EPA-M-TEB 70-3
Exhaust Emissions From a Stratified Charge
Ford Combustion Process (FCP) Engine
May 1970
John C. Thomson
Division of Motor Vehicle Pollution Control
National Air Pollution Control Administration
Department of Health,.Education, and Welfare
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Subject; FCP Jeep test program results
The Ford Motor Company, through joint U.S. Army-NAPCA
contracts, has produced a "low emission" version of their
stratified charge engine. This engine is a modification
of the Ford combustion engine tested by NAPCA and reported
August 6, 1969. A copy of this report is included as
Appendix A.
The engine, a modification of the L-141 military engine,
was installed in a M-151-1/4 ton Army Jeep similar to
the one used in previous tests1. The engine was tested
both with and without an exhaust catalyst. Unleaded
Indolene was used when the exhaust catalyst was in place,
and Indolene 30 was used in the other test.
A standard L-141 engine (four cylinder, 3-7/8" bore, 3"
stroke, 141.5 CID) was modified by Ford Motor Company to
incorporate the required features for operation on their
stratified charge combustion process. This system uti-
lizes low pressure (600 psi) cylinder fuel injection
with a controlled air swirl in conjunction with spark
ignition. The inlet air is throttled to give an air-
fuel ratio of 18 to 1. In addition exhaust gas recir-
culation was added to reduce oxides of nitrogen. A
special enrichment system that closes the exhaust gas
recirculation valve is used at full throttle.
The following tests were conducted 1-__;..'-:-J. .. HjT7
a. 1968 Federal procedure for exhaust emissions (FTP)
b. 9 cycles of the 7-mode Federal cycle used with
constant volume sampling (CVS).
c. Selected hot cycles using the 7-mode Federal
cycle.
d. The proposed 1972 LA4-JS3 test cycle, (see Table 2)
See Emissions from Standard M-151 Jeep, National Air
Pollution Control Administration, Ypsilanti, Michigan,
February 1970.
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The Federal procedure data were obtained with NDIR instru-
ments while both NDIR and FID were used with the CVS and
1972 procedure. The Saltzraan method was used for deter-
mination of oxides of nitrogen.
Dynamometer Results
Mass emissions results for this version of the FCP jeep
along with previous data on the "fuel economy" FCP jeep
and a standard jeep are shown in Table 1. All tests
are 9 cycle repeats of the Federal cycle from a cold start.
In all tests run with the catalyst either unleaded Indolene
or a Ford supplied fuel with 0.5 mg/gallon lead was used.
The test without catalyst was run using Indolene 30.
The results of the dynamometer evaluation, based on mass
emissions, clearly show the large reductions in emissions
that can be found when using a combination of emission
control techniques in conjunction with stratified charge.
The use of a catalyst in combination with the stratified
charge is relatively new and therefore the engine was
not tuned for lowest emissions. Ford believes that
further reductions are possible.
The addition of the exhaust catalyst caused an increase
in exhaust backpressure. This increased engine loading
to the point where full throttle mixture enrichment and
closing of the exhaust recirculation valve occured on
some tests. To provide more consistant results, the
enrichment system was disconnected during the CVS test
without the catalyst and during the LA4-S3 test.
Smoke
Due to the short development time preceeding the test,
a compromise between power output and smoke level has
not been obtained. There was evidence of medium smoke
and soot along with some odor. Attempts to measure
smoke and odor on this vehicle will be made in the
future.
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i Table 1 {
Mass Emissions Results (CVS)*
Standard
M-151 Jeep
8.0
100.9
4.0
FCP (old)
" best e c onomy "
2.34
12.26
4.02
FCP without
Catalyst
0.93
9.17
i 290
0.99
FCP with
Catalyst
0.58
5.60
4?n
t .*_?
0.44
HC (FID) gm/mile
CO (NDIR) gm/mile
C02 (NDIR) gm/mile
NOX (Saltz) gm/mile
* Constant volume sampling technique using 9 repeats of the 7-mode Federal test cycle
with a cold start. Fuel with 0.5 mg/gal TEL used during catalyst test.
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Summary of Results
a. The addition of the catalyst to the system showed
significant reductions in all pollutant levels.
b. Even without the catalyst the emission performance
has been much improved over the "best economy" FCP and
a 4 to 10 fold reduction over the standard engine.
c. An increase in exhaust emissions was noticed at
Ford, due to improper operation of the enrichment
system, and after some tuning by Ford a retest is
desirable.
d. No life expectancy or durability data is available
on the catalyst.
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Table 2
LA4-S3 Cold Test Results
Hydrocarbons 0.70 gpm
Carbon monoxide 2.40 gpm
Oxides of nitrogen 0.50 gpm
This test was run using unleaded
Indolene and an exhaust catalyst
using the proposed constant vol-
ume sampling technique.
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Division of Motor Vehicle Pollution Control
Willow Run Airport/ Ypsilanti, Michigan 48197
Chief/ Control Device Evaluation Section August 6, 1969
Engineer, Control Device Evaluation Section
Determination of Mass Emissions of Experimental Ford Stratified
Charge Engine Installed in a M-151 1/4 ton Utility Jeep.
The evaluation of the Ford stratified charge engine, in an
Army jeep has been completed. The following emissions tests
have been performed.
1. Nine cycle/ 8-mpde tests according to the proposed
1972 Federal procedure/ from hot and cold starts.
2. Constant speed tests using the constant volume
sampler.
3. Road emissions using proportional sampler.
4. Qualitative determination of the soot output of the
engine.
A summary of the emissions results is included in Table I.
During the testing period, the injection timing was changed
and "combat" gasoline was used instead of Indolene 30. This
was done in an effort to reduce the soot output of the engine.
The combat gasoline is very similar to Indolene 30, but has
about 10% less aromatics. Aromatics are thought to contribute
to soot output. The injection timing was advanced from about
20° to 32°. The 1972 procedure emissions results indicate
that these changes caused about 15% to 20% increase in hydro-
carbon emissions. In general/ the emissions from this engine
are low when compared to current (1969) pre-mixed charge
engines. A series of tests on approximately 120 1969 American
made vehicles using the 1972 procedure showed an average hydro-
carbon level for these cars of 4.75 grams/mile the range was
2.80 grams/mile to 7.0 grams/mile. The average CO level was
36.7 grams/mile with a range of 12.0 grams/mile to greater than
60 grams/mile.
Road data was obtained using a proportional sampler, described
in the June 1963 Public Health Service paper, "An Auto-Exhaust
Proportional Sampler", by R. Smith, A. H. Rose, and R. Kruse.
The route is a city-suburban route through Belleville with a
route speed close to that of the 9, 8-mode cycle test. This
data and the CLA-4 route data on the standard Jeep are only
included for general .information, since the relationship
between the emissions measured on these routes and the 1972
procedure emissions is unknown at this time.
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The quantity of soot emitted was evaluated by drawing a sample
of the exhaust through a paper filter. These filter papers
were then visually compared. Using this technique it was
evident that advancing the injection timing reduced the soot
level substantially. The less aromatic fuel caused a slight
reduction in soot level. It was also noted that there was
a sharp drop in the amount of soot when going from 30 mph to
40 mph. This is also apparently related to the injection
timing. Using the advanced injection timing and combat
gasoline the filter would be as dirty as a very bad pre-mixed
charge engined vehicle after a 9 cycle test.
In summary/ the stratified charge engined Jeep has lower
hydrocarbon and much lower carbon monoxide emissions than
current pre-mixed charge engined vehicles. However, it does
emit a larger quantity of soot, particularly at low speeds.
Michael A. Caggiano
Engineer, Control Device Evaluation
Section
MAC:j eb
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TABLE I
Mass Emissions Summary
FID
Nine Cycle 8-mode tests j
Cold Start ' Hot
NDIR CO NOx1 FID NDIR
Start
CO NOx
grams/mile grams/mile .
2.34
2.32
2.37
3.13
3.00
3.19
1.74
1.73
1.77
2.22
1.95
2.22
Speed
MPH
22
30
40
50
Route
Speed
MPH
,21.5
23.0
24.0
12.26 4.02 2.17 1.50
14.54 4.30
11.35 3.48
After Injection Timing Advance
Using Combat Gasoline
)9;33 2.60 2.00
12.57 2.63 1.75
11.42
Constant Speed Emissions
FID NDIR CO
grams/mile
1.56 1.17 9.20
1.83 1.26 10.58
1.98 1.49 7.88
1.67 1.37 7.14
Proportional Sampler Data
Modified Belleville Route
.
FID NDIR CO
grams/mile
3.54 2.57 8.73
3.95 2.31 8.56
3.72 2.51 6.77
CLA-4 Route - Standard Jeep ^X
Cold Start 3.55 63.01?
Hot Start ___ 2il8 _._,48.A9.!.
14.63
10.76 2.11 .
9.38 2.02
NOx
1.38 Fuel:
2.04 Indolene 30
3.20 20° Injec- .:
2. 89 tion timing
NOx
3.72 Fuel:
Indolene 30
2.30 32° Injection
timing
l.;68
1.67
1. NOx data by Saltzman Technique.
2. Data obtained in Cincinnati on 4-22-68.
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