EPA-AA-TEB-80-16
Emissions and Fuel Economy of a Vehicle
Equipped with the Eaton Valve Selector
by
Edward Anthony Barth
April 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 Technology Assessment and Evaluation
Reports, of which this report is one.
The deactivation of one or more engine cylinders is a method that has been
proposed as offering potential for vehicle fuel economy improvements. At low
power outputs the throttle is nearly closed. This introduces a "throttling
loss", which is the energy that the engine must expend to draw the fuel-air
mixture through the carburetor throttle opening. By operating an engine on a
reduced number of cylinders, and operating these cylinders at higher power
levels, the throttling losses are appreciably reduced.
A cylinder deactivation system is being considered for use in several 1981
Cadillac models. Other cylinder deactivation systems are currently under
development in the United States. Since EPA had not tested a cylinder
deactivation system designed for current vehicles, EPA contacted the Eaton
Corporation and requested the loan of a vehicle with the Eaton Valve Selector
System installed. Eaton made available a system installed in a development
vehicle.
EPA is also testing other cylinder deactivation systems. A similar Eaton
system was tested in a prototype vehicle provided by Cadillac Motor Division
of General Motors and the results of those tests are reported in TEB report
#80-14, "Emissions and Fuel Economy of the Cadillac Modulated Displacement
System." An aftermarket retrofit system was tested in several 1979 V-8
vehicles and the results of those tests are reported in TEB report #80-18,
"Emissions and Fuel Economy of the Automotive Cylinder Deactivation System
(ACDS)." Six years ago, EPA tested a vehicle with 4 cylinders deactivated.
The results of that test are given in TAEB report #75-11, "Evaluation of the
MSU 4-Cylinder Conversion Technique for V-8 Engines."
The conclusions drawn from the EPA evaluation tests are necessarily of limited
applicability. A complete evaluation of the effectiveness of an emission
control system in achieving performance improvements on the many different
types of vehicles that are in actual use requires a much larger sample of test
vehicles than is economically feasible in the evaluation test projects
conducted by EPA. The conclusions from the EPA evaluation test can be
considered to be quantitatively valid only for the specific test cars 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.
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Summary of Findings
The vehicle provided by Eaton was a development vehicle. This vehicle was put
together to demonstrate mechanical features of the Eaton Valve Selector
System. Eaton informed EPA before testing that very little effort had been
devoted to optimizing this vehicle for either emissions or fuel economy. The
generally negative test results should be viewed with this caveat.
In the 8 cylinder mode, the vehicle's FTP emissions were: HC 0.58 gm/mi, CO
4.23 gm/mi; and NOx 1.99 gm/mi. FTP fuel economy was 14.6 mpg. These
emission levels exceed the 1981 emission standards of HC 0.41 gm/mi, CO 3.4
gm/mi, and NOx 1.0 gm/mi.
In the 8 cylinder mode, the vehicle's HFET emissions were: HC 0.09 gm/mi, CO
0.11 gm/mi, and NOx 2.86 gm/mi. Fuel economy was 21.0 mpg.
In the automatic mode, when compared to the 8 cylinder mode, the vehicle's FTP
emissions were: HC unchanged, CO increased 22%, and NOx decreased 4%. Fuel
economy increased 5%. For the HFET: HC increased 107%, CO was 16 times
higher, and NOx decreased 20%. HFET fuel economy increased 6%.
In the 6 cylinder mode, when compared to the 8 cylinder mode, the vehicle's
FTP emissions were: HC up 130%, CO up 200%, NOx down 10%. Fuel economy
increased 3%. The vehicle's HFET emissions were: HC up 190%, CO 30 times
higher, and NOx decreased 19%. HFET fuel economy increased 5%.
In the 4 cylinder mode for both the FTP and HFET, HC and CO emission increases
were even greater than those that occurred for the 6 cylinder or automatic
modes of operation. Compared to the 8 cylinder mode, NOx decreased 10% for
the FTP and 37% for the HFET. Fuel economy decreased 10% for the FTP and 3%
for the HFET.
Vehicle driveability was good when operating on 8 cylinders. Driveability
ranged from poor to marginal in the 4 cylinder, 6 cylinder, and automatic
modes.
Description
The Eaton Valve Selector is being developed by the Eaton Corporation's Engine
Components Division and the Engineering and Research Center. The concept is
to improve vehicle fuel economy by selectively shutting off engine cylinders
during periods of light engine load.
The principle is explained by Eaton as follows:
"The conventional spark-ignition engine has its power output controlled by a
throttle. At low power output, the throttle is nearly closed in order to
limit the amount of fuel-air mixture drawn into the cylinder. However, this
small throttle opening introduces a "throttling loss", which is the energy the
engine must expend to draw fuel-air through the throttle opening. Because of
this, an engine runs most efficiently when unthrottled.
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"The unthrottled state can be approached by operating only the number of
cylinders needed to give the required power, and operating them at high
power-per-cylinder levels. In doing so, the throttle is at a wider opening
and there are fewer cylinders drawing air through that opening. This reduces
the vacuum in the intake manifold, thereby reducing the throttling loss per
cylinder.
"Also, there are fewer cylinders experiencing throttling loss. This strategy
is accomplished through use of the Eaton Valve Selector. At low power levels,
valve selectors deactivate the valves on one or more of the cylinders; for
full power output, they restore valve operation.
"In each of the deactivated cylinders, the piston continues to reciprocate,
but the intake and exhaust valves are closed. Since the gases in the
cylinders are merely compressed and expanded by the piston, no energy is
consumed as pumping losses, although normal frictional losses are still
present. Furthermore, by closing both valves the cylinders are not cooled by
the flow of air and, consequently, there is no hesitation in firing once the
valves are reactivated."
To deactivate the cylinders, Eaton has developed a mechanical system to unload
the intake and exhaust valve rocker arm fulcrum points. The system is shown
in Figures 1 and 2 below:
BLOCKING PLATE
BODY PROJECTIONS
BODY
FULCRUM
Figure 1 ' Valve Enabled Figure 2 Valve
EATON VALVE SELECTOR MECHANICAL DETAILS Deactivated
Eaton Corporation product literature "Eaton Valve Selector- A Unique System
for Conserving Energy in Automotive Engines."
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"On the conventional overhead valve, pushrod engine configuration, the
selector is mounted on the intake and exhaust valve rocker arm studs, above
the rocker arm fulcrums. In the enabled mode, as shown in Figure 1, the
selector body is restrained from moving upward by contact between projections
on body and the blocking plate above it. The fulcrum is held down by the body
and the valves operate normally.
"When the selector is energized (to deactivate the valves) as shown in Figure
2, the blocking plate is rotated by the solenoid to align windows in the
Dlocking plate with the projections on the body. As the rocker arm is lifted
by the pushrod, the fulcrum rides up the stud and lifts the body, since the
body is no longer restrained by the blocking plate. The rocker arm pivots
about the tip of the valve and the valve remains closed.
"The body is spring loaded downward, but is internally constrained to a
maximum downward position. This internal spring provides correct valve gear
action and ensures normal hydraulic lifter function when the valve gear is in
the deactivated mode.
"The solenoid force is less than that required to overcome blocking plate/
body friction when the valve is lifted. This prevents deactivation of the
valve while it is lifted, which would cause the valve to seat abruptly.
"The valve selector has also^been adapted to rocker shaft engines and overhead
cam/finger-follower engines.
The four standard cylinders without the valve selector have zero valve lash
due to the action of the hydraulic lifters. The four cylinders with the
deactivators must have a few thousandths of an inch (tenth of a millimeter)
hydraulic lifter clearance to permit the mechanism to function. To compensate
for these differences, the camshaft lift profile is modified for the four
cylinders with deactivators. This gives the valve selector cylinders a
camshaft lift profile that is equivalent to the standard camshaft lift.
"In practice the valve selector must be integrated into the total
vehicle/engine package. Typically engine rpm, water temperature, throttle
angle, manifold vacuum, and transmission gearing are monitored by a set of
sensors. This information is fed into an electronic control unit. Based on
this information and programmed instructions, the number of operating
cylinders is determined and appropriate signals are sent to the valve
selectors.
"Eaton claims that the following are typical fuel economy improvements that
should be attainable in various operating modes:
Idle 40%
Deceleration 40%
Low-Speed Cruise 25%
Highway Cruise 15% ^
Light Acceleration 10%
*
Eaton Corporation product literature "Eaton Valve Selector- A Unique System
for Conserving Energy in Automotive Engines."
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Test Vehicle Description
The test vehicle was a 1979 Cadillac DeVille that had a 6.0 liter Cadillac
engine installed to replace the stock 7.0 liter engine. The Eaton Valve
Selector was installed on the vehicle. This included the electro-mechanical
valve selector, electronic control unit, engine sensors, and the modified
camshaft. The engine sensors which interface with the electronic control unit
included rpm, water temperature, throttle valve angle, manifold vacuum, and
transmission gear. The carburetor and control units were modified 1980
prototype units. Additional vehicle details are given in the appendix.
Since this was a development vehicle, Eaton had installed a set of valve
selector operating mode control switches. By selecting the appropriate
switch, the engine could be made to continuously operate on either 4, 6, or 8
cylinders. A fourth operating mode, automatic, allowed the valve selector
control unit logic to automatically select 4, 6, or 8 cylinder operation.
In the automatic mode, the vehicle was programmed to operate on 8 cylinders at
idle, speeds below 20 mph, and at heavy load. The vehicle was programmed to
operate on 4 cylinders while cruising at steady speeds under 50 mph, while
decelerating, and during light accelerations. The vehicle was programmed to
operate on 6 cylinders while cruising at higher steady speeds and during light
to moderate accelerations.
Test Procedures
Exhaust emission tests were conducted according to the 1977 Federal Test
Procedure (FTP) described in the Federal Register of June 28, 1977, and the
EPA Highway Fuel Economy Test (HFET) described in the Federal Register of
September 10, 1976. The vehicle was not tested for evaporative emissions.
Additional tests were conducted as an evaluation tool. The tests consisted of
hot start LA-4 cycles, steady state, and acceleration. The LA-4 driving cycle
is the basic FTP driving cycle. The results of these hot start LA-4 tests are
somewhat similar to bags 2 and 3 of the FTP.
Discussion of Results
The objective of this test program was to evaluate the potential fuel economy
benefits of cylinder deactivation and to determine the effects on vehicle
emissions. The test results are summarized in the tables and figures in the
following paragraphs. Additional tabulations of the data are given in the
appendix.
1. Federal Test Procedure
Overall, the operation of the vehicle on a reduced number of cylinders caused
HC and CO emissions to increase. NOx emissions tended to decrease slightly.
Fuel economy changes ranged from a 10% decrease to a 5% increase. These
results are tabulated in Table 1.
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TABLE 1
Eaton Valve Selector Equipped Demonstration Vehicle
FTP Mass Emissions
grams per mile
Test No. EC CO C02 NOx MPG
8 Cylinder (Baseline)
80-1683 .66 4.71 604 2.01 14.5
80-1673 .49 3.74 596 1.97 14.7
4 Cylinder
80-1661 3.07 78.62 539 1.80 13.2
6 Cylinder
80-1672 1.34 12.49 563 1.75 15.1
Automatic Selection
80-1666 .60 5.20 566 1.89 15.4
80-1675 .58 5.13 573 1.92 15.2
In the 8 cylinder mode, the vehicle's HC, CO, and NOx emissions exceeded the
1981 emission standards of HC 0.41 gin/mi, CO 3.4 gm/mi, and NOx 1.0 gm/mi.
However, the vehicle did meet the CO and NOx standards for 1980 of CO 7.0
gm/mi, and NOx 2.0 gm/mi. Vehicle driveability was good.
Due to a rich misfire condition, the 4 cylinder mode caused the largest
increases in HC and CO emission levels over the 8 cylinder levels. HC
increased to a level 5 times higher and CO increased to a level 19 times
higher. NOx decreased 10%. The vehicle badly failed to meet the 1980 HC and
CO standards. Fuel economy decreased 10%. Vehicle driveability was poor.
The vehicle lacked sufficient power to follow the driving schedule when
accelerating at speeds above 10 mph.
The 6 cylinder mode caused HC emissions to double and CO emissions to triple
when compared to the 8 cylinder mode. NOx decreased 10%. The vehicle was
unable to meet the 1980 HC or CO standards. Fuel economy increased a
negligible amount. Vehicle driveability was acceptable.
When operated in the automatic mode instead of 8 cylinder mode, the vehicle's
CO emissions increased 22%, and NOx increased 4%. HC was unchanged. Fuel
economy increased 5% and was the best of any mode. The vehicle did not meet
the 1981 emission standards but did meet the 1980 CO and NOx standard while
exceeding the HC standard.
Vehicle driveability was inconsistent in the automatic mode. Although the
driver had adequate power for acceleration, it was difficult to follow the
driving schedules during cruise and light acceleration; the valve selector
frequently shifted between 4, 6, and 8 cylinder modes of operation. This
caused frequent power surges and power losses making it very difficult to
follow the driving schedule.
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2. Highway Fuel Economy Test
Overall, the operation of the vehicle on a reduced number of cylinders caused
HC and CO emissions to increase substantially. Fuel economy changes ranged
from a 3% decrease to a 5% increase. These results are tabulated in Table II
below.
Table II
Eaton Valve Selector on Prototype 1980 Cadillac
HFET Mass Emissions
grams per mile
Test No. HC
8 Cylinder (Baseline)
80-1684 .09
80-1694 .08
80-1674 .09
4 Cylinder
80-1664
80-1697
80-1662
.61
.97
.59
CO
.12
.09
.11
49.57
29.75
24.14
CO,
426
420
418
381
383
379
NOx
2.93
2.86
2.78
1.90
1.60
1.89
MPG
20.8
21.1
21.2
19.2
20.5
21.2
6 Cylinder
80-1699
80-1701
80-1671
.37
.21
.21
Automatic Selection
80-1703
80-1705
80-1667
80-1676
.14
.12
.15
.13
3.40
1.52
1.99
1.70
1.25
1.88
1.85
403
396
392
415
390
389
388
2.28
2.36
2.31
2.41
2.32
2.14
2.28
21.7
22.2
22.4
21.2
22.6
22.6
22.7
In the eight cylinder mode, the vehicle's average emissions were HC .09 gm/rai,
CO .11 gm/rai, and NOx 2.86 gm/mi. Fuel economy was 21.0 mpg. Vehicle
driveability was good.
The 4 cylinder mode caused the greatest increases in HC and CO emissions over
8 cylinder emission levels. NOx was the lowest of the four configurations.
However, fuel economy decreased approximately 3%. HC emissions increased to
.72 gm/mi, CO emissions increased to 34.43 gm/mi, and NOx emissions decreased
38%. These increases in HC and CO emissions and the extreme variability in
test results were due to an engine rich misfire condition when operating on 4
cylinders.
Vehicle driveability was marginal in the 4 cylinder mode. The vehicle lacked
sufficient power to follow the driving schedule when accelerating at speeds
above 10 mph. The transmission upshifts and downshifts were very erratic.
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In the 6 cylinder mode, HC emissions tripled to .26 gm/mi, CO emissions
increased by a factor of 30 to 2.3 gm/mi, and NOx decreased 19% when compared
to the 8 cylinder emission levels. Fuel economy increased 5%.
In the 6 cylinder mode, vehicle driveability was again poor. The engine
transmitted a roughness to the driver. Also there were numerous transmission
upshifts and downshifts which caused difficulty in following the driving
schedule.
In the automatic mode, the HC emissions doubled, CO emissions went up by a
factor of 16, and NOx decreased 20% when compared to 8 cylinder operation.
Fuel economy increased 6%. Again vehicle driveability was marginal in the
automatic mode for the same reasons as for the FTP. At times the mode
shifting was very erratic.
3. LA-4 Cycles
In order to acquire emissions and fuel economy information on the vehicle as
soon as possible, the vehicle was given a series of hot start LA-4 tests
shortly after arriving. These hot start LA-4 are somewhat similar to bags 2
and 3 of the FTP. These tests consisted of a prep LA-4 in the desired mode,
followed by a 10 minute soak, and then an LA-4 test for emissions and fuel
economy.
The results are tabulated in Table III below. For comparison purposes, the
FTP bags 2 and 3 combined results are also given.
Table III
Eaton Valve Selector on Prototype 1980 Cadillac
Hot Start LA-4 Mass Emissions
grams per mile
Test No.
8 Cylinder
80-1683*
80-1693
80-1673*
HC
.34
.19
.23
CO
.93
.38
.43
CO,
582
569
573
NOx
1.99
2.16
1.95
MPG
15.2
15.6
15.5
4 Cylinder
80-1695
80-1696
80-1661*
6 Cylinder
80-1698
80-1700
80-1672*
2.16
3.70
2.61
1.27
1.26
.94
118.92
79.65
71.67
8.71
9.78
7.85
498
514
519
546
539
543
1.83
1.22
1.65
1.54
1.64
1.60
12.8
13.6
13.8
15.7
15.9
15.9
Automatic Selection
80-1702
80-1704
80-1666
80-1675
.26
.22
.31
.27
1.22
.94
1.02
1.88
536
533
542
546
2.17
2.15
1.90
1.91
16.5
16.6
16.3
16.1
*Bag 2 and Bag 3 FTP mass emissions used to calculate equivalent hot start
LA-4 mass emissions.
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10
The effect of the various operating modes (cylinder selection) on emissions,
fuel economy, and driveability were similar to the FTP effects.
4. Steady State
Overall, the operation of the vehicle at steady state on a reduced number of
cylinders caused only a relatively small change in emissions. HC and CO
emissions we're quite low and nearly unaffected by the number of cylinders in
operation. Except at 55 mph, NOx emissions and fuel economy increased as the
number of operating cylinders was reduced.
These results are tabulated in Tables V and VI in the appendix.
fuel economy results are plotted in Figures 3 and 4 below.
The NOx and
STETROV
STRTCN
TRTE: NJGX E:M i 55 i CNJ =
sErt_s:<:Tu3R CN i sea <:RI> i UL.R-C
Automatic Mode
1.2
r
x
g
i.a
B 4 Cylinder Mode
X 6 Cylinder Mode
A 8 Cylinder Mode
SI SPETSTD- < MRH
FIGURE 3
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11
STETRi>V
6
UJ
G
5TRTET
SEL.ETOTCR
<£ Automatic Mode
[Tj 4 Cylinder Mode
X 6 Cylinder Mode
A 3 Cylinder Mode
VHTH i < MPH >
FIGURE 4
Figure 4 shows that this vehicle's fuel economy is rather insensitive to
vehicle speeds between 25 and 45 mph. Fuel economy drops only moderately when
the speed is increased to 55 mph. This is unusual since most vehicles show a
greater relative change in fuel economy.
5. Acceleration Tests
At the conclusion of the emission tests, acceleration tests were performed on
the vehicle using a chassis dynamometer. To minimize tire slippage, the
chassis dynamometer's front and rear rolls were coupled together for this
test. The results are tabulated below in Table IV.
TABLE IV
Eaton Valve Selector on Prototype Cadillac
Acceleration Times
Seconds
3 Cylinder
Run 1 Run 2
Automatic
Run 1 Run 2
6 Cylinder
Run 1 Run 2
4 Cylinder
Run 1 Run 2
0-25
0-35
0-50
4.0
6.1
10.2
4.0
6.1
10.3
4.2
6.3
10.5
5.2
6.3
10.6
6.5
9.6
15.2
6.6
9.7
15.4
14.3
19.7
30.4
10.4
15.8
26.9
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12
Note; These acceleration tests were not necessarily conducted at wide open
throttle. During the course of testing the vehicle it became evident that
under some operating conditions, the vehicle would accelerate best at part
throttle. These acceleration tests were conducted for best acceleration.
The vehicle probably remained in 8 cylinder mode during automatic mode tests.
Conclusions
Overall, when operated on less than 8 cylinders, this vehicle's FTP emissions
increased greatly due to extreme mixture enrichment. The vehicle's fuel
economy decreased appreciably in 4 cylinder mode. There was a small tendency
for improved fuel economy when operating on 6 cylinders. However, best fuel
economy was achieved in the automatic mode.
Vehicle driveability was good when operating on 8 cylinders. Driveability
ranged from poor to marginal in the 4 cylinder, 6 cylinder, and automatic
modes.
This vehicle did not demonstrate the claimed benefits for a cylinder
deactivator system. However, Eaton had informed EPA prior to testing that
this was a developmental vehicle on which little work had been done to improve
emissions or fuel economy.
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13
TEST VEHICLE DESCRIPTION
Chassis model year/make - 1979 Cadillac DeVille
Vehicle I.D. - 6D69599195507
Emission control system - Prototype Cadillac demonstration
vehicle modified for Eaton Valve Selector
Engine
type Otto Spark, OHV, V-8 (1980 prototype)
special features Eaton Valve Selectors installed
on 4 cylinders
bore x stroke 96.0 x 103.0 mm/3.78 x 4.06 in.
displacement 6.0 liter/368 CID
compression ratio 8.2:1
maximum power @ rpm 145 horsepower/108 kW
fuel metering 4 venturi carburetor
fuel requirement . unleaded, tested with indolene HO
unleaded and commercial unleaded
Drive Train
transmission type 3 speed automatic
final drive ratio 2.41
Chassis
type 4 door sedan
tire size ' GR78 X 14
curb weight 4355
inertia weight 4500
passenger capacity 6
Emission Control System
basic type air injection
EGR
oxidation catalyst
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14
TABLE V
Eaton Valve Selector on Prototype 1980 Cadillac
Steady State Mass Emissions
grams per mile*
Test No. Speed HC CO C02 NOx MPG
8 Cylinder (Baseline)
80-1686
80-1686
80-1685
80-1685
80-1685
0 (Idle)*
25 mph
35 mph
45 mph
55 mph
2.21
.11
.11
.09
.07
.61
.08
.00
.00
.00
4378
355
375
381
410
1.45
1.10
.94
1.90
3.26
.50
24.9
23.6
23.3
21.6
0 (Idle)*
25 mph
35 mph
45 mph
55 mph
1.25
.11
.15
.08
.06
3.72
.12
.11
.00
.00
4336
276
299
323
374
2.72
1.49
2.33
2.15
3.19
.50
32.1
29.6
27.4
23.7
4 Cylinder
80-1665
80-1605
80-1663
80-1663
80-1663
6 Cylinder
80-1670
80-1670
80-1669
80-1669
80-1669
Automatic Selection
80-1668 55 mph .07 .00 382 3.98 23.2
*0 MPH (Idle) mass emissions are given in grams per hour and gallons per hour.
0 (Idle)*
25 mph
35 mph
45 mph
55 mph
1.23
.09
.11
.08
.07
.00
.07
.00
.00
.00
4109
307
325
338
373
2.13
1.51
1.12
1.87
2.64
.45
28.9
27.3
26.2
23.8
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15
TABLE VI
Eaton Valve Selector on Prototype 1980 Cadillac
Steady State Mass Emissions
grams per mile*
Test No.
Idle*
80-1665
80-1670
80-1686
25 MPH
80-1665
80-1670
80-1686
35 MPH
80-1663
80-1669
80-1685
45 MPH
80-1663
80-1669
80-1685
-55 MPH
80-1663
80-1669
80-1668
80-1685
No.. Cylinders
4 Cylinder
6 Cylinder
8 Cylinder
4 Cylinder
6 Cylinder
8 Cylinder
4 Cylinder
6 Cylinder
8 Cylinder
4 Cylinder
6 Cylinder
8 Cylinder
4 Cylinder
6 Cylinder
Automatic
8 Cylinder
HC
1.25
1.23
2.21
.11
.09
.11
.15
.11
.11
CO
3.72
.00
.61
.12
.07
.08
.11
.00
.00
CO,
4336
4109
4378
276
307
355
299
325
375
Nox
2.73
2.13
1.45
1.49
1.51
1.10
2.33
1.12
.94
MPG
.50
.45
.50
23.1
28.9
24.9
29.6
27.3
23.6
.08
.08
.09
.00
.00
.00
323
338
381
2.15
1.87
1.90
27.4
26.2
23.3
.06
.07
.07
.07
.00
.00
.00
.00
374
338
382
410
3.19
1.87
3.98
3.26
23.7
26.7
23.2
21.6
* 0 MPH (Idle) mass emissions are expressed in grams per hour and gallons per
hour.
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