EPA-AA-TEB-80-15
Prototype 1981 Peugeot Diesel Emissions Tests
                     by


            Edward Anthony Earth
                 March 1980
         Test and Evaluation Branch
    Emission Control Technology Division
Office of Mobile Source Air Pollution Control
       Environmental Protection Agency

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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  identification  of
systems that can  reduce  emissions,  improve fuel 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  shows promise, confirmatory  tests  are run at  the  EPA Motor Vehicle
Emission  Laboratory at  Ann Arbor,  Michigan.   The  results  of all  such test
projects  are set  forth in  a  series  of Test  and Evaluation  Reports,  of  which
this report is one.

Peugeot  inquired  about  possible EPA  interest in   testing  a  prototype  1981
diesel  with  progressive  EGR  and  turbocharging.  Since EPA had  tested only a
limited  number of  EGR  equipped  Diesels,  arrangements were  made to run  an
evaluation program.   The vehicle arrived  in December  and was  tested  during
December  1979 and January 1980.

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  manner,  i.e.  to  suggest that  similar  results  are
likely  to  be achieved on other types of vehicles.

Summary of Findings

This   1981  Peugeot  Diesel   (progressive  EGR  with  turbocharging)  met  the
statutory  1981  standards  for gaseous emissions.  NO  levels (1.04 gm/mi) were
actually  slightly above  the  standard  of  1.0 gm/mi  tut  met  the 1981 standard
when this value  was rounded off.  (Note: The NO  value is not corrected for a
NO  deterioration factor).
  X

Particulate  emissions were  0.324 gm/mi,  thus readily  meeting  the   1982  light
duty Diesel particulate standard of 0.6 gm/mi.

Fuel economy was 28.5 mpg for  the FTP and 38.3  for the HFET.

The vehicle had good driveability.

Test Vehicle

The  test   vehicle was a  prototype 1981 Peugeot 504  Diesel.   The vehicle uses
the  140 CID XD2S  engine with  a  turbocharger.  EGR is  used  for NO  control.
The vehicle  weighed 3175 Ibs  and was tested at an inertia weight of 3500 Ibs.
The vehicle was equipped with a four speed manual transmission.

The  vehicle's  Bosch mechanical  fuel injection is  modulated  at  full  load  to
compensate for  turbo boost  pressure and altitude.   A boost pressure regulated
full load  stop limits the maximum fuel delivery.  An altitude  compensated full
load  stop reduces  the  full   load  fuel  delivery  to  be  proportional to  the
barometric pressure.        '

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The vehicle's EGR  system  is  a progressive EGR unit.   At  low load  there is up
to 35% EGR.   The  percentage  of EGR progressively decreases  as  engine load is
increased with there being no EGR at heavy  loads.   The  system incorporates a
vacuum converter fixed  to  the injection pump to provide  an  EGR vacuum signal
proportional  to  accelerator  pedal position.   An electronic  system overrides
this vacuum system and  eliminates EGR under heavy  loads  at  both low and high
engine RPM.

A Garrett AiResearch turbocharger is  used to provide improved performance.  A
wastegate  limits  the   absolute  manifold  pressure  to   1.6  bar   (1.6  times
atmospheric pressure)  for a  net  boost  of  .6 bar  (9 psi).   Injection pump
timing is  modified to  increase  low  speed fuel charging  and  thereby increase
low speed  torque.   The compression  ratio is  reduced from 22.5 to  1  for the
naturally aspirated engine to 21.5 to 1 for the turbocharged  engine.

Peugeot  claims   that,  when  compared  with their naturally  aspirated  Diesel
engine, this turbocharged  Diesel has:  improved performance and driveability, a
reduction  in  noise,  reduction  in pollution  and   no loss  in  fuel  economy.

Additional  information  on this  vehicle  is  given in the  vehicle  information
data sheet.

Test Procedures

Exhaust emission tests  were  conducted according to  the Federal Test Procedure
(FTP)   described  in  the Federal  Register of  February  1,  1979  and  the EPA
Highway  Fuel   Economy   Test    (HFET)   described  in   the   Federal  Register  of
September  10,  1976.   The  vehicle was tested  using an EPA  light  duty Diesel
particulate sampling system.

To evaluate  the  effectiveness  of the EGR system,  Peugeot suggested that the
vehicle  be  tested  both with  and without EGR.   EPA  concurred and  thus the
vehicle was tested both with  and without EGR.

Prior  to  testing  the  vehicle  was given  a  specification check and visually
inspected.  The  idle speed was checked and  found to be  within specification.
Several  engine  bolts were loose and  had to be tightened prior  to testing.

Test Results

The FTP results  are  given in  Table I  and the HFET  results are given in Table
II.  The   tests  noted  with  an asterisk  were  tests that were performed  at
non-standard  conditions.    The  data   on  these    tests was   included  for
completeness.   The  vehicle's manual  transmission is  nominally  shifted at 16,
27 and 35  mph.   However,  because there are  varying acceleration rates in the
FTP cycle,  Peugeot modified  the shift schedule to  be more compatible with the
engine power output.  Therefore, several shifts occurred at slightly different
speeds in the FTP.   This is an acceptable practice  and thus many manufacturers
specify shifts at different speeds throughout the driving cycle.

Average  FTP  emissions  were HC 0.23 gm/mi,  CO 1.34  gm/mi, NO   1.04 gm/mi and
particulate 0.32  gm/mi.  Fuel  economy was 28.5 mpg.  Thus with the roundoff,
this vehicle met the level of the 1981 NO  standard  of 1.0 gm/mi.
                                         X

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It  should  be   noted   that  this  NO   value  is  uncorrected  for  the  NO
deterioration factor.  Also,  Peugeot  has appled for a NO  waiver to 1.5 gm/mi
for  their  1981  light  duty  Diesels.   The original  Peugeot  request has  been
denied but  Peugeot has  reapplied for a  NO   waiver.  This second  request is
currently under review by EPA.

When EGR was  disconnected,  the FTP HC emissions  were unchanged,  CO emissions
decreased  12%,  NO   increased 90%,  particulates decreased  18% and FTP  fuel
economy was unchanged.   The FTP tests with shift speed.s at exactly 16,  27, and
35 mph were unchanged from the baseline tests.

Peugeot  tested  the  vehicle  both  with   and  without  EGR at  their own  test
facility.  Their test data showed similar results.

The average HFET  emissions  were  HC 0.06  gm/mi,  CO  0.62  gm/mi, NO  0.72 gm/mi
and particulates 0.23 gm/mi.  Fuel, .economy was 38.3 mpg.

With  the EGR  System disconnected,  the  change  in  HFET  emissions  was  nearly
identical  to  the  effect on  FTP  emissions.   Namely  HFET HC  emissions  were
basically unchanged, CO  emissions decreased  14%, NO  emissions increased 122%
and  particulates  decreased 22%.   HFET fuel   economy  was unchanged. The  HFET
test-with no shift to 4th gear caused HC, CO, NO  and particulate emissions to
be  significantly  increased  over  the  baseline  and EGR  disconnected  test
conditions.  Fuel economy decreased significantly.

The. inverse  relationship  between NO   and   particulates exhibited by  this
vehicle  for  both  the  FTP and HFET  has   been  seen in other  diesel vehicles.

This  vehicle  was  given  a  limited  road test  in the baseline configuration
'(turbocharged  with  EGR).    The  vehicle  had  good  driveability  and  good
acceleration.

Conclusions

The  test  vehicle  met  the  gaseous  standards  for  1981 light  duty  diesel
vehicles.  The  vehicle  also met  the  1982 particulate standard of 0.6 gm/mile.
However, the  NO  level was at the level  of the standard and realistically the
engine would  have to be  recalibrated  for lower  NO  levels for the vehicle to
be certifiable at  the 1981 NO  level  of  1.0 gm/mi. X
                             X

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         Gaseous emissions and particulate results are summarized below.
                                Table I
          19-8.1 Turbocharged/EGR Prototype Peugeot 504 Diesel
FTP Mass Emissions
grams per mile
Test No.
With progressive
80-0780
80-0781
80-0936
EGR disconnected
80-0878
80-0880
With progressive
80-0776*
80-0779*
HC (HFID)
EGR
.28
.20
.22
.24
.22 .
EGR, shift at
.26
.23
1981 Turbocharged/EGR

With progressive
80-0777
80-0778
EGR disconnected
80-0881
80-0882
EGR disconnected
HFET
EGR
.06
.06
.09
.09
CO
1.37
1.32
1.32
1.16
1.18
16, 27, 35
1.31
1.35
Table II
Prototype
co2
357
351
354
350
356
mph only
357
349
Peugeot 504
NO
X
1.04
1.05
1.04
1.96
2.00
1.08
1.01
Diesel
MPG
28.3
28.8
28.5
28.9
28.4
28.3
28.9

Particulates
.315
.333
.268
.262
.312
.329

Mass Emissions
.63
.60
.52
.54
269
260
271
265
.73
.70
1.60
1.58
37.7
39.0
37.4
38.2
.218
.236
.172
.172
, no shift to 4th gear
                                             311
2.04
32.5
.343
* Non-standard test condition, test data included for information purposes
only.

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                            Test Vehicle Description

           Chassis  model  year/make-Prototype 1981 Peugeot 504 Diesel
    Engine

    Type  ..;.-.-	Diesel inline, 4 cylinder
    Engine  family   	   XD2S
    Bore  x  stroke	3.70 X 3.26 in/94.0 X 82.8 mm
    Displacement  	   140.6 CID/2.3 Liter
    Compression ratio  	   21.5:1
    Maximum power  @ rpm	80 hp/59.7 kW
    Fuel  metering   	   Bosch mechanical fuel injection
    Fuel  requirements  	   Diesel No. 2, tested with Diesel No. 2

    Drive Train

    Transmission  type	4 speed 'manual
    Final drive ratio  	   3.31:1

    Chassis

    Type	4 door sedan
    Tire  size	Michelin 175 HRxl4
    Inertia weight	3500 Ibs.

    Emission Control System

    Basic type	Progressve EGR
                                             Garrett Turbocharger
US. GOVERNMENT PRINTING OFFICE: 1980- 651-112/0245

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