EPA-AA-TEB-81-16
Testing of Six Engine Oils in Accordance jri'th Che "EPA
Recommended Practice for Testing, Grading'and Labeling
the Fuel Efficiency of Motor Vehicle Engine Oils"
F. Peter Hutchins
Thomas J~. Penninga
May 1981
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Source Air Pollution Control
Environmental Protection Agency
-------
Background
Requests were received by the EPA from vehicle manufacturers with respect
to the use, in certification vehicles, of either; (1) a specific oil
additive (early 1977) or (2) engine oils which were starting to be
marketed with fuel efficiency claims (December 1977).
In responding to the requests, the EPA acknowledged the need to adopt any
and all means which would genuinely contribute to improved fuel economy.
The EPA also stressed the need to take reasonable measures to assure that
test vehicles used in the certification process were/are representative
of production vehicles as they would be built and used in service.
In January 1978, the EPA responded to the request for guidance on the
acceptability of "fuel efficient" engine oils. This response enumerated
four criteria which, if met, would allow the EPA to make the
determination that the certification vehicles were representative of
production vehicles with respect to engine lubricants. The four criteria
were:
"1. A generic means of defining such oils, so that reference could be
made to them as a class rather than (as is now the case) only in
terms of brand name ,
2. General availability of such oils in normal retail channels
3. Retail prices for such oils' sufficiently near the retail prices
for currently used top-grade oils so as to make it likely that
the generically defined synthetic or modified oils will actually
be used; and
4. Recommendations by manufacturers in owners manual regarding the
use of such oils and, if the retail cost of such oils is higher
than the retail cost of other top-grade oils, possibly the
conditioning of the manufacturer1 s warranty on the use of the
generically defined synthetic or modified oils."
Users; e.g., vehicle manufacturers, military, etc., and suppliers of
motor vehicle lubricants had developed a process which is designed to
resolve any identified need for Che development of new classification
procedures. This process involves the American Society for Testing and
Materials (ASTM), which develops the test procedures and the acceptance
limits; the Society of Automotive Engineers (SAE), which reviews the ASTM
work and the American Petroleum Institute, which prepares the users
language-.
In response to the need, identified by the EPA, for a generic definition
for fuel efficient engine oils, the ASTM/SAE/API initiated programs to
address the need. The ASTM Task Force on Fuel Efficient Engine Oils
(1) established a referance oil (HR) representative of high sales volume
commercial oils, (2) selected a test procedure built around the EPA
emissions and fuel economy test procedures and (3) identified two
potential test/evaluation protocols reflective of carryover and
-------
non-carryover engine oils. Because of the technically predicted
problems with the carry-over protocol and because of the need to proceed
as quickly as possible, the ASTM Task Force focused on the non-carryover
protocol for evaluation. At this time (April 1981), the ASTM Task Force
expects (on the basis of test data) that a flushing process will be
applicable to carryover oils, thereby permitting the use of the basic
non-carryover procedure for all oils. Formal review (balloting) of the
Task Force procedure is scheduled to take place in the May/June 1981 time
period. If approved, the procedure would become an official ASTM
procedure.
The fundamental problems faced by the Task Force centered on the
magnitude of testing variability and the magnitude of the change in fuel
economy to be measured; i.e., testing variability was normally in the
range of 2% to 5% and the expected change in fuel economy attributable to
engine oils was in the range of 1% to 3%. Refinement of testing
procedures was required (an iterative process) so as to lower the testing
variability. This function has been successfully achieved by the ASTM
Task Force.
In January/February 1980, the EPA assembled the "EPA Recommended Practice
for Evaluating, Grading and Labeling the Fuel Efficiency of Motor Vehicle
Engine-Oils" (Appendix 1). This procedure used the ASTH approach for
carryover oils and incorporated four fuel economy grades for engine oils
as well as a label for identification.
In March 1980, the EPA initiated a testing program in accordance with the
EPA recommended procedure, using two sets of test vehicles to evaluate
the feasibility of the procedure. This report covers the results of that
testing.
Conclusions
1. Using the back to back test evaluation approach (non-carryover),
differences in fuel economy, attributable to the engine oils, were
observed. Directionally, the differences were as expected; i.e., the
two single viscosity oils showed a fuel economy penalty relative to
HR, the four multiviscosity oils showed a benefit.
2. During the period of the program, several vehicles exhibited changes
in fuel economy for which there were no identifiable causes. Because
of these changes and their magnitude relative to the change being
investigated, use of the extrapolation method for predicting fuel
economy can lead to incorrect conclusions. The extrapolation
procedure, is therefore, not suitable for this application.
3. A flushing or conditionins oil, which works equally well with all
friction modifier , additive packages, is required to permit
utilization of the back to back (non-carryover) method of analysis.
An oil of this type is under evaluation by ASTM.
A carryover oil is an oil wherain its effects (in total or in part) on
fuel economy remain for some period of time following the replacement of
that oil. The effects on fuel economy of a non-carryover oil do noc
remain once the oil is ch
-------
4. Based on the degree of variability in che data collected in this tesc
program and the small range of difference in measured fuel economy
between presently available lubricating oils, it is concluded that
. the test procedure used was not precise enough to permit
classification of oils into the four grades proposed.
5. The largest difference noted between a multiviscosity "fuel
efficient" oil and a non-fuel efficient straight weight oil was
3.39%. Various claims as to the benefit of "fuel efficient oils"
have been considerably above this number. The conclusion to be drawn
from this data is that these claims are not substantiated by this
test procedure.
Discussion
Appendix 1 of this report, presents the "EPA Recommended Practice for
Evaluating, Grading and Labeling the Fuel Efficiency of Motor Vehicle
Engine Oils" as it was distributed on March 10, 1980.
Briefly, the objective of the EPA procedure was to determine the fuel
efficiency characteristics of motor vehicle engine oils. The procedure
basically conforms to the tentative approach considered by the ASTM Task
Force for carryover oils as of February 1980. Both procedures, draw from
the 1975 Federal Test Procedure (FTP) and the Highway Fuel Economy Tesc
(HFET). Both FTP and HFET tests are run on a chassis dynamometer. The
objective was/is to compare the fuel economy characteristics of a test or
candidate oil with respect to a reference oil in each test vehicle.
Uniformity of vehicle, dynamometer, ambient conditions, and fuel
measurement techniques was stressed to minimize test to test
variability. The procedure allows certain options, but it is emphasized
that the options selected for the reference oil shall also prevail for
the candidate oil(s) in any given vehicle. The data obtained from the
use of this test method was intended to provide a comparative index of
the fuel economy impact of automotive engine lubricants under repeatable
laboratory conditions in complete vehicles.
Under the EPA procedure it was intended that there would be four grades
of engine oils based on fuel efficiency characteristics. The four
grades, labeled A, B, C, and D, were separated as follows:
Grade "A" Classification specifies that (CO - TE) > (1.030)(HR)
Grade "B" Classification specifies that (1.030)(HR)) (CO-TE) > (1.010)(HR)
Grade "C" Classification specifies that (1.010)(HR) ) (CO-TZ) > (0.990)(HR)
Grade "D" Classification specifies that (0.990)(HR)) (CO-TE)
Where:
TE = Testing Error = LDSgs
HR = Fuel economy using High Reference oil (MPG)
CO = Fuel economy using £andidate G_il (MPG)
Test Procedure
The details of the test procedure used are given in Appendix 1 and are
not duplicated here.
-------
Tesc_ Vehicles
Ten test vehicles (two test fleets) meeting the specifications given in
Section 2.1 of the procedure, were procured under contract. Each vehicle
was inspected, instrumented and prepared for the test program as
described in Section 3 of the procedure.
Vehicle Test Sequence
The basic sequence applied to each vehicle was as follows:
1. Following vehicle check out and adjustment to vehicle
manufacturer's specifications, a double oil flush^ with high
reference (S3.) oil was performed. The vehicle was tested (city
and highway) once with a new (third) charge of HR.
2. Two thousand miles were accumulated on HR. A. double oil flush
with HR was performed. The vehicle was tested twice with a new
(third) charge of HR (this data pair constitute the first set of
data for constructing the trend line).
3. One thousand miles were accumulated on HR. A double oil flush
with HR was performed. The vehicle was tested twice with a new
(third) charge of HR (this data pair constitutes the second set
of data for constructing the trend line).
4. Step 3 was repeated to generate the third data set for the trend
line. If the trend line met the specified requirements, the
vehicle was ready for the first candidate oil. If the trend line
did not meet the specified requirements, Step 3 was repeated.
5. Double oil flush with the candidate oil. Two thousand miles were
accumulated starting with a new (third) charge of the candidate
oil. The vehicle was then tested twice with the used candidate
oil.
6. Double oil flush with H2. followed by a pair of tests on a new
(third) charge of HR.
7. Single oil change with HR followed by a pair of tests. One
hundred miles accumulated on this charge of HR.
8. Single oil change with HR followed by a pair of tests.
•
9. Double oil flush with the next candidate oil. Two thousand miles
were accumulated starting with a new (third) charge of the
candidate oil. The vehicle was then tested twice with the used
candidate oil.
Double Oil ?lush. A flush consists of charging with new oil,
operating 10 minutes at idle and draining while hot. A new filter or a
filter bypass must be used for every flush.
-------
10. Seeps 6, 7, and 8 repeated. Two hundred and fifty miles were
accumulated on the road on the charge of HR introduced in Step 8.
11. Single oil change with 33. followed by a pair of tests.
12. Steps 9 (another candidate oil), 6, 7, 8, and 11 repeated.
•
Mileage Accumulation
In the EPA test program, mileage accumulation for the development of the
vehicle fuel economy trend lines and ageing of candidate oils was
performed on dynamometers. The dynamometers used were single, large
roll, electric units. Mileage was accumulated at a constant 55 mph using
mechanical drivers. Engine loading was based upon manifold vacuum on the
dynamometer being equal to that on the street at the same speed.
Downward deviation in loading was employed for those vehicles where
engine sump oil temperatures tended to exceed 245°?, i.e., 245°? was
selected as the maximum permissible temperature. Every attempt was made
to minimize engine loading reduction during mileage accumulation through
the use of multiple cooling fans and reduced cell temperature (55° to
60°?).
?uel Economy Determinations
During approximately the first two thirds of the test program, vehicle
fuel economy was determined by both the carbon balance and volume eric
procedures. In the latter part of the program, fuel economy was
determined by the volumetric procedure only.
flushing Procedure
Two procedures were used to try to remove the residual (carryover)
effects of a candidate oil. In all cases, HR was used as the "flushing"
oil. The first procedure, used following candidate oils 1 and 2
(carryover effect was not expected) was; (1) a double oil change,
followed by duplicate tests on a new charge of H&, (2) an oil change and
a pair of tests on that charge of oil followed by 100 miles at 55 aph,
and (3) an oil change and a pair of tests on that oil charge. The second
procedure used for the remainder of the candidate oils, increased the
first procedure by adding an oil change and a pair of tests followed by
250 miles on the road.
Test Oils
The oils used as candidate oils are described in the following tabulation:
Candidate SAE
Oil Mumber Viscosity Description
1 30 Commercial oil
2 40 Commercial oil
3 10H40 Commercial oil, advertised as fuel
efficient - expected carryover.
4 5W20 Commercial oil, advertised as fuel
efficient.
5 5W20 EPA blend of oil #4 plus graphite
V, ^ C a c •>• c
-------
10W30 EPA blend of commercial oil, not
advertised as fuel efficient plus an
additive claimed to improve fuel
economy - reportedly consisting of
"Teflon" and
Test Results
,,Tables I through X give the test results by vehicle and candidate oil.
ij.Oil 0 in the tabulations was HR. All other oil numbers refer to the
candidate oil numbers given under Test Oils.
Summary of Results
Tables XI through XIII show the mean fleet fuel economy percentage change
of each candidate oil with respect to HR. The non-carryover fuel economy
values for HR and the candidate oils are based on the HR tests run after
the candidate oils. The tables present the fleet averages for the four
HR test sequences taken after the candidate oil. These sequences are
described above and are designed as follows:
HRDF - First HR Double Flush
HRSF1 - Single oil change using HR
100HR - Single oil change following accumulation of 100 miles on HR
250HR - Single oil change following accumulation of 250 miles on HR
FTP - City Cycle
HFET - Highway Cycle
;.'iCandidate oils 1, 2, and 4 are not projected to be carry-over oils. The
HR comparisons should then be focused on the HRDF tests immediately
following the candidate oil tests. Candidate oils 3, 5, and 6 are
projected to be carry-over oils. These HR comparisons should be focused
on the 100HR and 250HR test results.
Tables XIV and XV show the percentage changes for individual vehicles.
This table also indicates the fuel economy benefit/penalty as compared to
a trendline drawn through the first two sets of HR tests.
Figures 1 through 35 show the results of both by trend lines
determination method (predicting where the vehicle would be on HR) and by
the back to back method (used in Tables XI through XV. These trend lines
are based on all of the HR tests taken on the vehicle up to introduction
of candidate oils #3 and #4.
-------
Table I
Vehicle Test Fleet I Test Vehicle //I
?ord Motor Co.2.3 litre
Fuel Economy
3t
1
2
3
6
7
3
9
10
11
12
13
14
15
16
17
18
1?
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
Tect
Oil
, 0
I' 0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
3
3
3
i! o
III o
|? 0
0
0
0
0
0
0
0
0
5
5
0
0
0
0
0
0
0
0
Odonr.
(miles)
10370.0
12505.0
12529.0
13616.0
13669.0
13703.0
14773.0
14806.0
16886.0
. 16920.0
16991.0
17042.0
17124.0
17157.0
17334.0
17368.0
19420.0
19454.0
19522.0
19575.0
19608.0
19661.0
19704.0
20004.0
20038.0
20071.0
20125.0
20179.0
20486.0
20520.0
22575.0
22628.0
22772.0
22821.0
22882.0
22915.0
23095.0
23167.0
23462.0
23946.0
Carbon Balance Voluaetric
FTP
20.89267
20.31605
20.29390
20.46132
20.52717
20.65215
20.80615
20.79692
20.87514
20.92209
21.38768
21.16456
21.26998
21.31140
21.08585
20.94481
20.80615
21.66274
21.75244
21.70841
21.85467
21.78063
21.40429
21.51841
22.42499
21.45654
21.52906
21.39149
-
22.03150
22.24391
i- '•
i
I
HFE7
27.17614
28.16354
28.27554
28.42506
28.40158
28.33961
28.47137
28.76850
28.25458
28.39502
29.02023
28.36047
28.30621
28.22792
28.79705
29.07946
29.46864
29.61413
29.43067
29.55784
29.44310
29.35525
29.05168
29.03043
28.95852
28.95697
29.03679
29.32400
30.02596
30.26406
Comb.
23.31890
23.22865
23.24686
23.41312
23.45329
23.52364
23.67433
23.75955
23.65535
23.73276
24.25879
24.05055
24.10819
23.95242
23.97481
23.96109
23.97796
24.63985
24.64590
24.65472
24.72190
24.64192
24.28044
24.35431
24.95902
24.28746
24.36383
24.35642
25.03049
25.25572
i
FTP
19.60452
20.09291
20.08301
20.24614
19.35684
20.17614
20.46981
20.34207
20.17717
20.02321
20.28716
20.24780
20.42553
20.44055
20.37938
20.30580
20.77459
20.95967
20.86858
20.82895
20.74396
20.76196
20.67912
20.57058
20.55269
20.57639
20.71916
20.53698
20.44350
20.33133
•>:. 24067
21.23196
20.78802.
20.57887
20.66776
20.70759
20.77121
20.73266
20.64003
20.73159
HFET
27.04576
28.55192
28.43272
28.64820
28.43801
28.6368?
28.30957
28.75072
28.47341
28.15465
28.50050
28.54796
28.58360
28.22315
28.46285
28.76426
29.10435
29.33797
29.22246
29.10463
29.10190
28.95091
28.96472
28.54478
28.58860
28.63274
28.90045
28.30564
28.47936
28.54071
29.40788
29.25886
28.59528
28.93958
28.79151
28.33192
28.76426
28.90222
29.12997
28.97704
COIffl.
22.37476
23.18378
23.14109
23.32445
22.97681
23.26993
23.53370
23.42505
23.22193
23.01429
23.31006
23.29569
23.43546
23.33632
23.36550
23.40261
23.84571
24.05040
23.94950
23.38516
23.82277
23.79009
23.73433
23.52833
23.52884
23.55938
23.74385
23.58330
23.41683
23.35423
24.27435
24.22229
23.49982
23.65404
23.67363
23.71466
23.73979
23.75414
23.75565
23.77607
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Table II
Vehicle Test ?leec I Test Vehicle $2
Chrysler Corp. Z25 G1D
Fuel Economy (MPG)
est
#
2
6
7
3
9
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
Test
Oil
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
3
3
3
0
0
0
0
0
0
0
0
0
5
5
0
0
0
0
0
0
0
0
0
Odonr
(miles)
16208.0
18469.0
18502.0
19559.0
19646.5
20729.0
21783.0
21816.3
22870.0
22920.0
24959.0
24992.0
25046.0
23080.0
25133.0
25166.0
25319.0
25422.0
27495.0
27529.0
27583.0
27657.0
27657.0
27690.0
27744.0
27850.0
28003.0
28036.0
OOT L A f\
£Ot}O4 . 0
28418.0
30469.0
30523.0
30644. 0:
30732.0 ,
30785.0
30840.0 '
30895.0
Jl 048.0
31081.0 '••
31388.0
31420.0
FTP0**
17.59223
15.97639
16.17076
16.56372
16.65537
16.30726
16.33041
16.69472
16.75609
16.34434
16.48007
16.62129
17.02749
16.90888
16.77601
16.59549
17.02687
17.19675
16.38715
16.99455
17.29967
16.67104
16.67104
16.94257
16.89318
18.42067
18.27713
"'Srli1*110
20.68215
21.47436
21.42574
21.84025
21.36370
21.83151
21.94594
22.26881
21.92881
22.01969
21.71188
21.38898
22.05797
21.91801
22.0S488
21.67599
22.11868
22.14272
21.55492
21.64959
21.62774
21.15446
21.15446
21.28510
21.75604
— -
25.03398
24.97296
. ••
a
Comb.
18.86021
18.05673
18.17694
18.58416
18.48903
18.40275
18.45348
18.81390
18.74596
T8. 33659
18.48442
18.63989
18.97480
18.84717
18.80104
18.55225
18.99455
19.11845
18.36892
18.31506
19.01172
18.42861
18.42861
18.65527
18.78236
\
i
I
1
20.90592
20.78495
\
"I
1
i
'
;
i
FTP
17.37951
15.72586
15.34656
15.76343
15.79854
15.56948
15.91466
15.90094
16.00111
15.95116
15.67515
15.71756
16.06645
15.35646
15.76612
15.72115
16.04388
16.33718
16.14112
16.09945
16.22179
15.78243
15.78243
15.96060
15.85887
16.09759
16.11574
16.04009
1A fl°07R
1 O . \f t, v f 0
16.11701
17.27081
17.04983
16.68040
17.12142
16.75018
17.02504
17.08313
f7Y043T7~
16.90063
17.11517
17.41714
Vg^etric
21.36478
21.72149
21.59125
21.57904
21.69701
21.64548
21.51062
21.54167
21.60220
21.78451
21.62904
21.81573
21.90757
21.85317
21.91772
21.86066
22.01571
21.89592
21.11306
21.33508
21.42616
21.04753
21.04753
21.00894
21.58822
21.73634
21.55923
21.39012
71 SHIT?
£ J . JO 1 Ow
21.74103
24.13657
23.79453
23.08864
23.62632
23.96640
23.23478
23.9921J
23.99187
23.70468
23.37480
23.88532
' COMB.
18.97204
17.95621
18.00192
17.93900
18.00066
17.82052
18.02477
18.02487
18.11469
18.13660
17.39141
17.97914
18.25695
18.09033
18.04524
17.99544
18.27455
18.44429
18.05436
18.09802
18.21249
17.78-440
17.78440
17.89571
18.00971
18.22514
18.18154
18.07441
1 O 111 OT
la. 1
-------
10
Table III
Vehicle Test Fleet I Test Vehicle //3
Ford Motor Co. 302 CID
Fuel Economy (MPG)
Test
n.
v
\
4
5
6
7
3
9
10
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
40
41
41
42
43
44
Test
Oil
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
3
3
3
0
0
0
0
0
0
0
0
0
0
5
5
0
0
0
0
0
0
0
0
,0
.0
Odomr.
(miles)
16435.5
18636.0
19701.0
19735.0
20792.0
20847.1
21922.0
21977.0
23089.0
23123.0
25179.0
25232.0
25287,
25321,
25373.0
25407.0
25559.0
25593.0
27648.0
27722.0
27777.0
27831.0
27866.0
27920.0
27976.0
28153.0
28187.0
28242.0
28276.0
28579.0
28663.0
30730.0
30787.0
30947, •,
30981. J
31036.0
31071.0
31226.0
31281.0
31659.0
31714.0
Carbon Balance
FTP HFET COMB. '
15.29604 23.35792 18.10858
15.98026 23.33810 18.62224
15.81523 24.02083 18.68797
15.88086 23.65008 18.63575
15.43148 23.24491 18.18165
15.72716 23.26262 18.41288
15.77466 23.63676 18.56665
15.90467 23.47050 18.60326
15.80381 24.00592 18.67515
15.82692 23.42917 18.53302
15.98043 23.56247 18.68625
16.02555 23.95603 18.83076
16.11535 24.00631 18.91288
16.05813 23.83646 18.32204
16.01542 23.87013 18.79914
15.91233 23.83995 18.71248
15.86316 23.98684 18.71544
15.97503 24.19216 18.85733
17.13681 24.18964 19.72478
16.12796 24.09938 18.94839
16.12079 24.13021 18.95150
15.71062 23.37393 18.42966
15.71730 23.60853 18.49995
15.90680 24.29249 18.83216
15.76747 23.61939 18.54115
15.53247 23.37037 18.29330
15.42872 23.49662 18.24834
15.47106 23.31459 18.23106
15.51782 23.47750 18.31153
15.69673 24.10041 18.61815
15.85965 24.42381 18.83103
volumetric
FTP HFET COMB.
15.68115 23.42123 18.420S2
15.74995 24.12960 18.66715
15.68349 24.15600 18.62280
15.78789 24.11808 18.69333
15.38170 23.72638 18.27385
15.21471 23.55653 18.09882
15.38007 23.53485 18.2265?
15.41566 23.47030 13.23659
15.46736 23.86520 18.37876
15.33770 23.47546 18.17786
15.50677 23.88838 18.41417
15.48448 23.77387 18.36623
15.55008 23.90535 18.4522?
15.57085 23.73101 18.42131
15.54326 23.77418 18.41173
15.40521 23.69763 18.28440
15.3335? 23.81577 18.26017
15.34260 23.77073 18.26057
15.58118 23.97118 18.47402
15.63778 23.73921 13.47500
15.42135 23.86388 18.3412?
15.27483 23.27863 18.0715?"
15.33005 23.40355 18.14714
15.40343 23.92270 18.3427?
15.37571 23.40788 18.18363
14.97237 22.97242 17.75473
14.97767 23.15732 17.82543
15.05749 23.12582 17.8617?
15.06702 23.18270 17.88447"
14.95855 23.14731 17.77128
14.9E 6? 23.04467 17.78133
15.28133 23.62344 18.17719
15.31367 23.61479 18.17125
14.90^3 22.77207 17.6462?
14.;9/1?0 22. 54223 _1.7. 63730
14.92701 22.70328 17.64853
14.97898 22.69876 17.70104
15.0^20 22.87347 17.80025
15.18695 23.13829 17.96507
14.99192 23.09275 17.802T3
15.09227 23.2821? 17.93061
-------
11
Table IV
Test
4
5
6
7
3
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
27
23
29
30
31
32
33
34
35
•'36'"
36
37
38
39
40
41
42
43
0
0
0
0
0
0
0
0
0
0
0
1
1
0
0
0
0
0
0
3
3
0
0
0
0
0
0
0
0
0
0
5
5
"6"
0
0
0
0
0
0
0
0
Test
Oil
Odomr
,0
,0
,5
,0
,0
,0
,0
.0
,0
21938.0
21971.0
23025,
23058,
24130,
24167.0
25218.8
25251.0
26305.0
26338.0
28391.0
28457.0
28507.0
28540.
28593.
23645,
28800.
28833.
30890.
30943.0
30997.0
31030.0
31084.0
31118.0
31300.0
31387.0
31440.0
31473.0
31801.0
31835.0
33889.0
33955.0
~34~127l6"
34127.0
34161.0
34214.0
34275.0
34429.0
34482.0
34786.0
34817.0
Vehicle Test ?leet
I Test Vehicle M
General Motors 231 CID
Fuel Economy (MPG)
Carbon Balance rnmK
_FTP nm
I/. 24278
17.69323
17.69785
17.68606
17.44917
17.73361
18.05596
18.04599
17.89666
17.60297
17.49541
17.68138
17.79952
17.92730
17.85172
18.04247
17.95321
18.04476
18.01644
17.84296
17.74580
18.06701
17.74880
17.97640
17.94987
17.96443
18.08823
18.25763
18.19043
18.28534
18.33447
— -
•»T L'T-'T*
24^561
25.30644
25.71751
25.85920
25.74098
25.77699
26.25950
26.61313
26.20760
25.4554?
25.58?25
25.57281
26.09986
26.23649
25.95308
26.47978
25.69550
26.66829
26.63964
25.95443
26.16845
26.48652
25,84042
26.19961
26.30858
26.34002
25.91903
26.55034
26.67836
26.67260
26.3545J
20.03058
20.60885
20.58671
20.61861
20.40734
20.63047
21.00951
21.10442
20.87570
20.44043
20.39887
20.53262
20.77224
20.90688
20.76915
21.06251
20.76931
21.11766
' 21.08824
20.76302
20.75139
21.08281
20.66005
20.93298
20.94435
20.96422
20.93440
21.24346
21.22994
21.29926'
.2 1.38804 _
'i
i
•
.
i
i
Volumetric
16.82788
17.31217
17.21299
17.-35792
17.17177
16.94433
17.21420
17.21740
17.18708
17.14336
17.18702
17.08697
17.23571
17.44156
17.24553
17.56300
17.44212
17.31768
17.36212
17.29858
17.22320
17.46724
17.21115
17.47020
17.35791
17.48391
17.51172
17.60289
17.59729
17.70249
17.62840
17.65955
J2.A5963.
17.37427
17.87427
17.70430
17.50316
17.49950
17.58593
17.49881
17.75393
17.69177
24*^70
25.79733
25.59598
25.8028?
25.71606
25.12792
25.64001
25.83457
25.63820
25.56735
25.3354?
25.36614
25.67034
26.11712
25.69561
26.21990
25.39743
26.22698
26.2539?
25.80951
25.77373
26.16955
25.73527
26.02514
25.95657
26.02722
25.69917
26.13067
26.41927
26.13258
26.17258
26.25146
Comix—
19.70563
20.31974
20.18836
20.35593
20.19054
19.85404
20.2015?
20.25811
20.18053
20.12762
20.1010?
20.16717
20.22636
20.50695
20.24085
20.42776
20.4460?
20.44264
20.48408
20.31284
20.24566
20.54102
20.22581.
20.50308
20.39880
20.51405
20.44244*
20;
-------
12
Table V
Vehicle Test Fleet I Test Vehicle #5
General Motors2.8 litre
Fuel Economy (MPG)
it Test
Oil
1
4
5
6
7
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
-y -7
33
34
35
36
37
*j n
38
39
40
41
42
43
44
0
0
6
0
0 :
0 '
o
0
o
0
0
1
0 ;
o ;
0
o
o
o
3
3
o
o
0
0
o
o
o
o
o
5
5
o
o
o
0
o
o
o
0
Odomr
Carbon Balance •
(miles) FTP
13592.6
15788.0
15823.0
16928.8
16963.3
18083.0
18118.0
19225.0
19281.0
20339.0
20374.0
22440.0
22475.0
22532.0
22567.0
22623.0
22658.0
22819.0
22871.0
25012.0
25070.0
25125.0
25159.0
25256.0
25291.0
25528.0
25363.0
25626.0
25661.0
f\ C Of 1 A
L J7 / I . 0
26006.0
28037.0
28071.0
28227.0
n ft^ i *> A
2o262« 0
28343.0
28378.0
28536.0
28571.0
28878.0
28915.0
19.
19.
19.
19.
20.
20.
20.
20.
20.
20.
20.
19.
20.
20.
20.
20.
20.
20.
20.
20.
20.
19.
19.
19.
19.
19.
19.
19.
19.
20.
20.
59890
23003
42509
94508
22266
34796
36913
12183
32852
19446
33594
96839
07827
24288
19550
09707
31424
27827
02111
22385
04485
81637
74065
83602
90214
62562
61629
62784
66779
55841
51958
HFET
25.
26.
26.
27.
27.
27.
27.
27.
27.
26.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
27.
26.
27.
28.
28.
93365
10926
81752
21581
44160
42631
46373
38427
47057
93089
49917
68229
37630
68220
70643
47528
57172
49243
00108
89929
49973
52451
11793
18791
43216
05318
30391
70904
29221
36096
19759
Comb .
22.
21.
22.
22.
22.
23.
23.
22.
23.
22.
23.
22.
22.
23.
23.
22.
23.
22.
22.
23.
22.
22.
22.
22.
22.
22.
22.
22.
22.
23.
23.
01927
81674
17591
67048
93806
02167
04844
34863
02198
75591
03626
83135
81523
02769
00146
85948
04377
99339
65673
08133
82987
67373
49442
58417
70698
39215
46228
28678
49581
46320
38499
1
FTP
19.12502
19.23445
19.50036
19.65094
19.72253
19.77383
19.84992
19.79732
20.01967
19.82949
19.69079
19.67841
19.55631
19.32089
19.82871
19.71808
19.87366
19.75193
19.77017
19.80512
19.69969
19.43744
19.61202
19.48675
19.61611
19.22315
19.22840
19.38650
19.32691
18.98497
19.07666
20.04307
19.95985
19.50112
19.50635
19.60359
19.45743
19.55356
19.43193
19.68505
19.68986
Volumetric
HFET
26.19904
26.96130
27.25126
27.37323
27.41983
27.30603
27.51673
27.43402
27.77898
27.56314
27.21564
27.61757
27.44760
27.66005
27.71928
27.52329
27.64886
27.46321
27.38409
27.79077
27.62320
27.39829
27.37306
27.34587
27.36269
26.94673
27.16976
27.13392
27.21069
26.75716
26.97983
27.36616
27.74742
27.25333
27.33210
27.19402
26.98749
27.01589
27.16960
27.51747
27.33757
COMB.
21.77020
22.08231
22.36256
22.50838
22.57419
22.57622
22.69350
22.63236
22.89783
22.69497
22.48887
22.60225
22.46243
22.71826
22.74188
22.60246
22.75294
22.60861
22.59755
22.74639
22.61938
22.36122
22.48023
22.38129
22.48003
22.06972
22.14053
22.24463
22.22452
21.83969
21.97311
22.94129
22.84311
22.36373
22.39135
22.41939
22.25128
22.32904
22.28832
22.57682
22.52356
-------
13
Table VI
Vehicle Test Fleet II Test Vehicle
Chrysler Corp. 225 CID
Fuel Economy (MPG)
st
1
2
3
5
6
7
8
9
10
11
12
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28 .
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
Test
Gil
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
4
4
0
0
0
0
0
0
0
0
6
6
6
6
6
6
0
0
0
0
0
0
0
0
Odomr
(miles)
10552.0
12609.0
12665.0
13896.0
13931.0
14984.0
15019.0
16073.0
16108.0
17163.0
17198.0
17353-.0
19384.0
19441.0
19479.0
19553.0
19558.0
19726.0
19761.0
21812.0
21846.0
21925.0
21959.0
22015.0
22070.0
22226.0
22281.0
22586.0
22641.0
24697.0
24757.0
26944.0
26978.0
27035.0
27069.0
27125.0
27159.0
27215.0
27250.0
27380.0
27415.0
27704.0
27772.0
Carbon Balance
FTP
18.86407
19,39983
19.57179
19.94408
19.86782
19.99440
19.72694
19.65076
19.78352
19.69878
19.77508
20.11456
19.87290
20.09906
19.94521
20.24932
19.77712
20.10511
20.01291
20.56999
20.60471
20.23877
20.23950
20.02007
20.26371
20.49264
20.32649
20.56209
20.32016
19.71461
20.29702
20.05655
20.07609
HPET
26.73510
27.64518
27.45684
27.38454
27.45884
27.90926
27.78512
27.61810
27.37029
27.51728
27.54946
27.92889
27.39964
28.20933
28.22273
27.40824
27.66322
28.01073
23.12280
28.27977
28.13926
27.81365
27.75166
28.02600
28.25728
28.29366
28.96285
28.37116
28.32105
28.12028
28.28048
28.11757
27.92555
Comb.
21.74492
22.40723
22.47645
22.72224
22.69060
22.91928
22.68789
22.58234
22.60291
22.58669
22.65158
23.01193
22.67602
23.08582
22.97787
22.94640
22.68757
23.03007
22.99722
23.44643
23.42754
23.06557
23.04688
22.97321
23.21952
23.39536
23.47670
23.46898
23.27966
22.77864
23.25062
23.02731
22.98320
i
FTP
18.41485
'18185293 ~
18.92489
19.07766
18.99680
19.02857
18.65540
18.67131
18.81897
18.68926
18.85762
19.06384
18.87771
19.23524
19.03644
19.27766
18.86379
19.15960
19.13583
19.70891
19,30806
\
191.22868
19.27118
19.28188
19.42155
19.42556
19.46515
19.48413
19.45032
19.54868
19.38444
18.71001
18.85910
19.19186
18.95693
18.47222
18.40706
18.41154
18.48914
18.60452
18.54949
18.64074
18.69316
Volumetric
HFET
26.97067
27!i 43158"
27.34166
27.29556
27.36635-
27.78954
27.63684
27.02654
26.71783
27.26405
27.53774
27.09326
27.39201
27.51091
28.30540
27.82688
28.06074
28.31449
28.16664
28.18860
27,:; 77486
27.59294
27.42177
28.49599
27.99237
27.81288
27.87464
27.30713
27.31422
27.96783
28.24114
27.17977
27.52191
27.95591
27.65734
26.54670
26.79123
26.63150
26.30434
26.79085
27.47081
27.22668
27.02920
Cdmb.
21.63625
~2f.~9465Y
21.76805
22.06740
22.02848
22.17440
21.850-70
21.68856
21.70630
21.77041
21.97458
21.97750
21.94742
22.24470
22.32642
22.37044
22.12730
22.42195
22.39976
22.77459
22.74372
22.26595
22.24677
22.56528
22.52513
22.47557
22.52236
22.36770
22.34532
22.61175
22.56954
21.76162
21.971.15
22.34397
22.08358
21.40150
21.42412
21.38127
21.48876
21.57054
21.72423
21.72346
21.70554
-------
14
Table 711
Vehicle Test ?leet II Test Vehicle //8
?ord Motor Co. 302 GID
Fuel Economy (MPG)
Test
it
t
3
4
5
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
23
24
25
26
27
28
29
30
31
32
33
34
35
Test
Oil
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
0
0
0
0
4-
4
0
0
0
0
0
0
0
0
Odomr
(niles)
9093.0
11242.0
11321.0
12379.0
12468.3
13527.0
13562.0
14665.0
14741.0
15796.0
15847.0
17902.0
17952.0
18008.0
18062.0
18118.0
18152.0
18322.0
18356.0
20132.0
20167.0
20167.0
20256.0
20290.0
22258.0
22321.0
22376.0
22410.0
22466.0
22499.0
22656.0
22691.0
22996.0
23030.0
Carbon Balance
FTP
15.50551
15.38019
15.77683
15.99066
16.11205
16.17042
16.11862
16.08126
16,20290
16.14748
16.1061?
15.30038
15.85955
15.96425
15.86521
15.80498
15.90782
15.74772
15.80656
14.95155
14.79207
14.79207
15.41463
15.50739
16.16072
16.14491
HFET
20.41975
21.46012
21.19962
21.29415
21.34788
21.85818
21.34405
21.64425
21.87833
21.64950
21.77838
21.00693
21.14987
21.49644
21.27608
21.32709
21.39495
21.24715
21.25370
19.85298
20.11623
20.11623
20.69089
20.62692
21.61105
21.81706
Comb.
17.38866
17.98449
17.82911
18.00905
18.11071
13.31503
18.11424
18.18445
18.34430
18.23403
18.24450
17.78385
17.87114
18.05521
17.91551
17.88938
17.98329
17.82372
17.86721
16.32026
16.79202
16.79202
17.41278
17.45716
18.22761
18.28404
i
Volumetric
FTP
15.33889
15.79885
15.73994
15.93705
15.81582
15.79583
15.70863
15.69355
15.30788
15.81707
15.77126
15.28192
15.18162
15.45137
15.33612
15.26390
15.48641
15.29771
15.29476
14.63452
14.44323
14.44323
15.07711
15.08187
15.63583
15.68194
15.43889
15.50816
15.51992
15.37926
15.45138
15.55275
15.54507
15.52457
IHFET
21. 12211
21.81695
21.74147
21.70119
21.62701
21.58787
21.45400
21.56344 .
21.54678
21.43167
21.58735
20.77802
20.94845
21.32039-
21.12665
21.16158
21.28157
21.05746
21.13418
19.84547
20.05791
20.05791
20.60814
20.49574
21.47500
21.67777
21.4231?
21.54150
21.42597
21.39900
21.30498
21.43488
21.52000
21.32822
Comb.
17.47437
18.03770
17.97244
18.10054
17.79184
17.96544
17.36107
17.88432
17.94056
17.73095
17.96141
17.34674
17.32823
17.63603
17.49378
17.4527!
17.64712
17.4450?
17.46647
16.57542
16.5247?
16.52479
17.16242
17.11643
17.31571
17.91126
17.65861
17.74462
17.71765
17.60823
17.63129
17.74372
17.76459
17. 49083
-------
15
Table VIII
Vehicle Test ?leet II Test Vehicle
General Motors 2.8 litre
Fuel Economy (MPG)
it Test Odomr
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
25
26
27
27
28
29
-• /\
30
34
31
32
33
35
36
37
38
39
40
Oil
0
0
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
4
4
0
0
0
0"
0
0
0
0
0
0
0
6
6
0
0
0
0
0
0
0
(miles)
14781
16831
16866
17923
17958
18040
19117
19151
20207
20260
21341
21375
23432
23467
23577
23612
23668
23703
2385?
23894
25980
26014
26071
26106
26182
26182
26217
26252
26409
: 26444
26784
: 26842
: 27139
2889?
28?56
29107
29230
29286
29443
29478
29803
29860
.0
.0
.0
.0
.0
.1
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0
.0 '
.0 .
.0
.0
.0
.0
.0
.0
.0
.0
.0 •
.0
.0
.0 . "
FTP
17.04750
18.45108
18.45986
18.72799
18.33701
18.68792
18.83572
18.62666
18.69590
18.67426
18.64778
18.63514
18.63671
18.62679
18.77225
18.57820
18.88793
18.70616
18.81435
18.8298?
18.34677
1?. 17279
19.36184
19.25954
18.34814
18.38414
Carbon Balance
HFET
21.
25.
24.
25.
24.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
25.
26.
26.
26.
'26.
25.
51800
12114
34421
42767
44204
62153
69537
49494
39322
76109
62472
36668
68874
75970
59299
40788
69712
58161
99821
71416
67780
29496
50197
26843
06839
97571
18
20
20
21
20
21
21
21
21
21
21
21
21
21
21
21
21
21
21
21
21
21
22
21
21
21
Cotab.
.80565
.95481
.37367
.24718
.65907
.27925
.40745
.19626
.21365
.31264
.25160
.31695
.26346
.27818
.33037
.13466
.44505
.27984
.48602
.40916
.40980
.33404
.03310
.38754
_. ... _ ^
.53182
.52906
FTP
17.66146
18.24505
18.17913
18.36536
18.10148
18.30003
18.43262
18.47229
18.27509
18.49708
18.19749
18.29311
18.28799
18.18838
18.32694
18.22472
18.52011
18.31562
18.55617
18.45570
18.65254
18.93177
18.86710
18.74274
18.26957
18.26957
18.45950
18.55467
18.42312
i 18.50013
18.42577
18.48314
18.32971
18.57274
18.43303
18.46255
18.31288
18.31043
18.17700
; 17.95163
17.88788
. 18.02129
Volumetric
HFET
24.87005
25.38764
~ 25. 53441 "
26.22981
25.63262
25.93197
26.22?88
25.8?443
25.40413
26.15784
25.7?794
25.9804?
26.08381
25.87246
25.33584
25.5?504
25.95571
25.66332
26.12442
25.88603
25.87329
26.43062
26.51454
26.24008
25.1?3?4
25.19394
26.03653
25.30785
25.35261
25.97736
25.35304
2 5-. 37 100
25.13374
26.10153
25.98622
25.27401
25.55816
25.40296
24.96616
24.90980
24.3487?
25.18723
Comb .
20.31063
21.04024
20.3~8d"53
21.22974
20.85941
21.0?362
21.27?12
21.20775
20.91645
21.30485
20.9787?
21.102??
21.12783
20.99425
21 .03453
20.9378?
21.26091
21.02592
21.33788
21.19318
21.3314?
21.70261
2T. 68112
21.50814
20.84804
20.84804
21 .24U8-
21 .24104
21.15?48
21 .16153 •
21.05545
20.87241
21 .3-4 JOS
21 .20684
21.01066
20.99058
20.94154
20.71147
20.53259
20.46806
20.6672?
-------
16
Table IX
Vehicle Test Fleet II Test Vehicle #10
General Motors213 CID
Fuel Economy (MPG)
>St
2
3
4
6
7
3
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
fa W
26
27
28
15
^ u
29
30
31
32
33
34
35
W w
36
37
38
39
40
41
Teat
Oil
0
0
0
0
0
0
0
0
0
0
2
2
0
0
0
0
0
0
0
4
4
0
0
0
0
0
o •
0
0
0
6
6
0
0
0
0
0
0
0
0
Odomr
(niles?
18921.8
20621.0
20656.0
21805.0
22862.0
22897.0
23981.0
24016.0
25067.0
25103.0
27183.0 -
27218.0
27355.0
27390.0
27447.0
27482.0
27641.0
27676.0
27734.0
29816.0
29852.0
29992.0
30049.0
30105.0
3016KO
30316.0
30316.0
30351.0
30660.0
30695.0 -
32755.0
32790.0
32938.0
32994.0
33051.0
33108.0
33261.0
33296.0
33605.0
33640.0
Carbon Balance
FTP
17.60104
18.25221
18.08038
18.65235
18.43917
18.40290
18.38255
18.36399
18.53833
18.68121
18.69036
18.76198
18.61541
18.26954
18.38580
18.36369
19.04753
18.55281
18.72389
19.18584
19.18743
18.51116
. 18.43002
HFET
24.06087
24.38469
24.35719
24.56590
24.42939
24.53374
24.19443
24.41417
24.37401
24.78084
25.36060
25.21472
24.84543
24.55065
25.03741
25.15181
25.43168
25.04223
25.09554
25.45040
25.40465
24.30041
24.75364
Conb.
20.01973.
20.58141
20.45210
20.91833
20.72614
20.73455
20.61048
20.66891
20.93827
21.00817
21.19947
21.20382
20.98310
20.64656
20.88228
20.90224
21.47324
21.00189
21.13910
21.57571
21.56200
;
\ .
\
\
20.39573
20.82389
i
-_
Volumetric
FTP
17.65101
17.35652
17.81804
18.18211
17.75606
17.97771
17.81107
17.83511
18.05638
18.04793
18.06877
18.04876
18.11791
18.14046
18.13240
18.09770
18.30830
18.23068
18.23702
18.63054
18.64285
18.06223
18.01965
17.86773
17.90563
18.16793
18.16793
18.30907
18.00684
13.06350
17.30972
17.74967
17.72022
17.77765
17.86185
17.76169
18.03731
17.95332
17.93918
17.93658
HFET
24.14750
24.56540
24.51764
24.87075
24.35444
24.52070
24.25301
24.15846
24.57380
24.66687
25.19072
25.06269
24.83106
24.55914
25.03640
24.36818
25.24195
24.93550
25.15168
25.24128
25.22551
24.32394
24.91400
24.57820
24.38687
25.15393
25.15393
25.27459
24.34882
24.84823
24.45326
24.53157
24.51025
24.05923
24.60654
24.57177
25.01144
25.01023
24.75638
24.59180
Comb .
20.08227
20.35850
20.31623
20.68549
20.36351
20.43098
20.22897
20.21629
20.50343
20.52650
20.70266
20.64922
20.62742
20.55833
20.70124
20.62450
20.89057
20.74022
20.81170
21.11961
21.12333
20.58548
20.58276
20.37047
20.49247
20.76284
20.76284
20.90118
20.55352
20.59389
20.29037
20.27156
20.24387
20.14441
20.37503
20.29253
20.62532
20.56444
20.47653
20.42385
-------
Table X
Vehicle Test gleet II Test Vehicle //ll
?ord Motor Co. 2.3 litre
Fuel Economy
st
II
2
3
4
5
6
7
g
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35-
36
37
Test
Oil
0
0
o
0
0
0
0
2
2
0
0
0
0
0
0
4
4
4
0
0
0
0
0
0
0
0
6
6
0
0
0
0
0
0
0
0
Odomr
(miles)
11532.0
13679.0
13713.0
14748.0
14783.0
15836.0
15870.0
17911.0
17946.0
18000.0
18034.0
18089.0
18144.0
18298.0
18332.0
20411.0
20445.0
20499.0
20554.0
20588.0
20642.0
20696.0
20850.0
20884.0
21190.0
21224.0
23290.0
23324.0
23492.0
23547.0
23629.0
23685.0
23825.0
23879.0
24183.0
24217.0
Carbon Balance
FTP
20.
19.
19.
19.
19.
19.
19.
19.
19.
19.
19.
19.
19.
20.
20.
19.
20.
20.
-,.
25975
58807
49811
72717
77628"
81601
95582
42657
23807
98902
93292
93675
76128
23906
27735
74918
52793
36421
20.93778
20.85637
• •4
HFET
27.
27.
27.
28.
27.
28.
27.
27.
27.
27.
27.
27.
27.
27.
27.
28.
28.
28.
28.
28.
22187
20565
12734
03252
40726
03811
96942
52151
63343
81954
46262
12069
51570
78354
69006
31160
81235
56894
17190
34235
Comb.
22
22
22
22
22
22
22
22
22
22
22
22
22
23
23
22
23
23
23
23
.89469
.41198
.32328
.76188 '
.60904
.82849
.90957
.39011
.28474
.38812
.73841
.63481
.63134
.05645
.05466
.36038
.57875
.38660
i
i
f
.67330
.66969
1
i
\
1
Volumetric
FTP
19.46484
19.01309
18.93127
19.11210
19.15469
19.23658
19.15005
18.73994
18.42094
19.32386
19.30212
19.14382
19.19817
19.46967
19.13912
19.26282
19.77347
19.78608
19.65176
19.99223
19.70283
19.72549
20.15039
20.11064
20.18595
20.27883
20.15549
20.15634
18.32163
19.33956
19.33210
19.99016
19.96906
19.95611
19.70771
19.84841
HFET
26.98050
26.99416
26.91025
27.60663
27.32989
27.70531
27.57294
27.19941
27.23708
27.548?1
27.22695
27.02730
27.15951
27.46605
27.40841
27.94426
28.17951
23.03665
27.7737?
27.80522
28.04206
27.76728
28.24020
23.19261
28.19358-
28.34875
27.90627
27.92866
27.63499
27.87336
27.94988
28.25757
28.22847
27.99021
27.60634-
27.70318
Comb.
22.25448
21.93093
21.34612
22.18376
22.13414
22.30464
22.20205
21.78955
21.56152
22.32302
22.21135
22.03627
22.11541
22.40498
22.14581
22.393-46
22.33935
22.80620
22'. 62974
22.38608
22.74687
22.68T48
23.1323d
23v08?19
23,14400
23.25820
23.03444
23.04191
21.97542
22.42979
22.8t383
23.02107
22.99698
22.91605
22.62011
22 ;75 124
-------
18
Candidate Oil
1
2
3
4
5
6
Table XI
Percent Change in Fleet Fuel Economy
Volumetric Combined MPG
HRDF
(-0-82
C-)-96
(+)2.43
HRSF1
1QO HR
C-)-87
250 HR
C-).66
Candidate Oil
1
2
3
4
5
6
Table XII
Percent Change in Fleet Fuel Economy
Volumetric FTP MPG
HRDF
(-)l.OO
'(+)!. 68
HRSF1
C-)-99
100 HR
(-)i.oi
250 HR
(+)3.27
Candidate Oil
1
2
3
4
5
6
Table XIII
Percent Change in Fleet Fuel Economy
Volumetric Highway MPG
HRDF
C-).39
(+)2.26
HRSF1
100 HR
250 HR
-------
Table XIV
Tabulated FEO Summary
Volumetric FTC and Highway MPC
Vehicle II CO*
1
2
3
4
5
7
8
9
10
11
1
2
3
4
5
7
8
9
10
a
i
2
3
4
5
7
8***
9
10
11
1
1
1
1
1
2
2
2
2
2
3
3
3
3
3
4
4
4
4
4
5
5
5
5
5
6
6
6
6
6
ZOver Trend Line*
FTP
(O1.25
(O1.80
(O .51
(O1.03
(O1.05
(O .44
(O1.33
(O .81
(O .40
(O3.54
(O2.00
(O .28
(O1.69
(O .85
(O .83
(O3.24
(O3.57
(O1.92
(O2.19
(O1.95
(O2.67
(O6.04
(O .20
(O .95
(O .13
(O1.20
(O .04
(O3.13
(O3.06
HWY
(O .85
(O .62
(O .53
(0 .76
(O .12
(O2.27
(O1.72
(O .43
(O1.29
(0 .55
(O2.62
(O3.42
(O .96
(Ol .31
(O .09
(O .54
(O3.43
(01.11
(O1.06
(O2.44
(O2.91
(OB. 38
(O .42
(O .22
(O .05
(O1.17
(O .69
(O2.60
(O1.46
HRDFZ HRSF1Z
FTP
(-) .83
(O1.66
(O .42
(O1.05
(O1.05
(O .87
(Ol .06
(-) .21
(O .39
(O3.94
(O .61
(O1.95
(O1.94
(O1.03
(O .47
(O2.57
(O1.15
(O .10
(O3.20
(0 .21
(O2.67
(O1.33
(O2.42
(0 .73
(O2.55
(03.33
(O .58
(O .17
(O5.64
HWY
(-) .74
(O .73
(O .05
(-) .54
(O5.71
(O2.38
(O1.70
(O1.02
(O1.75
(O .62
(O .60
(O1.65
(O2.ll
(O .62
(O1.16
(O1.72
(O .44
(O .86
(O1.47
(O1.15
(O1.97
(O .71
(O4.31
(O .69
(O1.88
(O4.10
(O3.23
(t) .86
(O .59
FTP
(O1.63
(O .30
(O .14
(O1.95
(O .90
(O .53
(O .94
(O .99
(O .31
(O3.12
(O .93
(O1.27
(O1.43
(O1.45
(O .34
(O2.06
(O1.30
(O1.49
(O4.02
(O .33
(O2.65
(O .62
(O2.23
(O .90
(O2.41
(O3.27
( + H.04
(O .18
(O1.21
HWY
(O .32
(O .77
(O .40
(O1.13
(-) .19
(O2.51
(O1.69
(O .64
(0 .70
(O .46
(O1.10
(01.32
(O .80
(0 .77
(O1.27
(-) .93
(O .76
(O .90
(O2.03
(O .73
(O1.81
(O1.49
(O4.ll
(O .83
(O2.64
(O3.92
(O2.21
(-) .39
(-) .67
100 mi
FTP
(O1.19
(O3.05
(O1.03
(O1.03
(0 .73
(O1.06
(O .42
(O1.47
(-) .97
(O3.90
(O1.66
(O .64
(O4.16
(O1.92
(O2.04
(O1.58
(O .96
(O1.73
(O2.14
(O1.79
(O2.23
(Ol.ll
(O1.13
(O .67
(O2.61
(O2.61
(O2.42
(O1.21
(O .97
le HRZ HRSF2Z
HWY
(-)l
(01
(O
(01
(O
(03
(Ol
(O
(0
(O
(O2
(0
(03
(O
-------
Table XV
Tubulated FEO Summary
Combined MFC
Vehicle * C01*
1
2
3
4
5
7
8
9
10
11
1
2
3
4
5
7
8
9
10
11
1
2
3
4
5
7
8***
9
10
11
2
2
2
2
2
3
3
3
3
3
4
4
4
4
4
ZOver Trend Line*
Vol.
(-H.12
(-)1.'28
(4) .53
(-) .96
(-) .71
(-)1.08
(-H.44
(-) .34
(4) .25
(-)2.44
(4)2.20
(-H.04
(4)1.45
(-)l .04
(-) .39
(4)1.88
(4)3.55
(4)1.64
(4)1.80
(4)2.16
(4)2.72
(4)7.03
(4) .29
(4) .51
(-) .11
(4) .37
(4) .30
(-)2.90
(4)2.50
C.B.
(-H.27
(-)l .76
(-) .35
(^)l .22
(-) .48
(-) .03
(-H.03
(-) .45
(4) .21
* *
(4) .83
(-H.29
(4) .23
(-)l .35
(4) .04
(4)1.39
-
(4) .55
(4)1.91
~
_
-
-
-
-
-
_
-
-
HRDFZ - -
Vol.
(-) .80
(-J1.32
(-) .26
(-) .87
(-) .87
(-H.40
(-H.29
(4) .24
(4) .40
(-)2.66
(4) .40
(4)1.32
(4)1.75
(-) .51
(4)1.17
(4)2.30
(4) .91
(-) .36
(4)2.61
(-) .62
(4)2.41
(4)1.10
(4)2.98
(-) .71
(4)3'.61
(4)1.57
(4) .43
(O3.76
c . B-:
-H.91
-)l .85
-) .58
-) .89
-) .83
(-) .82
(-) .88
(4) .18
(4)1.86
(-)2.08
(-) .18
(4)2.00
(4)2.63
(-) .55
(4)1.64
(4)1.65
-
(-)l .54
-
—
_ .
-
-
-
-
-
_
-
-
HRSF1Z
Vol.
(-H.15
(-) .47
(4) .23
(-H.66
(-) .64
(-H.24
(-)1.21
(-) .39
(4) .06
(-)1;81
(4) .79
(-) .23
(4) .95
(-) .84
(4)1 .12
(4) .99
(4)1.14
(4)1 .30
(4)3.38
(-) .43
(4)2.34
(4) .95
(4)2.88
(4) .88
(4)2.49
(4)3.51
(4)1.47
(-) .26
(4) .53
C.B.
(-H.40
(-) .61
(4) .01
(-M.26
(-) .56
(4) .12
(-) .60
(4) .04
(4)1.48
(-H.31
(4) .74
(4) .70
(4)1.41
(-) .87
(4)1.37
(4)1.47
-
-
-
-
_
-
-
-
-
-
_
-
-
100 mile HRZ
Vol.
(-H.14
(-)2.3l
(4) .71
(-M.30
(-) .31
(-)l 95
(-) .68
(-) .96
(-) .66
(-)2.69
(4)1.74
(-) .29
(4)3.16
(-) .97
(4)2.61
(4)1.20
(4) .99
(4)1.47
(4)1 .39
(*)2.11
(4) '.88
(4)1.69
(4) .76
(4)2.62
(4)2.55
(4)3.17
(-)1.55
(4) .35
C.B.
(-)l
(-)2
(-)
(-)2
(-)
(-)
(-)
(-)
(4)
(-)3
(4)1
-
(4)3
(-)
(*)2
(4)
-
.
-
—
_
-
-
-
-
-
_
-
-
.14
.60
.15
. 14
.01
.74
.10
.83
.62
•»2
.32
.72
.92
.36
.004
HRSF2Z - -
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_
• -
-
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-
-
-
-
-
-
(4)1.29 (4)1.16
-
(4)3.16 (4)3.72
(-H.90 (-)2.26
(4)2.01 (4)2.52
-
-
-
-
V -
_ _
-
-
-
-
-
_ —
-
-
250 Mile
Vol.
_
-
-
-
-
-
-
-
-
-
(4)2.41
(-) .58
(4)3.66
(-H.97
(4)3.55
(4)1.84
(4) .77
(4)2.93
C4)2.76
(-)2.80
(4)1.99
(4) .14
(4)1.75
(-) .42
(4)1.49
(4)2.30
(4)3.44
(-) .85
(4)1.55
HRZ
C.B
_
-
-
-
-
-
-
-
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-
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-
-
-
-
-
-
-
-
.
-
-
-
-
-
__
-
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*Trend line established through all HR testa up to CO'a #3 and 4.
***Vehicle taken out of program.
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FED NDN-CRRRYDVER 5UMMRRY
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Figure 2
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FED N
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Figure 2
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FED NDN-CRRRYDVER 5U.MMRRY
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MRC I/I5/BI
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21 .5
21 .3
21 . I
20.3
20.7
20.5
20.3
20. I
13.3
13.7
13.5
13.3
13. I
IB.3
IB.7
IB.5
FED DRTR FDR VEH #1 (PINTD)
VDLUMETR I
-------
23.5
23.3
23. I
2B.3
2B.7
2B.5
2B.3
2B. I
27.3
27.7
27.5
27.3
27. I
26.3
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FED DRTR FDR VFH tl (PINTD)
VDLUMETRIC HIEHNRY MPE
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X
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12000
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DDDMETER
MRC \/ 7/HI
Figure 6
-------
2S.H.
2S.2
2S.0
2H.B
2H.B
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26000
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MRC 1/7/BI
-------
IB.0
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17.2
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FED DRTR FDR VEH 12 (R5PEN)
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DDPMETER
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2H.2
24.0
23. B
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P-DP METER
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Ficure 9
-------
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19.4
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MHC I/ 7/BI
Figure 10
-------
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Figure 11
-------
25.0
24.8
24. B
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Figure 12
-------
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13.2
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Figure 13
-------
13.0
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32000
34000
3B000
MHC
-------
27.0
26. B
2B. B
2B.H
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26.0
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DDDMETER
MRC
-------
22.0
21 .8
21 .6
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23000
31000
DDDMETER
MRC l/a/BI
-------
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DDDMETER
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-------
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24.0
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X
4- MR a \ L
X XBNDIDHTE DIL
Q HRSF I
O I00HR
A 250HR
20000 22000
MRC l/a/BI
-------
20.0
19.B
19.B
19.H
19.2
19.0
IB.B
IB.E
IB.M
IB.2
IB.0
17.B
17.B
17.H
17.2
17.0
FE
DRT
VD
=1 - VEH 19
UMET
1 C FTP MP
)
INTERCEPT=
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CDEF. OF DET.
I7.9I7HII
0.000020
0. IGBH7I
4- HR D I L
X CHNDIDRTE PIL
A HRI>F
0 HRSFI
<> IBHHR
A 25OUR
I 5000
IB000
20000
22000
2H000
2B000
2B000
30000
32000
PD-P METER
MRC
-------
2B.0
27. B
27.6
27.H
27.2
27.0
26. B
26.6
26.H
2B.2
26.0
2S.B
25. E
2S.4
2S.2
2S.0
FED
V
D
D
FIT
LU
V
R - VEH #B (CI.THTIUN)
ETRIC H 1 EHNRY
INTERCEPT^ 2S.0BSB2B
5LDPE« 0.000000
CDEF. PF DET. « 0.00000S
A
X
PE
4- + 4-
+ 6
Xt-
fr
B*
jfe_ *{—*—*
X
X
4* «R DIL
OI
F
lRBFI
A W
H Hll
DIL
15000
IB000
20000
22000
2H000
2B000
2B000 *
PDDMETER
32000
MRC I/a/Hi
-------
rrn FNPTP \/r -H-P fr
r L v H 1 H VL Hfilvv.
VPLUMETR 1 C 0.000014
CQEF. OF DET. « 0.0BIBB2
B000 IB000 20000 22000 24000 2GH00
rmnMFTFR
TflT flKh
II IN )
> MPE
X
x
^
A*
+ HR OIL
X 4RNDIDHTE
0 HRSn
<> I00HR
A 250HR
2B000 30000
MHC
oo
320D0
-------
20.0
IB.B
IB.E
13.4
13.2
13.0
IB.B
IB.B
IB.4
IB.2
IB.0
17.B
17. 6
17.4
17.2
17.0
LU DH I hi - VLM IF I id.
VOLUMETRIC FTP MPE
INTERCEPT"
hSLDPE"
CBEF. OF DET.
17.044027
0.0000H0
0.£0 IE£4
+ HR OIL
x <:HNDIDRTE PIL
A HRDF
0 HRSFI
^ I00HR
A 250HR
20000
22000
24000
26000
2B000
30000
32000
34000
3E000
DDDMETER
!•'i unre 30
MRC I/a/Hi
-------
26.0
2S.B
2S.6
2S.M
25.2
2S.0
2M.B
24. B
2H.4
24.2
24.0
23.B
23. B
23.4
23.2
23.0
EED
VD
)RTfl - VEH t
M
ETRIC
I EH
A
RY
V
V
J
H)
INTERCEPT= 23.I4B032
SLOPE- 0.000061
COEF. OF DET. «= 0.303100
X
A
-f HR D I L
X CHNDIDRTE DIL
A HRDF
13 HRSFI
^ IH0HR
A 2501JR
22000
24000
26000
20000
30000
32000
34000
3B000
DDDMETER
MRC
-------
22.0
21 .a
21 .6
21 .4
21 .2
21 .0
20. 8
20. G
20.4
20.2
20.0
19.B
19.G
13.4
19.2
19.0
FED DflTR - VEH 110 (DMEER)
VOLUMETRIC COMBINED MPE
INTERCEPT«
SLDPE*
COEF. DF DET.
I3.34SB02
0.000047
0.H3E730
'X
t_n
+ HR PIL
X CRNDIPRTE OIL
A HRDF
m HR5FI
4 I00HR
250HR
20000
22000
24000
26000
2B000
30000
32000
34000
35000
DODMETER
Figure 32
MRC 1/3/BI
-------
21 .0
20..a
20. 6
20. H
20.2
20.0
19.B
13.E
13.H
19.2
19.0
IB.B
IB.B
IB.H
IB.2
IB.0
FED
INTERCEPT"
0
V
T
L
- VEH I
LJMETR I F
t3 HRSFI
250HR
12000
IH000
16000
IB0B0
20000
22000
2H000
2B000
2B000
DDDMETER
MRC I/a/Hi
-------
23.0
2B.B
2B.H
2B.H
2B.2
2B.0
27. B
27. H
27. H
27.2
27.0
26. B
26. B
2B.H
2B.2
2E.0
FED DRTR - VEH #1 I OP NTD)
VDLU
METRIC HIEHNNRY MPE
INTERCEPT=
h5LDPE«=
CHEF. DF DET.
1
2E.BBSH7B
0.000027
0.0367BB
Co
+ HR PIL
X CRNDIDHTE PIL
A HROF
0] HR5F I
^ I00HR
A 250HR
I 2000
IH000
16000
10000
20000
22000
2H000
2E000
2B000
DDDMETER
MRC l/g/BI
-------
2H.0
23. B
23. 6
23. H
23.2
23.0
22. B
22.6
22. H
22.2
22.0
21 .B
21 .6
21 .4
21 .2
21 .0
FED DRTR - VEH tlI (PINTD)
VOLUMETRIC COMBINED MPE
INTERCEPT"
l-SLnPE«
COEF. DF DET. «=
2I.3S0223
0.0000MB
0.332H32
4- HR PIL
X CHNDIDRTE OIL
A HRDF
0 HR5FI
<> I00HR
A 250HR
12000 IH000 IE000 IB000 2000B 22000
DOCLMETER
2H000
2B000
2B000
MRC 1/3/HI
T? i r. ., >-,. 't e;
-------
55
EPA RECOMMENDED PRACTICE FOR EVALUATING, GRADING, LABELING Appendix 1
THE FUEL EFFICIENCY OF MOTOR VEHICLE ENGINE OILS
A. PURPOSE; V--'-'-./i.*:V*
The purpose of this procedure is to present a standardized method
for evaluating, grading, and labeling the fuel efficiency of motor
vehicle engine oils.
B. BACKGROUND;
Approximately two years ago, vehicle manufacturers requested EPA
• approval for the use of fuel efficient engine oils in their fuel economy
determination vehicles. The EPA 'response to these requests was that
while we encourage the development of such oils, we could not allow
their use in fuel economy test vehicles until we had assurances that
such oils would be representative of oils used in the national vehicle
fleet*. The stated requirements for acceptance of these oils in fuel
economy test vehicles were:
a. The existance of a generic specification of the oils.
b. That the oils would be readily available in the market-place.
c. That the c'osts of these oils would not discourage their use.
!,' i
d. That vehicle manufacturers would encourage the use of the
oils; e.g. tie their use to the vehicle warranty.
•This EPA recommended practice will provide oil classification based oh
the fuel efficiency characteristics of the engine oils. The classi-
fication is one of the requirements to be met before final efficient
oils, will be permitted for use in the fuel economy test vehicles, and
its adoption will enhance the likelihood that such oils will find
reoresentative use in the field.
* Stork, E.O., EPA letter to Charles M. Heinen of Chrysler Corporation,
January 16, 1973; Hawkins, D.G., EPA letter to Joan Clayfarook, the'
Administrator of the National Highway Traffic Safety Administration,
February 13, 1978.
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56
C. DISCUSSION;
This procedure determines the fuel efficiency characteristics of
rao tor vehicle engine oils. This procedure basically conforms to the
ASTM ."Fuel Saving Engine Oil Test Procedure" which has been drafted but
not published as of February 20, 1980. The ASTM procedure may be
consulted for additional information. This procedure also draws from
the EPA Federal Test Procedure (FTP) and the Highway Fuel Economy Test
(HFET). Both FTP and HFET tests are run on a chassis dynamometer. The
objective is to compare the fuel economy characteristics of a test or
candidate oil with respect to a reference oil in each test vehicle.
.Uniformity of vehicle, dynamometer, ambient conditions, and fuel
measurement techniques is stressed to minimize" test to test variability.
The procedure allows certain options, . but it is emphasized that the
options selected for the reference oil shall also prevail for the
candidate oil(s) in any given vehicle. The data obtained from, the use
of this test method provides a comparative index of the fuel economy
impact- of automotive engine lubricants under repeatable laboratory
conditions in a complete vehicle.
Under this procedure there will be four grades of engine oils based
on fuel efficiency characteristics. These four grades, labeled A, B, C,
and D, are separated as follows:
Grade "A" Classification specifies that (CO - TE) (1.030) (HR)
.Grade "B" Classification specifies that 1.030(HR)\ (CO-TE) )> I.OIO(HR)
Grade "C" Classification specifies that 1.010(HR)\ (CO-TE) )> 0.980(HR)
Grade "D" Classification specifies that 0.980(HR) \ (CO-TE)
Where:
TE = Testing _Error (described below) = LSD__
HR = Fuel economy using High Reference oil (MPG)
CO = Fuel econony using Candidate Oil (MPG)
-------
57
The tests must be run on five specific engines/vehicles (see Section
2.1) in order to represent a significant cross section of high. volume
production cars. These classification criteria have been established
requiring specific percentage level differences from that of the HR oil
to meat specific EPA classification catagories. The required method of
statistically analyzing the data is described in Section 5.
D. TEST PROCEDURE:
1. Reference Oil
A "High Reference" (HR) oil has been established by ASTM for their
proposed test procedure. This same oil will be used in the EPA recom-
mended procedure. The HR oil is a 20W-30 grade, fully formulated lubri-
cant which meets API SE requirements. This oil has fuel economy char-
acteristics very close to median values for 1978 production commercial
10W-30 and 10W-40 SE engine oils.
The HR oil is available from IG&G Automotive Research, 5404 Bandera
Road, San Antinio, Texas 78238. Atten: Reference Oil Sales.
2. Testing Apparatus
2.1 Test Vehicles
The fuel economy tests are run on vehicles which have accumulated
•between 10000 and 80000 miles of normal consumer-type operation. Every
effort should be made to obtain vehicles representative of similar
vehicles in use in the field. Each test vehicle should be examined for
(1) evidence that it has not been maintained to manufacturers specifi-
cations (especially oil changes), (2) evidence of atypical driving such
as racing, mis-fire testing, endurance testing, etc., (3) evidence of
tampering, and (4) evidence of use of non-OEM parts. If such evidence
is noted che vehicle should not be used in this tesc procedure. All
test vehicles will have automatic transmissions. When running this
procedure, a minimum of one of each of the following engines must be
used within the car models specified:
-------
58
Engine
Vehicle
Dynamometer
2.3L, 1-4
Inertia
Weight, Ibs.
Pinto/Bobcat/Mustang 3000
(Capri if 1979 Model or later)
Power Absorber
Load, H.P.
10.3
302CID, V-8
2.8L, V-6
Full Size Ford (LTD, etc.) 3500
or Monarch/Granada/Fairmont/Zephyr
GM "X" Body (Citation, etc.) 3000
or GM "J" Body (Monza; etc.)
11.2
10.3
3.8L, V-6
225CID, 1-6
GM "A" Body (Cutlass, etc.) 4000
Volare/Aspen 3500
12.0
11.2
Some flexibility is allowed in both the choice of car models and the
body styles to increase the availability of cars with these engines.
Every two years these vehicles will be reviewed and if appropriate/ the
test vehicles/engines will be altered to insure fleet representativeness.
These particular cars will be run with the chassis dynamameter inertia
weights and horsepower loadings tabulated above, regardless of vari-
ations which exist in the gross weight and aerodynamic drag of the
actual vehicles used. The same number of engines/vehicles oust be used
from each of the five groups, listed above.
2.2 Chassis dynamometer
The procedure allows use of a chassis dynamometer capable of running
the Federal emissions test driving cycles. To avoid variability in-
casting, any given car must run all dynamometer tests on the same dyna-
mometer, and insofar as possible, operation with the same driver is
recommended. Specifications, guidelines for use, and calibration of
dynamometers information nay be found in 40 CFR Part 86. 113-78.
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59
2.3 Laboratory and Environmental Reauirements
The tests are run on an indoor chassis dynamometer where ambient air
temperatures can, be closely controlled. Prior to each test sequence of
FTP-HFET the test vehicle must soak with the engine off and hood fully
opened in an area adjacent to the dynamometer for a minimum of 12 hours.
The soak area and dynamometer must be maintained at 68° to 74°F. A
narrower spread of ± 2°F is preferred to reduce the test to test vari-
ability. During testing, large variations in the humidity of the engine
inlet air must be avoided. All tests on a test vehicle shall be run at
a humidity within 20 grains ELO/lb. dry air of the first- test on the
vehicle. Comparative tests between the candidate and the reference oil
are not accurate under widely different humidity conditions. The engine
oil and coolant temperatures must be within 2.5*F of the value recorded
prior to the first test of the vehicle before every subsequent test on
that vehicle. Narrowing this range helps minimize the test-to-test
variability.
2.4 Fuel Measurement Systems
During the dynamometer fuel economy tests, fuel will be supplied to
the vehicle from an auxiliary container directly to the inlet of" the
carburetor (or to an equivalant point in the case of a fuel injected
engine). Either carbon balance or volumetric (or both) fuel measure-
ments may be used. The carbon balance method is. described in 40 CFR
Part 86 for 1979 model year vehicles. Exceptions to the Federal Register
procedure are designated in this Recommended Practice (i.e. assigned
inertia weights and AHP settings). The volume-trie fuel flow measure-
ments will be made using a metering system capable of resolving incre-
ments no larger than one cubic centimeter with a measurement coeffieient
of variation of no more than 0.2%. As an example, Fluidyne Model 1250A
and Model 1240A are two units, among others, which meet this
specification*. A number of precautions, as described below, should be
observed in the details and use of the fuel measurement systems.
*The manufacturer of this product is identified to clarify the example
and does not imply.endorsement- of the product.
-------
It is recommended that the fuel supply tanks and fuel measurement
system (if volumetric) be located adjacent to the dynamometer in a
position where heat from operation of the vehicle will have minimal
effect on fuel temperature. Rectangular marine fuel tanks of about 6 to
12 gallon capacity, placed to the side and toward the front of the cars,
work satisfactorily. The fuel and tank, or tanks, should be soaked in
the dynamometer area for a period long enough to insure ambient tempera-
ture before use. The objective is to meter the fuel at as nearly con-
stant temperature as possible during the dynamometer tests to insure
that the fuel temperature noted periodically during the tests are true
values which prevailed for each' period and are not simply transient
.values. Some fuel flow meters (if volumetric) are subject to error in
the presence of excessive vibration of certain frequencies. To avoid
this and perhaps extend the life of the meter, it is preferrable to
place the meter on a suitable stationary mounting.
The following figure illustrates the recommended volumetric fuel
metering and delivery systems. With the carbon balance method, the same.
fuel tanks, temperature measurements and electric fuel pump are required.
The tee connection should be close to the carburetor inlet to purge the
fuel lines of bubbles and to fill the carburetor float bowl before the
fl1
engine is started for test. When making these connections, the fuel
line between the car's fuel pump and the carburetor is blocked off. The
original equipment lines between the car's fuel pump and the gas tank
can remain connected as long as no interconnection exists with the
•metered fuel system. The small, cylindrical type, 12 volt, electric
pumps available from auto supply stores, are recommended for this
application. They are made explicitly for gasoline, they are self
limiting on pressure, have adequate delivery rates and minimize fuel
heating when the vehicle engine is off and the fuel pump is left on to
avoid bubble formation in the fuel lines. Larger pumps may need a
pressure regulator and a thermostatic cooler to maintain the fuel at a
constant pressure and temperature. If a pressure regulator is included.
in the system, it should be permanently sec at an appropriate value
-------
OX KETVM
-------
62
between 3 and 5 psi. Several commercially available meters :are compat-
ible with pulsating flows. If other types of volume meters are used,
this factor should be investigated. Fuel hoses used under the hoods of
vehicles should be standard (heat resistant) fuel line, carefully routed
to avoid the fan, fan belts, pulleys, the exhaust manifolds, carburetor
linkage, etc. Other precautions dictated by fire safety considerations
should be observed in the construction and use of the fuel system in the
indoor location.
2.5 Cooling Fans
A fan with a nominal 24" diameter propeller delivering from 5200 to
5600 CFM is required at the. front of the car for the dynamometer tests.
For any given car, the same fan, or an identical one from the same
manufacturer must be used for every dynamometer test. After the car is
chocked and secured on the rollers, the fan must be placed in the same
relative position with the fan grille touching the front bumper for
every test. A second, 24" diameter fan will be directed under the test
vehicle during the HFET cycles. The radiator cooling fan will remain on
and the hood open during the 10 minute soak in the FPT. Two small high
velocity squirrel cage fans directed at the contact between the front
dynamometer roller and the driving tires are recommended to reduce the
possibility of tire problems. All fans should be in the same relative
position for each test.
2.6 Instrumentation
The following instrumentation is required for the dynamometer
tests:
2.6.1 The majority of the equipment requirements for the dynamometer
and the carbon balance equipment are given in 40 CFR Part 86. Note that
a digital indication of actual rear roll revolutions is used in the
nilage calculations. A dynamometer coastdown timer :'s suggested for
regular dynamometer calibration checks.
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63
A driver's aid having a trace of the Federal FTP and HFET driving
cycles is required. The pointer indicating actual car speed on 'a con-
tinuous basis is driven by the tachometer generator on the rear roll of
dual roll dynamometers. Provisions must be made for two HFET cycle
traces with a period between the first and the second of exactly 13
seconds. Fuel measurements should begin 13 seconds after completion, of
the first HFET cycle.
2.6.2 Thermocouples installed in the engine oil pan drain plug and
in the upper radiator hose are required, with plug connectors to facili-
tate connection to a temperature recorder accurate to IT when the
vehicle is on the chassis dynamometer.
2.6.3 Notation of ambient conditions for each test must be made
including wet and dry bulb temperatures (taken with a psychrometer at
the 24" cooling fan in front of the car on the dynamometer), barometric
pressure, and several thermocouples which should be positioned in the
test cell to observe test cell temperatures.
2.6.4 For both carbon balance and volumetric fuel metering systems,
the observed gravity and temperature of the fuel used for that
particular test must be measured with an API petroleum hydrometer and
recorded. It is preferable to take this measurement in proximity to the
fuel container near the dynamometer since the fuel and the hydrometer
will have soaked to a stable temperature making it easier to obtain an
accurate reading. The hydrometer should be of a type with a narrow
gravity range to improve resolution.
2.6.5 Instrument and equipment calibrations should be checked daily,
or at scheduled intervals, for error in accordance with the manufac-
turer's recommended procedure against standards traceable to the U.S.
National Sureau of Standards, and according to the 40 CFR Part 86' where
applicable. While the dynamometer is being vanned up at the start of a
-------
day of testing, the speed .calibration of the driver's aid should be
checked against the dynamometer speed indicator or by means of a strobe
light or a digital tachometer on the roller which measures speed, and
distance (the rear roller on dual roller units). At the same time,
volumetric fuel flow meters can be checked by placing a second meter in
series with the first one and flowing a quantity of gasoline through
both for comparison of the readings. This will serve as a quality
control check since it is unlikely that both meters would simultaneously
develop directionally similar errors of the same magnitude. Weekly
speed and AH? checks should be run on the dynamometer as described in 40
CFR Part 86. Coastdowns should be run at 3000, 3500, and 4000 lb.
Inertia Weight settings. An absolute calibration should be run on
volumetric fuel meters as recommended by the manufacturer.
3. Preparation for Test . •
3.1 Vehicle Preparation
3.1.1 Forms are included on the following pages enumerating the
general information to be reported for each car used in conducting these
tests and detailing the tune up procedure required before fuel economy
testing is initiated. All adjustments must be in accordance with the
vehicle manufacturer's specifications as shown on the underhood label
and in their respective shop manuals. Any replacement parts must be of
.the original equipment brand and be of the same type, specification or.
part number. Once a vehicle is adjusted and tuned prior to test, sub-
sequent adjustments or changes in the operational characteristics of any
part of the vehicles should be avoided. Repairs may be handled in
accordance with Paragraph 3.1.2.
-------
VEHICLE AND TEST SPECIFICATIONS 55
DATE ' LABORATORY
YEAR/MAKE/MODEL
ASSIGNED VEHICLE GROUP NUMBER:
VEHICLE IDENTIFICATION NO.
ODOMETER
ENGINE TYPE AND Nff. OF CYLINDERS
ENGINE DISPLACEMENT
GARB TYPE AND PART NO.
•DISTRIBUTOR PART NO.
EXHAUST SYSTEM TYPE _
TRANSMISSION
DIFFERENTIAL RATIO
TIRES(1^
MAKE, TYPE, LINE .
SIZE
EQUIPMENT
TYPE BRAKES, FRONT REAR
POWER BRAKES • POWER STEERING
AIR CONDITIONING
CALIFORNIA OR 49 STATE EMISSION CONTROLS
(2)
DYNAMOMETER TOTAL INERTIA WEIGHT USED IN TESTS
(2")
50 MPH DYNAMOMETER HORSEPOWER LOAD INDICATED ACTUAL v '
IDENT. DYNO INSTALLATION USED IN TESTS
(1) Tires cust have a ainimum of 100 ciles of service before starting cast.
(2) Use inertia weight and AHP assigned in 2.1.
(3) The same dynamomecer must be used, and it is recommended that the same
driver conduct all of the casts on any given car.
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66
Vehicle Inspection and Tune-Up
_1. Road test car for satisfactory automatic transmission and proper
tire balance operation.
_2. Check belts and hoses and replace and adjust as necessary.
_3. Check fan clutch (if applicable).
_4. Compression check - if any cylinder is below 70Z relative compression
reject or repair the vehicle.
_5. Install new spark plugs. Gap to vehicle manufacturer's specifications.
J>. Perform oscilloscope or comparable ignition system checkout. Repair
any problems noted.
7. Check that distributor vacuum and mechanical advance are correct.
••
_8. Replaca points and condenser (if applicable).
_9. Check, dwell and dwell variation. Adjust if necessary.
10. Check basic timing at recommended RPM. Adjus.t if necessary to manu-
facturer's specification.
11. Replace fuel filter.
12. Check idle enrichment RPM gain and record (or other idle jet enrich-
ment). Adjust/replace as necessary.
13. Check high and low idle RPM - Adjust as necessary.
14. Check accelerator pump operation. Replace and/or adjust as necessary.
15. Check choke operation and setting. Adjust if necessary.
16. Replace air cleaner element.
17. Check operation of manifold heat valve (if applicable).
18. Check movement of stem of EGR valve when engine is warm. Repair if
necessary.
19. Check for vacuum at EGR when engine is warm. Repair if necessary.
20. Replace PCV. Check for vacuum at ?CV. Repair if necessary.
_21. Check air cleaner thermostatic control. Repair if necessary.
22. Check air pump cox:trol operation. Repair if necessary.
-------
67 ;
_23. Fluid levels. Bring to full mark.
Coolant - record freeze point (maintain during testing)
Brakes
Power steering
. Battery
Transmission
- No additions or changes during the testing
Differential
_24. Install J type thermocouples in the upper radiator hose and
in the engine oil drain plug. Allow for safe road clearance.
_25. Disconnect electic lead to air conditioner compressor clutch.
_26. Change engine oil to reference lubricant _ HR.
Drain used oil hot, install a new filter.
Flush crankcase tvice with HR Oil. A flush consists of charging
with new oil, operating 10 minutes at idle and draining while hot.
A new filter or a filter bypass must be used for every flush.
After flushes, install a new oil filter and fill with new HR Oil.
Fill crankcase exactly to the full mark on the dipstick.
27. Check for any brake drag on driving axle.
_28. Inflate driving tires to 45 psig (use manufacturer's specifications
for road/track mileage accumulation). If any tires fail
during tests, replace with a used tire of the same make,
model, and size from the non-driving axle and subject to the
same preconditioning prior to test. A separate pair of tires
may be used for dynamometer operation only, providing they are
used for every test on the car(s) involved.
29. Install the on-board fuel flow measuring system components to allow
operation of the. car from the laboratory fuel system, feeding directly
into the carburetor inlet (use appropriate alternatives for fuel injected
vehicles) or the vehicle fuel tank using quick disconnect couplings. When
the vehicle is run on the dynamometer using the laboratory fuel system
the fuel line from the vehicle fuel pump to the carburetor must be
blocked off. Block or delete any fuel return line that may exist.
Check entire system for leaks.
30. Prior to che preconditioning run, the carbon canister vent lines must
be disconnected. The line from the canister to the-carburetor must be
disconnected. Reconnect the canister for mileage accumulation.
-------
68
31. Measure HC and CO at idle and 2500 rpm (adjust as necessary).
32. Routine inspection of the vehicle should be done prior to each set
of tests. An Auto Sense sequence 908 or equivalent should be run.
No adjustments should be made during a test sequence.
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69
3.1.2 The foregoing inspection and tuneup will prepare vehicles for
their initial fuel economy tests. It is anticipated that vehicles used
in these tests will be subject to reference runs with the HR oil to the
extent that each will have a statistically reliable trend established
graphically. Examination of this data and periodic inspections of the
vehicles will indicate the need for maintenance. Any maintenance will
be at the discretion of the test laboratory. After a series of tests is
in progress, replacement of failed parts, certain adjustments and cor-
rections of other faults is permissible if certainty exists that this
re-establishes characteristics which prevailed during, previously accept-
able operation of the vehicle. Any maintenance .which could possibly
influence the fuel economy characteristics of•the vehicle must be fol-
lowed by HR oil reference tests to establish whether the trend still
follows the previously established trend or to define the new trend.
4. Procedure
4.1 Preconditioning
Prior to the dynamometer fuel economy tests, the vehicles must undergo a
preconditioning run, followed by a soak period. The preconditioning
operation will be comprised of two consecutive HFET cycles on a chassis
dynamometer. Prior to this schedule, the vent line between the gas tank
.and the vapor canister must be disconnected and both ends left open.
Prior to the preconditioning run fill the vehicle's fuel tank with the
same fuel chat will be used for the dynamometer tests. Upon completion
of the preconditioning run, the vehicle is to be parked immediately in
the soak area and the hood opened. When duplicate fuel economy tests
are conducted on a given car on consecutive cays, the test run will also
constitute a preconditioning run and the car raay be immediately parked
again in the soak area. The duration of the soak period will be between
12 and 24 hours.
-------
4.2 Soak Procedure
Vehicles must be soaked for a minimum of 12 hours with the engines
off and the hoods open in an area with an aaibient temperature range of
68° to 74°F. Narrowing this range to, for example, 68° to 70°F signifi-
cantly reduces the variation in test to test results. .Vehicles, should
be sequenced to start the soak period and start the dynamometer test on
a fixed schedule to insure similar soak times.
4.3 Dynamometer Warm-Up
Prior to starting fuel economy tests on dual roll dynamometers, the
dynamometer must be warmed—up with" a non-test vehicle. If the dyna-
mometer has been out of service over night or for an extended period,
operate a non-test vehicle on the rolls for 20 minutes at 50 mph with an
appropriate power absorption unit loading. Any time the dynamometer has
been out of service between tests for more than one hour or when dif-
ferent inertia weights are selected, a 10 ninute, 50 mph warm-up with-
appropriate loading will be performed. These warm-up periods also
afford opportunity to check the calibration of the driver's aid. Large
single roll dynamometers may require additional warm-up time to estab-
lish thermal equilibrium in the lubricants and bearings which support
the rollers and flywheels.
4.4 Dynamometer Fuel Economy Measurements
4.4.1 Ac completion of the soak period, the vehicle must be pushed
onto the dynamometer and made ready for test without starting the engine.
After positioning the car on the dynamometer, chock the non-driving
wheels and attach the rear safety chain or cable or other restraints in
a uniform way from test to test. Variations fron test to test in the
amount of forward, movement of the car on the rolls during, accelerations
should be minimized. Check and adjust the air pressure in the driving
tires to 45 psi. Position the optional squirrel cage blowers in a
uniform position to cool the contact area between the driving tires and
-------
the power, absorbing roller and turn these blowers on. Be certain the
car's gas tank is at the usual, nearly full level (tanks, are filled
prior to the preconditioning run), the spare tire is in place and that
no additional equipment is in the car which would change the gross
weight or, especially, the weight on the driving axle.
4.4.2 Battery condition and the resulting amount of current supplied
by the alternator during repetitive tests in the same car has been found
to be a significant variable. To avoid this variable horsepower loading
imposed by the alternator and reduce the coefficient of variation be-
tween tests, the option of disconnecting the charging system during the
.dynamometer tests is permissible, providing this arrangement prevails at
all times for both the reference -and the candidate oils in any given
car. No compensating adjustment is made in the dynamometer power
absorption unit horsepower loading. Care must be exercised in dis-
connecting the charging systems and the following directions should be
followed:
(1) Make all disconnections and reconnections with the ignition
system turned off to avoid arcs.
(2) In the Ford 2.3L and 302 cubic inch engine cars, disconnect the
multipin plug on the voltage regulator to disable the charging
system. Connect a conventional garage type battery charger
while' .the car is on the chassis dynamometer. Cut the wire
between the alternator center tap and the electric choke at
about the middle point (for accessibility) and place a push-
together fully, insulated connector in this wire. For the dyna-
mometer test, this connection is broken and a 6^ to 7 volt.B.C.
power supply is connected with the positive lead to the electric
choke and the r.egative lead to ground on the car. Turn this
power supply on immediately after starting the engine for test
(do noc turn it on beforehand) and leave ic on through the
entire tL:st, including the shut-dovns-between cycles.
-------
72
(3) 'in- the Chrysler products with the 225 cubic inch engines,
disconnect the plug on the voltage regulator mounted high on the
right side of the firewall and connect a battery charger to the
battery. The electric choke will continue to function in the
usual way.
(4) In General Motors cars, disconnect the two prong white plastic
connector at the back of the alternator and connect a battery
charger to the battery. Models equipped with an electric choke
receive current from the oil pressure switch and continue to
function in the usual way with the alternator disconnected.
In further preparations for the dynamometer .test, connect the cooling
system and oil pan thermocouples to the laboratory temperature recorder
and record these starting temperatures. The engine oil and coolant
temperatures must be within ±2.5°F of the value recorded prior to the
first test in the vehicle, before every subsequent test in that, vehicle.
Narrowing this range helps minimize test to test variability. Connect
the fuel supply system and turn on the electric fuel pump. Open the
valve at the tee near the carburetor inlet and flow fuel through the
lines to purge them of all bubbles between the fuel measurement
equipment and the carburetor. This will also fill the carburetor float
bowl, replenishing any fuel lost to evaporation during the soak period.
Turn the valve at the tee off so no further fuel can by-pass, and leave
the fuel pump on for the entire duration of the dynamometer test,
including periods when the engine is off. Check the fuel lines for any
leakage and be certain the valve at the tee does not leak fuel to either
the catch container or the fuel supply reservoir. Evacuate CVS bags for
carbon balance method and perform other pretest calibrations as
specified in Federal Register. 36.
-------
/ J
, 4.4-.3. Position the 24" fan in front of the car in a uniform position
for every test on any given car. The screen at the outlet of this fan.
must touch the front bumper. Turn the fan on and leave it on, with the
hood fully open for the entire duration of the test, including periods
when the engine is off. Record the wet and dry bulb temperatures at
this fan and the barometric pressure before starting the engine.
4.4.4 The dynamometer test cycles must be run in accordance with the
following sequence to derive one point on the fuel economy versus
mileage curve which will be developed for each car tested.
Time In
'Seconds
-20 Line purging completed and fuel pump on
-5 Read fuel meter and distance measurements (zero if
necessary)
0 Start the engine and run EPA cold start cycle (bag 1),
start CVS sampling bag 1
505 Read fuel meter and distance measurement, then run EPA
cycle corresponding to bag 2 (start sampling bag 2)
1371 "Turn ignition off
1376 Read fuel meter and distance oeasurement (stop sampling
bag 2)
10 minute soak. Read wet and dry bulb temperatures
-5 . Read fuel meter (zero fuel cater and distance counter)
0 Start Che engine and run 505 sec. cycle (bag 3)
505 . Turn ignition off
-------
Soak for 10 minutes
Run 50 mph fo.r 3 minutes
Read oil and coolant temperatures after 2 minutes
Come to an idle
0 Read fuel meter and distance measurement (zero if
necessary)
Drive- HFET cycle
765 Read fuel meter and distance measurement
13 second idle
0 Read fuel meter and distance measurement
Drive second HFET cycle
765 Read fuel meter and distance plus vet and dry bulb
temperatures
"Remove vehicle, from dynamometer
4.5 Fuel Economy Calculations
4.5. I With volumetric metering systens, the fuel economies will be
calculated on a true miles per pound basis. These values will be con-
verted to miles per gallon for comparison. Since denser fuels deliver
nore miles per gallon, any differences in fuel density nust be accounted
for in any MPG comparisons.
-------
4.5.2 With volumetric systems, deter-ine the net volumes and
distances for each cycle as above. Measure the API gravity and convert
this to the equivalent gravity at 60°F bj reference to the "Reduction of
Observed API Gravity to API at 60°F" table on the following pages.
Then, referring to the "Pounds per US Gallon at 60°F" table, determine
the density of the fuel in pounds per gallon at 60°F. Since the fuel
was probably metered at some temperature other than 60°F, the exact
weight of the volume raetered is determined by multiplying:
Vol. Metered x Fuel Density @ 60°F x Vol. Reduction Factor.
The volume Reduction Factor is from the '^eduction of Volume to 60°F
Against API Gravity at 60*F (Abridged)" table. Use the factor for the
temperature at which the gasoline was actually raetered. Most gasolines
are expected to be in Group 3 (51.0° to 63.9° API) in this table. The
true miles per pound is then calculated and converted to miles per
gallon by multiplying by the fuel density calculated in Ibs/gal. The
concept of starting with a volume measurement, calculating on a .true
weight basis and then converting back to faciliar MPG terms accounts for
any variations in the density of the fuel used as well as" the
temperature at which it was metered and then puts all results on an
equal basis for direct comparisons. It is important that repetitive
calculations always be done in the sac a sequence, carrying the same
number of significant figures and where figures are rounded off, this
must always be done the same way.,
4.5.3 With the carbon balance method, obtain the HC, CO, and CO^
grams per test phase as described in 40 C~R Part 36.
a. Determine the Hydrogen/Carbon ratio for the test fuel used by
laboratory analysis. Calculate the V-aight Fraction Carbon as
follows:
«FC - ,'oo^nac «*«)
Where WF = Weight Frac:io-. Carbon
c
H/C Ratio =
-------
/o
b. Calculate the fuel density as described in Paragraph 4.5.2 in
Ibs/gallon.
c. Calculate the grams carbon per gallon of fuel.
gmc/gal - (WFc) (fuel density) (453.5924)
d. Calculate the gallon per mile per test phase
) ( Ml UBS PER TH£,T "PHASE)
4.5.4 After determining the fuel economy for each of the 5 cycles in
the test (which correspond to the 5 bags n:n in the emissions tests),
calculate a 55/45 harmonic mean value to reduce the results, of the
approximately 2 hour long test to a single nusber as follows:
-------
'Iable ti
API Pounds per U.S. Gallon
and U. S. Gallons per Pound
Pounds
per
U.S.
Gallon
at 60" V.
0.076
0.071
a. on?
0.003
O.OfiO
0.050
6.052
6.618
6.645
6.641
6.637
6.633
6.630
6.626
6.622
6.618
0.015
0.611
6.607
6.601
6. GOO
6.500
6.692
6.589
6.685
0.681
0.678
6.574
6.57G
6.567
0.603
6.659
6.650
6.652
6.548
6.545
0.541
0.538
6.631
6.530
6.627
6.523
6.610
6.516
6.512
6.600
6.605
6.501
0.-I93
6.494
U. S.
Gallons
at 60* F.
per
Pound
0.14082
0.14000
0.14000
0.16007
0.15016
0.15021
0.15033
0.16041
0.15050
0. 16053
0.16067
0.15075
0.15084
0.15002
0.15101
0.16109
0.15118
0.15126
0.15135
0.15143
0.16152
0.15160
0.15169
0.15177
0.15186
0.15194
0.15203
0 . ' 59 i 1
0.15220
0.15228
0.16237
0.15245
0.15254
0.15262
0.15271
0.15270
0.15283
0.15206
0.15305
0.16313
0.15322
0.16330
0.15330
0.15347
0.15356
0.15364
0.15373
O.I53S1
0.15300
0.1531)3
>' i'ii n i r, in?
API
Gravity
60° f.
50.0
50.1
50.2
50.3
50.4
50.5
50.6
50.7
50.8
50.9
51.0
51.1
51.2
51.3
51.4
51.5
51.6
51.7
51.8
51.9
52.0
52.1
52.2
52.3
52.4
52.5
52.6
52.7
52.8
52.9
53.0
53.1
53.2
53.3
53.4
53.5
53.6
53.7
53.8
53.9
54.0
54.1
54.2
54.3
54.4
54.5
54.6
54.7
54.8
51.9
SS II
Pounds
per
U.S.
Gnllon
at 60' F.
0.401
0.487
0.483
0.480
6.476
0.473
6.469
6.406
6.462
6.459
0.455
6.451
6.448
6.444
6.441
0.437
0.434
6.430
6.427
6.423
0.420
6.416
6.413
6.409
6.406
6.402
6.309
6.305
6.302
6.388
0.385
6.381
6.378
6.375
6.371
6. 308
6.361
6.361
6.357
6.354
6.350
6.347
6.344
6.340
6.337
6.333
6.330
6.327
6.323
6.320
fi 'llfi
U. S.
Gallons
at 60" F.
per
round
0.16107
0.15416
0.15124
0. 16432
0.16441
0.15440
0.15158
0.15466
0.15175
0.15483
0.16402
0.16500
0.15509
0.15517
0.15526
0.16534
0.16543
0.16551
0.15560
0.1 5568
0.15577
0.15585
0.16591
0.15003
0.15611
0.15610
0.15628
0.15637
0.15645
0.15651
0.15662
0.15671
0.15670
0.15688
0.15606
0.15705
0.15713
0.15722
0.15730
0.16739
0.15747
0.15756
0.15764
0.15773
0.15781
0.15700
0.15708
0.15307
0.15315
O.I5S21
(i i.ris:r>
API
Gravity
60" F.
55.0
55.1
55.2
55.3
55.4
55.5
55.6
55.7
55.8
55.9
56.0
56.1
56.2
56.3
56.4
56.5
56.6
56.7
56.8
56.9
57.0
57.1
57.2
57.3
57.4
57.5
57.6
57.7
57.8
57.9
58.0
58.1
58.2
58.3
58.4
58.5
58.6
58.7
58.8
58.9
59.0
59.1
59.2
59.3
59.4
59.5
59.6
59.7
59.8
59.9
1,0 0
Pounds
per
U.S.
Gallon
at 60* I'.
6.316
6.313
0.310
6.300
6.303
6.209
6.296
6.203
6.280
6.286
0.283
6.270
6.276
6.273
6.260
6.266
6.203
6.250
6.256
6.253
0.240
6.246
6.243
6.230
6.236
6.233
6.220
6.226
6.223
6.210
6.216
6.213
6.210
6.206
6.203
6.200
6.107
6.103
6.100
6.187
6.183
6.180
6.177
6.174
6.171
6.107
6.101
6.161
6.158
0.151
fi IM
U. S.
Gallons
at 60" F.
per
Pound
0.15832
0.16841
0. 16840
0. 16858
0.15866
0.15875
0.15883
0.15892
0.16900
0.16909
0.16017
0.15926
0.16934
0.15943
0.15351
0.15960
0.16963
0.16977
0.16085
0.15091
0. 16002
0.16011
0.16010
0.16028
0.16036
0.16045
0.16053
0.16062
0.10070
0.16070
0.16082
0.16090
0.16104
0.16113
0.16121
0.16130
0.16138
0.16147
0.16155
0.16161
0.16172
0.16181
0.16189
0.16108
0.16206
0.16215
0.16223
0.16232
0.10240
0.16240
n lev?.'.?
Pounds per U. S. Gallon 60-75° API
and U. S. Gallons per Pound
AIM
Gravity
60° F.
60.0
60.1
60.2
60.3
60.4
60.5
60.6
60.7
60.8
60.9
61.0
61.1
61.2
61.3
61.4
61.5
61.6
61.7
61.8
61.9
62.0
62.1
62.2
62.3
62.4
62.5
62.6
62.7
62.8
62.9
63.0
63.1
63.2
63.3
63.4
63.5
63.6
63.7
63.8
63.9
64.0
64.1
64.2
64.3
64.4
64.5
64.6
64.7
64.8
64.9
Pounds
per
U. S.
Gallon
at 60' P.
6.151
6.148
6.145
6.141
6.138
6.135
6.132
6.120
6.126
6.122
6.110
6.11ft
6.118
6.110
6.106
6.103
6.100
6.097
6.004
6.001
6.087
6.084
6.081
6.078
6.075
6.072
6.000
6.066
6.062
6.050
6.060
6.053
6.050
6.047
6.044
6.041
6.037
6.034
6.031
6.028
6.026
6.022
6.010
6.016
6.013
6.010
6.007
6.004
6.000
5.097
U. S.
Gallon:,
ut 60° F.
per
Pound
0.10257
0. 16260
0.16274
0. 10283
0.10291
0.16300
0. 16308
0.16317
0.16325
0.16334
0.16342
0.10351
0.16359
0.16368
0.16376
0.16385
0.16393
0.16402
0.16410
0.16110
0.16427
0.16136
0.16141
0.16453
0.16101
0. 10470
0.16478
0.16467
0.16405
0.16504
0.16512
0.16521
0.16520
0.10538
0.1054U
0.10555
0.16563
0.16572
0.16580
0.16580
0. 16597
0.16606
0.16614
0.16623
0.16631
0. 16640
0.11648
0.16657
0.16665
0.16674
(,* n R (»04 n ififift'>
API
Gravity
60° F.
65.0
65.1
65.2
65.3
65.4
65.5
65.6
65.7
65.8
65.9
66.0
66.1
66.2
66.3
66.4
66.5
66.6
66.7
66.8
66.9
67.0
67.1
67.2
67.3
67.4
67.5
67.6
67.7
67.8
67.9
68.0
68.1
68.2
68.3
68.4
68.5
68.6
68.7
68.8
68.9
69.0
69.1
69.2
69.3
69.4
69.5
69.6
69.7
69.8
69.9
7A n
Pounds
per
U. S.
Gallon
at 60" F.
5.004
5.001
5.088
5.985
5.082
6.070
6.076
5.073
5.070
5.067
5.004
5.061
5.058
5.055
5.052
5.040
5.046
5.043
6.040
5.037
5.034
6.031
6.028
5.025
6.022
6.010
6.016
6.013
5.010
5.007
6.004
5.001
5.808
5.805
5.892
5.889
5.886
5.883
5.880
5.878
6.876
5.872
6.860
6.806
5.863
6.860
6.857
5.854
5.851
5.848
fi RtK
U. S.
Gallons
at 60" F.
per
Pound
0.16682
0.16691
0.16699
0.16708
0.16716
0.16725
0.16733
0.16742
0.16760
0.16750
0.16707
0.16776
0.16784
0.16703
0.16801
0.16810
0.16818
0.16827
0.16836
0.16844
0.16853
0.16861
0.16870
0.16878
0.16887
0.16895
0.16904
0 16912
0.16921
0.16020
0.10038
0.16046
0.16055
0.16063
0.16972
0.10080
0.16989
0.10997
0.17006
0.17014
0.17023
0.17031
0.17040
0.17048
0.17057
0.17065
0.17074
0.17082
0.17091
0.17099
n i7in«
API
Gravity
60" F.
70.0
70.1
70.2
70.3
70.4
70.5
70.6
70.7
70.6
70.9
71.0
71.1
71.2
71.3
71.4
71.5
71.6
71.7
71.8
71.9
72.0
72.1
72.2
72.3
72.4
72.5
72.6
72.7
72.8
72.9
73.0
73.1
73.2
73.3
73.4
73.5
73.6
73.7
73.8
73.9
74.0
74.1
74.2
74.3
74.4
74.5
74.6
74.7
74.8
74.9
v<; A
Pounds
per
Gallon
at 60° F.
6.845
5.812
6.840
6.837
5.831
5.831
6.828
5.825
6.822
6.810
6.810
5.814
6.811
5.808
6.805
5.802
6.709
5.700
6 704
5.701
6.788
6 785
5.782
6 770
6! 770
5 ?7i
6.771
5!?05
5.762
6.759
5.767
6.754
6.751
5.718
6.715
6.713
5.710
5.737
5.734
6.731
6.729
5.726
6.723
5.720
5.717
6.715
6.712
6.709
5.706
R 7A 1
u. s-.
Gallons
at 60" V.
per.
Pound
0.17108
O.I711G
0.17125
0.17133
0.17142
0.17150
0.17169
0.17167
0.17176
0.17184
0.17193
0.17201
0.17210
0.17218
0.17227
0.17235
0 17244
0.17262
0 17201
o! 17269
0. 17278 -
fl! 17286
0.17296
0 17303
0! 17312
0.17320
0.17329
017H7
. ft 4O
-------
r API
API Gravity Reduction to 60° F.
API Gravity Reduction to 60° F.
»• •
vcd
•er-
C;
0
1
2
3
1
5
6
7
S
9
0
4
2
.3
4
-F
6
7
8
•9
'0
'\
'2
>3
/4
'5
76
11
n
79
80
61
82
83
84
85
86
87
88
89
90
91
92
93
94
95
06
07
98
09
(00
API Gravity at Observed Temperature
SO 1
51 I
» 1
53 | 54 |
55 1
56 |
" 1
58 |
59
' -
Corresponding API Gravity at 60" F.
61.0
60.0
60.8
60.7
60.6
60.6
60.4
60.3
60.2
60.1
60.0
49.9
49.8
49.7
49.6
49.6
49.4
49.3
49.2
49.1
40.1
49.0
43.0
48.8
18.7
48.0
48.6
48.4
48.3
48.2
48.1
48.0
48.0
47.0
47.8
47.7
47.6
47.6
47.4
47.3
47.2
47.2
47.1
47.0
46.9
46.8
46.7
46.6
40.6
•16.6
Hi 1
62.0
61.0
61.8
61.7
61.6
61.6
61.4
61.3
61.2
61.1
61.0
60.0
60.8
60.7
60.6
60.6
60.4
60.3
60.2
60.1
60.0
49.0
40.8
41 ^
40.7
49.6
49.5
49.4
40.3
49.2
49.1
40.0
48.0
48.8
48.7
48.6
48.fi
48.6
48.4
48.3
48.2
48.1
48.0
47.9
47.8
47.7
47.7
47.6
47.6
47.4
17.3
63.0
62.0
62.8
62.7
62.6
62.5
62.4
62.3
62.2
62.1
62.0
61.0
61.8
61.7
61.6
61.6
61.4
61.3
61.2
61.1
61.0
60.0
60.8
60.7
60.6
60.6
60.4
60.3
60.3
60.2
60.1
60.0
40.0
49.8
49.7
49.6
49.5
49.4
40.3
40.2
49.1
49.0
48.9
48.0
48.8
48.7
48.6
43.6
48.4
43.3
•13.2
64.0
63.0
63.8
63.7
63.6
63.6
63.4
63.3
53.2
63.1
63.0
62.0
62.8
62.7
62.6
62.6
52.4
62.3
62.2
62.1
62.0
61.0
61.8
61.7
61.6
61.6
61.4
61.3
61.2
61.1
61.0
60.0
60.8
60.7
60.6
60.6
60.5
60.4
60.3
60.2
60.1
60.0
49.9
49.8
49.7
40.6
49.5
49.4
49.3
49.2
4!). 2
66.1
64.9
64.8
61.7
64.6
64.6
64.4
54.3
54.2
51.1
64.0
63.0
63.8
63.7
63.6
63.6
63.4
63.3
63.2
63.1
63.0
62.0
52.8
62.7
62.6
62.5
62.4
62.3
62.2
62.1
62.0
61.9
61.8
61.7
61.6
61.6
61.4
61.3
61.2
61.1
61.0
60.9
60.8
50.7
60.6
60.5
50.6
50.4
50.3
60.2
50.1
66.1
66.0
65.9
65.8
66.6
65.6
65.4
65.3
65.2
65.1
65.0
54.9
64.8
64.7
64.6
64.6
64.4
64.3
64.2
64.1
61.0
63.0
63.8
63.6
63.6
63.4
63.3
63.2
63.1
63.0
62.9
52.8
62.7
62.6
52.5
62.4
62.4
62.3
62.2
62.1
62.0
61.9
51.8
61.7
51.6
51.5
51.4
51.3
61.2
51.1
51.0
67.1
67.0
66.0
66.8
66.7
66.6
66.4
66.3
66.2
66.1
66.0
65.0
65.8
65.7
65.6
65.6
65.4
65.3
65.1
65.0
64.0
64.8
64.7
64.6
54.6
64.4
64.3
64.2
64.1
64.0
63.0
63.8
63.7
63.6
63.5
63.4
63.3
63.2
63.1
63.0
62.0
62.8
62.7
52.6
62.5
62.4
62.3
62.2
62.1
52.0
51.0
58.1
68.0
67.0
67.8
67.7
67.6
67.4
67.8
67.2
67.1
67.0
66.0
66.8
66.7
66.6
66.6
66.8
66.2
66.1
66.0
65.0
56.8
65.7
65.6
66.6
66.4
66.3
65.2
65.1
65.0
64.0
64.8
64.7
64.6
64.4
64.3
64.2
64.1
64.0
63.0
63.8
63.7
63.6
63.6
63.4
63.3
63.2
63.1
63.0
62.0
62.8
69.1
69.0
68.0
58.8
68.7
68.6
68.6
68.8
68.2
68.1
68.0
67.0
67.8
67.7
67.6
67.4.
67.3
67.2
67.1
67.0
66.0
56.8
68.7
66.6
66.6
66.3
66.2
66.1
66.0
65.0
66.8
66.7
66.6
65.6
55.4
65.3
66.2
65.1
65.0
64.0
64.8
64.7
64.6
64.6
64.4
64.3
54.2
64.1
54.0
63.0
53. S
60.2
60.0
69.0
69.8
69.7
60.6
69.6
69.3
69.2
69.1
69.0
68.0
68.8
68.7
68.6
68.4
68.3
68.2
68.1
68.0
67.0
67.8
67.6
67.6
67.4
67.3
67.2
67.1
57.0
66.0
66.8
66.7
66.6
66.4
66.3
60.2
66.1
66.0
65.9
65.8
66.7
65.6
65.5
65.4
56.3
65.2
55.1
65.0
64.0
54.8
51.7
60-69° API
50.100" F
ObaerveJ
Tenipcr-
ii tine,
"F.
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
API Gravity at Observed Temperature
60
1 «
a
1 «
| M
1 "
| 66
1 «
| 68
1 »
Corresponding API Gravity at 60° F.
61.2
61. 1
60.0
60.8
60.7
60.6
60.6
60.4
60.2
60.1
60.0
69.0
60.8
60.7
60.6
69.4
60.3
60.2
60.1
60.0
68.0
68.7
68.6
68.6
68.4
68.3
68.2
68.1
68.0
67.8
67.7
67.6
67.6
67.4
67.3
67.2
67.1
67.0
66.0
66.8
66.6
60.5
66.4
66.3
60.2
56.1
66.0
65.0
65.8
65.7
55.6
62.2
62.1
62.0
61.8
61.7
61.6
61.6
61.4
61.2
61.1
61.0
60.0
60.8
60.6
60.6
60.4
60.3
60.2
60.1
69.0
69.8
69.7
69.6
59.6
59.4
69.3
69.1
69.0
58.9
68.8
68.7
68.6
68.6
68.4
68.2
58.1
68.0
67.9
67.8
67.7
67.6
67.5
67.4
67.3
67.1
57.0
56.0
66.8
56.7
66.6
56.6
63.2
63.1
63.0
62.8
62.7
62.6
62.6
62.4
62.2
62.1
62.0
61.0
61.8
61.6
61.6
61.4
61.8
61.2
61.0
60.0
60.8
60.7
60.6
60.5
60.3
60.2
60.1
60.0
69.0
69.8
69.7
50.6
59.4
69.3
69.2
69.1
69.0
68.0
68.8
68.6
68.6
68.4
68.3
68.2
68.1
68.0
67.fi
57.8
67.6
57.5
57.4
64.2
64.1
64.0
63.9
63.7
63.6
63.6
63.4
63.2
63.1
03.0
62.0
62.8
62.6
62.6
62.4
62.3
62.2
62.0
61.0
61.8
61.7
61.6
61.4
61.3
61.2
61.1
61.0
60.8
60.7
60.6
60.6
60.4
60.3
60.2
60.0
69.0
59.8
69.7
69.6
59.6
69.4
59.2
69.1
69.0
68.9
68.8
68.7
58.6
68.5
S8.4
65.3
65.1
65.0
64.0
64.8
64.6
64.5
64.4
64.2
64.1
64.0
63.0
63.8
63.6
63.5
63.4
63.3
63.1
63.0
62.0
62.8
62.7
62.6
62.4
62.3
62.2
62.1
61.0
61.8
61.7
61.6
61.6
61.3
61.2
61.1
61.0
60.0
60.8
60.6
60.6
60.4
60.3
CO. 2
60.1
60.0
69.8
69.7
69.6
59.5
69.4
69.3
66.3
66.2
66.0
65.0
65.8
65.6
65.6
65.4
65.3
65.1
65.0
64.0
64.7
64.6
64.5
64.4
64.2
64.1
64.0
63.0
63.8
63.6
63.5
63.4
63.3
63.1
63.0
62.9
62.8
62.7
62.6
62.4
62.3
62.2
62.1
61.9
61.8
61.7
61.6
61.6
61.4
61.2
61.1
61.0
60.0
60.8
60.7
60.6
60.4
60.3
60.2
67.3
67.2
67.0
66.9
66.8
66.6
66.5
66.4
66.3
66.1
60.0
65.9
65.7
66.6
65.6
65.4
65.2
65.1
65.0
64.8
64.7
64.6
64.5
64.4
64.2
64.1
64.0
63.0
63.7
63.6
63.6
63.4
63.3
63.1
63.0
62.0
62.8
62.7
62.6
62.4
62.3
62.2
62.1
61.0
61.8
61.7
61.6
61.6
61.4
61.2
01 1
68.3
68.2
68.1
67.0
67.8
67.7
67.6
67.4
67.3
67.1
67.0
66.0
66.7
66.6
66.6
60.4
66.2
66.1
66.0
65.8
65.7
65.6
65.6
65.3
66.2
65.1
66.0
64.8
64.7
64.6
64.6
64.3
64.2
64.1
64.0
63.8
63.7
63.6
63.5
63.4
63.2
63.1
63.0
62.9
62.8
62.6
62.5
62.4
62.3
62.2
«9i n
69.3
69.2
69.1
68.0
68.8
68.7
68.5
68.4
68.3
68.1
68.0
67.0
67.7
67.6
67.5
67.3
67.2
67.1
67.0
66.8
66.7
66.6
66.4
66.3
66.2
66.1
65 0
65.8
65.7
65.6
65 4
65.3
65.2
66.6
64.0
64 8
64.7
64.6
64.4
64.3
64.2
64.1
63.9
63.8
63.7
63.6
63.4
63.3
63.2
63.1
r.-» n
70.4
70.2
70.1
70.0
69.8
69.7
69.5
69.4
69 3
69.1
69 0
68 0
68 7
68 6
68.5
68.3
68.2
68J
67*0
67.'8
67.7
67 6 c
67 4
Vf . 1
67 3
67il
67 n
1*< .U
66.0
66 8
66 6
66! 6
60 4
68^2
66 1
66 0
esio
65 7
Ut) * 1
66.6
65.6
65.4
65.2
65.1
65.0
64.0
64.7
64.6
64.6
64.4
64.3
64.1
64.0
O*» r,
-------
79
60-69° API
50.100° F.
Table 6
Volume Reduction to <50a F.
Obaerred
Temper-
ature,
•F.
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
38
89
90
91
92
93
94
95
96
97
98
99
100
API Gravity at 60° F.
60
61
62
63
64
65
66
67 | 68
69
Factor for Reducing Volume to 60" F.
1.0062
1.0056
1.0060
1.0043
1.0037
1.0031
1.0025
1.0019
1.0012
1.0006
1.0000
0.9994
0.9988
0.9981
0.9975
0.9869
0.9963
0.9957
0.9950
0.9944
0.9938
0.9932
0.9925
0.9919
0.9913
0.9907
0.9901
0.9894
0.9888
0.9882
0.9876
0.9870
0.9863
0.9857
0.9851
0.9845
0.9838
0.9832
0.9828
0.9820
0.9813
0.9807
0.9801
0.9795
0.9788
0.9782
0.9778
0.9770
0.9763
0.9757
0.9751
1.0063
1.0056
1.0050
1.0044
1.0038
1.0031
1.0025
1.0019
1.0013
1.0006
1.0000
0.9994
0.9987
0.9981
0.9975
0.9969
0.9962
0.9956
0.9960
0.9943
0.9937
0.9931
0.9925
0.9918
0.9912
0.9906
0.9899
0.9893
0.9887
0.9881
0.9874
0.9868
0.9862
0.9855
0.9849
0.9843
0.9838
0.9830
0.9824
0.9818
0.9811
0.9805
0.9799
0.9792
0.9788
0.9780
0.9773
0.9767
0.9761
0.9754
0.9748
1.0063
1.0057
1.0051
1.0044
1.0038
1.0032
1.0025
1.0019
1.0013
1.0006
1.0000
0.9994
0.9987
0.9981
0.9975
0.9968
0.9962
0.9956
0.9949
0.9943
0.9937
0.9930
0.9924
0.9917
0.9911
0.9905
0.9898
0.9892
0.9886
0.9879
0.9873
0.9866
0.9860
0.9854
0.9847
0.9841
0.9835
0.9828
0.9822
0.9815
0.9809
0.9803
0.9796
0.9790
0.9784
0.9777
0.9771
0.9764
0.9758
0.9752
0.0745
1.0064
1.0058
1.0051
1.0045
1.0038
1.0032
1.0028
1.0010
1.0013
1.0006
1.0000
0.9994
0.9987
0.9981
0.9974
0.9968
0.9981
0.9955
0.9949
0.9942.
0.9938
0.9929
0.9923
0.9916
0.9910
0.9904
0.9897
0.9891
0.9884
0.9878
0.9871
0.9865
0.9859
0.9852
0.9846
0.9839
0.9833
0.9820
0.9820
0.9813
0,9807
0.9800
0.9794
0.9788
0.9781
C.9775
0.9768
0.9762
0.9755'
0.9749
1.0065
1.0058
1.0052
1.0045
1.0039
1.0032
1.0026
1.0019
1.0013
1.0006
1.0000
0.9994
0.9987
0.9981
0.9974
0.9968
0.9961
0.9955
0.9948
0.9942
0.9935
0.9929
0.9922
0.9916
0.9909
0.9903
0.9896
0.9890
0.9883
0.9877
0.9870
0.9863
0.9857
0.9850
0.9844
0.9837
0.9831
0.9824
0.9S18
0.9811
0.9S05
0.9798
0.9792
0.9785
0.9779
0.9772
0.9766
0.9759
0.9752
0.9746
0.9V .'2 • 0.0730
1.00C5
1.0059
1.0052
1.0046
1.0039
1.0033
1.0026
1.0020
1.0013
1.0007
1.0000
0.9993
0.9987
0.9980
0.9974
0.9967
0.9961
0.9954
0.9948
0.9941
0.9934
0.9928
0.9921
0.9915
0.9908
0.9901
0.9895
0.9888
0.9882
0.9875
0.9869
0.9862
0.9855
0.9849
0.9842
0.9836
0.9829
0.9822
0.9816
0.9809
0.9803
0.9796
0.9789
0.9783
0.9776
0.9770
0.9763
0.9756
0.9750
1.0060
1.0060
1.0053
1.0046
1.0040
1.0033
1.0028
1.0020
1.0013
1.0007
1.0000
0.9993
0.9987
0.9980
0.9973
0.9967
0.9960
0.9954
0.9947
0.9940
0.9934
0.9927
0.9920
0.9914
0.9907
0.9900
0.9894
0.9887
0.9880
0.9874
0.9867
0.9860
0.9854
0.9847
0.9840
0.9834
0.9827
0.9820
0.9814
0.9807
0.9800
0.9794
0.9787
0.9780
0.9774
0.9767
0.9760
0.9754
0.9747
0.9743 0.0740
1.0007
1.0060
1.0054
1.0047
1.0040
1.0033
1.0027
1.0020
1.0013
1.0007
1.0000
0.9993
0.9987
0.9980
0.9973
0.9966
0.9960
0.9953
0.9946
0.9940
0.9933
0.9926
0.9919
0.9913
0.9908
0.9899
0.9893
0.9886
0.9879
0.9872
0.9866
0.9859
0.9852
0.9845
0.9839
0.9832
0.9825
0.0819
O.OS12
0.9805
0.9798
0.9792
0.9785
0.9778
0.9771
0.9765
0.9758
0,9751
0.9744
0.0737
1.0068
1.0061
1.0054
1.0047
1.0041
1.0034
1.0027
1.0020
1.0014
1.0007
1.0000
0.9993
0.9988
0.9980
0.9973
0.9966
0.9959
0.9953
0.9946
0.9939
0.9932
0.9925
0.9919
0.9912
0.9905
0.9898
0.9891
0.9885
0.9878
0.9871
0.9864
0.9857
0.9851
0.9844
0.9837
0.9830
0.9823
0.9817
0.9810
0.9303
0.9796
0.9789
0.9782
0.9778
0.9769
0.9762
0.0755
0.9748
0.9741
0.9735
1.0068
1.0061
1.0055
1.0048
1.0041
1.0034
1.0027
1.0021
1.0014
1.0007
1.0000
0.9993
0.9986
0.9979
0.9973
0.9966
0.9959
0.9952
0.9945
0.9938
0.9932
0.9925
0.9918
0.9911
0.9904
0.9897
0.9890
0.9883
0.9377
0.9870
0.9863
0.9856
0.9849
0.9842
0.9S35
0.982S
0.0822
O.OS15
O.OSOS
0.9801
0.079-1
0.0787
0.07SO
0.9773
Q.9766
0.9759
0.9753
0.9746
0.9739
0.0732
0.0736 0.0734 0.0731 • 0.072S 0.072.r>
-------
941
li, +• Mi. 2.
CoMB/Wc±> =
.£5
(-
The subscripts refer to the cycle (or bag) numbers and the highway miles
•\
per gallon figure used in the second equation is taken only from the 5th
cycle (the second highway cycle).
4.6 Summary of the Overall Test Procedure
The EPA procedure for testing fuel efficient oils does not differen-
tiate between those oils with carryover characteristics and those with-
out such characteristics. Oils with carryover characteristics are those
whose effects are residual after oil replacement. This procedure tests
all oils as if they were carryover oils. All valid test data must be
used in the candidate oil analysis. Therefore if an oil is retested on
five new vehicles, the calculations oust be made on ten vehicles^ not
just the five new vehicles.
4.6.1 The relative performance of candidate oils (CO) is ascertained
from the delta between the fuel economy r-easured with the used candidate
oil and an extrapolation of a trend line developed during repetitive
tests with the HR oil in each, vehicle. A schematic describing the test
sequencing is given below:
<
CO
s;££.[>£a TO
-------
vhere 2K, IK = 2000 miles, 1000 miles respectively of 55 mph steady
state mileage accumulation oa the road, track, or
mileage accumulation dynanometer.
HR
High reference oil
CO
o
Candidate oil
Double flush as described in Section 3.1.1
FTP/HFET test sequence with fresh oil
FTP/HFET test sequence with used oil
Operate the vehicles for a minimum of 2000 miles at a nominal 55 mile
per hour using HR oil. As indicated, double flush the engine and run
duplicate test sequences as described above on HR. A minimum of 3 sets
of mileage .accumulation/duplicate test sequences are required. . The
first FTP/HFET sequences are optional arid are not used in the trend line
' 11
analysis. The objective is to establish a trend prediction from a
I1 I
linear regression of the averages of each set of FTP/HFET tests with
minimum scatter in the data. Graphically, a plot of the data from each
vehicle will have the general appearance shown below:
TR END LINE.
ui
o ;
—r I
li .
-1 i
u,
u_ ••
VEJ-HCLE M
-------
In order to minimize the scatter in the data, the following data tests
are suggested:
1) Test to test repeatability:
Let the FTP/HFET fuel economy number from the first test =• x.
Let the FTP/HFET fuel economy number from the 2nd test =» x.
LET A, 7. = ]Xt -
If
A. - ^. .021, then the repeatability test has been passed,
If A - /* .021, then another test sequence, x.t is required.
In words this reads; if the absolute difference between the two measure-
ments is less than or equal to 2.1% of their aean (average) value, the
repeatability criteria has been satisfied. Should the repeatability
test not be met by x., and x«, x_ is measured for repeatability with x,,
.and with x_. If x_, x., or x_, x_ pass the 2.1% criteria use their
average value in further calculations. If both x_, x., and x., x_ fail
the 2.12 criteria, obtain x,. If x. , x. , or x_, x., or x_, x. pass the
4 14 24 34
2.1!; criteria, use their average value in further calculations. If all
three sets fail the test use the average of the pair such that their
difference is minimized.
After at :r,ost 4 FTP/HFET sequences, the two fuel economy measurements
-•liU'h are noa t rcpeatable will be used in the trend line analysis.
-------
2) Trend Line Analysis - By the completion of the third set of test
sequences the following data has been collected:
Measurements
1st mileage point: HRF. . . HRF. HRM HRM. , .
1,1,1 1,Z,1 1,1,1 1,Z,1
2nd mileage point: HRF. . , HRF ., , HRM. . , HRM. , ,
1,1,Z 1,Z,Z 1,1,Z 1,Z,Z
3rd mileage point: HRF. . . HRF. , , HRM. , HRM. , ,
1,1,J 1,Z,J 1,1,J 1,Z,-J
where for HRF. . .
i, j, tc
HR = High Reference Oil
F = Fuel Economy Measurement
M = Mileage at Test j
i = Vehicle Number
j = Test number at a test point
k = test point
The trend line is established using the following definitions of (x.,
>',)> (y->» y?)' (XT> y-i) f°r c^e three pairs of points to be used in the
regression:
-------
>i
-------
A very good fit can be defined by r^O.85, If r is lower than 0.85 the
testing indicates considerable fuel economy variability.
3) Trend Line Slope Analysis and Coefficient of Fit.
The slope of the trend line (m) must be positive. If the slope (m) is
negative, additional series of mileage accumulation and tests to yield-
x., y, are required. If x,, y, are developed, the trend line can be
taken either through all four points or any three points whichever gives
the highest r value. If the slope of the developed trend line remains
negative with test point x,, y,, continued mileage accumulation and
testing is required until a positive sloped trend line is developed.
.All combinations of data points yielding positive sloped lines should be
calculated and the line with the highest r value selected. Proceeding
to the candidate oil testing with a poorly defined trend line will cause
a large error term in the final calculations.
4) Trend Line Last Point Criteria.
The highest mileage data point used in the trend line analysis must be
within 1.0% of the calculated trend line. This data point is the average
of the two fuel economy test points at the average mileage.
Only trend lines meeting the criteria described above may be used in the
fuel economy calculations. Further data points at 1000 mile intervals
can be taken urvtil a satisfactory trend line is established.
Further data points at 1000 mile intervals can be taken until a satis-
factory trend line is established. An example is given below:
-------
Measurements for Trend Line
Fuel Economy Mileage
1st mileage point 18.29, 18.39 9996, 10017
2nd mileage point 18.83, 18.74 11011, 11032
3rd mileage point 18.78, 19.15 12021, 12042
These values give:
i x. (Average Mileage) y. (Average MPG)
1 10007 18.340
2 11015 18.785
3 12032 18.965
Then y = .0003084(x) + 15.298
r = .9707
Last Point Calculation: y = .0003084 (12032) H- 15.298 = 19.0087
Then: [(19.0087 - 18.965)718.965] x 100 = .23%
'This is one trend line for one vehicle to test a given candidate oil.
It passes the tests for positive slope, lastpoint, and highest r value.
If the candidate oil measurements are taken at 14078 niles, the HR
extrapolation would be:
y = (.3084)(1407S) + 15.298 = 19.64 npg
Tho closer that r is to 1.0000, the better vill be the accuracy of the
extrapolation.
-------
o/
Once a reliable trend line has been developed for each vehicle, double
flush, and start operation with candidate oil. It is optional to deter-
mine the fuel economy of the candidate oil, fresh, in duplicate tests at
this point. Operate the vehicle for 2000 miles at 55 mph as before, and
then determine the fuel economy with the used candidate oil during
duplicate dynamometer tests. Determine the repeatability of the used
candidate oil tests using the same procedure as described above for the'
trend line data points in Section 4.6.1 - test to test repeatability.
If the two candidate oil tests do not meet the less than 2.1 percent
criteria, a third test should be run. Using the same procedure, if the
third test does not yield two points within 2.1 percent, a fourth test
should be run. After at most 4 FTP/HFET sequences, the two fuel economy
.measurements which are most repeatable will be used. Determine the
percentage improvement in economy for each vehicle with the used
candidate oil as compared with an extrapolation of the HR oil trend line
at the same odometer mileage. An average of these values for all of the
vehicles in the test is the average delta for the oil.
Test vehicles used in the procedure may be used to evaluate a second
candidate oil if the first candidate oils effects' are eliminated and a
new trend line is established. Upon completion of the after CO. oil
testing, a vehicle should be double flushed, and put on mileage
accumulation for 1000 miles. After the 1000 miles of accumulation,
FTP/HFET sequences are run using the previously described repeatability
criteria. After an acceptable average (less than 2.12 difference) of
two tests is a-rrived at, the data point may be compared to the former
extrapolated trend line. If the 1000 mile point is within .52 of the
former trend line, a new trend line using che 1000 mile point as a data
point may be developed. If the new trend line meets the positive slope,
highest r, and last point specifications, che trend line is accepted as
representing the vehicle and the next candidate oil can be run. If the
1000 mile point is not within .5% of the former trend line, another 1000
-------
88
miles of accumulation and testing sequences is required. If the second
1000 mile point is within .5% of the former trend line, it may be used
in a new trend line analysis. Mileage accumulation and testing should
continue in 1000 mile increments until either (1) an acceptable average
of two tests is within .5Z of the former trend line and the trend line
developed using that data point meets the positive slope, highest r, and
last point requirements or (2) enough points are run to develop a
completely new trend line for the vehicle which meets the same
requirements. Any vehicle- maintenance required should be performed
prior to the first 1000 mile increment-.
5. Analysis of Results
This analysis assumes that each car exhibits a linear mileage trend
of fuel economy. It requires that the the oil effect be estimated as
the average difference between the observed candidate MPG's (average of
two repeat tests on 2000-mile aged oil) and a linear extrapolation of
the fresh HR values to the odometer reading at which the candidate .oil
is tested.
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89
5.1 The analysis proceeds as follows:
a. Calculate a difference between the observed candidate oil
(CO) MPG (average of two tests) and the extrapolated HR MPG trend line
for each test vehicles.
A ... - Candidate oil MPG - HR MPG (extrapolated)
X %
where k = number of vehicle of the ^Jth model; k = 1 to K
where i = number of model i = 1, 2, 3, 4, or 5
bi Calculate the mean and the pooled standard error s i of
the * .,.
= z z
SA = 1/ZZ
(. Z.
c. Calculate the one-sided significant difference at the 95% con-
fidence level.
. - t.95J.f (s
where C.Q, is obtained from the student distribution (see below) for
df = 5 (K-l) degrees of freedom. If K = 1 then df = 4.
-------
ONE-SIDED CRITICAL VALUES FOR STUDENT'S t-DISTRIBUTION
Pr C Student's t .< tabled
df
1
2
3
4
"5
6
7
8
9
10
11
12
13
14
15
16
17 '
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
33
39
40
value} =• 0.95
t.grdf
6.3138
2.9200
2.3534
2.1318
2.0150
1.9432
1.8946
1.3595
1.3331
1.3125
1.7959
1.7823
1.7709
1.7613
1.7531
1.7459
1.7396
1.7341
1.7291
1.7247
1.7207
1.7171
1.7139
1.7109
1.7081
1.7056
1.7033
1.7011
1.6991
1.6973
1.6955
1.6939
1.6924
1.6909
1.6396
1.6333
1.6371
1.6S60
1.6349
1.6339
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91
With data to two decimal places, use three decimal places for means and
mean differences and four decimal places for standard error.
d. Calculate the average CO MPG and average extrapolated HR-MPH:
where
.C-?((rco«ru)lO , H = X(r HSF.J
average candidate oil fuel economy for .th vehicle group
where HRFj.= extrapolated fuel economy of HR trend line to mileage » CO
tests for _th vehicle group.
1*
e. Calculate the fuel economy improvement as follows
f. Fuel efficient oil rating:
B
/.Ol<£
A
1.03 <
6. Determination of Carry Over Effects
To determine whether or not a candidate oil has a carry over effect,
one might use the following criteria:
/-
k-
-------
92
Where HRFF. , = the high reference final fuel economy for the .th
JL
«
group for k vehicles.
HRFext. , = the extrapolated fuel economy trend line to the mean
mileage of the two HRFF. tests for the .th group for k vehicles.
b. If$> 1.005 then the candidate oil has carry over character-
istics.
E. Report:
All data obtained in the conduct- of a test program should be
retained. Rejected test results should be properly noted.
As a minimum, the report should contain the average HR and
candidate MPG's for each model of car, plus the grand averages, the
observed test differences, the standard error and its degrees of
freedom, and the LSD c. The average candidate-HR difference for each
model car can be listed additionally, if desired.
F. Final Grade:
Section 5.1.f will grade an engine oil as to its fuel economy
characteristics. (Grade A,. B, C, or D). A label which specifies the
.grade of the candidate oil is described in the next section. This label
will represent a generic specification and allow easy customer
comparison as to which engine oil to purchase. Advertising which uses
the designated label without proper EPA procedural documentation is
prohibited and will be referred to the Federal Trade Commission (FTC) as
appropriate.
-------
G. Labeling;
The label for designation of the engine oil's fuel economy grade
must meet the following specifications:
1. The label shall be permanently affixed to the top (or to the side
if the top is not large enough) of each oil sale container in such
a manner that it is contrasting with the other container colors and
M
easily readable. ' '••;• •
2. The label shall be configured (as shown in the attached sketch) in
a 2*3 inch diameter circle. Ncr other information may be included in
the label. Information outside the circle is not affected. The
lettering should be clear upper case Roman type no less than 1/8
inch tall. The main grading letter (A, B, C, or D) should be a
minimum of ll-t inch tall.
-------
FUEL E60MOMY
-------
95
H. Fuel Specification:
Commercial unleaded gasoline meeting the ASTM D-439 specification-,
exclusive of any supplementary additives is acceptable for mileage
accumulation. Preconditioning and dynamometer fuel economy tests must
be run with unleaded gasoline conforming with the following
specifications:
Octane, research minimum 93
Pb (organic), grams/u.s. gallon ' 00.0 to 0.05
Distillation range
IBP, °F 75 to'95
10% point, °F L20 to 135
50Z point, *? 200 to 230
907. point, °F 300 to 325
E.P., °F (maximum) 415
Sulfur, weight percent, maximum 0.10
Phosphorus, grams/U.S. gallon,
maximum 0.005
RVP, pounds • 3.0 to 9.2
Hydrocarbon composition
Olefins, percent maximum 10"
Aromatics, percent maximum 35
Saturates Remainder
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