissions occurred between the 4 hour and 2 hour soak
times, and the 1 hour soak was often indistinguishable from the fully
warmed condition. Appendix D contains similar graphs of the HC and NOx
emissions and fuel economy of each of the vehicles with varying soak
time at room ambient approximately 77°F.
3. Cold Start from 10-25°F
Figures 15 and 16 show the CO emissions of the five vehicles mode by
mode for the '75 FTP and NYC cycles begun with a cold start after an
overnight soak at 10-25°F. Again the mode 1 emissions are very high,
but the range between vehicles is much narrower. The highest emitter,
the '70 Valiant, emitted only 2 to 3 times as much as the lowest emitter
the '76 CVCC Civic. For the cold starts from room temperature this
range was an order of magnitude larger. This suggests that emission
control approaches have not significantly altered the lower temperature
cold start emissions. Appendix E contains similar graphs of the HC and
NOx emissions and fuel economy of the five vehicles under the same low
temperature cold start conditions.
4. Effect of Varying Soak Times at 10-25°F
Figures 17-26 show the effect of varying soak times at temperatures
between 10 and 25°F on the mode CO emissions over the LA-4 and NYC
cycles for each of the vehicles. The most obvious differences due to
the lower soak temperature is the much greater mode 1 emissions. The
distance and time required for the overnight soak emissions to decay to
those of the fully warmed condition increased to 2.65 miles and 333
seconds for the LA-4 and 0.64 miles and 274 seconds or more for the NYC.
Similar graphs of the HC and NOx emissions and fuel economy are in
Appendix F.
Note that the LA-4 decay time appears greater than that of the NYC.
This is not real but an artifact of the comparitively longer mode 2 of
the LA-4. In fact, the vehicles warm up more quickly on the LA-4 cycle
and therefore probably reach fully warmed emission levels sooner.
Figures 27, 28, 29, and 30 show the time temperature traces of the
various vehicle locations monitored during the testing of the vehicles.
These traces, for the '70 Valiant, are typical of all the cars. It is
clear that for comparable soak temperatures nearly all temperatures
monitored achieve stabilized values quicker over the LA-4 than on the
NYC. This is to be expected as the LA-4, particularly the first 505
seconds (Bag 1), is much more strenuous than the NYC in that the LA-4
has much higher maximum and average speeds and less idle time.
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-7-
It is also clear from Figures 27-30 that lower soak temperatures increase
temperature stabilization times for both cycles, particularly for the
NYC.
5. Tabular Review of All CO Data
Table 2 gives the CO emissions of the five vehicles over the '75 FTP and
the NYC in the fully warmed condition and with overnight soaks at room
temperature and outside ambient. Of note here is that Bag 2 emissions
of the '75 FTP are nearly independent of the starting temperature of the
vehicle, reflecting the fact that even for the starts after outside
ambient soaks the cold emissions decayed to the fully warmed emissions
well within Bag 1. Note also the wide range of emission levels exhibited
by the various control technologies. For example, the near zero bag 2
emissions of the monolith car with secondary air versus those of the
other catalyst car or the stratified charge car.
The obvious differences in the CO grams/mile emissions between the '75
FTP and the NYC deserve further examination. First the NYC, being only
598 seconds long, more closely matches the duration of Bag 1 of the '75
FTP, which is 505 seconds. However, only 20.5% of the Bag 1 grams/mile
emissions go into making up the composite '75 FTP grams/mile emissions
because of the 0.43 weighting factor applied to the cold start. Thus,
the '75 FTP reflects emissions levels 79.5% of which (coming from Bags 2
and 3) are almost independent of the soak condition. A more reasonable
comparison is between Bag 1 and the NYC. On a grams/mile basis, the NYC
is still considerably larger because of the much shorter distance
traveled over the NYC (1.18 vs. 3.59 miles). Table 3 compares Bag 1 and
NYC on a grams/minute basis and here the agreement for a given vehicle
and soak condition is much better. Thus it appears that despite the
gross differences between these two driving cycles the resulting differ-
ences in grams/minute CO emissions are small; in most cases within a
factor of 2. By contrast, the effect of engine temperature, particu-
larly for the '76 vehicles, produced CO emission levels that differ by
factors ranging from 1.5 to 75. This suggests that for ambient air
modeling of northern cities, the ambient temperature can be more influ-
ential than the driving cycle.
Tables 4, 5, 6, 7, and 8 give the '75 FTP CO emissions of each of the
five vehicles for the varying soak times at both soak temperature ranges.
The individual Bag emissions and their percentage contributions to the
'75 FTP are also given. With the exception of the '70 Valiant (which
may have had a sticking choke), Bag 2 emissions were largely independent
of soak time and temperature. Bag 3 emissions are artificially identi-
cal because only one hot 505 test was conducted for a given soak tempera-
ture. Of major interest is the Bag 1 emissions which show that a 2 hour
soak at 10-25eF produces CO levels close to those of an overnight soak
at approximately 77°F. For all vehicles a 4 hour soak at 10-25°F results
in considerably higher Bag 1 CO emissions than those of the overnight
soak at approximately 77*F. Thus in cold weather, vehicles could have
multiple "cold starts" in a work day if soak times were 2 hours or
longer.
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-8-
Tables 9 and 10 give the CO mode emissions of Bag 1 and their percent of
total Bag 1 emissions for the five vehicles following overnight soaks at
the two temperature ranges. For both soak temperatures, nearly all the
vehicles had emitted 50% or more of their Bag 1 emissions by the end of
mode 1 and 90% or more by the end of mode 2. This means that for a Bag
1 type driving cycle, the bulk of the cold start emissions will be
emitted within 2.6 miles of the start up point.
6. CO Emissions vs. Engine Temperature
In an attempt to correlate emissions with engine temperature, the CO
emissions were plotted against temperature of the engine coolant imme-
diately prior to engine start up following the varying soak times at
both soak temperature ranges. Figures 31 and 32 are such plots of the
LA-4 Bag 1 and entire NYC cycle CO emissions respectively. The available
number of points was inadequate to accurately define the curves for each
vehicle, but in both CO emissions vs. coolant temperature figures there
appeared curves with steeply decreasing emissions in the temperature
range of 25-100'F. This indicates that an engine temperature prior to
engine starting is a good predictor of vehicle emissions with a given
driving cycle and emission control technology. The advantage of this
relationship is that it enables emission levels determined at a specific
test condition to be reasonably extrapolated to other test conditions.
Figure 33 is the temperature versus soak time plot of the engine head
coolant of the vehicles at the two different soak conditions. This
graph suggests that a relatively simple heat transfer model could
approximate these curves. Thus with just say engine mass, possibly wind
velocity and surface area factors, ambient temperature and soak time as
inputs the engine coolant temperature could be predicted. this information
via the emissions versus engine coolant temperature curves could approxi-
mate emissions under a wide variety of conditions.
Test Fuel Effects
Another factor considered was the volatility of the fuel. Vehicles that
experience ambient temperatures in the 10-25*F range normally are fueled
with winter grade gasoline. The test fuel used was indolene HO which
has a Read Vapor Pressure (RVP) of 8.7-9.2 pounds, compared to a RVP of
10-13 for winter grade gasoline. To evaluate the impact of this difference,
the '70 Impala, '76 Impala, and the '76 CVCC Civic were also tested over
the LA-4 following an overnight soak at outside ambient (10-25°F) with
commercially available winter fuel. Figure 34 shows the CO emissions of
these three vehicles over the LA-4 for both fuels. There is no definite
trend exhibited and with the possible exception of the CVCC Civic what
differences do exist are within normal test-to-test variability. Figure
35 shows HC emissions for the same test conditions. For HC the Mode 1
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-9-
HC emissions with winter fuel averaged over 50 percent lower than with
indolene. From Mode 2 on the HC emissions for the two fuels became
indistinguishable. The NOx and fuel economy for the same test con-
ditions are given in Appendix G. Also given in Appendix G are the RVP
and distillation specification of the two fuels as measured in our
laboratory.
In evaluating the data for cold starts following outside ambient soaks,
it must be remembered that the test cell and the air entering the vehicle's
air induction system was at 68-80*F. This will undoubtedly have an
impact on the warm-up rate or the induction system and probably that of
the engine and drive train. It is anticipated that the outside ambient
cold start HC and CO emission levels would be higher and decay more
slowly if the test cell temperature matched that of the soak condition.
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— isa
tn
in
i EH
HMCO> OVERNIGHT HT OUTSIDE HMBICNT < IB-HE F >
O ------- 70 VHLIRNT
+ - 70 IMPftH
Jl ---- 7B IHPHLH
D — •• --- 7B BRRNHDR
A ------ 7H CVCC CIVIC
1.0 2.0 3.0 M.B S.B E.0 7.0 H.0 3.0 10
<:V<:I_E: i> i STRN-CE: < M i L.ES >
Figure 15
12
SS H/77
H.B
CO EZM I 5S I ON5
Mni>Er F-OR THE N v <:
SOCKO) QVERNIEHT HT BITS IDE flHHIEKT < IB-2S F >
O 70 VHLIHMT
+ 70 IMPftfl
A. 7H IVPOJR
D 7B HWfflDfl
A-* 7E CVCC CIVIC
.2
.H
.E
.8
I.B
t STRNCTE < M I t_ES >
Figure 16
HE urn
-------
18
400
•* zoo
<:n EM i
iv MODE: F-CJR THE I_H— H
THE 70 I MRRl-R
TIMS BT flMIDIT TOP. < !••*• F >
x r^P*
LO
2.0
3.0
4.0
5.0
7.0
I STRNCTE < M I UES >
Figure 17
t/77
- ISBB
I
a
a
IBBB
B.B
•CO EZM I 55 I DNS
IV MCJOE F-DR THE N V <:
F-ROM THE VH I MFRt-R
5OK TIMES RT RMBIENT TEW. < IB-ZB F >
X--C-
.2
.C
o i STRN<:E
Figure 18
.6 I.B
M I L.ES >
1.2
»/77
-------
19
y
_ 3BB
en EZM i ss i
BY MODE F-J3R THE L.R-H
THE 70 VRL. I HNT
SHK TIMES RT HMHIEHT TDf>. < IB-2B F >
DVOI NlSff
H tOJRS
------- a
-------- I (GUI
X ------- FULLY KRRNE9
X
2.a a.a 4.B 5J B.H
Figure 19
7.0
zooo
1000
500
\\
\\
CD EM I SS I [HNS
SV MOOE F-QR THE N Y <:
F-RQM THE -70 VRL. t RNT
TIHCB RT RNPICKT TOT. < 18-29 T >
OVER NIEHT
H «UHS
«.
N
^ \
N ^
x
1.0
i.Z
CY<:L.E
i> i BTRN<:E <
Figure 20
M i LETS
-------
2t)
400
UJ
in
ffi
s
6
500
ZOO
•CO EZM I 55 I IUN5
SV MC1I>E F"dR THE 1_R —H
F-RCJM THE: VE i MRRL.R
BHC TI«S RT HMBIEKT TEMP. < IB-2B F >
DVCR NIGHT
O M HOURS
A Z HOURS
^ I HOUR
X FULLY
l.o
1.0
3.0
4.0
5.0
(.0
7.0
•CV<:L-E: r> i
Figure 21
< M i L.ES
t/77
UJ
I
o:
13
g
e
E F-nR THE N Y
THE VB I MF=Rl_R
son: Tines RT maiEKT TEMP. < m-za r >
OVER NIGHT
n H HCURS
A 2 HUJHS
<> | HOUR
X FULLY HflfiMED
.8
I.B
1.2
i STRNCE <
Figure 22
i L.ES
CP.-5 1/77
-------
21
400
y 900
IE
ffi
I
S
8
10O
•CD EIM I 55 I DNS
IY MdI>E F-C3R THE t_H—H
RROM THE -7B t3RRNRI>R
TltCS RT flHBIENT TEMP. < 10-20 r >
•f OVER NIGHT
D H HOURS
A 2 HOJRS
o i wan
X FULLY HFW€3>
7.0
> i STRM-CE
Figure 23
M I L.ES
1/77
U
- i sea
i
•" IEE0
U
8
OVER NIGHT
H HOURS
a
A 2 HOURS
<> | HOUR
X FULLY WfHWEP
B.B
•CYCTL-E O 1 STRNCTE
Figure 24
'/77
-------
22
400
•300
in
uri
s
e
Zoo
IOO
•CO ETM I 55 I DNS
BY MCJI>E: F-QH THE: t_R—H
F-RE3M THE 7B -CV-CC <: I V I
•f OVER NIGHT
D H «X«5
A 2 «HH5
^ I tCUR
X nJJ-Y HHFMED
•Z.O
3.0
4.0
5.0
6.0
1.0
<:V<:UE: t> i STHN-CE: < M i L.ES >
Figure 25
1/77
ffi
D
8
u
- i sea
ID
"^ 100B
OVER NIGHT
H HOURS
2 HOURS
o
A ~-
O I HOUR
X FULLY
^--^H-.T^.-^^"--™;^., g^-^y
B.B
.H -E .fi I.B
CV<:I_E: t> i STRN<:E: < M i UES >
Figure 26
1.2
-------
23
'70 Valiant
LA-4 Following Overnight Soak
at Room Ambient (76°F)
2 minutes
Figure 27
--• 2 minutes ---.
'70 Valiant
LA-4 Following Overnight Soak
at Outside Ambient (10°F)
5, -i zi --i --
tU O.!
S CMl
c I O- ' - ' '
Figure 28
-------
24
Figure 29
'70 Valiant
NYC Following Overnight
Soak at Room Temp. (73°)
Key for Figures 27, 28
29 and 30
(1) Ambient air
(2) Air entering carburetor
(4) Fuel entering carburetor
(5) Engine coolant
(6) Engine oil sump
(7) Transmission fluid sump
Figure 30
'70 Valiant
NYC Following Overnight
Soak at Outside Ambient (20°F)
-------
25
Table 2
CO Emissions in grams/mile
Vehicles Fully Warmed
Test Cycle '70 Valiant '70 Impala '76 Impala '76 Granada '76 CVCC Civic
'75 FTp
Bag 1
Bag 2
NYC
30.9 25.4
34.0 19.4
28.1 30.9
107.1 76.3
Vehicles Soaked Overnight at
Test Cycle
•75 FTP
Bag 1
Bag 2
Bag 3
NYC
1 70 Valiant ' 70 Impala
42.5 33.1
90.0 66.7
28.3 27.1
34.0 19.4
301.0 188.4
Vehicles Soaked Overnight at
Test Cycle
'75 FTP
Bag 1
Bag 2
Bag 3
NYC
1 70 Valiant ' 70 Impala
68.3 47.1
140.3 120.8
56.9 32.9
35.9 18.6
444.7 330.0
8.3
12.1
4.8
20.2
Room Temp.
' 76 Impala
13.4
39.7
3.7
12.1
72.6
0.5
1.0
0.1
3.2
(approx. 77 °F)
1 76 Granada
2.8
12.5
0.0
1.0
16.3
4.1
4.1
4.1
7.2
'76 CVCC Civic
5.5
7.6
5.5
4.1
20.2
Outside Ambient (10-25°F)
' 76 Impala
32.2
131.0
3.7
11.9
335.1
' 76 Granada
18.0
85.8
0.1
1.0
223.9
'76 CVCC Civic
12.2
41.9
5.2
3.2
125.9
Table 3
CO Emissions in grams/minute
Vehicles Fully Warmed
Test Cycle
Bag 1
NYC
Test Cycle
Bag 1
NYC
Test Cycle
Bag 1
NYC
'70 Valiant '
14.40
12.66
Overnight
'70 Valiant '
38.18
35.58
Overnight
'70 Valiant '
59.84
52.56
70 Impala '76 Impala '
76 Granada
8.27 5.16 0.43
9.02 2.38 0.38
Soak at Room Temp, (approx. 77°F)
70 Impala ' 76 Impala '
28.45 16.93
22.27 8.60
Soak at Outside Ambient
70 Impala '76 Impala '
51.52 55.87
39.01 41.97
76 Granada
5.33
1.93
(10-25°F)
76 Granada
36.59
26.46
'76 CVCC Civic
1.75
0.85
'76 CVCC Civic
3.24
2.39
'76 CVCC Civic
17.87
14.88
-------
26
Table 4
'70 Valiant
75 FTP Soaked at Room Temp, (approx. 77°F)
Percent of '75 FTP
Soak Time
Overnight
4 hours
2 hours
1 hour
fully warmed
CO Emissions grams/mile
'75 FTP
42.5
49.0
42.2
57.5
30.9
Bag 1
90.0
71.4
47.6
68.9
34.0
Bag 2
28.3
48.1
44.3
65.4
28.1
Bag 3
34.0
34.0
34.0
34.0
34.0
43.6
30.0
23.2
24.6
22.6
34.6
51.1
54.8
59.2
47.4
21.8
18.9
22.0
16.1
30.0
'75 FTP Soaked at Outside Ambient (10-25°F)
Percent of '75 FTP
Soak Time
Overnight
4 hours
2 hours
1 hour
CO Emissions grams/mile
'75 FTP Bag 1 Bag 2
68.3
46.1
43.7
140.3
81.7
67.6
56.9 35.9
37.4 35.9
38.3 35.9
42.3 43.4 14.3
36.5 42.3 21.3
31.9 45.7 22.4
Table 5
'70 Impala
'75 FTP Soaked at Room Temp, (approx. 77°F)
CO Emissions grams/mile Percent of '75 FTP
Soak Time
Overnight
4 hours
2 hours
1 hour
fully warmed
'75
Soak Time
Overnight
4 hours
2 hours
'75
33.
25.
24.
23.
25.
FTP
1
3
0
3
4
FTP Soaked
CO
'75
47
45
31
Bag 1
66.7
27.4
20.8
19.0
19.4
Bag
27
27
27
27
30
at Outside
Emissions
FTP
.1
.4
.9
Bag 1
120.8
101.1
47.6
_2
.1
.5
.6
.0
.9
Bag 3
19.4
19.4
19.4
19.4
19.4
Ambient
grams /mile
Bag
32
37
32
_2
.9
.4
.7
Bag 3
18.6
18.6
18.6
Bag
41
22
17
16
15
(10-25°F)
_1
.4
.3
. 9
.8
.7
Percent
Bag
52
45
23
_JL
.8
.9
.1
Bag
42
56
60
60
63
of
Bag
36
42
59
_2
.6
.7
.0
.4
.4
'75
_2
.4
.9
.2
Bag 3
16.0
21.0
22.1
22.8
20.9
FTP
Bag 3
10.8
11.2
17.7
-------
27
Table 6
'76 Impala
'75 FTP Soaked at Room Temp, (approx. 77°F)
CO Emissions grams/mile
Percent of '75 FTP
Soak Time
Overnight
4 hours
2 hours
1 hour
fully warmed
'75
Soak Time
Overnight
4 hours
2 hours
1 hour
'75 FTP Bag 1 Bag 2 Bag 3
13.4 . 39.7 3.7 12.1
8.0 14.4 3.4 12.1
8.6 14.0 4.7 12.1
7.3 11.0 3.3 12.1
8.3 12.1 4.8 12.1
FTP Soaked at Outside Ambient
CO Emissions grams/mile
'75 FTP Bag 1 Bag 2 Bag 3
32.2 131.0 3.7 11.9
25.5 99.0 3.6 11.9
9.2 20.2 3.5 11.9
8.1 14.5 3.5 11.9
Bag 1
61.1
36.9
33.6
31.0
30.1
(10-25°F)
Percent
Bag 1
83.8
79.9
45.0
37.0
Bag 2
14.3
22.2
28.2
23.8
30.1
of '75
Bag 2
6.1
7.3
19.8
22.8
Bag 3
24.6
40.9
38.2
45.1
39.9
FTP
Bag 3
10.1
12.7
35.2
40.2
Table 7
'76 Granada
'75 FTP Soaked at Room Temp, (approx. 77°F)
CO Emissions grams/mile
Percent of '75 FTP
Soak Time
Overnight
4 hours
2 hours
1 hour
fully warmed
'75
Soak Time
Overnight
4 hours
2 hours
1 hour
'75
2
2
1
1
0
FTP
.8
.3
,5
.0
.5
FTP Soaked
CO
'75
18
13
2
0
Bag 1
12.5
9.9
5.8
2.9
1.0
Bag
0
0
0
0
0
at Outside
Emissions
FTP
.0
.0
.8
.8
Bag 1
85.8
61.5
11.5
2.4
_2 Ba
.0
.1
,1
.2
.1
g 3
1.0
1.0
1.0
1.0
1.0
Ambient
grams /mile
Bag
0
0
0
0
_2 Ba
.1
.2
.3
.1
g 3
1.0
1.0
1.0
1.0
Bag
90.
86.
80.
62.
39.
(10-25°F)
_1
0
8
3
8
5
Percent
Bag
98.
97.
85.
61.
JL
3
2
5
9
Bag
0
1
2
9
8
of
Bag
0
0
5
4
_2
.7
.9
.0
.4
.1
t
_2
.2
.9
.0
.3
Bag 3
9.3
11.3
17.8
27.8
52.4
75 FTP
Bag 3
1.5
2.0
9.5
33.8
-------
28
Table 8
'76 CVCC Civic
'75 FTP Soaked at Room Temp, (approx. 77°F)
CO Emissions grams/mile
Percent of '75 FTP
Soak Time
Overnight
4 hours
2 hours
1 hour
fully warmed
'75
Soak Time
Overnight
4 hours
2 hours
1 hour
'75 FTP
5
5
4
4
4
.5
.2
.5
.5
.1
FTP Soaked
CO
'75
12
7
5
4
Bag 1
7.6
6.2
4.9
4.6
4.1
Bag
5
5
4
4
4
at Outside
Emissions
FTP
.2
.2
.2
.8
Bag 1
41.9
17.9
6.7
7.2
_2
.5
.5
.5
.7
.1
Bag 3
4.1
4.1
4.1
4.1
4.1
Ambient
grams /mile
Bag
5
5
5
4
_2
.2
.1
.7
.7
Bag 3
3.2
3.2
3.2
3.2
Baj>
28
24
22
20
20
(10-25°F)
J^
.0
.2
.5
.9
.7
Percent
Bag
70
51
26
30
_L
.7
.2
.4
.9
Bag
51
54
52
54
51
of
Bag
22
36
56
50
_2
.6
.2
.5
.2
.9
i
_2
.1
.7
.9
.9
Bag 3
20.4
21.5
25.0
24.9
27.4
75 FTP
Bag 3
7.1
12.1
16.7
18.1
-------
29
Table 9
'75 FTP Overnight Soak at Room Temp, (approx. 77°F)
Bag 1 CO Emissions in Grams/Mile
Mode '70 Valiant '70 Impala '76 Impala '76 Granada '76 CVCC Civic
1
2
3
Modal
Mode
1
2
3
4
301.6
42.6
42.4
27.5
CO Emissions
'70 Valiant
63.5
26.0
6.7
3.8
237.8
28.3
24.4
20.8
as Percent of
'70 Impala '
67.57
23.28
5.24
3.92
104.2
29.8
11.7
15.6
46.5
4.64
5.63
2.61
14.5
5.48
7.05
6.29
Bag 1 Emissions
76 Impala
49.70
41.08
4.22 '
4.93
'76 Granada '76
70.54
20.38
6.44
2.63
CVCC Civic
36.44
39.76
13.34
10.46
Table 10
Bag 1
Mode
1
2
3
4
Modal
Mode
1
2
3
4
'75 FTP
CO Emissions
'70 Valiant
367.9
101.1
61.4
50.9
CO Emissions
'70 Valiant
49.7
39.5
6.3
4.6
Overnight Soak
in Grams /Mile
'70 Impala '
400.0
68.2
28.7
27.8
as Percent of
'70 Impala '
62.72
30.98
3.40
2.90
at Outside
76 Impala
351.4
110.4
18 8
9.63
Ambient (10-25°
'76 Granada '76
292.1
53.8
3.09
4.20
F)
CVCC Civic
125.1
29.4
9.45
5.53
Bag 1 Emissions
76 Impala
50.80
46.22
2.06
0.92
'76 Granada '76
64.39
34.33
0.52
0.76
CVCC Civic
56.60
38.51
3.23
1.66
-------
13
u
J
z
\
in
z
X
a.
ID
V
in
a
in
in
13
118
IB
5B
ffl
7E
a
SB
<<
a
21
C0 EM1551DN5
FDR BRE I OF THE LR-H
WITH VRRY1NE 5DRK TIME RND TEMP
O 70 VflLlBNT
4- 70 IHfflLfl
A. 7E IMPflfl
n TB BWNTOH
A 7H CVCC CIVIC
$
z s a TS m is ia ITS m zs
END DF EDRK ENGINE CDDLRNT TEMP. < F >
HEH/77
>fiB
in
z
n
in
ui
y
a
v
H0B
U ZB
J
Z
in 319
n
a.
SB
B
\
\
\
CP EM155IPN5
FDR THE NYC WITH VRRYINB
5DRK TIME RND TEMP
1 W.IWT
It IIHLH
A TE 1HRU
A TK acc civic
B 2S SB 7S l£8 IH ISB ITS 3U 2H
ENGINE CDDLHNT TEMP. RT END DF 5DRK < F >
u>
o
1V77
Figure 31
Figure 32
-------
31
L
v
U
D
IE
a:
LI
0.
y
J
a
a
v
u
z
ID
Z
U
50
?€
ZS
22B
210
190
IBB
170
Iffl
1SB
iHi
13B
128
110
41
3!
2
10
0
Figure 33
ENEINE CDDL DDNN
BDRKED RT RDDM RMB1ENT RND
RT DUT51DE RMBIENT < 10-25 F >
70 VflLlflNT
7E IHPfLfl
7B
- 7H CVCC CIVIC
0 1.0 2.B 3.0 H.0 S.0 BJ 7.0 B.0 9.0 10 11 12 13 IH
5DRK TIME < HOURS >
ER5H/77
-------
32
u
3SB
300
I -
B
v 330
SB
Cd. EZM I 55 I CDN5
ESV Mnr>E FOR THE t_R—
OVERNIGHT HT DUTSIDe HHHIENT < IB-2S F >
+ 7H \HPOLB H/IM>DLENC
X 70 IMPHLH H/HINTER GKPBC
a 7E IMPHLH H/INDDLENE
O 7H IHPFLfl N/NINTCR ERRDC
A 75 CVCC CIVIC H/INJ>nLENE
4. 7B CVCC CIVIC H/HINTER GRHDE
B.0
7.B
<:VCL.E: i> i STRN-CE: < M i
Figure 34
BR5 E/77
U
cE 30
LD
V
s
61.7
HE F-CJR THE I_R—
SOFKES DVERNiaiT flT DUT5IPE fWBIEKT < 10-2S F >
-70 IHPflLfl
70 IMPH.H H/-HINTO? SZHMT
O ------- 7B Iftf^HLH H/HINTER
A ---- 7B CVCC CIVIC M/IWCLQE
J -------- 76 CVCC CIVIC H/HINTEH ERflOC
=4=
2.0
3.0 S.0
> i STRN<:E
Figure 35
S.0 B.0
M i I_E:S >
7.0
SB E/T7
-------
Appendix A-l
LA -4- DfcU/IN(5r CYCLE SMoWlnl<$r
OF THE
CO
7.50
-------
Appendix A-2
CYCLE
OF THE SEVEM
t _
ii
V -- '
L'Z^_±i.
i "~*~
,52-
rvvofct 6
o >
-MoQt 5
70
/v\;
4 -»
-MODE
5Z See
•446
Sec
85 MI
274 Set
0.64 MT
SEC
58 Sec
o.io M;
I
U)
85
C7.O9 VI i.
14^
o.\1 tr\i
o.ol
STA«.T
-------
Appendix B-l
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1970 Plymouth Valiant
Emission control system - Engine modification
type 4 stroke Otto Cycle, OHV, in-line 6 cyl.
bore x stroke 3.40 x 4.12 in./86.4 x 104.8 mm
displacement 225 CID/3688 cc
compression ratio 8.4:1
maximum power @ rpm 145 hp/108 kW @ 4000 rpm
fuel metering single 1 barrel carburetor
fuel requirement 94 RON
Drive Train
transmission type 3 speed automatic
final drive ratio 2.76:1
Chassis
unitized construction, front engine,
type rear wheel drive
tire size C 78-14
curb weight 2920 lb/1325 kg
inertia weight 3500 Ib
passenger capacity 5
Emission Control System
basic type engine modification, positive crankcase
ventilation (PCV)
mileage on vehicle 24,500
Appendix B-2
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1970 Chevrolet Irapala
Emission control system - Engine modification
type 4 stroke Otto Cycle, OHV, V-8
bore x stroke 4.00 x 3.48 in/102 x 88 mm
displacement 350 CID/5700 cc
compression ratio 9.00/1
maximum power @ rpin 250 HP/186 kW @ 4800 RPM
fuel metering single 2 barrel carburetor
fuel requirement 94 RON
Drive Train
transmission type automatic
final drive ratio 2.73:1
Chassis
type body/frame, front engine, rear wheel drive
tire size H 78 x 15
curb weight 3888 lbs/1764 kg
inertia weight 4500 Ib
passenger capacity 6
Emission Control System
basic type engine modification, PCV
mileage on vehicle 23,800 ml
-------
Appendix B-3
36
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1976 Chevrolet Impala
Emission control system - Catalyst, EGR
type 4 stroke, Otto cycle, OHV, V-8
bore x stroke 4.00 x 3.48 in/101-6 x 88-4 mm
displacement 350 cu in/ 5735 cc
compression ratio 8.5:1
maximum power @ rpm
fuel metering single 2 barrel carburetor
fuel requirement 91 RON unleaded
Drive Train
transmission type automatic
final drive ratio 2.73:1
Chassis
type body/frame, front engine, rear wheel drive
tire size HR 78 x 15
curb weight 4266 lb/1935 kg
inertia weight 5000 Ib
passenger capacity 6
Emission Control System
basic type
Single Pelletted noble metal catalyst
Exhaust Gas Recirculation (EGR)
Early Fuel Evaporative System (EFE)
Positive Crankcase Ventilation (PCV)
mileage on vehicle 4,600 mi
Appendix B-4
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1976 Ford Granada
Emission control system - Catalyst, EGR, air injection
type 4 stroke Otto cycle, OHV, in-line 6 cyl.
bore x stroke 3.68 x 3.91 in/93 x 99 mm
displacement 250 CID/4100cc
compression ratio 8.0:1
maximum power @ rpm 86 hp/64 kW @ 3000 rpm
fuel metering ...-.- single 1 barrel carburetor
fuel requirement 91 RON unleaded
Drive Train
transmission type automatic
final drive ratio 3.07:1
Chassis
type
tire size
curb weight
inertia weight
passenger capacity
Emission Control System
basic type
unitized body,, front engine, rear wheel drive
DR yg.^
4000 Ib
5
single monolith noble metal catalyst,
secondary air injection (AIR), EGR, PCV
mileage on vehicle 5,800
-------
37
Appendix B-5
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1976 Honda CVCC Civic
Emission control system - Honda CVCC
Eng ine
4 stroke pre-chamber, stratified charge, spark
type ignited, single OHC, in-line 4 cyl
bore x stroke 2.91 x 3.41 in/74 x 86.5 mm
displacement 90.8 CID/1488 cc
compression ratio 7.9:1
maximum power @ rpm .... 60 hp/27 kW @ 5000 rpm
fuel metering single carburetor with progressive 2 bbl for
fuel requirement 91 RON combustion chamber and
1 bbl for pre-chamber
Drive Train
transmission ratio 4 speed manual
final drive ratio 3.875:1
Chassis
unitized body, front transverse mounted engine,
type front wheel drive
tire size 6.00 S12
curb weight 1795 lb/814 kg
inertia weight 2000 Ib.
passenger capacity 4
Emission Control System
basic type Honda Compound Vortex Controlled Combustion
(CVCC) which is basically a pre-chamber
stratified charge engine with a thermal
reactor and PCV
mileage on vehicle 5,000 mi.
-------
38
APPENDIX C
Cold Start from Room Temp. (77°F) All Vehicles.
HC Emissions Figures C-l and C-2
The HC emissions displayed the same trends as the CO emissions, i.e.
much higher mode 1 emissions that rapidly declined to fully warmed
emission levels. The NYC cycle grams/mile CO emissions were roughly
five times those of the '75 FTP. The higher CO emitters, the two "pre-
control" cars, were also the higher HC emitters.
The major difference between the HC and CO trends was the spread of the
five cars mode 1 emissions. For the CO emissions the '76 CVCC had the
lowest emissions, then came the '76 Granada at roughly four times the
CVCC CO level, then the '76 Irapala at 8-10 times the CVCC CO level and
then the '70 Impala at roughly 20 times the '76 CVCC CO level. The '70
Valiant CO emissions were the highest but because of the apparently
erratic choke operation their validity is suspect. By contrast mode 1
HC emissions of all the cars (excluding the '70 Valiant) are within a
factor of 1.5.
NOx Emissions Figures C-3 and C-4
The NOx emissions were not strongly affected by the cold start from room
temperature. Of equal or greater influence on NOx emissions was the
mode by mode differences in the driving cycles. On any given vehicle,
these differences produced NOx values differing by factors of 2 to 4.
Two exceptions were the "76 Granada and '76 Impala during mode 1 of the
NYC, where their NOx emissions were 3 to 4 times that of the other cars.
Unlike the HC and CO emissions, the NOx emission levels were approximately
the same for both the '75 FTP and NYC cycles.
Fuel Economy Figures C-5 and C-6
As expected, the mode 1 fuel economy was lower but again mode by mode
differences in the driving cycles produce fuel economy ranges greater
than the cold versus warm engine. The much lower modes 1 and 2 fuel
economy for the NYC cycle are due more to the driving cycle than to the
cold start condition as can be seen in Appendix D.
-------
39
Appendix C
II
IK.H
H-C EM I SS I CDNS
MOOC rat* THE -TK
HT ROOM TEMR . < 77 >
y «
i '••
8° E.B
v 5.B
d H.B
I 3..
s
Vj 2.B
X
I.B
B
7B IHPfLR
X --- 7B IWHLfl
D ----- 7B EHHNHPfl
A ------ 7B CVCC CIVIC
a I.B Z.B 3.a H.B s.a B.B 7. a a. a a.a >a n
M i L
<:YC:I_E i> i
Figure C-l
12
1/77
SB
-------
u
§
NCJX
IB
B.B
a.a
7.a
B.B
s.a
H.B
3. a
a.a
:M
40
Appendix C
I ONE5 BY MnDET P-E3R THE 75
HJWEP OVERNIBHT RT ROOM TEMP. < 77 F >
-7B VHLIHNT X 76 IMPHLfl
78 IMPHLH n 7E ERHNRM
A— 7B CVCC CIVIC
A
I.B 2-0 3-0 H.B S.B B.B 7.B B.B 9.B IB II 12
<:Y<:L_E i> i STRN<:E < M i I_E:S
Figure C-3
BBS S/77
NOX ETM I 55 I
Iff.H
IB
B.B
B.B
7>H
E.B
— H.B
fi 3-
I.B
=3 BY MDI>E F-QR THE N Y
7B VHLIRKT A 7B IMPHLfl
7B IMPHLfl D 7E ERHNWfl
A 7B CVCC CIVIC
.2 .H
<:Y<:I_E
.6 .a i .1
I> I STHNKTE < M I I_ES >
Figure C-4
1.2
BRS 5/77
-------
41
Appendix C
F"LJEZL_ ET OVERNIGHT RT ROOM Trap. < rr r >
_ 3H
v 2S
g as
tj is
ci i STRM<:E: < M i
Figure C-5
srn
F"LJEZL_ EKZaMCDMY
IS
IB
U
esv MOI>E: F-OR THE N -r <:
RT RnOM TEMP . <: T7 W >
.2 .H .8 .•
-------
42
APPENDIX D
Varying Soak Times at Room Temp. (77° F)
HC Emissions Figures D-l through D-10
The effect of varying soak times on HC emissions was very similar
to the effect on CO emissions. The HC emissions had largely decayed
to the fully warmed levels after 0.67 miles and 125 seconds for the
LA-4 and 0.19 miles and 143 seconds for the NYC cycle. In contrast,
however, there was no relatively larger increase in mode 1 HC emissions
associated with an incremental increase in soak time. For CO a large
increase in emission levels occurred between the 4 hour and overnight
soak times. With the exception of the '70 Valiant, each step increase
in soak time brought a roughly uniform increase in HC emissions.
NOx Emissions Figures D-ll through D-20
The effect of soak time at room temperature on NOx emissions appears to
be largely technology dependent. For example, for the two pre-control
cars, the mode 1 emissions increased from the overnight soak cold start
to the fully warmed value. The opposite direction was displayed by the
'76 model year cars. The '76 model cars had higher mode 1 NOx emissions
following the overnight soak than for the fully warmed condition.
In nearly all cases the range of lowest to highest mode 1 NOx emissions
was within a factor of 3.
The '76 Impala and '76 Granada had NYC cycle, overnight soak mode 1 NOx
emissions that were considerably higher than those of the LA-4 mode 1.
Since 60% of the mode 1 time for the NYC cycle is spent at idle this
suggests that these two cars have choked idle conditions not conducive
to NOx emission control. This problem is not evident in the LA-4
because so little mode 1 time is spent at idle.
Fuel Economy Figures D-21 through D-30
The effect on fuel economy of overnight soaks at room temperature was
shown in Appendix C to be secondary to the effects produced by mode to
mode cycle differences. The effects on mode 1 of varying soak times at
room temperature were directionally as expected, i.e. in general fuel
economy improved as soak time decreased. The order of magnitude of
these changes was approximately equal to the test-to-test variability
displayed in the other modes.
-------
43
Appendix D
IC.H
H<: EZM i 55 i nisis
Y Mni>E: F-OR THE l_R — H
F-RDM THE W VRI_ I RNT
SHC TIMES HT ROOM TEMP. < 77
•OVER NIEHT
D H HOURS
£ 2 KJURS
O 1 HOUR
X FULLY NRRMED
x-
u
I
ffi
5
IB
i .a
^
^
a.a
3.B
H.fl
E.B
7.0
o i STRNCIE <: M i u
Figure D-l
Hc F-CJR THE: N v
THE TCa VHI_ I RtMT
2/77
^^
O»K TIMES BT ROQN TO<>. < 77 F >
OVER NIBiT
H HOURS
A 2 «UFS
1 JOUR
X FULLY HpflHEP
.2
.B .•
i> i STRIN^E < M i t_
Figure D-2
1.2
1/77
-------
44
u
IB
B.B
a.a
7.B
•^ s. a
a H.B
1 3.B
5
Appendix D
H-C EZM I 55 I QMS
IV MCJOE fCJR THE l_R — •-<
THE -713 I MF»RL_R
TIMS RT KDH TEMP. < 77 r »
I.B
I.B
5 "
m
in
5
IB
2.B 3.B I.B I.B B.B
Figure D-3
H
OVER NIB4T
b H HOURE
A 2 tCUFS
«• 1 HUt
X
.2
.H
i.z
> I ETRISCE <
Figure D-4
II-ES >
1/77
-------
45
a
I
in
in
in
u
IB
Appendix D
H-C EIM I SS I
BV MOOE P-UR THE L_R —H
F-ROM THE "7B I MRRL-R
EOHK TINES RT RDDH TEMP. < 77 F >
DVER NIEHT
D H HOURS
A 2 HOURS
O 1 HOUR
X FULLY MflWia>
l.fl
S.B
E.B
7.B
t> I STRNCE
Figure D-5
M I UES
GR5 2/77
H
1/77
-------
IB
a.H
n~ EH
fi
v s.a
Q H.B
3. a
2.a
i.a
B
in
in
1
a as
IB
46
Appendix D
H
•OVER HIEHT
D H KKJR5
A 2 HOURS
O 1 HOUR
X FULLY HflRME»
1.0 H.B
3.19
H.B
S.B
B.a
7.0
<:VC:I_E t> i STRN<:E: <: M i LETS >
Figure D-7
H
.H
.6
1.2
1/77
Figure D-8
-------
m
g.B
ys
Ul 8'B
_
3: 7.B
z
a: E.B
B
v 5.B
%
a H.B
— 3.0
5
U 2.8
I
I.B
47
Appendix D
H-C EIMISSIDNS
BY MQ£>E • fOR THE l_R — M
F-ROM TME TB
D S HOURS
^ 2 HOURS
A ^ 1 HOUR
\
\
\
Sx \
^v \
X
vL
^-- ~~— ^Vv
""""-"•'i?^...^^^,. ___
" " ^"x8"' =^^^pr^:='': c-*j=-^^7 ip-=~. ^ ^.jfzs^^
B I.B 2.B 3.B H.B S.B E.B 7.B
CYCLE I> 1 STRNCE < M 1 L.ES > enc-
ERS 2/77
Figure D-9
IB
n<: E:M i ss i DMS
BY MOC>«: fQR THE fM V
-------
rsnx
:M
IB
a.a
"•"
— M.B
ffl
5 a'B
I.B
a
48
Appendix D
I HUMS ta~r not>«:
STROM THE VB VHL. I RMT
i_R—
TIHCE RT
OVOt NIEJfT
. < 77 r >
tl H «JUfK
o
1 tOJP
FULLY tffWCP
I.B
2.B
3.B
H.B
S.B
B.B
7.B
Figure D-ll
MISSION
IB
9.8
^t
u a.a
7.B
B.B
S.B
S M.B
9
a
^
fi 3'B
^^
3
2.B
I.B
ESV MOOE F-DR THE N V
THC VB VRL. I RNT
TIMES HT «CO1 ttlf. < 77 r >
flVEH NIBHT A ----- 2 HJUS
1 WJURS O --------- 1 KUR
X ------- FUJ.Y HHRtEP
' A
.H .6
e i> i STRNCTB: <
Figure D-12
i.l
i.z
I L-EB >
-------
MOX EIM 1 SS
IB
3.9
H •••
B.B
fi
MM W fl
^n
Ui
5 3-B
X _ _
g *.-
I.B
49
Appendix D
I DINS •»•*• MQPC r-aR TMB: L.R—*
CORK TIHCE RT W3DH TOT. < T7 r >
1- OVER MIGHT A Z HOURE
n 1 HQUW o
-FULLY Hfwio»
Z.H 3.B
H.B
s.a
B.B
7.B
Figure D-13
MIUX ETM 1
IB
9.B
B.a
S'B
X
5
z.a
I.B
a
I CUMS BSY nap>er F-OR TM
F-RDM TMC -TH I MPRt-R
CORK TIKES RT ROOM TOf>. < 77 r >
+ OVER NIGHT A 2
Q S tOUflE ^ 1 HOUR
X- FULLY
.1 .B .•
-------
INDX
:M
IB
9.B
•**
y a.B
1-
2 I.B
ffl
5 afl
i »••
i.a
B
i.a
INOX EM
LJ
IB
9.B
B.B
7.8
B.B
S.fl
H.B
ffi
5 3a
a.a
i.a
50
Appendix D
I DNS ••*• MOOK
^ROM XHC •?•• I MP-RU.R
BOHK Tir«S RT Wfflft TOT. < 77 r >
t" -OVOt NIBMT
l_R —M
A—- — 2
^- 1
> FULLY HHRMEP
*-B S.B H.B S.B B.B 7.1
Figure D-15
QMS es-r MDOC F-OR THE: N v
F-ROM THE 7B I MFRL-R
CORK TIWS BT O3OH TEfP. < 77 F >
^. OVER NIGHT A 2 KIJRS
Q M HOURS O 1 KUR
X rULLY MHMa>
.1 .H .B .• I.B
<:VC:L.E: o i STRNCH: < M i t_ce >
Figure D-16
1.2
JB/77
-------
NOX
u
la
9.B
7.B
B.B
S.fl
9 H.B
H
5 "
§ 2-B
51
Appendix D
:M I SS I QMS «-r MOP-: F-I
•'•RDM THC Tm CSRRMROR
CORK TIMES RT RCO1 TOT. < 77 F >
f '• DVOt HIBKT A.._—._z
D S KXM « 1 HOUR
X FULLY NHRNO
I_H—H
I.B
a.B
a. a
S.
s.a
M i i
7.B
Figure D-17
MC1X ETM I
15.93
IM
IB
9.8
H B.B
7.B
B.B
S.B
— H.B
6 M
I DINS BY riaoer F-QR TMI
F"ROM THE -7T3 BRRMROR
CORK TIHEB RT ROOM TEM>. < 77 F >
+ OVER NISfT A 2
H fCLFB O 1 «XJR
X FULLY MVMB
t.a
i.a
MB xsn
Figure D-18
-------
rsc
,.
9.1
^
y M.B
§ 7-B
E B.B
i"
5 H.B
H
5 aa
Q 2.B
I.B
INI
II
9.B
•**
y B.I
a 7>a
E "'*
in *'"
5 M.I
fi "
g X.I
I.I
I
.52
Appendix D
DX ETMISSIDINS «v MDI>«: F-DW TMB: L.R-M
r-^OM THE TBI «v<:« <: i v i <:
GONC TltCE HT NOOH TQff*. < 77 T >
O M KIM O 1 KUR
>^____^ ng i v uflfatno
^A
^.•^••'^•^^ T^Ty^^--~o.. . -*""^<
• I.B X.B 3.B I.B «•• B.B 7.B
i STHNCTB: < M i i_c« > B|B
Figure D-19
DX ETM 1 SS I QMS BY MdD-c »^npi TMC is v
fPIOM TMC TO «V«« « 1 V 1 «
CORK TINES HT TOW TOT. < 77 P >
D H KU« O 1 MUt
X PILLY HUM)
•
•K
>V
x-.Vx^^ ^^.. ^_ ^^
1.1
.C O I BTRN<=C < M I L.I
Figure D-20
-------
53
Appendix D
F"UEl_ EdONDMY
Tt-tm: -r
5
u
IB
K.B
b
TMB:
• vmi_ i MIST
TT r »
A 1 »CU«
X ruxv
1.8
a.a h.a x.a
c> i BTRFMCTK: < M i t_i
Figure D-21
F"UEIL_ EZ e
TME
ui
C.I
F-ROM THe TCJ VRI_ I RfST
TIMCE RT HDDN TEHP. < 77 r >
NIBMT A a HOURU
D
O- 1 K»«»
X FULLY
.H .B .•
<:V<:L.C o i STRNCC < n i i_ei
Figure D-22
1.2
-------
F-UETL.
54
Appendix D
CIDISIOMV
p
u is
IB
s.a
B
TM«:
TIMS M
OVta MIHHT
. <
A
rr r >
1
1
I.B
Z.B
3.a
H.H
9T.B
•.a 7.1
rt_E o i MTRr-Kre < M i
Figure D-23
Z/77
F~UE:L. Er
•*• OVER MIGHT A 2 HDUK
D H HOURS « 1 KU
X FULLY MRRHED
•v IE
IB
.H
1.1
i.z
o i BTRIS-CC < M i i_e:i
Figure D-24
Z/77
-------
F-UEL.
55
Appendix D
:
A ----- 1 KIM
O~ ----- 1 MM
X -------- rULLV
I.I
a.a
H.B
ff.B
7.B
t> i HTRis
Figure D-25
EKIDMaMV
•~ ic
LI
IB
f.a
BSY MQOC F-OR THE N V
THE: TB i MRRL.R
CORK TIMES RT RODN TDf. < 77 r >
DVBH NIHfT A a KIM
H HOURS ^ I HOUR
X FULLY HRJWCB
.H
I. B
t> i HTRIS<:E
Figure D-26
-------
ft
Appendix D
F"UE:i_ EKZCJNCIMV
TU
a
««
IS
,a
K.B
0
THE T
TIMS FT
•avai NIGHT
b --- H
TOT. < 77 r >
A ----- X HOUW
& ------- ^ tout
l.B
3.B S.B K.B
t> I BTnCSCKT < Ml
Figure D--27
B.B
7.a
•v IB
Ul
IB
S.B
FROM THE Tta
ORC TIHCB flT
+ - DVKH MIGHT
O --- H HOURS
BRRISFIOR
TEMP. < 77 r >
A ----- 2 MURE
^ -------- 1 HOUi
X
.*
.H .• .B I.
o i BTRIS<:E: < M i L.CS >
Figure D-28
nm
-------
57
Appendix D
MOI>C
THB5
TIM* HT NDOH
OV1JI NI6MT
F-UEII_
mv MDD>
THE VBI
TIMS RT Ram
avw
-*, IK
IB
K.B
.1
I.B
l.«
< M i L.CCI >
Figure D-30
-------
58
Appendix E
Cold start from outside ambient (10-25°F) all vehicles.
HC Emissions Figures E-l and E-2
The mode 1 HC emissions of both driving cycles increased substantially
with the 10-25°F soak temperature. Compared to the cold starts from
room temperature, the mode 1 HC emissions increased by factors ranging
from 2.5 to 9.5. This is roughly the same range of factors demonstrated
by the mode 1 CO emissions comparing the cold start at 10-25°F to that
at room temperature.
The range of the HC emissions from the highest emitting vehicle to that
of the lowest increased from 1.5 for mode 1 after room temperature soak
to 3.5 following the soak at 10-25°F. This increase was due primarily
to the pre-control cars. The three 1976 model cars mode 1 HC emissions
are within a factor of 2.0 for the '75 FTP and approximately 1.4 for the
NYC. The NYC HC emissions remained approximately 5 times those of the
'75 FTP.
The overall effect of soak temperature on the NYC and the "75 FTP Bag
and Composite HC emissions levels is shown in Table E-l. As with the CO
emissions (see Table 2) there was a large increase in NYC and '75 FTP HC
emissions between the 77°F and 10-25°F soak temperatures. The increase
in the '75 FTP was entirely due to the Bag 1 emissions which increased
by factors ranging from 3.4 to 5.2. The NYC, being closer in length to
the '75 FTP Bag 1 increased by factors similar to those of Bag 1.
NOx Emissions Figures E-3 and E-4
The NOx emissions following the 10-25°F soak were very similar to those
following the room temperature soak. That is, the effect of the cold
start on the NOx emission levels was of the same order of magnitude as
the effects produced by mode-to-mode differences in the driving cycles.
The notable exceptions were the mode 1 NOx emissions for the '76 Impala
and '76 Granada, which were higher for the NYC following the room tem-
perature soak. Following the overnight soak at 10-25°F"these two cars
did not have high mode 1 NOx emissions for the NYC, but more closely
resembled the other vehicles emissions.
Table E-2 shows that the overall effects of the different soak tempera-
tures on the '75 FTP and the NYC NOx emissions are small.
Fuel Economy Figures E-5 and E-6
The loss of mode 1 fuel economy following the 10-25°F soak was more
noticable than that following the 77°F soak. Still, the magnitude of
these changes was modest. Comparing the 10 to 25°F soaked '75 FTP Bag 1
and NYC fuel economies to those for the fully warmed vehicle, we see fuel
economy decreases in the range of 40 to 120%. (See Table E-3).
-------
59
Appendix E
• 1.7
u
H<: EIM i ss i ONS
MOOE F-QR THE Tf WTf»
DVUWIBHT RT OUTSIPC ffffUKMT < IB-SK r >
Q
7B
7B IHPHLfl
7E IMPHLfl
7E EffflNRPfl
76 CVCC CIVIC
l.i Z.B 3.H H.B S.B B.B 7.B B.B 9.B IB II
t> i STRNCE < M i i_cs >
Figure E-l
znrr
H-C ETM I SS I ONS
B5V MCJOE F-OR THE NV<:
EORKED OVOWIEHT RT OUT5IPC RHBICNT < IB-2S T >
^*. ^-TH VFLiHNT
7B IMPHLfl
•*• 7B IMPHLfl
D 7B ERWRDR
7B CVCC CIVIC
< Ml L.ES >
Figure E-2
-------
NDX EM I
ll
E.I
— H.I
i
a.i
2.1
I.I
60
Appendix E
IS I QMS «Y MODE ran THK TI
BORKD OVDMIBHT IT OUT!IK BMIIIMT < IB-SB T >
^- 7B VNLIIWT A 7B IMVUI
A ••«_««—7fi IMNUI D •---1 j"^ -m— TB HNMMI
A 7B CVCC CIVIC
1.1 3.1 3.1 H.B S.H B.I 7.1 fl.I
< M I
.1 II
II
12
K/77
Figure E-3
Nnx E:M i
IB
B.I
y B.I
7.B
E.B
" C.B
5 H.B
i
6 a-'
ft 2.B
I.B
I DNS BV MDOE F-QR THE N
SOWED OVESMIEHT HT DUT5IDC {MBIDTT < IB-2E T >
7B VR-IHNT A 7E IMPflLH
7B IWfU* D 7B BNMVfl
A 7B CVCC CIVIC
v <:
.a
i.i
i.a
Figure E-4
-------
61
Appendix E
F"UEIL_ E-eaNOMV BY MQI>E F-OR THE -71
•am OVDMIBHT nr our*IDC MMICNT < IB-IK r >
^ 71 VflUWT X TV IMWLN
LLl IS
jjj IB
C.B
-71 INFIlll
Dv _ *m
""• •~""T— T
A — TO CVCC CIVIC
*
AA/A\/
/ A/ x \ A .
v*
a i.i
3.B 3.B M.B C.B B.B 7.B B.B B.B IB
Figure E-5
11
BRS SSTI
MdI>E P-OR THE N V
HT DUTsipe neiQfr < iB-ss r >
u
IB
S.B
^TB VHLIflNT
7B
1MPHLH
—7B SnffVfl
7B CVCC CIVIC
.» .H .• .a i.a
1.2
a/77
Figure E-6
-------
62
Table E-l
HC Emissions in Grams/Mile
Vehicles Fully Warmed
Test Cycle '70
•75 FTP
Bag 1
Bag 2
NYC
Vehicles
Test Cycle '70
'75 FTP
Bag 1
Bag 2
Bag 3
NYC
Vehicles
Test Cycle '70
'75 FTP
Bag 1
Bag 2
Bag 3
NYC
Valiant
2.2
2.2
2.3
6.3
'70 Impala
1.7
1.5
1.9
4.8
Soaked Overnight at
Valiant
6.6
13.8
6.2
2.2
13.9
'70 Impala
1.9
2.6
1.8
1.5
2.8
Soaked Overnight at
Valiant
6.3
13.3
3.5
6.5
44.0
1 70 Impala
4.3
13.7
2.0
1.8
15.0
'76 Impala '
0.2
0.4
0.1
0.7
76 Granada
0.6
0.9
0.3
0.7
'76 CVCC Civic
0.5
0.6
0.4
1.8
Room Temp. (Approx. 77°F)
'76 Impala '
0.6
1.9
0.1
0.4
4.6
Outside Ambient
'76 Impala '
1.7
7.4
0.1
0.4
21.6
76 Granada
0.7
1.4
0.4
0.9
2.9
(10-25°F)
76 Granada
1.4
4.7
0.4
0.9
21.5
'76 CVCC Civic
0.7
1.7
0.4
0.6
6.9
'76 CVCC Civic
2.1
8.3
0.4
0.6
66.8
-------
63
Table E-2
NOx Emissions in Grams/Mile
Vehicles Fully Warmed
Test Cycle '70
'75 FTP
Bag 1
Bag 2
NYC
Vehicles
Test Cycle ' 70
'75 FTP
Bag 1
Bag 2
Bag 3
NYC
Vehicles
Valiant
4.9
5.6
4.3
5.9
' 70 Impala
2.5
3.0
2.2
3.3
Soaked Overnight at
Valiant
4.9
5.0
4.4
5.6
4.0
'70 Impala
2.4
2.8
2.0
3.0
3.3
' 76 Impala
2.7
3.3
2.3
5.0
'76 Granada
1.2
1.3
1.1
2.6
'76 CVCC Civic
1.5
1.9
1.0
1.5
Room Temp. (Approx. 77°F)
' 76 Impala
2.8
3.6
2.3
3.3
3.6
'76 Granada
1.2
1.2
1.1
1.3
3.4
'76 CVCC Civic
1.3
2.2
0.7
1.9
1.7
Soaked Overnight at Outside Ambient (10-25°F)
Test Cycle ' 70 Valiant
'75 FTP
Bag 1
Bag 2
Bag 3
NYC
4.4
4.6
4.6
3.7
3.3
'70 Impala
2.4
2.8
2.0
3.0
2.9
' 76 Impala
2.0
2.8
1.8
1.4
3.1
' 76 Granada
1.7
2.8
1.4
1.3
3.5
'76 CVCC Civic
1.2
2.0
1.0
1.0
1.7
-------
64
Table E-3
Fuel Economy in Miles/Gallon
Vehicles Fully Warmed
Test Cycle
'70 Valiant
1 70 Impala
'75 FTP 18.0 12.6
Bag 1 22.4 14.0
Bag 2 15.2 11.5
NYC 9.8 6.2
Vehicles Soaked Overnight at
Test Cycle
'70 Valiant
'70 Impala
'75 FTP 16.3 « 12.4
Bag 1 14.3 11.4
Bag 2 15.0 12.0
Bag 3 22.4 14.0
NYC 6.8 5.3
Vehicles Soaked Overnight at
Test Cycle
•75 FTp
Bag 1
Bag 2
Bag 3
NYC
'70 Valiant
19.5
15.6
20.1
22.4
5.5
'70 Impala
11.0
8.7
11.3
13.1
4.5
'76 Impala '
76 Granada
12.2 16.5
13.5 16.4
11.4 16.6
6.2 8.8
Room Temp. (Approx. 77°F)
'76 Impala '
12.0
11.2
11.9
13.1
5.2
Outside Ambient
'76 Impala '
11.2
9.5
11.1
13.2
4.3
76 Granada
15.8
13.5
16.6
16.4
7.6
(10-25 °F)
76 Granada
13.1
7.5
16.1
16.4
6.4
'76 CVCC Civic
31.1
32.9
29.6
17.7
'76 CVCC Civic
30.0
29.5
28.9
32.9
14.9
'76 CVCC Civic
28.5
23.7
28.6
33.2
9.5
-------
65
Appendix F
Varying Soak Times at Outside Ambient (10-25°F)
HC Emissions Figures F-l through F-10
Again there is much similarity between the CO and HC emission curves
at varying soak times at 10-25°F. The most notable difference was
that the HC emissions took less time to decay to fully warmed values.
The HC emissions had very largely decayed after 125 seconds for the
LA-4 and after 195 to 274 seconds for the NYC.
Comparing the HC emissions with varying soak times for the two different
soak temperatures we again see similarities with the CO curves. That
is, that a 4 hour soak at 10-25°F results in higher mode 1 HC emissions
than an overnight soak at 77°F.
NOx Emissions Figures F-ll through F-20
The effect of varying soak time at 10-25°F on NOx emissions was diffi-
cult to determine because of the variability of the data. The more
noticable mode 1 changes occurred on the NYC.
Fuel Economy Figures F-21 through F-30
Fuel economy decay times to fully warmed levels following soaks at 10-25°F
were slower than any of these for the emissions. Fully warmed fuel eco-
nomies were not achieved until 3.59 miles and 505 seconds for the LA-4
and .83 miles and 446 seconds for the NYC. This longer decay time is
probably due to the slower warm-up of the transmission (see Figures 27
through 30) and other drive train components.
For the '70 and '76 Impalas, the mode 1 fuel economies following the 4
hour soak were nearly the same as those following an overnight soak. The
other vehicle had more evenly spaced increases in mode 1 fuel economy with
decreasing soak time.
-------
HH
1
$
a
8}
s
IB
66
Appendix F
H<: EM
i arsis
MOOE r-CJR THE I_R — H
THE -70 VRL. I RMT
CORK TIMS RT HH8ICNT TEMP. < IB-ZB F >
-OVER NIGHT
•t
D H WHJRS
A 2 HOURS
O 1 HOUR
X FULLY HRR»B>
I.B
2.B
S.tt H.tt
O I STRNCE
Figure F-l
S.a E.H
M I L-ES >
7.H
1/77
ITS
Ul
— 7C
M. < IB-S r >
+ - UVEB NIGHT
a --- H tcum
A ----- 2
X ----- FULLY
I.B
i.
1/77
Figure F-2
-------
67
Appendix F
HI .7
IB
0
H
-OVER NIEHT
D H tOUS
A 2 HOURS
^ 1 HOUR
X FULLY HOTOCP
I.B
2.H
3. B
S.B
S.B E.B
M I L-ES >
7.8
1/77
Figure F-3
M
17V
i.
IP
TlMtt RT IMIICNT TOf. < I
o i •TRIMCTK: < n i
1/77
-------
68
8
!B
s
Appendix F
M
-OVER NIGHT
D H HOURS
A 3 HOURS
O- 1 HBUR
X FULLY HRfllCD
I.B z.y a.a s.a
i STRN<:E:
Figure F-5
S.H B.B
M i t_cs >
1/77
I7B
— 7S
Ifl
M-C EM I
IV MOOK F-
TUB:
I QMS
TM«: M V
TINDI RT fMIIENT TOT. < 10-U T >
X
—OVER NIGHT
—H HOURS
—2 HOUF9I
— I HOUR
FULLY
.2
i.a
i.z
o i BTRN<:«:
Figure F-6
I/TT
-------
"
I
5
o IB
69
Appendix F
HE F-C1R THE UR—M
F-RCJM THE -rtm QRRMR£>R
CORK TIMES HT RMICNT TEMP. < !»-«• F >
-OVER NIGHT
D M (CURS
A 2 HOURS
O 1 HOUR
X FULLY HARMED
I.H
2.H
3. B
s.a
O I STRMCTE
Figure F-7
s.a
M I l_i
E.B
>
7.a
1/77
M<: E:M i ss i arsis
IT MDOtC fDK THE CM V
TM«: -rm
ITS
isa
— 7S
ta
S SB
TINCB BT RHBIOfT TOT. < IB-IB F >
•»• OVO* MIBHT
o »
1 KB*
FULLY
.1
.a
i.fl
1.2
IXTT
Figure F-8
-------
70
Appendix F
SB
*•
a as
I
s
LJ IB
ME FT3R THe l_R — M
F-ROM THE VB <:v<:<: <: rv i <:
GOHK TIJCB HT HMBIENT TEMP. < IB-ZH F >
-OVER NIBHT
D M KJURS
A 2 HOURS
O 1 HOUR
X FULLY HflRMEP
I.H
2.B
3.B
H.B
E.S
c> i STRMCE: <:
Figure F-9
7.B
BRS 1/77
M<: E:M i
Maoe
TMBC IN v
ITS
Tlta RT HWICXT TOT. < I
mot Hiarr
B-«H F >
O 1 KJUfl
FUJ.T HRRHC»
— 75
S SB
X
I.Z
I/TT
-------
71
Appendix F
NCDX EM I
I DM
u
a
H
x
i
IB
9.B
• .8
7.a
B.a
s.a
H.H
3.B
a.a
I.B
TM«: i_R— M
THBT VH VRU I RNT
TIHEB HT HMBIINT TOT. < IB-JB r >
OVW NIOfT A ----- X tCUWC
1 HOUHII C -------- 1 KU«
X ------- ruj.Y mrao
a.a
H.B
s.a
M I I
7.B
a/77
Figure F-ll
Max E:M i
1 QM
U
IB
9.B
•.a
7.B
B.S
s.a
5 H.B
fi "
X _ _
§ *"
tfr MCH>«: P-CJR TMC M v
THE: vca VRI_ i RNT
SOW TIMS HT ftttflCNT TtMP. <
f- - OVER NIBKT A ----- Z KXFS
--- H KIUS o -------- 1 tarn
X ------ R1.LY HffWJ>
-' / /
^——•' / /
I.X
I BTRNCBT < M I L.
Figure F-12
a/77
-------
MCHX ETM i
IB
a.g
m.a
in S'H
° H.B
8
5 a-B
i
2.8
i.a
72
Appendix F
n ---
m-r MOPE r-QR TMC I_R— n
TH«: -TtB I Mf»FU_R
CCVK TINCB RT HMBICNT TEW. < I0-Z0 r >
DVOI NIBHT A ----- Z tCUlE
o --------- 1 »aut
X ------ FU1.Y HRRKP
1.8
2.8
3.8
1.8
S.8
B.B
>
7.8
a/77
Figure F-13
fMIUX
:M
IB
9.8
«••
U 1.8
| ™
§ B.B
•^
c.a
° H.B
tfl
5 "
X
§
2.8
1.8
B
mf Mnt>«: F-DR THE N
THE -7B I MF"Rt-R
CORK TIMES RT AMBIENT TOT. < 18-9 r >
* DVOI NIEMT A 2 HOURS
Q H tCUPB O 1 KUR
X rULLY
.2
t> i STHN<:E
Figure F-14
.a
M I
1.1
1.2
2/77
-------
73
rsinx
:M
IB
a.a
«
f OVBR HI err A » KUC
Q S K1UPE O 1 KJJB
> FUXY HBRHCP
1.
2. a
9.B
H.B
S.B
M »
B.B
7.a
a/77
IB
Figure F-15
MOX EZM I SS I OMS •>• MOOE F-DR THE N
THE "7B I MRRt-R
CORK TIMS RT RHBIBIT TOT. < IB-3Q F >
OVER NIGHT A a
a.a
• .B
7.B
B.B
in *"*
2 H.B
ft
6 a'B
S *••
I.B
B
.a .H .B
«V<:UE i> i STRISCTC <
Figure F-16
I.I
i.a
-------
74
Appendix F
Max E:M i ss
IB
9.8
•.•
I OINS • •*• MdPC
F-RDM TMC -7-H
CORK TIMS RT HMBIENT TEW. < I0-Z0
t- - OVO1 NIGHT A ----- 2
D --- S HOWE ------ FULLY
TH«: UR — M
S.B
9
S M.B
8
5 a'H
| *>*
i. B
B
fi=— --•=!=*:•
^ 4,e=*—
«n
l.B Z.fl 3.8 S.B
5.8
M I
B.8 7.8
Figure F-17
INIDX ETM I S
IB
9.8
^v
t a.B
S.B
S H.B
fi "
2.8
S I ONS BY MOI>«E P-DFI TMET tM V
fROM THE "7S BRfRMR^R
CORK TIMES RT RWIBTT TEN*. < 18-20 F >
•f OVER NIBfT A 2 HOX6
O H H3UPB ^ " KXJR
X FULLY
.s
1.1
1.2
a/77
Figure F-18
-------
E:M i
75
Appendix F
I QMS
IB
9.B
u a.a
m 7'a
B B-B
"" S.B
§
a
— H.B
H
5 3'B
| ,-
t.B
B
IN[
IB
9.B
U I.B
1 *•'
Bj H-B
%' S.B
— S.B
til
fi "•'
| «••
I.B
B
('•ROM THE -rm «v«« « i v i «
CORK TIMES RT RtWIDTT TOT. < IB-S r >
D H KXJKB 0 1 KUfl
X"1 ~~ —— HJLLV HRRMED
^_
o^-"""^--*''^^
^^L / ~~~' '^^^^^^S^i'-z&zzisS^zzf*
"
B I.B 2.B 3.B H.B S.B B.B 7.B
g^
Figure F-19
DX ETMISSIdMS HV Mapc P-DR TMC N v
F-ROM THE: -rm <:v<:^ -c i v i <:
CORK TIK3B RT HMCIDfT TO1P. < 10-9 r >
*- "IW1B Mir^^T /^^^ i T ItfYlfTT*
^j ^~^"^"^~~ t| t^3tJRE ^^••- .»— ^^~ | t^3UV
^^— ^^^^^^ff^tf l v uaa^d^
?c^ — FULLY Hiwiur
•
•
. ^
\
\
5s V
^Nl-^ — CK— ^£^- ^k
•K^ ^^t». ^s- ^f^'^'~^^~~~~-S:^-'~~^-~ *^+^ ^**^-^^
^^*~~~~^^^*°~~~~-. ^^-^•^'^^ ^"~*^^tfe^^?^'*T_t«- -f***^^'
**'
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1.1
i .a
Figure F-20
-------
76
Appendix F
F"UEZL_
TUB: I_R
TEH VRI_ I RNT
s
1
8
U IS
IB
5.B
B
r-RCJM TH
Tires RT rtwiorr TOT. < !•-• r >
OVER NIEHT A ----- 2 tOJRS
O --------- 1 MOW
X ------ FULLY
D --- H HOIKS
l.B
2.B
3.B
H.B
t> i STRNKTE:
Figure F-21
S.B B.B
M I UCTC5 >
7.B
F-UETL
:
DVER NIGHT A 2 HOURS
HOURS O- « HDU»
».«
^ I BTRfSCE
Figure F-22
M I Ul
i.
ERE *sn
-------
77
Appendix F
F~LJEIL_
I"
S is
Is! >B
s.a
a
BJY MOP-BE F-OR THE
F-ROM THE via i MRRU.R
SOOf. TIMES RT WtBIQIT TOf . < 10-20 r >
- OVBR NIGHT ' A, ----- 2 tCURC
--- H HOUPG O -------- J K»a»
X ------ FULLY URRHEP
2. a
3.0
H.B
t> i STRN<:E:
Figure F-23
5.0
M
E.a
>
7.0
Z/77
IS
e ••
u
s.a
F"LJEIL_ EKinfNDMV aev MDOK: P-OR THE fs v
F-ROM THE: va i MRRL-R
, Koar TIMCE BT PMBICNT TCMP. < 10-20 r >
f - DVEH NIGHT A ----- 2 HCURB
D --- H H3UHB
-------
78
Appendix F
F~LJE:L_ EKZCDMCUMV BY MOOC F-OR THE L.R—«n
F-RCJM THE: -7B i MPRL.R
ORK TIMES BT RHBICNT TEHP. < 10-Z8 F >
1 DYER NIGHT A 2 HOURS
Q H HOURS O 1 HOUR
X FULLY HHTOQ
E
_l 3a
x:
•^ 25
Q 20
U IS
jjj .
5.0
0
l.B
2.0
3. e
5.0 6.0
M I L.CE >
7.0
Figure F-25
F~UE:I_ Ez
OVER NIKHT A ----- 2 hDL'PB
1 HOLPE O- ------- 1 MDLR
X ------ FULLY HflR«EI>
•z
.1
i.z
L_E:S
ERE
Figure F-26
-------
79
Appendix F
F-UEL. EKiaisinMY
5 IS
IB
5.B
BIV MOOC F-dR THE UR — H
TMC VB G!RRMRt>R
CORK TIMES HT HMtOfT TEMP. < Id-Hi P >
•«• - OVER NIGHT 'A ----- 2 KXJFS
D --- M HOUTS O --------- « KUf«
X ------ rULLY HORMEP
I.B
2.0
3.0
i
H.0 S.B B.B
< M i i_erc >
7.B
Figure F-27
EZ R
CCRC TIMES RT ftfflENT TOP. < I0-2B F >
OVER NIGHT A ----- 2 K&ffi
H K1URB ^- -------- 1 HOW
X -------- FULLY
6 ••
u
S.B
H .H
t> I STRNCT
I.B
M I L
I.Z
GRE isn
Figure F-28
-------
80
Appendix F
F-LJETL. EZ-CONOMY »v MOD-E
THE -rm
1 =
U IS
G! IB
S.B
0
THE l_F» — «H
I V I
DVS3I HIBHT
--- 1 HOUPS
A ----- 2 HOURS
O --------- 1 HOUR
X -------- FULLY NRRHED
l.B
2.B
3.0
H.0
S.0
B.0
7.0
t> I STRMCTBT < M I t_ES
Figure F-29
BR5 2/77
F*LJE:L_ EZdaMCIMV esv MOOE: r-aFi THE M v
F"RDM THE "TB
OVER MIGHT A Z HOURS
H HOURS O 1 HOUR
X FULLY HRRHEP
.2 .H .8
I STRMCTC
Figure F-30
1.2
M
Z/77
-------
81
APPENDIX G
Test Fuel Effects
Fuel Analysis Table G-l
The Read Vapor Pressure and Distillation curves of the two test fuels as
analyzed at MVEL are shown in Table G-l.
HC Emissions
The effects on cold start HC emissions of a winter grade unleaded fuel
vs. Indolene HC are discussed in the Test Fuel Effects section of the
Results and Discussion.
NOx Emissions and Fuel Economy Figures G-l and G-2
The two different test fuels produced no differences in either the NOx
emissions or fuel economy.
Table G-l
Fuel Analysis
Commercial Winter
Indolene HO grade unleaded
RVP 9.1 Ib. 10.8 Ib.
Distillation
IBP 90 °F 87 °F
10% 133 °F 122 °F
50% 220 °F 215 °F
90% 322 °F 324 °F .
E.P. 388 °F 380 °F
-------
82
Appendix G
ISinX EIM 1 SS 1 QMS BY MCJPE F-QR THE LR-
10
9.0
xs
W B.B
BRHM5/MI
n -J
a is
9 S'"
2 H.H
in
in
s 3-B
a 2-H
1.0
0
SDHKED DYEUNISHT BT BJT5IPE
_»_ "TCI i ttnfM
•f- -*• VH Irfl™*-
X 70 IMFr*.
Q ...—_...— -jc iMro
•c»
A-
X-
x4:^
.^^\\ "x
y^v ^\X
-^ V+-iu^
s's' A \ ^^
^^"^ \ \
Jr "
0 1.0 2.0 3.0 H.H
CYCLE: c- i STRNCE
Figure G-l
F~UE:I_ EKZCNaMV
SB
4S
^i.
j HB
DMY < MILE5/BRI
W fc' bi
a 20
LJ
d "
£ 10
S.0
0
StJWEP D VI KNIGHT HT aUTHIPC
-•_ *ir» > ft..*w v« H^.K-^I** I^«IM
X 70 IMPfm K/MUITErt H?flOE:
D ..«—-.-— 7G IMPflLfl W/ iNi)DLE3ffr
^./xC;\
/' /XA'
/'
,- X'
X
x' .-''
r ^*
/'^-''
^'
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^^^l^5**5*^^^81^^ ^^
— 7B IKfHTL
7S CVCC
VC CVCC
N>^
^"fc^-^
=i-— r""--
fcV _ _TT^~ — --^
5.0
< M 1 LEE
BY MCJt>E
RKSIEHT < I0-2ST
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A 7B C
1 ^T- f
,/
V
^*
-+x^
riHHlENT < 1H-ZS T >
H M/!NDnLEHE
n vywiNTER EKfoe
R M/IN&CUEUE
H H/H INTER ETE
CIVIC H/ltwtu-CNE:
CIVIC M/HINTER B»3>E
^
.S'.' j4'
///^
^^^^^^ ~- 'A'
""^^ • ^t/' ~~"^-~—'~
- ---i:£Sgp-_=-="- -^"
E.0 7.0
H
> ERS E/77
F~aR THE L.R
— H
F >
KPFLH H/H INTER KWt>E
VCC CIVIC H/ldDDLDC
•VCC CIVIC It^ INTER EH«>C
.<*\
/' v\
' \
\\
\\
*
^^
^*
'•H 2-H 3.0 H.H 5.0 E.0
CYCLE t> i STRNCE < M i L_ES >
Figure G-2
7.0
BRS E/77
------- |