United States Motor Vehicle Emission Laboratory
Environmental Protection 2565 Plymouth Rd.
Agency Ann Arbor, Michigan 48105
EPA 460/3-78-009
September 1978
91 Ron-Increased
Compression Ratio Engine
Demonstration
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91 RON-INCREASED COMPRESSION
RATIO ENGINE DEMONSTRATION
by
Patrick E. Godici
and
Bernhard J. Kraus
Products Research Division
Exxon Research and Engineering Company
EPA Contract No. 68-03-2162
Project Officer
Robert Wagner
Emission Control Technology Division
United States Environmental Protection Agency
2565 Plymouth Road
Ann Arbor, Michigan 48105
This report is the Final Report and is submitted
in fulfillment of Contract No. 68-03-2162 under
the sponsorship of the U. S. Environmental Pro-
tection Agency.
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DISCLAIMER
This report has been reviewed by the Office of Mobile Source
Air Pollution Control, U.S. Environmental Protection Agency, and
approved for publication. Approval does not signify that the contents
necessarily reflect the views and policies of the U.S. Environmental
Protection Agency, nor does mention of trade names or commercial products
constitute endorsement or recommendation for use.
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TABLE OF CONTENTS
Page No.
Abstract a
1. INTRODUCTION 1
2. CONCLUSIONS 23
3. RECOMMENDATIONS 25
4. TESTING OF 8.1 C.R. VEHICLE 28
4.1 Test Vehicle Selection 28
4.2 Baseline Testing 28
5. LABORATORY EVALUATION OF MEANS TO ACHIEVE
ADDITIONAL MECHANICAL OCTANE 37
5.1 Engine Evaluation of Increased Squish 37
5.2 Dual Spark Plug Ignition 42
5.3 Aluminum Heads 56
5.4 Knock Sensor-Actuated Spark Retard 60
6. MODIFICATION TO VEHICLE 86
6.1 Effects of Increased Compression Ratio 86
6.2 Evaluation of Spark Control System on Vehicle 96
6.3 Driveability and Evaporative Emission Testing 114
7. KNOCK FREQUENCY ANALYSIS OF ALTERNATE ENGINES 116
7.1 Ford 2.3 Liter L-4 Pinto Engine 118
7.2 Ford 2.8 Liter V-6 Mustang II Engine 127
8. REFERENCES 137
9. APPENDICES 139
Appendix A - Frequency Analysis of Accelerometer 139
Signals from 350 CID Chevrol V-8 Engine
Appendix B - Emissions and Fuel Economy of 1975 263
Chevrolet Nova
Appendix C - Octane Requirement Information 379
Appendix D - Driveability Testing 405
Appendix E - Dual Spark Plug Ignition Testing 458
Appendix F - Frequency Analysis of Alternate Engine 469
F-l - 2.3 Liter Pinto L-4 Engine 470
F-2 2.8 Liter Ford V-6 Engine 570
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ABSTRACT
A 1975 California model automobile with an 8:1 C.R. 350 CID
engine was modified by increasing the compression ratio to 9:1 which
resulted in improved fuel economy. The higher NOX emissions were reduced
to the base level by substituting a back pressure-controlled EGR unit
for the original valve and increasing the EGR flow. Four approaches
were tried in an engine dynamometer installation to lower the octane
requirement of the 9:1 C.R. engine. These were (1) increase turbulence
by increasing the squish area, (2) use dual spark plug ignition to mini-
mize flame travel time, (3) use aluminum heads to obtain better heat
transfer, and (4) use knock sensor-actuated spark retard to temporarily
de-tune the engine when knock occurs. Of these, the latter approach
showed the most promise and was installed in the vehicle to control
the level of detonation in the modified 9:1 C.R. vehicle.
The knock sensor (accelerometer) is attached to one of the
cylinder heads of the engine. When knock occurs, the vibration is
picked up by the sensor, the signal is filtered to remove some of the
engine background noise, and the knock pulse is detected. When the
amplitude of the detected knock signal exceeds a threshold value, the
spark timing is retarded. When no knocking is detected over a waiting
period, the timing is advanced back to its normal schedule. Using this
system, the vehicle's octane requirement can be lowered several numbers
with some performance debit, i.e., slower acceleration times.
111
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- 1 -
SECTION 1
INTRODUCTION
The objective of this work was to develop an increased com-
pression ratio engine which could be operated on 91 RON unleaded fuel.
At the higher compression ratio, the vehicle would achieve better fuel
economy but also would produce higher NO emissions. Recalibration of
emissions levels to the lower C.R. base case can be done using con-
ventional means (e.g. increased EGR flow, etc.). However, the reduction
of vehicle octane requirement to allow operation at the higher compression
ratio necessitated a considerable effort to find a suitable approach.
This subject, then, was the focus of attention during the research.
1.1 FACTORS AFFECTING OCTANE REQUIREMENTS
When an engine is operated on fuel of insufficient octane,
detonation, or knock, occurs. Taylor and Taylor(1) present the following
description of detonation:
"It is now generally accepted that detonation is
due to the autoignition of the end gas, which is
the part of the charge which has not yet been
consumed in the normal flame-front reaction. When
detonation occurs, it is because piston motion,
plus compression of the end gas by expansion of the
burned part of the charge, raises its temperature
and pressure to the point where the end gas
autoignites. If the reaction of autoignition is
sufficiently rapid, and a sufficient amount of end
gas is involved, detonation can be observed."
The usual way of detecting detonation is by the audible "ping" it pro-
duces, though it is possible to record the pressure rise it creates,
record the arrival of the flame front at a given point in the cylinder,
or use a variety of other instrumental approaches.
Knock is a discrete event, which is dependent on events occurring
in the individual cylinder. Two nominally identical engines may not
knock under similar operating conditions, nor is it likely that all
cylinders in a given engine will start to knock at the same threshold
value. Any approach to the question of what conditions cause knock to
occur must be statistical in nature.
Knock is objectionable for several important reasons. First,
the noise of knock itself is objectionable. Second, knock may lead to
localized overheating which in turn leads to preignition, that is,
ignition before the spark plug is supposed to fire. Preignition causes
loss of power and fuel economy, poor driveability, and may damage the
engine. Finally, even without preignition, severe and prolonged knock
can damage piston heads, exhaust valves, and piston rings.
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- 2 -
There are two basic approaches to avoiding knock. First,
is to design the engine in such a way as to keep the end gas temperature
below the severe autoignition temperature or keep combustion time short
enough to avoid detonation. This involves such steps as limiting com-
pression ratio, adjusting spark timing, and designing combustion chambers
to avoid large collections of end gas. Second, is to provide fuel which
is less subject to autoignition. This can be done by controlling the
hydrocarbon species in the fuel - isoparaffins and aromatics are less
subject to autoignition than normal paraffins or olefins - or by use of
additives such as tetraalkyl lead, which inhibit autoignition. Typically,
the autoignition tendencies of fuels are characterized by octane number,
determined either by the Research or Motor methods. Fuels are rated in
comparison to mixtures of normal heptane, a straight chain paraffin with
high autoignition tendencies, which is assigned zero octane number, and
isooctane, a branched paraffin with low autoignition tendency, which is
assigned an octane number of 100. Octane numbers of greater than 100
are compared against isooctane and given amounts of tetraethyl lead.
A second fuel related factor influencing tendency to knock is
deposit forming tendency. All fuels form carbonaceous deposits in the
combustion chamber. Fuels and lubes with lead or other metallic additives
also form inorganic deposits. Deposits change the heat transfer
characterisitcs of the combustion chamber. They tend to insulate the
chamber and, therefore, increase the tendency for autoignition. Combustion
chamber deposits build slowly to an equilibrium level during which time
octane requirement increases. The amount of octane requirement increase
observed depends on the characteristics of the fuel, the mileage accumulation
schedule, and the characteristics of the engine used. This subject will
be discussed in greater detail below.
As mentioned above, knock is a discrete phenomenon and can only
be treated statistically. In the following sections, the effects of
individual engine parameters on tendency to knock will be discussed.
The differences between clean and equilibrated engines, and a statistical
survey of octane requirements will also be illustrated.
COMPRESSION RATIO - Compression ratio is one of the primary
determinents of octane requirement. Figure 1-1 shows the research octane
number required to satisfy 90% of the vehicle population on full boiling
range unleaded fuels as a function of compression ratio. These data were
estimated by Corner and Cunningham from data obtained in the CRC Octane
Number Requirement Survey. These historical data indicate that 91 RON
fuel will satisfy 90% of the vehicles at~7.5:1 compression ratio. Since
average compression ratio for the 1975 model year is assumed to be~8.2:l,
a significant portion of the vehicles on the road will not be satisfied
unless some of the "mechanical octane" changes assumed possible in this
proposal are used.
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- 3 -
FIGURE 1-1
RESEARCH OCTANE REQUIREMENT FOR 90%
CAR SATISFACTION ON UNLEADED FUEL (2)
104
100
W
B
w
Pi
96
w
m
92
w
u
o
w
C/D
w
Pi
88
AVERAGE SENSITIVITY FUELS
84
80
7 8
COMPRESSION RATIO
10
11
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Figure 1-2
1.30
EFFECT OF COMPRESSION RATIO ON
RELATIVE FUEL ECONOMY
LEVEL ROAD, 40 MILES PER HOUR
- 1 - 1 - 1 -
o
o
LJ
UJ
u_
UJ
K
<
_J
UJ
1.20
CONSTANT
PERFORMANCE
V
1.10
1.00
0.90
C.R. ONLY, SAME
DISPLACEMENT &
REAR AXLE RATIO
0.80
8
10
11
12
COMPRESSION RATIO
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- 5 -
Compression ratio also has a significant effect on fuel economy.
Corner and Cunningham also present a survey of the literature in this
area. Figure 1-2 shows the effect of compression ratio on fuel economy
for two cases, one in which performance is held constant by changing
engine size and/or rear axle ratio, the second in which compression
ratio is changed without making other changes in the engine. These
data are for level road, 40 mph cruise conditions and represent tests
by a number of different investigators using a wide variety of engines.
In actual customer use, only part of the steady state fuel
economy benefit will be realized. Corner and Cunningham estimated that
80% of the steady state benefit would be available and that the automotive
industry would make the changes necessary to maintain constant performance.
The resulting fuel economy benefit as a function of compression ratio is
shown in Figure 1-3.
Compression ratio generally has a major effect on NOX emis-
sions with smaller effects on CO and HC_ emissions. As compression
ratio is raised, peak cylinder temperature rises and NOX formation
rate increases. In one typical experiment conducted by Exxon Research,
raising compression ratio from 9:1 to 11:1 at an air-fuel ratio of 14.4 Ibs.
air/lb. fuel, raised NOX emissions 68%. An increase in compression ratio
would have to be accompanied by steps to lower NOX emissions back to
acceptable levels.
The data in Figure 1-1 show that octane requirement increase
is a non-linear function of compression ratio, but that over the range
of compression ratios from 7 to 10, octane requirement increases about
3.5-4 numbers/compression ratio. The data in Figure 1-3 show about a
5% increase in fuel economy/compression ratios. Therefore, compression
ratio changes result in 1.3% improvement in fuel economy/octane number
requirement increase.
SPARK TIMING - In order to maximize the work obtained from an
Otto cycle engine, the pressure-volume integral for the expansion stroke
must be maximized. This is achieved if peak pressure is reached slightly
after the piston reaches its top dead center (TDC) position. The fuel-air
mixture must be ignited before TDC to obtain this condition, that is,
spark should occur in advance of TDC. Spark timing is usually stated
in terms of crank angle degrees before or after TDC. The more degrees
before TDC the spark occurs the more soark advance. Delaying spark,
even if spark still occurs before TDC, is referred to as spark retard.
The optimum amount of spark advance varies widely with operating
conditions. To provide the proper amount of advance under a wide range
of conditions, three types of control are used. The first of these is
a basic timing adjustment. This is the amount of advance needed to
obtain proper performance at low engine speeds. In most engines, basic
timing is set between TDC and 12 degrees before TDC. This adjustment
is made with vacuum advance (described below) disconnected.
The second control is vacuum advance. At lower power outputs,
the engine operates at high intake manifold vacuum levels, and therefore,
at low peak cylinder pressure. Lower pressure in the cylinder means
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- 6 -
Figure 1-3
EFFECT OF COMPRESSION RATIO
ON CUSTOMER RELATIVE
FUEL ECONOMY
80% OF LEVEL ROAD, 40 MILES PER HOUR
1.20
1.10
o
o
Ul
ID
U,
Ul
H
<
Ul
1.00
0.90
0.80
_L
8 9 10
COMPRESSION RATIO
11
12
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reduced flame speed. To obtain peak pressure at the correct time in
the cycle, spark must be advanced. Most engines use an intake manifold
vacuum actuated control to advance spark automatically.
The third control is centrifugal advance. As engine speed
increases, the time available for the air-fuel charge to burn decreases.
To allow time for the flame to develop properly, it is necessary to
advance spark as a function of engine speed. This control is known as
centrifugal advance.
Spark timing has a significant effect on emissions, fuel economy,
and octane requirement. Since optimum timing results in the maximum
temperature and pressure in the cylinder, it will also result in peak
NOX formation. Retarding spark timing is one of the popular methods of
reducing NOX emissions. Retarding spark timing will also generally reduce
HC emissions. With retarded timing, less of the fuel's chemical energy
is converted to mechanical energy. More is rejected as sensible heat
in the exhaust. Higher exhaust temperatures promote post engine oxidation
of hydrocarbons, and therefore, lower HC emissions. The effect of spark
retard on CO emissions is relatively small and mixed. In some cases spark
retard causes small reductions in emissions; in others, small increases.
Spark retard increases fuel consumption. Since with spark
retard, less of the fuel's chemical energy is converted to work, more
fuel must be consumed to do a given amount of work. Teasel, Calcamuggio,
and Miller(3) showed a fuel economy debit of 1% per degree of spark retard.
Spark retard also reduces octane requirement. Since peak
cylinder temperature and pressure are reduced, the tendency to knock is
reduced. In 1970, the CRC Octane Number Requirement Survey included
a study of the effect of 5 degrees spark retard on octane requirements.
The average reduction in requirement for the roughly 100 cars tested was
0.7 octane number per degree of spark retard™'. Putting the octane
requirement data and the fuel economy data together yields a fuel economy
penalty of 1.4%/octane number requirement decrease if spark retard is
used to reduce octane requirement. It should be realized, however, that
spark retard will also cause a performance debit. If the amount of spark
retard used is small, 5° or less, the power debit at the peak of the
power curve is fairly small. For example, Caris, st. JLL- showed a
5 RON reduction in requirement for a 1% loss in peak power with 5°
spark retard. At less than peak power, spark retard will cause greater
reductions in power. Spark timing curves are typically retarded at the low
speed, high load conditions which create maximum potential for detonation.
This allows use of higher compression ratio and better efficiency at other
operating conditions.
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- 8 -
EXHAUST GAS RECYCLE (EGR) - EGR is a means of controlling NO
which involves taking part of the exhaust stream and recycling it to
the intake manifold. This adds diluent to the combustion mixture and
therefore, lowers combustion temperature which results in lower NO
formation rates. EGR generally has smaller effects on HC and CO emissions.
Since EGR functions by lowering peak flame temperature, it
should be expected to lower octane requirement. EGR does in fact lower
octane requirement. Musser, et al.(^) showed a decrease in octane re-
quirement of 0.5 octane number/% EGR used. EGR is not used at full
throttle in production vehicles because it reduces fuel economy at full
throttle. However, at the more usual part throttle operation, a greater
throttle opening, hence increased intake manifold pressure, is required
to maintain constant power when EGR is used. Higher intake manifold
pressure means less pumping loss, hence improved engine efficiency. This
can compensate, at least in part, for the fuel economy lost by lower peak
flame temperatures induced by EGR. EGR also lowers flame speed. To
combust the charge at the appropriate time then, it is necessary to
advance spark timing. The optimum air-fuel ratio for fuel economy moves
to richer values with EGR for the same reason. Rich mixtures burn with
faster flame speeds. Gumbleton, &t_al^.y* showed that by adjusting spark
timing and air-fuel ratio, it is possible to operate with as much as 15%
EGR with no loss in fuel economy or part throttle performance compared to
an optimized non-EGR case.
At full throttle, the reduction in pumping loss obtainable by
opening the throttle wider is no longer available. Significant losses
in performance occur because of the lower peak flame temperature. Glass
et al.(°) give the following data on this subject:
Table 1-1 Effect of EGR at Wide Open Throttle (WOT)
on 0-60 mph Acceleration Time
% EGR 0-60 WOT Accel. Time % Over Base
318 CID Plymouth 0 11.76
7 .13.68 16.3
9.5 14.22 20.9
12.5 15.0 27.6
307 CID Chevrolet 0 16.6
13.3 19.4 16.8
20.2 26.3 58.4
The effect of EGR on WOT performance is great enough to make a fuel
economy comparison between the non-EGR and EGR cases meaningless.
OTHER DILUENTS - Other diluents will have the same effect on
peak flame temperature that EGR has. Therefore, they will also decrease
knock but at the cost of reduced power. The diluent most often discussed
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in this context is water. Proponents of this approach point out that
water injection was used in World War II piston engine aircraft to
allow peak power to be developed at low altitude. The argument made
is that water injection at WOT in an automobile engine would allow a
reduction in octane requirement with no reduction in peak power or fuel
economy. This argument overlooks the basic differences between a World
War II aircraft engine and an automobile engine.
The aircraft engine was designed to provide a given power level
at high altitude where ambient pressure is low. To provide reasonable
charge density the engine was supercharged. If the supercharger were
allowed to act at low altitude with no other compensation, very high
peak cylinder temperatures would develop. The engine would either knock
or develop excessive thermal loads. Engines and fuels which could
tolerate these peak cylinder pressures could be developed, but these
would have been overdesigned for high altitude. The more reasonable
approach was to allow the engine to operate near design limit at high
altitude and reduce peak "potential" power at low altitude. Water
injection did this.
The automobile engine does not operate over this wide range
of ambient conditions and therefore, does not need to be designed for
reduced "potential" power. The cost of water injection is such that
it could not compete with the means of suppressing knock already in the
engine compartment.
AIR-FUEL RATIO - Air-fuel ratio affects octane requirement
because it too affects peak cylinder temperature. Operating either with
excess fuel (richer than stoichiometric) or excess air (leaner than
stoichiometric) dilutes the burning charge and lowers peak cylinder
temperature. Lower peak cylinder temperature results in lower octane
requirement. As a rule of thumb, each air-fuel ratio leaner than
stoichiometric lowers octane requirement 4 octane numbers.(5) The
effects of air-fuel ratio on emissions and fuel economy are shown in
Figure 1-4. Fuel economy is a non-linear function of air-fu^l ratio.
Therefore, it is difficult to calculate a fuel economy debit/octane
number requirement decrease for changes in air-fuel ratio as had been
done for changes in compression ratio, spark timing, and EGR rate.
Such a computation would probably be of academic interest only, however.
Most emission control systems depend on relatively tight control of
air-fuel ratio and changing air-fuel ratio to change octane requirement
would cause great difficulty.
COMBUSTION CHAMBER PROPERTIES - Since knock takes place
in the end gas region, anything which changes either the degree of
turbulence, in the chamber, the time for which the end gas exists, or the
heat transfer characteristics of the region will affect the tendency
to knock. Increasing turbulence should propagate the flame across the
combustion chamber at a faster rate, leaving less time for autoignition
to occur. Similar effects can be obtained by changing the shape of the
combustion chamber or the location of the spark plug. Finally increasing
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Figure 1-4
FUEL ECONOMY AND AIR-FUEL RATIO
100
I 75
U W
W S
o
iJ M
w
H O
3
50
25
h
TT
I I
FUEL ECONOMY
100
75
50
25
o
i
11 13 15 17 19 21
AIR-JUEL RATIO
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- 11 -
heat transfer from the end gas zone cools the end gas and reduces the
tendency to knock. Conversely, insulating the end gas zone with combustion
chamber deposits will reduce heat transfer and increase the fendencv to
knock. Each of these subjects is discussed below.
Turbulence - The effects of increased turbulence on octane
requirement have been studied by many investigators, but no method for
accurately measuring changes in turbulence in the combustion chamber
has been developed. One common approach to increasing turbulence is to
shroud the intake valve. It involves masking a portion of the intake
valve and thus forcing all of the intake charge to flow through a
restricted portion of the normal intake opening. This causes the in-
coming charge to swirl as it enters the cylinder. A drawing of a
shrouded intake valve is shown in Figure 1-5(a). Caris, et_ al.(5) present
data of the effects of 90° and 180° shrouds in a single cylinder engine.
At high engine RPM, the srouds caused a significant reduction in power
since they acted as throttles. Power reductions occurred at engine
sneeds above 2000 RPM with the 180° shroud and above 2500 RPM with the
90° shroud. However, at lower speeds definite octane reductions were
observed. At 1000 RPM, 9:1 compression ratio, the unshrouded engine
required 98 RON. The 90° shroud reduced this to 95 RON; the 180° shroud
to 93 RON. While these results are interesting, their practical application
is severely limited by the throttling effect of shrouds.
Another, more practical approach to creating combustion chamber
turbulence is to design the piston so that part of it matches the head
at top dead center with only enough clearence to prevent interference.
This has the effect of physically displacing the charge from one side
of the chamber to another as the piston approaches top dead center. The
thin zone thus created is generally referred to as a squish zone.
There are two general approaches to creating a squish zone.
The first is to use a flat piston head and a wedge shaped cavity in the
cylinder head. The second is to use a flat cylinder head and a bowl shaped
cavity in the piston head. Both configurations are shown in Figure 2-5(b).
Caris et al.^ ^ show single cylinder engine octane requirement data
comparing a flat cylinder head-flat piston head configuration with a flat
cylinder head-bowl shaped cavity in the piston head configuration. At
1000 RPM, 9:1 compression ratio, the piston head with the cavity had a
19 RON lower requirement. No such direct comparison was made for wedge
shaped combustion chambers.
Besides increasing turbulence, a squish zone increases heat
transfer from the end gas and decreases its volume. Thickness of the
squish zone is important in this respect. Caris, et_ aJL_(5) present octane
requirement data for a single cylinder engine in which a depression in
the piston head provided essentially all of the combustion chamber volume.
Reducing the clearance between the cylinder head and the portion of the
piston head not containing the depression from 0.100 inch to 0.040 inch
reduced octane requirement by 10 numbers.
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- 12 -
FIGURE 1-5
METHODS OF CREATING TURBULENCE IN
COMBUSTION CHAMBERS
FIGURE 1-5(a) SHROUDED INTAKE VALVE
WEDGE SHAPED
COMBUSTION CHAMBER
DEPRESSION IN
PISTON HEAD
FIGURE 1-5 (b) SQUISH ZONES
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- 13 -
It should be remembered that Caris, et al. studied these
problems in single cylinder engines with clean combustion chambers.
Their results should be considered qualitative rather than quantitative,
since, at best, only part of the benefit they observed would be found in
a multi-cylinder engine operating with deposited combustion chambers.
Despite this qualification, the benefits of squish zones were widely
recognized, and by the mid-1960's they were a feature on most engines.
However, with the advent of emission control standards, squish
zones had to be reevaluated in terms of their effect on emissions. The
specific problem was the effect that squish zones have on hydrocarbon
emissions. Most emitted hydrocarbon is the product of incomplete com-
bustion, but part is fuel which survives the combustion chamber unburnt
in a thin layer near the combustion chamber walls known as the quench
zone. Quench zones exist because mechanical considerations dictate
that the walls of the combustion chamber must be kept fairly cool. These
cool walls quench the approaching flame a finite distance from themselves,
thus creating the quench zone. All other factors being equal, the amount
of hydrocarbon emitted from the quench zone is directly proportional to the
surface-to-volume ratio of the combustion chamber. Combustion chambers
with squish zones have higher surface-to-volume ratios than those without
squish zones.
As a result, in the late 1960's when many auto manufacturers
redesigned the combustion chamber of their engines to reduce surface-to
volume ratio, they partially eliminated the squish zone and thus tended
to increase octane requirement. Because these changes were made at the same
time as major changes in air-fuel ratio and spark timing, it is impossible
to quantify the magnitude of the effect of changes in combustion chamber
design on octane requirement by comparison from one model year to the
next.
Combustion Time Considerations - Knock is the result of chemical
reactions occurring in the end gas region. These reactions are rate
controlled and if insufficient time is allowed for the reaction to proceed,
the flame will pass through the end gas region before knock occurs. The
most critical factor in determining the time available for end gas
reactions to occur is engine RPM. Knock may occur at the beginning of a
wide open throttle acceleration, while engine speed is low, and disappear
as engine speed increases. One method of minimizing the time required for
the flame to travel through the combustion chamber is to place the spark plug
in the center of the combustion chamber rather than at one end. This
is done in most engines.
A further reduction in combustion time can be obtained by using
multipoint ignition. This approach is attractive because it does not
debit either power or fuel economy as do spark retard, use of EGR at full
throttle, and the other techniques discussed above. In fact, directionally,
multipoint ignition tends to increase efficiency and power by more closely
approximating constant volume combustion.
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- 14 -
Lichty reports on the beneficial effect of using two spark
plugs at opposite ends of the combustion chamber in valve-in-head
engines. Taylor and Taylor(1) report on the effect of spark plug loca-
tion on knocking tendency using as many as 17 spark plugs in a single
cylinder engine. They show a substantial reduction in the octane
requirement of the engine when all 17 plugs fired simultaneously. Of
course, the authors themselves say that the practical approach would
make use of two spark sources.
Varde and Lucas tH) reported that dual spark plug ignition
shortens the combustion duration and thereby reaches higher maximum
cylinder pressures at a higher rate of pressure rise. This would be
expected to produce more power and greater NOX emissions which was
found to be the case. Studies at General Motors(12) agree with these
findings. In addition, by diluting the intake charge with T$2 > large
reductions in the NOX emissions were obtained primarily due to thermal
effect.
The firing of the two sparks at different locations effectively
acts as if the spark were advanced, as far as the pressure rise curve is
concerned. Accordingly, the firing of the two plugs can be retarded to
a point such that the peak pressure with two plugs is the same as obtained
with one plug fired at the normal time. Again the benefits of reduced
combustion time is obtained while retaining a more or less normal pressure
rise. Without an undue increase in complexity, the two approaches could
be combined, i.e., a delay between primary and secondary ignition with
an overall retard of the primary ignition.
Combustion Chamber Deposits - Octane Requirement Differences
Between Clean and Equilibrated Engines - It has been well established
by numerous experiments that the octane requirement of engines increases
from its value at zero miles to an equilibrium value. The magnitude
of this octane requirement increase, or O.R.I., is dependent on the
driving mode used during equilibration. The time required to reach
equilibrium depends both on driving mode and fuel type.
O.R.I, is associated with the build-up of combustion chamber
deposits. It is easy to picture these deposits filling part of the
combustion chamber, raising the effective compression ratio, and thus
raising octane requirement. This mechanism probably accounts for part
of O.R.I., but the insulating effect of combustion chamber deposits
seems to be more important. Insulating the combustion chamber raises
end gas temperature and the tendency to knock. Combustion chamber
deposits are composed of very high molecular weight carbonaceous
materials, oxides of the metals present in lubes, and when leaded fuels
are used, lead salts. All of these materials are good insulators.
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- 15 -
Equilibrium occurs when the rate of combustion chamber
deposit lay down is equalled by the rate of deposit scavenging due
to thermal and mechanical shocking. Total O.R.I, to equilibrium
depends on the driving mode used. O.R.I, will be high, up to 'VLO
octane numbers, if a cycle with mild and/or infrequent accelerations
is used, since this type of driving minimizes mechanical scavenging of
deposits. Driving cycles with frequent and/or hard accelerations lead
to lower O.R.I.'s because of better deposit scavenging.
In this context, the octane rating procedure with its repeated
wide open throttle accelerations (See Section 2.2.1) is a good means of
scavenging deposits. The act of octane rating an engine will reduce its
octane requirement several numbers. Duplicate rating should always be
made after some intervening mileage accumulation.
The time required to reach equilibrium depends on the fuel used.
With leaded fuels at least 5,000 miles is normally considered sufficient
time to reach equilibrium. However, with unleaded fuel, longer mileage
accumulations are necessary. In our view, the reason for this is not
understood at this time. In a 12 car program conducted by Exxon Research
in 1971, we found that ^7,500 miles was sufficient to reach equilibrium
with unleaded fuel in simulated urban driving. A representative of
General Motors(13) stated publically that equilibrium was reached within
12,000 miles of consumer driving on unleaded fuel. O.R.I, for this study
was 'W numbers. Both values may be correct since the approach to equili-
brium is a function of driving mode as well as fuel type.
OTHER ENGINE PARAMETERS - At least two other engine parameters
have small but measurable effects on octane requirement. These are the
temperature of the inlet air-fuel charge and the temperature of the
coolant. Raising either temperature affects the heat balance in the
cylinder and raises the end gas temperature, thus raising the tendency
to knock.
AMBIENT CONDITIONS - Atmospheric temperature, pressure, and
humidity all have an effect on end gas temperature. Raising either
atmospheric temperature or pressure will raise end gas temperature and
therefore tendency to knock. Moisture in the inlet air is a diluent
which lowers end gas temperature. The effect of atmospheric pressure
has been measured by the CRC in terms of the effect of altitude change
on octane requirement of late model cars.'-^) The average octane
number requirement decrease for thirty-nine 1971 and 1972 model year
cars was '^2/in. of Hg pressure decrease.
RESEARCH OCTANE NUMBER VS. MOTOR OCTANE NUMBER - Thus far
we have discussed octane requirement as if it were a single value and
where data have been presented, they have been in terms of Research
Octane Number Requirement. As stated earlier, there are two generally
-------
- 16 -
accepted methods of measuring octane number - the Research Method
(ASTM Procedure D2699) and the Motor Method (ASTM D2700). Both methods
use single cylinder, variable compression ratio engines and rate normal
heptane as zero octane and isooctane as 100 octane. The Research Method
is conducted at 600 RPM with an inlet air temperature of 125°F. Condi-
tions for the Motor Method are somewhat more severe - 900 RPM and 300°F
inlet air temperature.
Most fuels show a lower rating by the Motor Method than by the
Research Method. The difference between the octane number determined by
the two methods is referred to as "sensitivity." Sensitivity is a function
of the chemical composition of the fuel. Paraffins and isoparaffins have
relatively low sensitivity; aromatics and especially olefins, higher
sensitivity.
Neither Research Octane nor Motor Octane Number exactly predict
the octane requirement of vehicles in use. The CRC handles this problem
by defining "road octane." The road octane number of a fuel is the
octane number of a primary reference fuel, i.e,. a blend of isooctane
and normal heptane, which has the same knocking characteristics as the
fuel in question.
As a general trend, modern vehicles have become more dependent
on Motor Octane Number. The importance of Motor Octane Number was rec-
ognized by the FTC, the auto industry and the petroleum industry in the
decision to post octane number as an average of Research and Motor Octane
Numbers, rather than posting just Research Octane Number as had typically
been used in advertising. Reasons for the rising importance of Motor
Octane Number are discussed below.
EFFECT OF TRANSMISSION CHARACTERISTICS ON MOTOR OCTANE
NUMBER DEPENDENCE - A number of literature references (14-16) have
discussed the knocking behavior of engines used with automatic trans-
missions. There is unanimous agreement in the literature that as engine
speed increases, Motor Octane Number becomes a better predictor of fuel
requirement than Research Octane Number. The use of automatic trans-
missions with torque converters prevents engine loadings at speeds below
the stall speed. Since the operating regime of engines with these trans-
missions is limited to a higher speed range, it should be expected that
they respond to Motor rather than Research Octane Number. One method
of relating the relative importance of Research and Motor octane is
with a road octane number equation. Let:
Road O.N. = a (RON) H- b (MON) + c, (2-1)
where: RON = Research Octane Number, and
MON = Motor Octane Number,
-------
- 17 -
Then the relative importance of RON and MON is given by the ratio a/b.
Fell and Hostetler(16) give this ratio as 15.7 for vehicles equipped
with manual transmissions, but only 5.6 for vehicles equipped with
automatic transmissions.
OCTANE REQUIREMENTS FOR ACTUAL VEHICLES - It should be obvious
from the foregoing that estimating the equilibrated octane requirement
of an engine from its design parameters is an impossible task. The
large number of independent variables leads to a significant spread
in the octane requirements of nominally similar vehicles. Figure 1-6
shows octane requirement data for 35 1973 V-8 vehicles of the same make
and model obtained in the CRC's 1973 Octane Number Requirement Survey(l^)
using an 11 sensitivity fuel series. Minimum Octane Requirement was
less than 84.5 RON, maximum greater than 100 RON. These type data
are usually plotted as percent of cars satisfied by a given octane fuel.
CRC plots such data for 12 models, each plot being based on 13-24 cars.
The spread between the 10 and 90% satisfaction points for a given model
for RON with full boiling range fuels averages about 10 numbers. For
MON average spread is about 7 numbers. Spreads for the entire 1973
population (see Figures 1-7 and 1-8) are even larger.
The wide spread in the octane requirements of nominally
similar vehicles presents serious problems in doing research on octane
requirements. The only completely valid approach, the statistical
approach in which measurements are made on a sufficient number of
vehicles to characterize the population, is extremely costly and time
consuming. Most research has been done in single engines with well
characterized deposits where comparisons of the effects of different
fuel and engine variables can be made. This is the approach used in
determining octane number in single cylinder engines. The disadvantage
to this approach is that results obtained in one engine may not be
directly applicable to other engines. For example, a road octane
equation must be developed to apply the octane number results obtained
in single cylinder engines to multicylinder engines. The problem is
particularly severe when a small number of engines is used. Neither
the statistical approach nor the approach of well characterizing a
particular engine can be used. Normal engine to engine variation can
make interpretation of results extremely difficult.
-------
FIGURE 1-6
DISTRIBUTION OF RESEARCH OCTANE NUMBER REQUIREMENTS
ON *V11 SENSITIVITY FUELS
35 - NOMINALLY SIMILAR VEHICLES
oo
I
10 .
PS
w
PQ
4 -
2 _
n
n n n
<85 85 86 87 88 89 90 91 92 93
RON REQUIREMENT
94
95
96
97
98
99
100 >100
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- 19 -
FIGURE 1-7
DISTRIBUTION OF
MAXIMUM RESEARCH 0-N. REQUIREMENTS
ALL 1973 U.S. CARS INCLUDING IMPORTED MODELS (491 CARS)
FUELS
:491
UNLEADED FUEL-8 SENSITIVITY -
UNLEADED FUEL-11 SENSITIVITY
LEADED FUEL-6 SENSITIVITY
—:491 CARS
— :447 CARS
— :447 CARS
102
100
PERCENT CARS SATISFIED
-------
- 20 -
FIGURE 1-8
DISTRIBUTION OF
MAXIMUM MOTOR O.N. REQUIREMENTS
ALL 1973 U.S. CARS INCLUDING IMPORTED MODELS (491 CARS)
PRIMARY REFERENCE FUELS
UNLEADED FUEL-8 SENSITIVITY -
UNLEADED FUEL-11 SENSITIVITY
LEADED FUEL-6 SENSITIVITY
:491 CARS
:491 CARS
:447 CARS
:447 CARS
20 40 60 80
PERCENT CARS SATISFIED
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- 21 -
1.2 EXXON RESEARCH AND ENGINEERING APPROACH
The approach taken at ER&E was as follows. A standard 8:1 C.R.
350 CID Chevrolet Nova (California) was tested for tailpipe and evapora-
tive emissions, fuel economy, octane requirement, performance, and drive-
ability. These tests were made with a clean engine and again following
12,000 miles of deposit accumulation to stabilize octane requirement.
The vehicle was then modified to obtain a 9:1 C.R. using 1969
high compression heads coupled with the standard 1975 engine block.
Emissions were recalibrated to the 8:1 C.R. level primarily by adjusting
EGR flow to lower the higher NOX emissions obtained at the 9:1 C.R.
level. The big effort was in finding a suitable technique for reducing
the vehicle's increased octane requirement. Several approaches were
examined. These were:
Increased Turbulence - A greater amount of turbulence was generated
using the 1969 heads, which have 30% greater squish area, together
with head spacers to keep the compression ratio the same as the
base case.
Shorter Combustion Duration - As discussed in this section, dual
spark plug ignition increases engine power output and NOX emissions
by combining this approach with charge dilution or spark retard,
comparisons were made at a dual ignition power output equivalent
to that of the single ignition case.
Aluminum Heads - Because of their better heat transfer properties,
aluminum heads were compared to cast iron heads for effects on
octane requirement.
Controlled Spark Retard - Spark retard, applied only when detona-
tion occurs, can be effective at reducing knock while not having
a deleterious effect on vehicle emissions, fuel economy, and per-
formance.
A key element in the development of such a system is the ability
to sense knock or detonation. Knock sensing has been studied by several
investigators using pressure transducers and vibration sensors.(18-23)
In fact, it is routinely used in the Research and Motor Octane methods
of measuring fuel octane quality. In such single cylinder engine tests,
the combustion chamber pressure behavior with time exhibits character-
istics unique to detonation which can conveniently be measured. On a
vehicle with a multicylinder engine, it would be very costly to use
sensors in each cylinder. A more desirable device is one which can be
mounted externally to the engine and can sense detonation irrespective
of the cylinder in which it occurs. Keller, et al.,(21) used a vibration
sensor mounted on the engine intake manifold to develop an automated
-------
- 22 -
technique for the octane rating of fuels. Using this technique, they
found the predominant knock frequency to occur between 4 and 6 kHz for
most cars examined. In the present work, the optimal location of an
accelerometer used to measure detonation-induced vibration of the engine
was determined. The signal from the accelerometer was then used to
trigger the spark control circuit to retard the timing when detonation
occurs.
This latter approach of applying a temporary spark retard
when detonation occurred, as detected by a knock sensor, and removing
the retard quickly, showed the best results in the engine dynamometer
evaluation. This approach was used to complete the modification of
the 9:1 C.R. vehicle. The 9:1 C.R. vehicle was then tested in the
same manner as was outlined for the 8:1 C.R. base vehicle.
-------
- 23 -
SECTION 2
CONCLUSIONS
A 1975 350 CID (California) V-8 Chevrolet Nova with 8:1 C.R.
was tested to determine emissions, fuel economy, octane requirement,
performance and driveability before and after 12,000 miles were accumulated.
The engine was then cleaned of deposits and modified to achieve a 9:1
C.R. by using 1969 high compression heads. At the higher compression
ratio, the vehicle achieved 6% better fuel economy. The higher NOX
emissions at the 9:1 C.R. were reduced to the base level by substituting a
back-pressure-modulated EGR unit for the original valve and increasing the
EGR flow. Several techniques, outlined below, were examined to try
to reduce the octane requirement of the 9:1 C.R. vehicle.
Increased Turbulence
Increased turbulence was generated by increasing the squish area
by 34% over the base case 8:1 C.R. engine. This was accomplished by using
1969 350 CID cylinder heads coupled with the 1975 engine block and inserting
head spacers to obtain an 8:1 C.R. The results showed that the increased
squish area did not appreciably reduce octane requirement. If anything, the
octane requirement was higher for the increased squish area engine. No
effect of this squish area change on fuel economy or emissions was noted.
Dual Spark Plug Ignition
A second spark plug was inserted in the squish area of each
cylinder directly opposite the primary spark plug. By firing two plugs,
combustion duration is shortened. With dual ignition, power output,
NO emissions, and octane requirement increased. When spark retard was
used to lower the power output of the dual ignition case to that of the
single ignition base case, octane requirement was lowered but was still
higher than the single ignition case. NOX emissions were lower than the
base case. When EGR was used to lower the power output, similar results
were obtained. However, EGR was not quite as effective as spark retard
in regard to lowering the octane requirement.
Aluminum Heads
An attempt to compare aluminum with cast iron cylinder heads
was made to see if aluminum gave any octane requirement reduction due to
its better heat transfer characteristics. An exact comparison could not
be made because the aluminum cylinder heads were quite different in
design to the cast iron heads although both gave 9:1 C.R. when coupled
with the 1975 block. These aluminum heads gave a 4 octane number lower
requirement when compared to the cast iron heads.
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- 24 -
Knock-Sensor Activated Spark Retard
A system was developed which temporarily retards the spark
timing when knock is detected by an accelerometer and associated electronics.
The knock sensor is attached to the cylinder head of the engine. When
knock occurs, the vibration is picked up by the sensor, the signal is
filtered to remove some of the engine background noise, and the knock
pulse is detected. When the amplitude of the detected knock signal
exceeds a threshold, the spark timing is retarded. When no knocking is
detected over a waiting period, the timing is advanced back to its
normal schedule. Using this system, the engine's octane requirement
can be lowered several numbers with little loss in accleration performance
or deterioration of emissions or fuel economy. This approach seemed to
have the most promise and was subsequently installed on the vehicle.
When the system was installed on the vehicle, the following
was shown:
(1) By mounting the sensors (piezoelectric quartz accelerometers)
in various engine locations, the optimal location and the
frequency of knock were determined for this engine type.
(2) The knock sensor-actuated spark retard system was capable
of detecting detonation and reducing its intensity.
<
(3) Utilization of long delay periods before advancing the spark
timing after a retard results in excellent reduction of
detonation but very long acceleration times. Shorter delay
times combined with lower trigger thresholds give good knock
reduction and reasonable acceleration performance.
(4) Emissions and fuel economy testing using fuel that "produces
trace knock on WOT accelerations does not cause spark retard
on the FTP and HFET cycles, thus not affecting fuel economy
or emissions on those cycles.
Two alternate engines were also tested to see if the frequency
of knock changed. The results showed that for a 2.3 liter 4-cylinder
and a 2.8 liter V-6 engine, the frequency of knock was different than
the 350 CID V-8 engine. However, for each engine a frequency region
could be identified where knock could be distinguished from engine noise.
Using the data and with appropriate filtering and electronics, a similar
system could be built which would detect knock and actuate spark retard.
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- 25 -
SECTION 3
RECOMMENDATIONS
Several approaches were used during the course of this work
to try to reduce vehicle octane requirement. Recommendations for future
work in areas are given below.
Increased Turbulence
In our work, a 35% increase in squish area showed little
effect on octane requirement, emissions, or fuel economy. Any future
study should focus on even more drastic changes in the shape of the
combustion chamber. Additionally, several different designs need to
be evaluated in order to reach a meaningful conclusion.
Dual Spark Plug Ignition
When dual ignition was employed, octane requirement increased
over the base single ignition case, at least for the particular engine
and spark plug locations which were chosen. Future work in this area
might be expanded to examine several different designs with various
secondary plug locations. It is possible that an octane requirement
benefit can be realized if the right combustion chamber geometry and
plug locations are chosen. When the torque was equalized for the single
and dual ignition case by retarding the spark timing or by adding diluent
(EGR), a NO benefit was observed for the dual ignition case. This is
an interesting effect which might be exploitable to reduce vehicle NOX
emissions. Nissan has published work on their fast burn engine which
uses dual spark plug ignition and heavy EGR which shows marked reduction
in NOX emissions.(25)
Aluminum Head Work and Better Heat Transfer
An attempt was made to compare aluminum and cast iron cylinder
heads to see if aluminum's better heat transfer characteristics could
be translated into a lower octane requirement. Due to differences in
head design, a good comparison could not be obtained, making the results
inconclusive. To make a meaningful comparison, identical cylinder heads
need to be made and compared using the same block, intake manifold and
carburetor. Due to valve train misalignment in the aluminum head engine,
the test had to be terminated before a deposit-equilibrated engine could
be octane rated. Comparison of octane requirement at equilibrium condi-
tions is a necessity, because it may have a strong influence on any octane
requirement differences noted between the two head materials.
In a slightly different vein, better heat transfer in the squish
area of individual cylinders could have a beneficial effect on octane
requirement. In addition, studies have shown that an individual cylinder
may have a significantly higher octane requirement if it is not cooled
-------
- 26 -
properly. If this is the case, i.e., one cylinder has a high requirement,
and the others have a lower requirement, the higher octane gasoline is
being wasted for all but one cylinder. A study could be directed at
determining the requirements of individual cylinders in an engine and
making modifications as necessary to insure that no single cylinder has
insufficient cooling. This approach would only be useful if the problem
is of sufficient magnitude that an appreciable octane benefit can be
realized. The solution to the problem should also be generally applicable.
Knock Sensor-Actuated Spark Retard
This study clearly demonstrated the benefits obtainable from
a knock sensor-controlled spark retard system and also touched on some
of the performance tradeoffs involved. No further work in this area
is justified at this time except where evaluation of manufacturer's
knock sensor systems is desirable. If a system evaluation is made, an
ability to obtain a cumulative knock intensity rating may be very useful.
As shown in our work, it is very difficult to octane rate a vehicle with
an operational spark retard system because several intensities of knock
are heard during accelerations. A good way to do the rating is on the
basis of cumulative knock during the entire acceleration. This is
difficult to do audibly but it may be possible to do electronically by
using the existing knock sensor signal. An instrument similar to that
discussed above would be very useful in octane rating vehicles with
knock sensor-spark retard systems.
During the course of this work, several problems arose with the
application of knock sensor-spark retard technology. These are discussed
below to provide guidance for future work in this area.
Performance Debits - There are significant acceleration per-
formance debits associated with using spark retard to eliminate most
of the knock for several octane numbers below the engine's normal
requirement. While a 2 to 4 octane number benefit was shown, 10-30%
slower acceleration times were obtained. When long spark advance delay
times were employed however, limited testing indicates that if
slightly higher levels ot detonation are allowed, much lower performance
debits are possible (on the order of 0-10% depending on how much detona-
tion is permitted). This can be accomplished by raising the threshold
so that the system is less sensitive to detonation, by decreasing the
waiting period before advancing the spark schedule or by some combination
of the two. Another technique to improve overall performance would be
to sense the end of an acceleration, with an additional engine input,
after which normal spark advance would be used. For example, use of a
manifold vacuum or throttle position indicator would provide a signal
whereby the end of an acceleration is well characterized, i.e., high
manifold vacuum or closed throttle. This signal could be used to override
the spark control system to immediately cut out any applied spark retard
under conditions similar to these, thereby reducing excessively long
periods of applied retard even though a long spark advance delay is used.
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- 27 -
Spurious Retard - Occasionally, spurious retards were noted
during the course of this work. Some of these were well defined extra-
neous electrical interference which could be corrected, such as moving
any unnecessary AC-operated electronics out of the car, using DC-power
for the controller itself, and removing tachometer leads from car.
Others were ignored because they were not considered to be serious
uncorrectable problems in a commercial unit, e.g., spark retards when
cranking starter motor to start the engine. A more serious problem,
which manifested itself just prior to replacing the cylinder heads with
recessed valves, was that real engine noises other than knock could
trigger the spark retard system occasionally. These retards were traced
by listening to tape recordings slowed down to 1/16 of normal speed.
In these recordings, knock is very apparent as a ringing drum-like
sound and valve noises can be distinguished from it. A peculiar valve
noise, which had some ringing character to it, occasionally produced a
retard. These spurious retards could be eliminated by raising the
threshold at the expense of lower sensitivity to knock. These 1969 heads
were not induction hardened. When severe valve recession had occurred,
the heads were replaced. No retards of this type have since been noted.
Surface Ignition - The accumulation of ashy oil-based deposits
(40-50% ash) in the combustion chamber caused a significant surface
ignition problem during one phase of the study. In fact, when the heads
were removed, a large ashy particle was removed from the cylinder which
had been knocking. In this case, spark retard actually made the surface
ignition much worse, presumably due to the increased generation of heat
in the engine. This would probably not be a general problem since sur-
face ignition is rare with unleaded fuel. In this case, the severe
driving schedule, i.e., more WOT accelerations, may have produced the
high ash deposit problem due to high oil consumption.
Engine Overheating - Although tests were not made, the potential
exists for engine overheating with long periods of running with retarded
timing. This could occur either by a malfunction of the spark control
system or by the use of a fuel of much lower octane quality than the
engine's requirement. For this reason (and also for putting a limit on
acceleration performance losses), only 10° maximum retard is allowed.
This potential problem could probably be eliminated by using a coolant
temperature sensor to override the spark retard system if high coolant
temperatures occur.
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- 28 -
SECTION 4
TESTING OF 8:1 C.R. BASE VEHICLE
4.1 TEST VEHICLE SELECTION
The feasibility demonstration of techniques to increase mechanical
octane was, by the terms of the contract, to be carried out on a vehicle.
The choice of vehicle was guided by the following factors. First, the
car had to be compatible with modifications necessary to achieve increased
mechanical octane. This meant that modification of the combustion chamber
to increase 'squish' had to be achieved by off-the-shelf parts. The
configuration of the cylinder head or heads had to allow insertion of
a spark plug into the squish area of each cylinder for the evaluation
of the dual spark plug technique to increase mechanical octane. Finally,
the ignition system of the vehicle also had to be compatible with the
proposed knock sensor actuated spark retard system.
The second factor taken into consideration in the choice of
a test vehicle was related to the future trend in passenger cars. It was
assumed that vehicle weights would decrease with successive model years
in an effort to meet more stringent fuel economy standards. The 1975
Chevrolet Nova was chosen as typical of the large end of future passenger
car lines. The engine of choice for the Nova was the 350 CID V-8, with
an 8:1 compression ratio with no deposits. While it was felt that this
power plant would be somewhat large in terms of future expectations, it
had the advantage of having the flexibility for combustion chamber modi-
fications with production parts more so than other candidate engines.
With the approval of the Project Office, a 1975 production Chevrolet Nova
with the 350 V-8 engine was purchased in California. This vehicle,
equipped with an air injection pump and oxidation catalyst, was designed
to meet the California Standard of 9.0 g/mile carbon monoxide, 0.9 g/mile
hydrocarbons, and 2.0 g/mile nitrogen oxides. A complete vehicle des-
cription is given in Table 4-1.
4.2 BASELINE TESTING
Base tests of the vehicle consisted of octane rating, emissions
testing and evaluation of driveability at the start and at various intervals
during mileage accumulation. It was realized that during the course of
accumulation and testing of the vehicle some catalyst deactivation could
take place. Therefore, to compare the emissions characteristics of the
modified vehicle to the base, fresh catalyst was to be used during
testing of the demonstration vehicle. To eliminate any emission effects
attributable to differences in catalyst used at various stages of the
program, it was decided to obtain sufficient quantitites of a single
batch of catalyst pellets from the original supplier, AC Spark Plug
Division of General Motors, to be used in all phases of testing including
the base vehicle tests.
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- 29 -
TABLE 4-1
VEHICLE DESCRIPTION
1975 Chevrolet Nova (California)
Inertia Weight
Rear Axle Ratio
Transmission
Engine:
Ignition Timing
350 CID Displacement
4.00" Bore
3.48" Stroke
8.0:1 Compression Ratio
Rochester M4MC 4 Barrel Carburetor
Emissions Control System:
Ported EGR System
Thermostatic Air Cleaner
Catalytic Converter
Converter Air Injection
Early Fuel Evaporation System
4000 Ib
3.08/1
3 Speed Automatic
6°BTC Basic Timing
-------
- 30 -
MILEAGE ACCUMULATION - Mileage accumulation was performed
entirely on a dynamometer with an automatic driver responding to a
magnetic tape input signal which dictated the driving cycle. This
cycle consisted of city, suburban, and highway driving. The total cycle
time was approximately five hours and forty minutes, covering a distance
of 183 miles for an average speed of 32 miles per hour. This average
speed is similar to that of the AMA durability cycle. Accumulation
was on an around-the-clock basis with only one scheduled shutdown
in a 24 hour period for normal maintenance checks.
The fuel used during mileage accumulation was blended from
standard refinery streams to give a research octane number of 91 to 92
clear, with a sensitivity of about 9. Certain specifications on aromatic
and olefin content set by the Project Officer also had to be met. The
fuel sulfur content was adjusted to approximately 300 ppm by the addition
of a mixture of three sulfur compounds consisting of 87% thiophene, 11%
diethyl sulfide, and 2% ditertiary butyl disulfide. A commercial additive
package was added to the fuel. Properties of the mileage accumulation
fuel used during base vehicle testing are given in Table 4-2.
TABLE 4-2
MILEAGE ACCUMULATION FUEL PROPERTIES
Research Octane Number - 91.7
Motor Octane Number - 82.9
API Gravity @ 60°F - 57.2
Lead Content -<0.01 g Pb/gal.
FIA: Aromatics - 29.1%
Olefins - 7.1%
Saturates - 63.8%
Sulfur - 295 ppm
RVP - 9.13 psi
I.E.P- - 94°F
10% - 133°F
50% - 223°F
90% - 334°F
F.B.P. - 427°F
BASE VEHICLE EMISSIONS AND FUEL CONSUMPTION - Emissions and
fuel consumption were measured on the 1975 Federal Urban Cycle (CVS-CH)
and the highway fuel economy cycle (HFET) using high octane indolene
clear. Measurements were made in triplicate at the start and end of
accumulation and in duplicate at various intervals. Test results
for emissions are given in Table 4-3. The vehicle had undergone several
-------
- 31 -
TABLE 4-3
BASE VEHICLE EMISSIONS
CO-g/mile
Mileage
564
585
606
6,860
6,882
8,903
8,925
11,025
11,046
13,148
13,170
13,191
CVS-CH
2.97
3.73
4.42
3.47
4.09
4.34
4.96
6.16
4.96
4.32
4.33
5.50
HFET
0.41
0.14
0.27
0.50
0.53
0.27
0.37
0.70
0.31
0.62
0.68
0.71
HC-g/mile
CVS-CH
0.47
0.54
0.70
0.41
0.39
0.49
0.43
0.48
0.49
0.49
0.44
0.51
HFET
0.35
0.22
0.13
0.28
0.24
0.14
0.20
0.23
0.14
0.21
0.17
0.23
N0x-g/mile
CVS-CH
2.64
2.39
2.30
1.77
1.84
1.80
1.61
2.33
2.02
2.23
2.18
2.34
HFET
3.75
3.71
3.53
3.34
3.34
3.81
3.36
4.58
3.71
5.73
4.74
4.93
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- 32 -
hundred miles of driving, as the table shows, by the time mileage accum-
ulation was initiated. This was due to the fact that the vehicle was
first octane rated so as to obtain a clean engine requirement. After
this initial octane rating, the catalyst bed was refilled with fresh
catalyst and emissions testing was begun. From the repeat tests of
Table 4-3, the variances of the test procedure can be calculated. The
average emissions at start and end of mileage accumulation with the
corresponding variances are shown in Table 4-4.
TABLE 4-4
EMISSION TRENDS WITH MILEAGE
Average-g/mile;
Start
13,000 miles
Variance
CO
CVS-CH
3.71
4.72
0.4396
HFET
0.27
0.67
0.01745
HC
CVS-CH
0.57
0.48
0.00464
HFET
0.23
0.20
0.00471
NO,
CVS-CH
2.44
2.25
0.01614
HFET
3.66
5.13
0.1513
Certainly on the emissions cycle there is no clear trend of emissions with
mileage. The indicated increase in CO is, in a statistical sense,
significant at about 90% confidence. The increase observed in both CO
and NOX on the fuel economy cycle is highly significant. The vehicle
readily met the standards of 9 g/mile CO and 0.9 g/mile HC but had nitrogen
oxide emissions approximately 10% above the 2 g/mile standard at the end
of mileage accumulation.
Early in the course of mileage accumulation, evaporative
emissions were also measured from the base vehicle by the SHED test.
Results are shown in Table 4-5 for three repeat tests. Total emissions
were found to be relatively high, coming primarily from the hot soak
portion of the test from leaks around the carburetor. In this vehicle
the carburetor was not vented to the charcoal canister so that expanding
vapors during the hot soak could escape only through any openings on
the carburetor and air cleaner housing. Fuel vapors generated in the
fuel tank such as is the case during diurnal cycling were reasonably
well controlled by the tank vent to the charcoal canister.
TABLE 4-5
EVAPORATIVE EMISSIONS - GRAMS
Test
1
2
3
Diurnal Cycle
1.59
2.49
2.32
Hot Soak
7.96
10.97
9.84
Total
9.55
13.46
12.16
-------
- 33 -
Estimates of fuel economy for the base vehicle were obtained
from the carbon balance of the exhaust constituents and by weight of
fuel consumed during the two test cycles. Fuel economy values for both
test procedures were calculated from the total fuel consumed during each
test and the miles driven. Data for the CVS-CH cycle shown in Table 4-6
are, therefore, not weighted like the emissions. Such weighted fuel
economy data are, however, given for each test in Appendix B.
TABLE 4-6
FUEL ECONOMY OF BASE VEHICLE-MPG
FROM EMISSIONS
FROM WEIGHT
Miles
CVS-CH HFET COMBINED CVS-CH HFET
COMBINED
564
585
606
6,860
6,882
8,903
8,925
11,025
11,046
13,148
13,170
13,191
Averages: 11.96 16.79 13.73
Variances: 0.04423 0.2100 0.07091
12.12
11.58
11.81
12.00
12.19
11.11
11.62
12.55
12.72
11.94
11.95
11.93
17.24
16.36
16.40
16.27
16.39
15.48
15.87
18.63
19.71
15.95
16.74
16.39
14.00
13.33
13.51
13.61
13.78
12.73
13.21
14.71
15.14
13.46
13.72
13.59
12.72
12.01
12.36
12.30
12.13
11.14
11.91
12.11
12.15
12.24
12.58
12.45
17.56
16.35
17.23
15.27
15.56
14.91
15.16
15.95
16.35
15.75
16.11
16.03
14.52
13.64
14.16
13.48
13.47
12.57
13.18
13.58
13.74
13.60
13.96
13.84
12.18 16.02
13.64
0.08895 0.1439 0.09394
Inspection of the data in Table 4-6 shows there to be relatively little
difference in the fuel economies measured from emissions and by weighing,
nor is the variability significantly different from the two measurement
techniques. The only discrepancies of note are on the fuel economy cycle
at 11,000 miles. The fuel economies obtained from emissions at that
point of testing were unusually high. By weight the results remained
consistent throughout. No effect of mileage accumulation on fuel economy
was found for the base car.
BASE VEHICLE OCTANE REQUIREMENT - Octane requirements were
measured at the same intervals as exhaust emissions and are shown in
Table 4-7. At both the beginning and end of mileage accumulation, ratings
were made on the road and on the mileage accumulation dynamometer (MAD)
with three fuel series: primary reference fuels, a full boiling range
series of constant 8 sensitivity, and another full boiling range series
of 11 sensitivity. The CRC rating procedure was used. Octane require-
ment at intermediate mileage points were determined only on the MAD
with the eight sensitivity fuel series. As the ratings with the eight
sensitivity series show, 'equilibrium' had been established by about
-------
TABLE 4-7
Test
Site
Road
MAD(1>
Road
MAD
MAD
MAD
Road
MAD
Clean /MAD
Engine i Road
OCTANE REQUIREMENT OF 1975 NOVA
Research Octane Requirement
(2)
Mileage PRFV '
121 79
278 84
425 81
6,903
8,960
11,068
13,239 86
13,411 86
13,520 80
13,650 78
CSU-8(3)
79
84
82
90
88
90
91
91
82
79
CSU-11
<86
<86
<86
93
92
93
<86
<86
(4) RMFD 276-74
<84 (78.8 MON)
84 (78.8 MON)
<84 (78.8 MON)
(2.5 in. Hg. vac.)
(8 in. Hg. vac.)
<84 (78.8 MON)
<84 (78.8 MON)
OJ
-p-
(1) Mileage Accumulation Dynamometer
(2) Primary Reference Fuels
(3) Constant Sensitivity of ^8
(4) Constant Sensitivity of VL1
-------
- 35 -
7,000 miles. The octane requirement increase, as measured on the road
was 7 for primary reference fuels and 12 for the 8 sensitivity fuel series.
Whereas initially the engine was sensitive only to the research octane
number of the fuel, as shown by the ratings at 278 miles, the final road
rating indicates that the motor octane number had become the more
important fuel property. In terms of full boiling range fuels, the
deposit stabilized vehicle is satified by 91 RON-82.7 MON and also by
93 RON-81.6 MON. Accordingly, a change of two research octane numbers
is compensated by a change of 1.1 motor number. The vehicle, therefore,
'appreciates' 35%of the RON and 65% of the MON of the fuel.
The octane requirement increase (ORI) experienced by the base
vehicle was large compared to historical experience. To determine if
this ORI was due entirely to deposit buildup, the combustion chambers of
the engine were physically cleaned to remove deposits from the cylinder
heads and piston tops. Clean engine ratings on both the MAD and on the
road showed the octane requirement to be the same again as at the start
of mileage accumulation. The measured ORI of 12 numbers was, therefore,
entirely attributable to combustion chamber deposit buildup.
DRIVEABILITY AND PERFORMANCE - After completion of mileage
accumulation, the vehicle was tested for acceleration performance on
the test track normally used for road octane rating. Two types of tests
were run: 0-60 MPH full throttle accelerations and elapsed time for the
quarter mile from a standing chart. Results are given in Table 4-8.
TABLE 4-8
ACCELERATION PERFORMANCE OF BASE VEHICLE
1 MPH Direction
South
it
it
M
Ave . South
North
it
Ave. North
Ave. excluding wind
Time-sec.
11.20
11.40
11.70
11.45
11.44
10.65
11.05
10.85
11.14
B) Quarter Mile Time-sec.
18.1
17.5
17.6
Average 17.7
-------
- 36 -
Driveability tests were carried out on a chassis dynamometer
with four fuels blended to varying volatility characteristics as given
in Table 4-9. The four fuels were blended to give low front end vola-
tility with low and high midfill. Front end volatility affects ease of
starting. Midfill volatility determines the driveability before the
engine has reached operating temperature. The four fuels, therefore,
were blended to determine how critical the vehicle is to these fuel
variables. All rating tests were run at 70°F. Both the 'cold start-
driveaway' and the "warm vehicle" evaluation of the CRC procedure were
run on each of the four fuels. With the exception of occasional hesi-
tation during part throttle acceleration and a stall during a wide open
throttle acceleration with fuel D-3, driveability was generally rated
as satisfactory on all fuels. Detailed results of these tests are to
be found in Appendix D.
TABLE 4-9
PROPERTIES OF DRIVEABILITY FUELS
Reid Vapor Pressure, psi
% (D+L)*
it
"
RON
MON
@ 158°F
@ 212°F
@ 302°F
D-l
7.03
9.9
47.7
87.9
93.5
86.4
D-2
6.87
10.0
65.7
92.9
94.2
85.3
D-3
11.92
25.8
46.5
85.5
98.2
86.9
D-4
11.18
32.5
64.5
93.5
95.0
85.9
* (D+L) is the sum of the portion of fuel distilled and the loss.
-------
- 37 -
SECTION 5
LABORATORY EVALUATION OF MEANS TO
ACHIEVE ADDITIONAL MECHANICAL OCTANE
Four independent techniques for reducing engine octane require-
ment were examined in this work. These were: 1) increased turbulence
through the use of higher squish area heads, 2) shortened combustion
duration through the use of two spark plugs per cylinder, 3) better heat
transfer characteristics of the head material obtained through the use
of aluminum heads, and 4) controlled spark retard actuated by a knock
sensor. These four approaches were evaluated in an engine dynamometer
installation with a 350 CID engine. They are discussed in detail below.
The most promising approach proved to be the knock sensor-actuated spark
retard which imposed a temporary retard in response to knock. This
technique was then used to control the octane requirement of the vehicle
modified to obtain a 9:1 C.R.
5.1 ENGINE EVALUATION OF INCREASED SQUISH COMBUSTION CHAMBERS
By the provisions of the contract, the techniques for increasing
mechanical octane were to be evaluated on an engine dynamometer using the
engine of the demonstration vehicle. After completing base vehicle
testing, the engine was removed from the Chevrolet Nova and transferred to
an engine cell. The first of the three techniques to be evaluated was
the use of increased squish areas in the combustion chamber. As has
been previously pointed out, one of the chief reasons for selecting
the NOVA with the 350 CID V-8 engine as the test vehicle was the possi-
bility of evaluating the effect of squish with off-the-shelf hardware.
Cylinder heads and pistons of high compression ratio versions of this
engine from earlier years were readily interchangeable with the basic
block of the 1975 engine. The heads from the 1969 engine, which in
combination with flat-topped pistons, gave a nominal compression ratio
of 11.25:1 had larger squish areas than the 1975 heads. This made it
relatively easy to test this concept without modifying either pistons
or heads of the 1975 engine. Figure 5-1 is a schematic drawing, to scale,
of sections of the 1975 and 1969 cylinder heads showing the squish areas
as shaded zones. The squish areas in the 1969 heads are approximately
34% larger than in the 1975 heads. Over half of this increase comes
from the extra squish area behind the spark plug.
The compression ratio of the base engine, nominally 8.5:1
with deposits, was determined from the piston displacement and from
measurements of the combustion .chamber volume at the top dead center
position of the piston. With a clean combustion chamber the compression
ratio was found to be 8.0:1. Similar measurements using the 1969 heads
-------
- 38 -
FIGURE 5-1 Top View of 350 CID Cylinder Heads
1975 HEAD
o
V/7//////A
1969 HEAD
-------
- 39 -
in conjunction with the 1975 block gave a compression ratio of 9.0:1.
It was possible to make a comparison of the octane requirement of the
two combustion chamber configurations at the same compression ratio,
8.0:1, by using the 1969 heads together with a head spacer of 0.045
inches thickness and two standard gaskets. The squish thickness, i.e.,
the thickness of the gap between piston top and that part of the head
surface which is shaded in Figure 5-1, was of course greater with the
1969 heads. Results of the octane requirement comparison are shown in
Table 5-1 with results from the base vehicle tests for comparison.
Table 5-1
Octane Requirement with Squish Area Variation
PRF* CSU-8** Test Conditions
1975 Heads, 79 79 Road, 120 Miles
C.R. - 8:1: 86 91 Road, 13,200 Miles
78 79 Road, 13,500 Miles, Clean
80 78 Eng. Cell, Manual Operation
78.5 79 Eng. Cell, Automatic Operation
_ -. £Q f* 81 81 Eng. Cell, Automatic Operation
L. . K. — o : J. :
90 91 Eng. Cell, Automatic Operation
L » R. ~ " : 1 :
* Primary reference fuels
** Full boiling range fuels with sensitivity of 8.
Octane rating in the engine cell was carried out in high gear during
full throttle accelerations from 30 to 70 MPH. Road rating of the base
vehicle had shown that it was full throttle limited. Loading of the
engine during the accelerations was initially performed by manual control
to give acceleration times during rating of about 15 to 20 seconds to
go from 30 to 70 MPH in high gear. In later testing the engine was
automatically loaded by a closed loop load control system which adjusted
the load as a function of velocity and acceleration rates. Comparison
of clean engine requirement obtained on the road with the base vehicle
and ratings of the base engine in the engine cell (Table 5-1) show that
the engine rating procedure simulated road performance very well.
Engine cell data of Table 5-1 at a compression ratio of 8:1
show that the 1969 heads with the higher squish area gave a two number
higher octane requirement with primary and full boiling range fuels.
This increase, while undoubtedly real, was not further investigated.
Higher end gas temperatures in one or more cylinders of the high squish
heads, perhaps due to poorer cooling system circulation, is only one of
several explanations consistent with the unexpected observation of
increased octane requirement with the higher squish area heads.
-------
Despite the absence of any beneficial effect of increasing
squish area, the engine was retested with the 1969 heads at a 9:1
compression ratio. At this compression ratio, obtained without the use
of the head spacer, the squish thickness was identical to that of the
base engine with the 1975 heads. The one number increase in compression
ratio resulted in an increase of nine octane numbers in clean engine
primary reference fuel requirement, a surprisingly large effect.
The effect of the various cylinder head configurations on fuel
consumption was measured on the Federal Urban Emission Cycle. Operation
on this or any arbitrary cycle was made possible by an "automatic cycle
follower" control system. With this system, the engine throttle is
automatically driven from a magnetic tape of speed as a function of time
to give the desired "vehicle speed" as a function of time through a
closed loop controller which compares actual speed to the desired speed.
The load is also adjusted by a closed loop controller as a function of
velocity and rate of acceleration. Fuel consumption data are given in
Table 5-2. The results show that the standard engine consumed 8 to
9% more fuel in the engine cell than in the vehicle on the chassis
dynamometer. The comparison of the standard heads and 1969 heads at
an 8:1 compression ratio gave no statistically significant difference.
The effect of increasing the compression ratio from 8:1 to 9:1
reduced the fuel consumption significantly. In the cold start test cycle
the reduction amounted to 6.5% combined for the three bags. For the same
test cycle but with hot starts the reduction in fuel consumption averaged
5.8%. An effect of this magnitude is not unexpected for the indicated
change in compression ratio.
Emission effects are compared in Table 5-3. In the absence
of a constant volume sampling system, it was not readily feasible to
obtain mass emissions for cyclic operation. In order to obtain an indication
of the effect of combustion chamber configuration on emissions, the
continuous traces of CO, HC, and NOX emissions were time averaged on the
urban emission cycle. The catalyst-out emissions for carbon monoxide
and hydrocarbons of Table 5-3 are strongly influenced by the startup
'quality' of the engine and are therefore subject to considerable variation.
The increase of hydrocarbon emissions commonly claimed when the compression
ratio is increased is by no means obvious from these results, at least
not after the catalyst. However, even a cursory glance at the continuous
trace of nitrogen oxide emissions showed that the NOX emissions are
significantly higher in the 9:1 compression ratio tests. The data of
Table 5-3 suggest the effect to be an approximately 50% increase in
NOX when going from 8:1 to 9:1 compression ratio.
As a result of the discouraging data on the effect of increased
squish area on octane requirement, that approach was abandoned. While
still more drastic changes in combustion chamber shape than those tried in
this study might reduce octane requirement, the construction of the
necessary hardware was beyond the scope of this contract.
-------
- 41 -
Table 5-2
Fuel Consumption with Squish Area Variation
Fuel Used - Pounds
Cold Start
Chassis Dynamometer:
Standard Vehicle
Engine Dynamometer:
Standard (C.R.=8:1):
Average
1969 Heads (C.R.=8:1):
Average
1969 Heads (C.R.=9:1):
Average
Bags 1&2
4.12
4.36
4.40
4.58
4.45
4.45
4.45
4.14
4.14
Table
Hot Start Emissions with
Bag 3
1.69
1.85
1.83
1.87
1.85
1.83
1.83
1.73
1.73
5-3
Squish
Hot Start
Bags 1&2
4.14
4.07
4.00
4.07
4.13
4.11
4.10
4.11
3.89
3.84
3.89
3.87
Area Variation
Bag 3
1.96
1.90
1.86
1.91
1.87
1.87
1.84
1.86
1.76
1.75
1.75
1.75
Time Averaged Concentrations
Ba;
CO-%
ys 1&2 Bag
HC-ppm Cft
3 Bags 1&2 Bag 3
N0x-ppm
Bags 1&2 Bag 3
Standard (C.R.=8:1); 0.22 0.22 29.6 38.0 249 396
1969 Heads (C.R.=8:1): 0.18 0.09 26.9 19.2 266 388
1969 Heads (C.R.=9:1): 0.13 0.07 33.1 12.4 415 596
-------
- 42 -
5.2 DUAL SPARK PLUG IGNITION
One technique used to try to lower the engine's octane require-
ment was minimization of the time required for the flame to travel
through the combustion chamber. This can be accomplished by utilizing
two spark plugs in each cylinder. By igniting the air-fuel charge both
by the normal spark plug and by one located in the end-gas region, hope-
fully the end-gas volume would be minimized before autoignition can take
place.
This approach was attempted by modifying a set of both 1975
and 1969 350 CID heads to accept an additional spark plug in the squish
area of each cylinder. A photograph of a modified 1969 head is given
in Figure 5-2 showing the location of the primary (normal) and secondary
spark plugs. In all of these tests, the secondary spark plugs were always
located in the end-gas region directly opposite the primary spark plug.
In addition to the head modification, a special dual distributor had to
be built to permit independent firing of both plugs. This distributor is
shown in Figure 5-3.
When the engine was first fired up, there was a serious problem
of cooling fluid leaking past the seals of the secondary plugs into the
combustion chamber. This problem could not completely be eliminated in
the case of the 1975 heads, but satisfactory results were obtained with
the 1969 heads modified with the dual spark plug system. A schematic
showing the alignment of the secondary plug through the water jacket
into the cylinder is given in Figure 5-4. A high temperature sealant
was used at the threads and the seats of each of the secondary plugs to
isolate the cooling system from the combustion chamber. These secondary
plugs, obtained from Champion, operated satisfactorily when assembled in
this manner.
EFFECT OF DUAL IGNITION ON TORQUE AND SPEED - The effect of
dual ignition on torque at the automatic transmission output shaft was
measured at a speed equivalent to 40 mph with the transmission in high
gear.
Table 5-4 - Effect of Dual Plugs on Torque
Firing Mode
Standard Plugs
Standard and Secondary Plugs
Engine rpm
1685
1885
Transmission
Output Shaft
Torque -
Ft. Lbs.
65
73
1585
1590
-------
- 43 -
FIGURE 5-2
DUAL SPARK PLUG IGNITION ENGINE
-------
- 44 -
FIGURE 5-3
DUAL SPARK PLUG DISTRIBUTOR
-------
DUAL SPARK PLUG CONFIGURATION
LA
I
-------
- 46 -
In the comparison made in Table 5-4 the.only change made was in the number
of spark plugs firing per cylinder. The throttle position remained
unchanged and the spark timing was set at 6°BTDC basic on both primary and
secondary plugs. The output shaft speed of the transmission was being
held constant by the dynamometer. With both plugs firing simultaneously,
torque or power output increased by over 12% at the output shaft of the
automatic transmission.
At a somewhat higher output shaft speed the power output was
compared for firing with the primary plugs only, the secondary plugs
only, and both simultaneously.
Table 5-5 - Torque with Different Firing Modes
Transmission
Output Shaft
Torque -
Firing Mode Engine rpm Ft. Lbs. rpm
Primary 1890 ' 45 1831
Primary and Secondary 2000 50 1830
Secondary 1940 36 1818
Primary and Secondary 2050 51 1832
Table 5-5 shows the preferred firing arrangement in terms of power output.
Again with dual ignition output shaft power is 12% greater than firing
with the standard plugs only. It is clear from the table that firing
with the primary plugs by themselves is more effective than firing only
with the secondaries. Igniting the charge in the squish area gave about
20% less power than igniting the mixture at the standard location oppo-
site the squish zone.
The effect of dual spark plug ignition on torque was measured
at several different speed-load combinations with isooctane to avoid
knocking and a standard transmission to minimize transmission power
losses. These comparisons were made at 10" manifold vacuum at 1500,
2000, 2500, and 3000 rpm. Additionally, tests were run at 2000 rpm
and 3, 6, 9, and 12" vacuum to look at the effect of varying engine
load. The percentage torque increase as a result of firing two plugs
per cylinder instead of one is tabulated in Table 5-6.
-------
- 47 -
Table 5-6 - Increase in Torque of Dual Ignition
_ ____ Case Compared to Single Ignition Case
Avg. Torque (ft-lb)
Man. Vacuum Single Dual Avg. % Increase
1500 10" 138 148.5 7.6
2000 10" 147 151 2.8
2500 10" 146 151 3.4
3000 10" 137.5 142.5 3.7
2000 3" 246 260 1.6
2000 6" 190 195 2.6
2000 9" 160 166.5 4.1
2000 12" 122.5 125 2.0
This increase ranged between 1.6 and 7.6% depending on speed and load.
The highest torque increase was observed at lower engine speed (1500 rpm)
while the lowest percentage increase was seen at wide open throttle.
OCTANE REQUIREMENT - Octane ratings were performed in the engine
cell to determine the effect of dual spark plug ignition on engine octane
requirement. These ratings were obtained during simulated 40 to 70 mph
WOT accelerations on the modified 9:1 C.R. 350 CID engine. To factor out
effects of deposits and ambient conditions, the rating with the standard
spark plugs only was repeated several times. The data in Table 5-7 show
that, if the primary plugs fire at standard timing and the secondary
plugs are brought into operation, the increase in octane requirement
changes in a nearly linear fashion with the firing delay between the
primary and secondary plugs. For example, with the primary plugs only,
the octane requirement was 86 RON at 6°BTC basic timing. When both primary
and secondary plugs fire at 6°BTC basic timing the octane requirement
increases to 95 RON. As a time delay is put between the firing points
of the two plugs, the octane requirement drops until with a 16°CA delay
in the firing of the secondary plugs the requirement is the same as if
ignition is initiated only by the primary plugs.
It is clear from these results that when two flame fronts are
established at opposite ends of the combustion chamber, the end gas
which is now probably located near the valves, is more susceptible to
autoignition despite the shorter burning time. Interestingly, the octane
-------
- 48 -
Table 5-7 - Effect of Dual Ignition on Octane Requirement
Basic Timing
Primary Plugs
6° ETC
6°BTC
6° ETC
6°BTC
6°BTC
1°BTC
1°BTC
6° ETC
6°BTC
6° ETC
Off
6° ETC
6°BTC
6°BTC
Secondary Plugs
Off
6° ETC
12°BTC
1°BTC
Off
1°BTC
10°ATC
Off
24°ATC
6° ETC
Off
4°ATC
20°BTC
Octane Requirement
RON MON
86
95
97
93
87
89.8
82
87
87
87
91
87.9
91
M.02
77.0
84,
86,
83.0
78.3
80.8
73.2
78.
78.
78.
81.
78.
81.6
-^90.8
,3
,3
.3
,6
,9
-------
- 49 -
requirement with ignition in the squish area only is about three
numbers higher than with ignition in the standard location. This is
further evidence that when the end gas is in the squish area, it is
cooler than when it is in the open part of the combustion chamber and
therefore less likely to detonate. If it is true that the efficacy
of the squish area is due more to its capability for cooling the end
gas rather than generating turbulence, it would explain why in our
tests on the effect of increasing squish area no octane benefit was
observed. The increased squish between the standard and the high compres-
sion heads was not likely to increase heat loss from the end gas. The
result also suggests that octane benefits might be achieved by increasing
the heat transfer rate from the squish zone possibly by increasing the
flow of cooling fluid in that area.
These results indicate that when the only change that is made
is that of switching on the secondary plugs, the engine speed, power
output, and octane requirement increase.
COMPARISON OF SINGLE AND DUAL IGNITION AT EQUAL POWER
Spark Retard - In order to properly evaluate single and dual
plug ignition, it is necessary to compare these cases at the same engine
power output. Since a greater amount of torque is generated by dual
ignition, the engine operating conditions must be changed to lower the
power output when both plugs are on. One way of achieving this is by
retarding the spark timing on both distributors. The amount of torque
increase and of spark retard necessary to compensate for this varies
somewhat with engine speed and load as shown in Table 5-8.
Table 5-8 - Amount of Spark Retard Necessary to Equalize Torque
Engine
rpm
1500
2000
2500
3000
2000
2000
2000
2000
Manifold
Vacuum
10"
10"
10"
10"
3"
6"
9"
12"
% Torque Increase
with Dual Plugs
7.6
2.8
3.4
3.7
1.6
2.6
4.1
2.0
Spark Retard to
Equalize Torque
7°
7°
10°
9°
1.5°
4.5°
5°
8°
This makes it impossible to compare single and dual ignition at equal
power on acceleration because the torque cannot be equalized at all
speeds. Even if the amount of spark retard necessary to equalize power
in the dual ignition case was independent of engine speed, the fact
that the two distributors did not have the same centrifugal advance
curve make accelerations difficult to interpret. The distributors,
when new, both gave the same centrifugal advance curves equivalent to
-------
- 50 -
the present primary curve (see Figure 5-5). The secondary distributor
centrifugal curve became advanced over the primaries at engine speeds
above 1800 rpm. This is probably due to a change in spring tension or
wear. Thus, the evaluation of dual ignition at equal power to the single
ignition case was done at steady state to make the results interpretable.
In this phase of the work, the increased torque due to dual
ignition was compensated for by retarding both distributors to produce a
torque equal to the case of single ignition. When the secondary plugs
are first turned on, a much higher NOX output (along with higher power)
is produced. However, when the spark timing is retarded to the point
where the torque is equal to the single ignition case, usually a lower
NOX emissions level is observed as shown in Table 5-9.
Table 5-9 - Amount of Spark Retard of Dual Distributors
Necessary to Make Torque Equal to Single
Ignition Case, Associated % NOX Decrease
from Single Ignition Case, and A Octane
Requirement
Relative to Single Ignition Case
rpm-Vacuum ° Retard % NOX Decrease A OR
1500-10" 7* 15* +2
2000-10" 7** 15** +4
2500-10" 11* 40* +1
3000-10" 9* 18* -1
2000-3" 1.5 0 >+l
2000-6" 4.5 -18.5 +3
2000-9" 5 2.7 +2
2000-12" 8 7.0 +4
*Average of two tests.
**Three determinations.
The percentage NOX decrease at part throttle (10" vacuum) ranged between
15 and 40%. At 2000 rpm and low manifold vacuums, the effect was essen-
tially nonexistent. In one case (2000 rpm and 6" vacuum) a NOX increase
was seen. The effect of dual ignition on hydrocarbon .and CO emissions
was small.
In almost all instances, the octane requirement was higher for
dual plug ignition than for single ignition. The increase ranged between
1 and 4 numbers. In one case (3000 rpm - 10" vacuum), the octane require-
ment went down one number, however.
A couple of acceleration runs were made for octane requirement
and acceleration times using full-boiling range (CX) reference fuels
as shown in Table 5-10.
-------
- 51 -
FIGURE 5-5
S_PARK ADVANCE CURVES FOR DUAL DISTRIBUTORS
30 r
251
20
Basic Timing: 6° ETC
• Secondary
O Primary
Spark
Advance
15
10
-L
Vacuum
1.000
2000
3000
Engine rpm
-------
- 52 -
Table 5-10 - Full Throttle Acceleration
Octane Ratings (CX Fuels)
Description
Octane
Requirement
89
99
94
40-70 mph
Acceleration
Time (sec.)
14.7
14.5
15.5
84
19.1
Primaries Only - 6°ETC
Primaries - 6°BTC
Secondaries - 6°BTC
Equal Power Set Up at
1500 rpm - 10"
Basic Timing:
Primaries - 1.5°ATC
Secondaries - 1.5°ATC
Equal Power Set Up at
2500 rpm - 10"
Basic Timing:
Primaries - 6°ATC
Secondaries - 12°ATC
These runs are the equivalent of 40 to 70 mph full throttle, road load,
accelerations. In the first set, the single ignition case can be compared
to the dual ignition one with both distributors set at standard basic
timing. Here, the power is higher with both plugs on giving rise to a
10 unit higher octane requirement. In the next case, the dual ignition
case was set up such that power equal to the single ignition case was
obtained at 1500 rpm - 10" manifold vacuum. The power is about equal
early in the acceleration but because of the advanced secondary distributor
curve, more power is produced at high speed. The result is a 5 unit
higher octane requirement for the dual ignition case. In the final com-
parison, the dual distributors were set up for equal power at 2500 rpm -
10" vacuum. The timing is so retarded, however,' at low speed that a 30%
longer acceleration time and 5 unit lower octane requirement result.
Using spark retard to lower the torque in the dual ignition
case to the same level obtained for single spark plug ignition has shown
the following:
(1) Spark retard reduced the high dual ignition engine's octane
requirement. However, the reduction was not large enough to
lower the octane requirement to the base single ignition level
and thus the requirement was elevated from 0 to 4 numbers above
the base case.
-------
- 53 -
(2) NOX emissions were reduced on the average of 22% at part throttle
with no effect observed at 3 and 6" manifold vacuums.
(3) CO and HC emissions were only slightly affected.
These results suggest that the dual ignition engine has a higher octane
requirement which cannot easily be overcome by conventional means. This
may be due, in part, to the location of the secondary spark plug. That
is, by generating two flame fronts, the end gas may be raised to higher
temperatures and pressures than normal, resulting in higher octane require-
ment. It is possible that with the optimal secondary plug location, dif-
ferent results would be obtained. However, this was beyond the scope of
this work.
Throttle Reduction - Steady state fuel consumption was measured
with single and dual ignition at constant throttle, with no differences,
as would be expected. In other tests, the throttle was adjusted to reduce
the torque in the dual ignition case to the base single ignition level.
In this comparison at equal torque, the dual ignition runs used 1.6 to
3.9% less fuel depending on speed and load as shown in Table 5-11.
Table 5-11 - Reduction of Fuel Consumption by Reducing
Throttle to Achieve Equal Torque
% Reduction in
Engine rpm Manifold Vacuum Fuel Consumption
1500 10" 3.9
2000 3" 3.9
2500 10" 1.6
EGR Flow - A similar attempt was made to compare single and
dual ignition at equivalent power by increasing EGR flow in the dual
ignition case. The comparison between dual and single ignition was made
at constant throttle position. To accomplish this, the engine could not
be shut down in between changes in EGR flow, since the throttle might not
return to exactly the same position. Thus, the standard GM ported EGR
valve was used to run a series of base case EGR flows given in Table 5-12.
Table 5-12 - Measurement of % EGR Flow for
Standard GM Recycle Valve on
350 Chevrolet Engine in Engine Cell
Engine rpm Manifold Vacuum % EGR
1500 10" 7.2
2000 10" 6.0
2500 10" 5.3
2000 6" 4.7
2000 3" <0.5
-------
- 54 -
The valve was then replaced permanently with the GM proportional recycle
valve and the new "base case" flow set to correspond to that of the stock
valve. The second set of plugs was then turned on to measure the increase
in torque from dual ignition. EGR was then added at constant throttle
position, allowing the manifold vacuum to decrease, to lower the torque
to approximately the base case level. The comparison between single
ignition with standard EGR rates and dual ignition with increased EGR
was made at several different engine speeds and vacuums shown in Table
5-13. The detailed individual test results are given in Appendix E.
In all cases, the octane requirement increases substantially (from 3 to
8 units).
The emissions results showed that NOX emissions decreased by
typically 20% while the hydrocarbon emissions levels increased by 25% or
more. The fact that NOX emissions are reduced by EGR but the octane
requirement remains high suggests that the high octane requirement gen-
erated in the dual ignition case is not effectively compensated for by
increasing the EGR flow. This was also noted in the case of spark retard.
However, EGR flow increase seems to be less effective than spark retard
in lowering the engine's octane requirement. Fuel consumption was observed
to decrease from 0.6% to 5.3% depending on speed or load.
In some of the tests shown in Table 5-13, an additional case was
run where the EGR flow was increased even further and the throttle adjusted
to keep equal torque. In the case run at 2000 rpm and 6.0" manifold vacuum,
the octane requirement was just lowered to the base level using this further
EGR increase. However, CO increased dramatically and fuel consumption also
increased. This, of course, was due to the fact that we had to go deeper
into the throttle to get equal torque with the additional EGR. At 2000 rpm
and 3" manifold vacuum, where the octane requirement is the highest, this
additional EGR increase coupled with more throttle may have increased the
octane requirement due to the larger throttle opening.
In conclusion, the dual ignition work has shown a strong tendency
toward higher octane requirements. With few exceptions, this tendency
cannot be overcome by retarding spark timing or doubling the EGR flow.
However, these procedures do give much lower NOX emissions when compared
at equivalent torque. It is possible that a dual ignition system which
had the spark plugs positioned differently might show an octane require-
ment benefit. However, the spark plug design which we have studied very
clearly has a tendencey toward higher octane requirement.
-------
Table 5-13 - Effect of Increased EGR Flow at Constant Throttle
Position on Octane Requirement, Emissions and
Fuel Consumption of Dual Ignition Engine
Engine
rpm
1500
2000*
2500
2000^
2000
2000
2000
2000
Manifold
Vacuum
(in. Hg)
10
10
10
6
3
10
6
3
Total
% EGR
13.5
12.5
10.2
8.1
6.1
EGR Further
16.1
12.6
8.1
A Manifold
Vacuum*
(in. Hg)
-0.7
-1.0
-0.7
-0.5
-0.3
Increased
-2.2
-1.5
-1.4
A RON
Requirement CO
+3 0
+7 0
+7 0
+5 +13
+8
and Throttle Adjusted to
+4 0
0 +109
>9
HC
+26
+14
+38
+40
+2
Equalize
+3
+24
+7
Change
NOX
-27
-25
-4
-20
Instrument
Malfunction
Torque
-53
-45
. 7 Instrument
Malfunction
% Change
in Fuel
Consumption
-0.6
-3.3
-4.5
-1.7
-5.3
i
Ul
i
-2.0
+2.5
-6.2
*Change in manifold vacuum when EGR flow is increased.
fAverage of two cases.
-------
- 56 -
5.3 ALUMINUM HEADS
A comparison was made between aluminum and cast iron cylinder
heads to determine if the better heat transfer properties of aluminum
could be translated into an octane requirement benefit. The intention
was to obtain a direct comparison of cast iron versus aluminum heads on
a 350 C.I.D. Chevrolet engine.
The aluminum heads were obtained through EPA from Speedmasters,
a Chicago speed shop. These heads were of identical volume to the 1969
cast iron heads. A 9:1 C.R. was achieved for both the aluminum and cast
iron heads by coupling them with the standard 1975 350 CID engine block
(see Figure 5-6). Photographs of these heads are shown in Figure 5-7 for
comparison.
Octane requirements were measured on three rating fuel series
during simulated 40 to 70 mph WOT accelerations in high gear. The
requirement was measured initially with a clean engine and again after
150 hours of deposit accumulation on unleaded fuel at 50 mph road load.
The data are summarized in Table 5-14. For the three fuel series, the
requirement increased by only one unit after 150 hour deposit equilibration
for the cast iron head. This increase is quite low and may be due to
the steady speed used in testing. The cast iron head data formed the
base case with which the aluminum head data was compared.
Table 5-14 Comparison of Octane Requirement of
Cast Iron Versus Aluminum Heads
Cast Iron Aluminum
Fuel Series 0 Hrs 150 Hrs 0 Hrs.
CX 93 94 88
C 91 92 87
P 90 91 87
In the assembly of the aluminum head engine, it was noted that
several major differences existed between the aluminum and cast iron heads.
The intake ports were considerably larger and there was an increased
intake breathing area in the aluminum heads. Because of the larger ports,
the head could not be sealed properly to the intake manifold. After an
extensive effort to locate a different manifold, it was decided to
"Heliarc" enough aluminum into the head ports so that the manifold could
be sealed. When the engine was assembled, an additional problem was
encountered. In the Standard 350 engine, the valve to valve center
measurement is 1 7/8" compared to 2" in the aluminum heads. Thus, one
of the rocker arms of each cylinder was slightly cocked. A push rod guide
plate supplied with these heads was used.
-------
- 57 -
The engine was octane rated at 0 hrs. with the results shown
in Table 5-14. After 3 hours of running, the test was discontinued
because of a bent push rod due to the valve train assembly misalignment
mentioned previously. The comparison of initial ratings show that the
aluminum head engine gave a 3 to 5 number lower octane requirement than
the cast iron engine. Due to the differences in the construction of the
heads, it is not possible to attribute this lower requirement exclusively
to the aluminum. Although the compression ratios were identical, the aluminum
head used different valves and had a different intake port design. The
effects of these variables on octane requirement were not determined.
In addition, a comparison at deposit equilibrium could not be obtained.
It is possible that any benefit obtained by the use of aluminum might
be negated by the extremely good insulating properties of combustion
chamber deposits after equilibration. Therefore, the results are really
inconclusive.
-------
- 58 -
FIGURE 5-6
350 CID ENGINE ASSEMBLED
WITH ALUMINUM HEADS
-------
- 59 -
FIGURE 5-7
ALUMINUM AND CAST IRON HEADS
Aluminum
Heads
1969 Cast
Iron Heads
-------
- 60 -
5.4 KNOCK SENSOR-ACTUATED SPARK RETARD
The final approach used to try and lower the engine's octane
requirement was the use of controlled spark retard. The concept was
to use spark retard only when detonation occurred and then only for the
duration that was necessary to prevent additional detonation. In this
manner, the engine would only be retarded for a small fraction of the
typical driving regime and thus fuel economy and exhaust emissions would
not appreciably be affected. This approach proved to be the best and
was incorporated into the vehicle modifications to lower the 9:1 C.R.
vehicle's octane requirement.
FREQUENCY ANALYSIS - In order to ascertain the feasibility of
using a knock sensor-actuated spark retard system, accelerometers were
mounted on a standard 350 CID engine with an 8:1 C.R. in an engine cell.
Quartz piezoelectric transducers (accelerometers) were used to pick up
vibrations of the engine and convert them to an electronic signal. The
accelerometer, shown in Figure 5-8 with the attached mounting pedestal, is
epoxied onto the metal surface as shown in Figure 5-9. Accelerometers
were mounted in various locations on the cylinder heads and on the
intake manifold as shown in Figure 5-10. Five of the accelerometers were
mounted perpendicular to the axis of the crankshaft while the one located
at the rear of the engine was affixed with its axis parallel to that of
the crankshaft. Tape recordings of the accelerometer output were made
under steady state and accelerating conditions with and without detonation.
Three types of tests were run. Fuel change tests were run at steady state
with the fuel changed from no knock to a low octane fuel to obtain different
knock intensities. The steady state tests were run on the same fuel in
each run. Acceleration tests were run from 1700 to 3000 rpm (40 to 70 mph)
at wide open throttle with fuels of different octane quality. The
accelerometer signals from these tests were analyzed to determine the
frequency of knock in the 350 CID engine. Comparison of the signals from
the accelerometers showed that the accelerometer with its axis parallel to
the crankshaft and located at the rear face of the engine detected detonation
most consistently. Representative traces of the frequency spectrum obtained
from the accelerometer signal are given in Figure 5-11A for a fuel without
detonation and in Figure 5-11B for a fuel with very light knock intensity.
A complete set of these frequency analyses is given in Appendix A. These
plots represent the signal amplitude expressed as g-force vs. frequency
obtained during a wide open throttle 40-70 mph acceleration in top gear.
In comparing the two plots in Figure 5-11, it can be seen that when
detonation occurs, the intensity of the signal at approximately 5.2 kHz
and at 9.0 kHz is increased. The 5.2 kHz peak was used to design the
filter for the spark control system. The 9.0 kHz peak was not tried but
might also be usable. The engine from the vehicle was tested with the
results being virtually identical. For this engine, the accelerometers
were located on the heads as shown in Figure 5-12. This vehicle engine
was then modified by the use of 1969 350 CID heads to raise the compression
ratio to 9:1. Analyses again indicated that the accelerometers located
at the rear of the engine with their axes parallel to the crankshaft gave
the best results and that the frequency of detonation was about the same.
This latter engine was reinstalled in the vehicle. The fact that the two
engines tested gave identical results suggests that within an engine type,
the knock frequency is about the same.
-------
- 61 -
FIGURE 5-8 Kistler Piezoelectric Accelerometer With Mounting Pedestal
-------
FIGURE 5-9 - Accelerometer Attached to Right Rear Cylinder
Head of 350 CID Engine with Axis Parallel to
Engine Crankshaft
NJ
I
-------
- 63 -
FIGURE 5-10 Location of Accelerometers On
Spare 350 CID Engine As Tested For Knock
Frequency Analysis
CYLINDER
HEAD
INTAKE
MANIFOLD
ACCELEROMETERS
SENSOR MOUNTED
ON HEAD
SENSOR MOUNTED
ON INTAKE MANIFOLD
-------
- 64 -
FIGURE 5-11 Frequency Analysis Of Accelerometer Signal
A) In The Absence of Detonation and
B) With Very Light Knock
FREQUENCY ANALYSIS
(B) Very Light Knock
(A) No Knock
10
FREQUENCY (KHz)
20 )
-------
- 65 -
FIGURE 5-12
LOCATION OF ACCELEROMETERS
ENGINE IN VEHICLE
SENSOR MOUNTED
ON HEAD ACCELEROMETERS
CYLINDER
HEAD
INTAKE
MANIFOLD
-------
- 66 -
CHARACTERISTICS OF ACCELEROMETER SIGNAL - A recording of engine
noise as detected by the accelerometer is shown in Figure 5-13. Here,
contiguous segments of signal amplitude are shown vs. time for approx-
imately three crankshaft revolutions. The data were obtained during a
40-70 mph WOT acceleration of the engine in third gear. The engine speed
is approximately 2200 rpm, and the approximate engine crank angle degrees
are given for orientation. Two knock pulses are marked in the figure.
They occur approximately 720° apart, indicating that they are from the
same cylinder. One knock pulse lasts for 2.5 msec and the other 4.6 msec,
which is fairly typical of others examined. The other signals seen are
valve noises which are of a much shorter duration than detonation.
ELECTRONICS ASSOCIATED WITH KNOCK DETECTOR AND SPARK CONTROL
SYSTEM - There are two characteristic features of the accelerometer signal
from the 350 CID engine which can be used to identify detonation. Firstly,
spectrum analyses of the accelerometer signal show that most detonation
is characterized by vibration in the range of 5-5.5 kHz. Secondly,
oscilloscope recordings indicate that most knock pulses last for a period
of about three milliseconds or longer. The electronics module has been
optimized to recognize both the narrow frequency range and longer duration
of the knock signature and thus differentiates between detonation and
other engine noises. A special automatic gain control circuit holds the
engine background noise constant.
A block diagram of the knock sensor-spark retard system used
to control the level and quantity of detonation is shown in Figure 5-14.
The accelerometer signal (see Fig. 5-15) is amplified, passed through a
5.35 kHz filter with a 580 Hz bandwidth, is rectified, integrated, and
compared with a preset threshold level, (see Fig. 5-16) resulting in a
detected knock pulse. This threshold level is set so that the system will
respond to a specified level of audible knock. When a knock signal is
detected, the digital controller produces a DC control voltage. This DC
voltage is the input to the spark delay control. The degrees of spark
retard from the production spark curve are proportional to this DC
voltage level generated by the digital controller. This controller also
receives the distributor signal, which acts as the reference clock for
the system, and delays it when knock is sensed (i.e., spark retard is
implemented electronically). The spark retard is accomplished in a
stepwise manner in response to each knock pulse sensed. The retard is
maintained for a programmed number of engine revolutions, after the last
detected knock (delay 1). The spark timing is then advanced in steps
back to the standard spark schedule with a specified number of revolutions
(delay 2) between steps. Should a knock signal be detected at any point
in the sequence, the spark timing is immediately retarded.
The detailed control schematic is shown in Figure 5-17. The
circuit to the right representing the filter circuit and the digital
control leading to the 0-11 volt control voltage was designed at Exxon.
The circuit operating off this control voltage is a Delco design.
-------
- 67 -
FIGURE 5-13 Accelerometer Signal Vs. Engine Crank
Angle Degrees Showing Duration of
Engine Noises
TDC KNOCK
POWER
STROKE
CRANK ^
ANGLE 2.5 msec
DEGREES
W]ffrtf*J*rj]\l\fMV{*w«J^(^^
TDC
INTAKE STROKE
mLtJMJ^^
KNOCK
(720)
TDC
POWER - 4.6 msec
STROKE
^^VVv^/v^|^^
STROKE
-------
- 68 -
FIGURE 5-14
BLOCK DIAGRAM OF KNOCK SENSOR ELECTRONICS
5.35 KHZ
FILTER
*
AUTOMATIC
GAIN CONTROL
*
SENSOR
%m^>^
DETEC1
INTEGRA
COMPARE
Tl
1 S'
DISTRIBUTOR
AND SPARK
ELECTRONICS
ENGINE
\-.\
~OR DIGITAL KNOCK SIGNAL
\TOR
Ml IMG
GNALS
DIGITAL
SPARK FIRE CONTROLLER
CONTROL
SIGNAL
1
DEGREES
RETARD
INDICATOR
CONTROL
PARAMETERS
-------
- 69 -
FIGURE 5-15
ACCELEROMETER SIGNAL WITH
KNOCK PRESENT
5 msec
-------
- 70 -
FIGURE 5-16
ACCELEROMETER OUTPUT AND
PROCESSED SIGNALS
Rectified Signal
Filtered Signal I—«
Accelerometer Signal
1 sec
-------
FIGURE 5-17 Detailed Circuit Diagram of Knock Sensor
Spark Retard System Electronics
61 - 63 - m
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I130-I-D
-------
- 72 -
EVALUATION OF KNOCK SENSOR-ACTUATED SPARK CONTROL SYSTEM ON
ENGINE - The knock sensor-actuated spark control system was first tested
on an engine dynamometer stand on both the standard 8:1 C.R. 350 CID
engine and on the modified 9:1 C.R. engine. Both engines were tested
without significant deposit accumulation. For these tests, manual gain
control was used with the sensitivity set such that the system would not
retard with a no-knock fuel but would respond to T~ knock. The filter
was fixed at 5.2 kHz with a 400 Hz bandwidth. Octane requirement deter-
minations for T~ knock, made during simulated 40-70 mph WOT accelerations,
are summarized in Table 5-15. The data indicate that controlled spark
retard gives a 3-7 number octane benefit depending on how long the spark
retard is held (i.e., the length of the delay time before spark advance
begins). Of course, as the total amount of spark retard was increased
or the time was lengthened before allowing the spark to advance, power
output decreased and acceleration times increased. These data provided
the basis for the subsequent attempts to utilize this technology on the
vehicle.
OPTIMIZATION OF SPARK CONTROL SYSTEM - The knock sensor-actuated
spark control system and the 9:1 C.R. 350 CID V-8 engine on which the
system had been tested on the dynamometer stand were moved to the 1975
California vehicle. Prior to vehicle testing, system optimization was
accomplished by examining the response of the control system to tape
recordings of the vehicle accelerometer and distributor signals. The
same sections of tape could be played back and changes made to optimize
the performance of the spark control system. In this manner, several
variables were examined in the process of arriving at the final settings
used in the vehicle tests.
Manual vs. Automatic Gain Control - All of the work done in the
engine cell was with manual gain control, with the gain being constant.
During an acceleration, the accelerometer signal level increases as the
engine speed increases due to the natural increase in noise level with
increasing engine rpm. If the gain were set such that the controller
would retard in response to knock at low engine speeds, it might also
retard in the absence of knock at high engine speeds. On the other
hand, if the gain is set so that retard will not occur at high speed
with no knock present, the system would be less sensitive in responding
to knock at lower engine speeds. For this reason, it is desirable to
incorporate automatic gain control (AGC) into the system. AGC attempts
to hold the output signal from the amplifier relatively constant by
changing the gain automatically as the accelerometer output signal
varies with engine speed. It was found, in practice, that the system
with AGC responded to knock equally well at all engine speeds. Therefore,
with the exception of a small amount of diagnostic work, all of the
vehicle testing was done using automatic gain control.
-------
Table 5-15 Effect of Knock Sensor-Actuated Spark Control in Engine Cell
Standard 8:1 C.R.
Modified 9:1 C.R.
Research Octane Requirement
No Control
Primary
Reference Fuels
81
87
86
Modified 9:1 C.R.
(Long Delay Time)
Delay-1 - 1024 engine revolutions
Delay-2 - 32 engine revolutions
High Sensitivity(CX)
Full Boiling
Reference Fuels*
85.5
Controlled Spark
Primary
Reference Fuels
76
84
79
High Sensitivity (CX)
Full Boiling
Reference Fuels*
79
•-j
to
* See Appendix 2.
-------
- 74 -
Filter Settings - One of the most critical parts of the entire
system is the filtering of the input signal. Originally, the filter was
set according to the frequency analysis data obtained under knocking
conditions in the engine cell. This data indicated that for the 350 CID
engine the predominant knock signal was centered about 5.1-5.2 kHz and
was approximately 400 to 500 Hz wide. The filter was designed to approx-
imately match the knock signal envelope. Using tape recordings of actual
vehicle accelerometer signals, the system was tested for response to knock
for a range of filter center frequencies from 4.9 to 5.7 kHz. In
Figure 5-18, the relative intensity of the detected knock signal is plotted
against filter center frequency setting for three different detonation
intensities. It was apparent from these tests that 5.35 kHz was the
optimal filter center frequency. Several filter bandwidths ranging
from 200 to 1400 Hz were also examined. A bandwidth of 580 Hz was chosen
for the vehicle studies.
Threshold Setting - The threshold value at which a detected
knock pulse is allowed to trigger the spark control system is very important
in determining the overall performance of the system. The threshold can
be set such that inaudible "knock" will produce spark retard. Although
in this case, most of the detonation will be eliminated, even with low
octane fuels, it will result in some unnecessary retard and excessively
long acceleration times. The threshold was chosen such that some small
amount of knock (T~ level) would be tolerated by the system, i.e., the
system sometimes responds to T~ level knock and sometimes does not.
Since occasional low intensity detonation is not harmful to the engine or
generally perceived by the driver, such a threshold setting (i.e., lower
sensitivity to detect knock) seems appropriate.
Degrees of Retard per Knock Event - In all experimentation with
the spark control system on the vehicle, 10° was the maximum retard
allowed. This retard is achieved in either four or six incremental
steps. Most of the work was done with six steps to a total of 10° maximum
retard. A refinement was made to allow the first step to be larger
(usually 2.5°) than the remaining five steps.
Spark Advance Delay Times - There are two delay controls for
allowing the spark timing to advance back to its normal schedule. These
two controls determine the number of engine revolutions before the spark
advances the first step and the number of engine revolutions between
subsequent steps. The effect of these delay times on detonation is
illustrated in Figures 5-19 through 5-22 where the knock signal and amount
of spark retard are displayed: for Figure 5-19 - an uncontrolled case,
Figure 5- 20 - a short delay where the initial stepdown occurs after 16
engine revolutions followed by 2 engine revolutions between each additional
step, Figure 5-21 - a medium delay whereby the initial step of spark
advance occurs after 128 revolutions with each additional step every 16
revolutions, and Figure 5-22 - a long delay where the initial delay is
1,024 revolutions followed by 32 revolutions between each additional step.
It can be seen that while considerable detonation is eliminated for the
short delay time case, it is necessary to go to longer delay times to
prevent detonation from occurring in the middle of an acceleration due
to the premature advance of the spark timing. In the vehicle studies,
most of the work was done with the long delays, i.e., delay 1 was 1,024
engine revolutions and delay 2 was 32 engine revolutions. Some tests
were also run with delays of 128 and 32 engine revolutions respectively.
-------
- 75 -
FIGURE 5-18 INTENSITY OF KNOCK SIGNAL VS. FILTER
CENTER FREQUENCY FOR THREE KNOCK PULSES
OF DIFFERENT INTENSITY
o:
m A
o: 6
CO
LJ
>
KNOCK INTENSITY
• HIGH
A MEDIUM
• LOW
LU
o:
5.0
5.2
5.4
5.6
5.8
FREQUENCY - KHZ
-------
- 76 -
FIGURE 5-19
KNOCK SIGNAL VS. TIME DURING 40-60 MPH
ACCELERATION USING KNOCKING FUEL WITH
NO SPARK CONTROL
o^J 120mV —
0
0
8
TIME, SEC.
-------
- 77 -
FIGURE 5-20
TOP KNOCK SIGNAL VS. TIME DURING 40-60
MPH ACCELERATION USING KNOCKING FUEL
WITH CONTROLLED SPARK TIMING
BOTTOM SPARK RETARD WITH SHORT SPARK ADVANCE
DELAY TIMES
O
120mV —
li
S t 4 —
n
Delay 1
(16 Revs.)
ndnnfinn n nm n f1!
I
0 2
1 1
4 6 £
TIME, SEC.
-------
TOP
- 78 -
FIGURE 5-21
KNOCK SIGNAL VS. TIME DURING 40-60 MPH
ACCELERATION USING KNOCKING FUEL WITH
CONTROLLED SPARK TIMING
BOTTOM - SPARK RETARD WITH MEDIUM SPARK ADVANCE
DELAY TIMES _
^ LJ
O CO
120mV —
CO
7 —
0_
Delay 1
<- (128 Revs.)
J
Delay 2
(16 Revs
0
4
8
TIME, SEC.
-------
- 79 -
FIGURE 5-22
TOP - KNOCK SIGNAL VS. TIME DURING 40-60 MPH
ACCELERATION USING KNOCKING FUEL WITH
CONTROLLED SPARK TIMING
BOTTOM SPARK RETARD WITH LONG SPARK ADVANCE
DELAY TIMES
O CO
O -I
^ ID
^ CL
120mV —
c/o
LJ
LJ
C£
O
LJ
Q
LJ
—i ___
0 —
Delay 1
(1024 Revs.)
0
8
TIME, SEC
-------
- 80 -
KNOCK SENSOR ACTUATED SPARK RETARD SYSTEM OPERATION - The knock
sensor (piezoelectric crystal transducer) located on the passenger side
cylinder head is wired into the piezotron coupler. This coupler contains
three 8.4 volt batteries as shown in Figure 5-23 which should be checked
periodically to insure that each has not dropped below 7.0 volts. The
on/off switch on the coupler is used to cut off the signal and thus can
be used to run the car with and without the knock sensor controlling the
spark timing.
The entire system is shown in Figure 5-24. The output from the
accelerometer coupler is fed to the controller. The controller is powered
by a DC power supply and needs a minimum of 15 volts to operate. Generally
the batteries are replaced when the voltage drops to around 17 volts.
The controller itself contains all the electronic hardware of the
system and was built to allow sufficient flexibility during the research
to obtain the optimum working system. Beginning from the upper left hand
corner of Figure 5-25 and proceeding from left to right, these are the
functions:
(1) Auto/Manual - allows either automatic or manual gain control.
(2) 1st Step - adjusts the size of the retard for 1st step only,
normally set at 2.5° crank angle.
(3) Thresh - adjust threshold level for knock perception.
(4) Deg/k - used to adjust total maximum retard - normally 10° crank
angle.
(5) Syn knk - punched to apply to a synthetic retard.
(6) MV/G - used to adjust gain when manual gain control is used.
(7) Frequency - center frequency of filter, normally set at 5350 Hz.
(8) Bandwidth of filter, normally set at 540 Hz.
(9) Control knob - off means no power to box standby and bypass
are used for diagnostics and allow box electronics
to function with no retard effected on engine.
Control is the normal setting used to have spark
control when piezotron coupler is on. If coupler
if off, no spark control is obtained since
accelerometer signal is disconnected. Set thresh
turns meter into 0-200 mv meter for adjusting
threshold. All the uncontrolled spark cases in
our work were run with the knob in the control
position with the coupler turned off.
-------
- 81 -
(10) Decay and Delay - used to adjust the delay before spark advance is
begun after last spark retard implemented.
Decay x Delay _ Delay -1 before initial advance
8 in engine revolutions
Where F is an empirically-determined
correction factor for the delay
knob setting. F, which ranges
between 1 and 2, can be read off
the curve shown in Figure 5-26.
Decay _ Delay -2 before subsequent advances
4 in engine revolutions
For our work, the optimal settings were a Delay
of 4 and Decay of 128.
(11) Selector Switch - for using either 4 or 6 steps of spark retard.
(12) Meter - to read degrees of retard implemented.
(13) Output Taps - for diagnostic purposes.
(14) Cancel Retard - button which cancels immediately any applied
retard.
(15) Sensor Input - lead from accelerometer.
(16) Ignition - input and output leads to and from distributor.
-------
- 82 -
FIGURE 5-23
PIEZOTRON COUPLER
-------
- 83 -
FIGURE 5-24
ENTIRE SYSTEM
-------
- 84 -
FIGURE 5-25
CONTROLLER
-------
CORRECTION FACTOR (F) FOR DELAY SETTING
2.0
Q
W
w
en
PQ
O
w
O
H
1.8 •
1.6-
1.4 -
1.2
1.0
oo
Ln
m
en
IND
cr>
20
40
60 80
DELAY SETTING
100
120
140
-------
- 86 -
SECTION 6
MODIFICATIONS TO VEHICLE
The base vehicle (1975 California Chevrolet Nova - 350 V-^8
engine) was to be modified to 9:1 C.R. At this higher compression ratio,
it was necessary to recalibrate the engine to the 1975 California emissions
standards. With these modifications made, the fuel economy benefit
was measured at 9:1 C.R. and compared to 8:1 C.R. The vehicle was then
equipped with the knock sensor-spark retard system which had been demon-
strated to be an effective means of reducing octane requirement in engine
dynamometer testing.
6.1 EFFECTS OF INCREASED COMPRESSION RATIO
The base vehicle had a production 350 CID V-8 (California)
engine with an 8:1 compression ratio. A 9:1 compression ratio can be
achieved by replacing the standard heads with those from the 1969
10.25:1 C.R. engine. Compression ratios were determined by measurement
of the combustion chamber volumes at top and bottom dead center by
liquid displacement. These measurements were made for the 1975 blocks
containing standard and notched pistons. Notched pistons were used
so that the dual ignition heads would have enough clearance when coupled
with the standard 350 CID block (see Figure 6-1). The effect of the piston
cavity on compression ratio was less than 0.1 C.R. unit as shown in
Table 6-1.
Table 6-1 Combustion Chamber Volumes of 350 CID Engine
1975 Heads, cc. 1969 Heads, cc.
With Piston
Standard Cavities
88.4 89.2
803.0 803.8
9.08 9.01
The 1969 heads have about 35% greater squish area (the areas of heads
in Fig. 6-2 which come in closest proximity to piston at TDC). A com-
parison between the base 8:1 C.R. engine and a modified engine with the
1969 heads at an 8:1 C.R. (obtained through the use of head spacers),
showed no effect of the increased squish area on octane requirement,
emissions, and fuel economy as shown in the section on the effects of
increased turbulence on octane requirement. Thus, any effects on emissions,
fuel economy, or octane requirement produced by using the 1969 heads
are due only to the change in compression ratio. These effects are
described below.
Volumes
TDC
BDC
C.R.
Standard
102.5
817.1
7.97
With Piston
Cavities
103.3
817.9
7.92
-------
- 87 -
EMISSIONS - Emissions results are shown in Table 6-2. For each
Table 6-2 Comparison of FTP Emissions for 8:1 and 9:1 Configurations
Emissions - g/mile
Case C.R. EGR CO HC NOX
1 8:1 Standard 6.0 0.5 1.7
2 9:1 Standard 8.1 0.6 2.2
3 9:1 Proportional^ 3.9 0.5 1.7
4 9:l(2) Proportional^ 4.8 0.8 1.9
5 9:l(3) Proportional(D 4.9 0.7 2.0
(1) EGR flow proportional to engine speed. Orifice size increased
from 1/4" to 21/64" diameter to increase flow. Choke a little leaner.
(2) Rings changed, new 1969 heads installed.
(3) After 12,000 miles.
case, the tabulated data are the average of at least three emissions
tests using Indolene (a high octane unleaded) fuel. The details of the
emissions tests, including individual bag results for the FTP cycle are
given in Appendix B. NO emissions increased with an increase in com-
pression ratio (see Table 6-2, cases #1 and 2). Since emissions were to
be controlled at the base case level, it was necessary to increase the
exhaust recycle flow. The standard EGR valve was replaced with an
exhaust back pressure-modulated valve-.which gave .somewhat higher recycle
flow with increased engine speed. The fraction of recycle was increased
over all operating regimes by enlarging the area of the control orifice
until NO emissions were lowered to the base 8:1 C.R. level as shown in
case 3 o? Table 6-2. Photographs of the proportional EGR valve showing
the removable orifices are given in Figure 6-3. The recycle flow as
percentage of intake was calculated to be 7% at 30 mph and 12% at 50
mph. This calculation was based on C0» measurements in the exhaust
crossover and intake manifold corrected for H^O content. Somewhat leaner
choke settings was also employed. The comparison of cases 1 and 3
shows that the 9:1 C.R. emissions can be maintained at the 8:1 C.R.
level by modification of the exhaust recycle system.
-------
- 88 -
FIGURE 6-1
350 CID ENGINE BLOCK WITH NOTCHED PISTONS
^3
£=> -=a M^^^k V' ' 1
W? If KiSfe: %,
^"Br«
<§:^
V /
**%,'' *^r •
-------
- 89 -
FIGURE 6-2
PHOTOGRAPHS OF 1975 AND 1969 350 CID HEADS
1975 Head
1969 Head
-------
- 90 -
FIGURE 6-3
GM PROPORTIONAL EGR VALVE
Orifices
o
-------
- 91 -
After these initial comparisons were completed, work began to
evaluate the knock sensor system on the vehicle. During this period
when the knock sensor-actuated spark retard system was being optimized
for use on the vehicle, several problems were encountered. First, the
accumulation of heavy oil-based deposits in the combustion chamber
necessitated that new piston rings be installed. The accumulation of
these ashy deposits presented some surface ignition problems which were
accentuated by spark retard. The cylinder heads were cleaned of deposits
and new pistons and rings were installed at 16,500 miles. After a 350
mile break-in, the emissions testing showed that the NOX and hydrocarbon
emissions were increased considerably (see Table 6-3). The -octane
requirement also was much higher. The compression ratio was measured
at 8.8-9.0/1 and no problems could be found with the engine. It was
apparent, however, that the engine had been significantly altered and
therefore the old pistons were put in with a new set of rings. After
a 1,200 mile break-in to assure proper ring seating, the NOX emissions
were found to be lower. It was necessary to rebuild the carburetor and
adjust the choke setting to achieve the same CO and HC emissions as shown
in Table 6-3. At this point, the vehicle's emissions had been recalibrated.
Slightly lower fuel economy was measured on the FTP cycle but somewhat
higher values on the HFET cycle. The knock sensor-spark retard system was
re-installed and work on optimization was resumed. When this was completed,
the heads were removed to scrape combustion chamber deposits so that clean
engine initial requirement data could be obtained. At this time, severe
valve recession was noted. The valve seats were more than twice as wide
as in the new engine. This was presumably due to the fact that the 1969
heads were not induction hardened and therefore were more vulnerable to
wear with unleaded fuel. New 1969 heads and valves were installed at
21,600 miles, which again resulted in an engine different in operation
than the previous ones. The NOX emissions were recalibrated by changing
the size of the EGR orifice and the carburetor was rebuilt and adjusted.
The end result is shown in Table 6-3. Although the emissions levels were
successfully recalibrated, the fuel economy was lower than that obtained
previously, especially on the FTP cycle. At the start of durability testing,
emissions were as shown in Table 6-2, case 4 and after 12,000 miles with the
spark control system operative little change had taken place (Table 6-2,
case 5).
FUEL ECONOMY - The purpose of increasing the compression ratio
was to obtain better fuel eocnomy. The fuel economy results are given
in Table 6-4. The complete emissions data are given in Appendix B. Here
the tabulated data represent averages of at least three tests in which
the fuel economy was measured by three methods - carbon balance from
emissions, fuel weight, and fuel metering. For each case, the average
city (FTP), highway (HFET), and combined city/highway fuel economies
are given along with the percentage improvement over the 8:1 C.R. case
for the combined city/highway values. Case 2 shows that a one unit
compression ratio change resulted in a significant benefit, both on the
-------
- 92 -
FTP and HfZnr cycles. A 5.6% combined fuel economy benefit was measured
for this vehicle, which is in the range of historically measured fuel
economy benefits for a one C.R. unit change (7,8). This is the best
estimate of the increase in fuel economy resulting from the unit C.R.
change which can be made from our data since the runs were made back-
to-back with only the heads being changed. Case 3 shows the effect of
the addition of the proportional recycle system with increased EGR
flows and somewhat leaner choke setting. Almost all the additional fuel
economy benefit is seen in the FTP cycle.
As mentioned previously, two engine problems developed which
necessitated the replacement of piston rings and the installation of new
cylinder heads. The fuel economy data including these changes are given
in Table 6-4, case 4. These changes, particularly the head replacement,
resulted in significantly lower fuel economy. The final case (//5) gives
the fuel economy data after 12,000 miles on the vehicle with new heads
and rings.
OCTANE REQUIREMENT - An increase in vehicle octane requirement
generally accompanies an increase in compression ratio. Based on his-
torical data, a one unit increase in compression ratio should result in a
3-4 number octane requirement increase (7)-
The octane ratings were done using three series of rating
fuels, identical to those used in the CRC procedures. These are of two
types: primary reference fuels and full boiling range fuels. The
latter are classified by sensitivity: a high sensitivity (CX) series,
which averages 10 and is 7 for the lowest octane fuels and increases to
12 for the highest octane fuels, and a lower sensitivity (C) series,
ranging from 6 to 10 with an 8 average. A complete summary of these
full-boiling rating fuels and octane rating procedures is given in
Appendix C.
The clean engine research octane requirements, obtained during
40-70 mph wide open throttle (WOT) accelerations in high gear, are given
in Table 6-5 for the 8:1 C.R. and the two 9:1 cases. The initial 8:1 to
9:1 (case #2) comparison showed a 4-6 number requirement increase. The
octane requirement for the engine with new heads and rings (case 3) is
two numbers higher than the 8:1 C.R. case. This engine subsequently was
equipped with the knock sensor-actuated spark retard system used to
control the vehicle's octane requirement during the accumulation of 16,000
miles.
-------
Table 6-3 Comparison of Emission, Fuel Economy and Octane Requirement
During Troubleshooting Period
Emissions (FTP) Fuel Economy
g/mile -g/mile
Mileage
14,000
15,000
16,500
Condition
8:1 C.R. -Base Vehicle
Standard EGR Valve
9:1 C.R. -Proportional EGR
9:1 C.R. -New Pistons +
CO
6.0
3.9
6.3
HC
0.5
0.5
0.9
N0_x CVS-CH
1.7 11.4
1.7 12.6
2.6 11.9
HFET
16.3
17.6
18.2
Octane
Requirement
(PRF)
80
86
90
Rings
-Proportional EGR
18,500 9:1 C.R.-Old Piston + 4.0 0.6 2.0 12.0 18.1
New Rings
-Proportional EGR
22,600 9:1 C.R.-New 1969 Heads 4.8 0.8 1.9 11.5 17.3
-Proportional EGR
88
84
vO
LO
-------
- 94 -
Table 6-4 Comparison of Fuel Economy for 8:1 and 9:1 C.R. Configurations
Fuel Economy - mpg % Improvement
Case
1
2
3
4
5
C.R.
8:1
9:1
9:1
9:1(3)
9:1(4)
EGR
Standard
Standard
Proportional (2)
Proportional (2)
Proportional (^ '
FTP
11.4
12.0
12.6
11.5
11.8
HFET
16.3
17.5
17.6
17.3
17.2
Combined
13.2
13.9
14.5
13.5
13.7
Over 8:1 C.R.
5.6%
9.6%
2.4%
3.9%
(1) Calculated from 1/(0.55/mpgFTp + 0.45/mpgHFET)
(2) EGR flow proportional to engine speed. Orifice size increased from 1/4"
to 21/64" diameter to increase flow. Choke one notch leaner.
(3) New rings installed, new 1969 heads installed.
(4) After 12,000 miles.
-------
Table 6-5- Research Octane Requirement of Vehicle on Mileage Accumulation Dynamometer (MAD)
Primary Full Boiling Range Reference Fuels
Case C. R. EGR Reference Fuels High Sensitivity - CX(2) Low Sensitivity -
1 8:1 Standard 80 83 82
2 9:1 Proportional(!) 86 87 86
3 9:1(3) Proportional(D 82 85 84
(1) EGR flow proportional to engine speed. Orifice size increased from 1/4" to 21/64"
diameter to increase flow.
(2) See Appendix C.
(3) Rings and heads replaced.
Ul
I
-------
- 96 -
6.2 EVALUATION OF SPARK CONTROL SYSTEM ON VEHICLE
Prior to the evaluation of the spark control system on the vehicle,
the system was optimized. This procedure is discussed in detail in this
laboratory evaluation section on knock sensor-actuated spark retard. The
system as tested on the vehicle included automatic gain control, a filter
of 5.35 kHz center frequency and 580 Hz bandwidth, and adjustable threshold
and spark advance delay time settings. The spark retard was implemented
in six distinct steps up to a maximum of 10° crank angle retard, with the
initial retard being 2.5° and each additional one being 1.5°. The effects
of the knock sensor-actuated spark retard system on vehicle octane require-
ment, acceleration performance, emissions, and fuel economy are discussed
below.
OCTANE REQUIREMENT OF THE VEHICLE - The octane requirement of the
vehicle was determined during 40-70 mph accelerations with wide open throttle
(WOT) in high gear. The vehicle was checked to insure that its maximum
octane requirement was at WOT and was not at part throttle or in second
gear. Octane ratings were made using standard CRC reference octane fuels
and were conducted both on the mileage accumulation dynamometer (MAD) and
on the road at a test track. The rating designations are as follows:
no knock (NK), trace minus (T~), is the lowest perceptible knock detectable
by a trained octane rater and is defined as the technical octane require-
ment of the vehicle, trace (T), trace plus (T+) - typically lowest level
noticed by average customer, very light (VL), very light plus (VL+), light
minus (L~), light (L), light medium (LM), and heavy knock. Generally,
anything above very light plus knock is not rated because it is quite loud.
The octane requirement data are summarized in Table 6-6. The requirements
Table 6-6 Research Octane Requirement of 9:1
C.R. Vehicle (Clean Engine)
Reference Normal Spark Knock Sensor
Fuel(l) Timing Controlled Spark Timing
85 82
Road { C 83 80
82 80
85 82
MAD { C 84 81
82 81
(1) See Appendix C.
(2) Delay 1 is 1,024 engine revolutions, Delay 2 is 32 engine'revolutions.
-------
- 97 -
given with the normal spark timing schedule are the requirements of the
vehicle for trace minus (T~) level knock. The octane rating quoted for
the control system case is the lowest octane fuel which produces T~ knock
excluding the initial detonation. The initial detonation may become
quite intense with lower octane fuels. However, after the control system
responds to it, only T~ to T knock usually is heard with fuels several
octane numbers lower than the normal requirements. Using these criteria,
a reduction in vehicle octane requirement of one to three numbers can be
achieved depending on which fuel series was used. This reduction in
octane requirement was approximately the same whether the vehicle was
rated on the MAD or on the road.
The detailed test results both for the MAD and road octane
ratings are given in Appendix C. The system threshold is set to detect
T~ to T level knock. Thus, after the initial burst of knock, the system
allows only T to T level knock to be heard audibly for several octane
numbers below the normal requirement.
PERFORMANCE OF THE VEHICLE - The performance of the vehicle was
evaluated by measuring acceleration times during octane rating at•the
test track for 40-70 mph, 0-60 mph, and 1/4 mile accelerations. These
tests were conducted both with and without the spark control system to
determine the effect of the applied spark retard on the vehicle's
performance.
In Figure 6-4, 40-70 mph WOT acceleration times are plotted against
octane number for the C series (lower sensitivity) rating fuels. It can
be seen that there is a performance debit associated with the use of
the controlled spark retard system when long spark advance delay times
are used. For a fuel that is five numbers below the normal no knock
requirement fuel, 16% slower acceleration times were observed.
The performance of the vehicle during 0-60 mph and quarter mile
WOT accelerations was measured using CX-84 fuel which gave trace plus
intensity knock on these accelerations. With this fuel, only very small
performance debits were observed (see Table 6-7).
Table 6-7 Acceleration Performance of Vehicle Using Knocking -
High Sensitivity CX - 84 RON Fuel
0-60 mph 1/4 Mile
Uncontrolled Spark 10.4 sec 17.7 sec
Controlled Spark 10.6 sec 18.3 sec
-------
- 98 -
VEHICLE MILEAGE ACCUMULATION - In order to assess the durability
of the knock sensor-actuated spark retard system, 16,000 miles was
accumulated on a mileage accumulation dynamometer (MAD). The cycle for the
first 12,000 miles consisted of combined city-suburban driving with an
average speed of 32 mph. For the last 4,000 miles, the AMA durability
cycle was used. Properties of the mileage accumulation fuel, which was
blended to be a minimum octane specification unleaded fuel, are given in
Table 6-8. Octane requirement, emissions, and fuel economy were measured
Table 6-8 Properties of Mileage Accumulation Fuel
Research Octane Number 91.8
Motor Octane Number 82.5
Lead - g/gal. <0.01
Sulfur, ppm 237
API Gravity @ 60°F 60.8
FIA: Aromatics 22.5%
Olefins 14.5%
Saturates 63.0%
RVP 7.3 psi
IBP 100°F
10% 138°F
50 215°F
90 331°F
F.B.P- 415°F
at 0, 6,000, 8,000, 10,000, 12,000 and 16,000 miles. During this period
of mileage accumulation, any spark retard occurring over the driving cycle
was recorded continuously on a strip chart recorder. Initially, some
problems were encountered with spurious retard from electrical interference
when the controller was powered by an AC power supply. Operation with
a 15 volt DC power supply essentially eliminated these spurious retards.
After these problems were corrected, only 29 spurious retards were
recorded over the 16,000 miles, due in part to non-vehicle electrical
intereference and possibly some engine noises.
Octane Requirement and Performance - A plot of vehicle MAD
octane requirement vs. accumulated mileage is given in Figure 6-5 for the
8-average sensitivity (C) fuel series including both the uncontrolled
and the controlled spark cases. The octane requirement increased approxi-
mately 3 numbers over the 12,000 miles. It should be noted that the
controlled spark timing case gave approximately a 3 number lower octane
requirement than the no control case at all mileage intervals. This
benefit is considerably less than that observed in the engine dynamometer
evaluation. This may be due to the fact that knock is more difficult
to hear in the engine dynamometer installation. Acceleration performance
debits similar to those mentioned previously were measured with the
spark timing controlled.
-------
- 99 -
FIGURE 6-4
ACCELERATION PERFORMANCE (40-70 MPH) VS. RESEARCH OCTANE
NUMBER FOR CLEAN ENGINE USING 8 SENSITIVITY (C SERIES)
FUELS; FOR CONTROLLED SPARK CASE, DELAY 1 AND DELAY 2 ARE
1,024 AND 32 ENGINE REVOLUTIONS RESPECTIVELY
CO
LU
o ^~,
p <->
< LU
OZ W
UJ ^"
_l Q
LU <
O O
o a:
i
o
18.Or
I 1 I
CONTROLLED SPARK
17.0
16.0
15.0
UNCONTROLLED
14.0
84
83
82
81
80
79
78
FUEL RON
-------
- 100 -
FIGURE 6-5
VEHICLE OCTANE REQUIREMENT WITH 8 SENSITIVITY (C) FUELS VS.
ACCUMULATED MILEAGE FOR CONTROLLED AND UNCONTROLLED SPARK
CASES; FOR CONTROLLED SPARK CASE, DELAY 1 AND 2 ARE
1,024 AND 32 ENGINE REVOLUTIONS RESPECTIVELY FOR THE FIRST
12,000 MILES AND ARE 128 AND 32 ENGINE REVOLUTIONS FOR THE
LAST 4,000 MILES
88
UNCONTROLLED
86
LU
a
LJ
CtL
82
80
CONTROLLED
SPARK TIMING
0
8
ILES/1000
10
12
14
16
-------
- 101 -
The vehicle was also octane rated at the test track after the
12,000 mile accumulation. These octane requirement data are given in
Table 6-9 for all three series of reference fuels. The 12,000 mile MAD
data are also included for comparison. Approximately, a two number
reduction in octane requirement was obtained with the controller
operational, using long spark advance delay times.
At this time, it was noted that the accelerometer, located on
the driver side head (rear) had lost some sensitivity. A new sensor was
located on the passenger side head (rear). When the testing was repeated
on the MAD with the new accelerometer, using the long countdown delays
(1,024 and 32 engine revolutions respectively for initial and subsequent
delays in spark advance), a three number benefit was observed (see Table
6-9). However, it was found that the threshold could be lowered for
greater sensitivity to knock and shorter delays used (128 and 32 engine
revolutions) which resulted in a two number octane reduction and considerably
better acceleration performance of the vehicle.
During the last 4,000 miles on the AMA durability cycle, the
shorter delay times and lower threshold were used since this seemed to
give the best overall results (i.e., reduction of knock intensity and
acceleration performance of vehicle). The octane requirement data at
16,000 miles is given in Table 6-10. Again a one to three octane number
benefit can be attributed to the controlled spark case when the initial
knocks are ignored. However, in this case of short delay times and low
threshold, the knock intensity heard after the initial clatter can be
controlled to the T to T+ level even as low as 78 RON with acceptable
acceleration performance.
The vehicle was octane rated on the MAD with three commercial
unleaded fuels. All had greater octane quality than 92 RON. Since the
vehicle requirement was so low, no knock was obtained for all three
commercial fuels and, therefore, no spark retard was observed.
In Figure 6-6, the vehicle acceleration time on the MAD during
40-70 mph WOT accelerations is plotted against the research octane number
of the fuel. Curves are shown for three cases: 1) uncontrolled
spark timing, 2) controlled spark timing - 120 mV threshold-long countdown
delays, and 3) controlled spark timing - 100 mV threshold-shorter countdown
delay. No decrease in acceleration performance is seen with decreases
in fuel octane for the uncontrolled case. For the controlled case with
long countdown spark advance delays, a significant performance debit is
seen, which is consistent with the road data shown in Figure 6-4. At 78
RON, 30% slower 40-70 mph acceleration times are observed. With this
fuel, a trace plus to very light initial burst of knock causes a 5.5°
retard followed by trace knock to a full 10° retard, eliminating the
detonation but producing very long acceleration times. Another case of
controlled spark timing with shorter countdown delays was run with a
lower threshold (100 mV). With these settings, the same 78 RON fuel
gives trace plus initial knock retarding to 7° and then intermittent
trace knock as the spark timing continuously advances and retards in
response to the accelerometer signal. With the 78 RON fuel, 7 numbers
below the vehicle's no knock requirement, the level of knock can be
-------
Table 6-9 Research Octane Requirement of 9:1 C.R. Vehicle After 12,000 Miles
Place
MAD
Road
MAD
MAD
Location
of Sensor*
Driver
Side
Driver
Side
Passenger
Side
Passenger
Side
Reference Uncontrolled
Fuel Spark
Primary
C
CX
Primal y
C
CX
C
C
84
87
86
81
81
84
83
83
Controlled Spark Advance Delay
Spark Threshold (mV) (Engine Revolutions)
1
82 •>.
85 } 120 1024
84 J
79 ^
80 ) 120 1024
82 J
80 120 1024
81 100 128
2
32
i
32 S
i
32
32
* Sensor located on rear of head with axis parallel to crankshaft.
-------
- 103 -
Table 6-10 Research Octane Requirement of 9:1 C.R. Vehicle
After 4,000 AMA Durability Cycle*
MAD
Road
Reference
Fuel
C
, P
' C
P
cx
Uncontrolled
Spark
86
82
83
83
85
Controlled
Spark
83
81
82
82
^82
* Spark Advance Delays of 128 and 32 engine revolutions,
threshold - 100 mV-
-------
- 104 -
FIGURE 6-6
ACCELERATION PERFORMANCE (40-70 MPH) VS. RESEARCH OCTANE
NUMBER AFTER 12,000 MILES USING 8 SENSITIVITY (C) FUELS
FOR UNCONTROLLED CASE, AND CONTROLLED CASES WITH SHORT
AND LONG SPARK ADVANCE DELAYS
GO
LU
O
t>-
o
20.0
19.0
O
i-G 18.0
< LU
C£ 00
LU •—
—' n
o< 17.0
16.0
15.0
CONTROLLED
Threshold - 120 mV
Delay 1 - 1024 Revs.
Delay 2-32 Revs.
UNCONTROLLED
I I
•CONTROLLED
Threshold - 100 mV
Delay 1-128 Revs.
Delay 2-32 Revs.
I
85
84
83
82
81
80
79
78
FUEL RESEARCH OCTANE NUMBER
-------
- 105 -
held to trace with only a 9-10% performance debit. Road tests also showed
approximately a 10% performance debit with controlled spark and very
low octane fuels (see Appendix C).
The 1/4 mile and 0-60 mph acceleration times, on the road after
the 12,000 mile accumulation using the longer delay times and after 16 000
miles using the shorter delay times and lower threshold setting, are '
given in Table 6-11. These data indicate that the vehicle is not signif-
icantly affected by spark retard on these types of accelerations, as was
seen^previously before mileage accumulation, although the overall accel-
eration performance even with no spark control deteriorated (compare with
Table 6-7).
Emissions and Fuel Economy - Emissions and fuel economy were
measured in duplicate at 6,000, 8,000, and 10,000 miles and in triplicate
at 0 and 12,000 and 16,000 miles. The averages of these data are plotted
in Figure 6-7 for emissions and Figure 6-8 for fuel economy. Due to the
piston and head changes and mileage accumulated during break-in and testing,
the catalyst was used for approximately 7,000 miles at the start of the
"zero" mile testing.
The zero mile testing was done with uncontrolled spark timing.
All subsequent testing was with the controller with spark advance delays
set for 1,024 and 32 engine revolutions for the first and subsequent
steps respectively. During this phase a total of 9 FTP-HFET sets were
run with only 2 total retards occurring. Both of these occurred during
the 57 mph cruise portion of HFET cycle. Since Indolene fuel (^98 RON)
was used for these tests, it can be assumed that no knock was present.
Thus, these 2 retards are from some other source, i.e., extraneous
electrical or other engine noises.
At 8,000 miles, the idle CO was leaned somewhat and the
carburetor was cleaned. This may account for the reduced CO emissions
levels shown in Figure 6-7. At 12,000 miles, new plugs were installed
due to oil fouling. Oil consumption over the 16,000 miles averaged 0.9
quarts/1,000 miles. Except for the deviations in CO at 6,000 miles and
HC at 10,000 miles (subsequently corrected by the new spark plugs), the
vehicle emissions remained below the California standards of 9.0 g CO/mile,
0.9 g HC/mile, and 2.0 g N0x/mile through the 16,000 miles accumulated.
Referring to Figure 6-8, the fuel economy improved on both
cycles after the carburetor cleaning and idle CO leaning prior to 8,000
mile testing. When the spark plugs were replaced prior to the 12,000
mile testing, the fuel economy improved, especially on the FTP. These
final 16,000 mile fuel economies show a 4% combined fuel economy benefit
over the base 8:1 C.R. unmodified vehicle with no deposits accumulated.
Comparison of Mileage Accumulation Results with Those From
8:1 C.R. Vehicle - A comparison of the final MAD octane requirement,
emissions levels and fuel economies is given in Table 6-12 for the 8:1
and 9:1 C.R. vehicles. The 8:1 C.R. vehicle had a 12 number octane
requirement increase (ORI) during mileage accumulation resulting in a
91 RON requirement. In contrast, the 9:1 C.R. modified vehicle finished
at 86 RON with only a 2 number ORI. The requirement with the knock
sensor operational was 83 RON. This is quite a low requirement especially
-------
Table 6-11 Acceleration Times on Road with Controlled Spark
Delay
Accumulated
Miles Fuel
{fY RA
cx?oo
/ P V Q /i
16 -000 {ex 100
(Knocking)
(No Knock)
(Knocking)
(No Knock)
Quarter Mile
Retard
5.5°
0°
7°
0°
Rating
T+
NK
T+
NK
Time
18.6
18.6
18.3
18.4
Retard
5.5°
0°
7°
0°
0-60 mph
Rating Time
T+ 12 . Q\
NK 11 .8j
T+-VL 11.8
NK 11.5 ,
(Engine Revs.)
1 2
' 1024 32
L 1 98 ^9
>» L/.O JZ
o
ON
-------
- 107 -
FIGURE 6-7
FTP EMISSIONS VS. ACCUMULATED MILEAGE
LU
O
LU
-I
a
Y
HC
Carburetor cleaned Spark plugs
Idle mixture leaned replaced
1.0
U)
O
O.Sj
6
10 12 14 16
MILES/1000
-------
- 108 -
FIGURE 6-8
FTP AND HFET FUEL ECONOMY VS. ACCUMULATED MILEAGE
18.0
17.0-
16.0-
>
o
s
o
o
12.0
11.0
FTP
Carburetor
cleaned
Idle mixture leaned
Spark
plugs
replaced
i
i
0
8
10 12 14 16
IILES/1000
-------
- 109 -
for a 9:1 C.R. vehicle. The primary factor is the low OKI. OKI can vary
considerably from engine to engine even within one engine type, so this
result is not surprising. Fuel composition also affects OKI. However,
the fuels used for these two sets of mileage accumulations were blended
as identically as possible and should not be a factor. The low requirement
appears to be characteristic of this particular vehicle.
The emissions data show that the base 8:1 C.R. vehicle failed
the 2.0 g/mile NOX standard after mileage accumulation while the modified
9:1 C.R. vehicle passed. The 9:1 C.R. fuel economy values are lower on
the FTP cycle and higher on the HFET cycle than the 8:1 C.R. data. When
weighed to get the city/highway composite fuel economy, the two cases
are virtually identical.
It needs to be pointed out, however, that the two engines compared
here are quite different due to the drastic changes that occurred during
the course of the program. The 9:1 C.R. case represents an engine which
has different pistons and rings than the 8:1 C.R. engine. Furthermore,
the carburetor was rebuilt several times. Thus, although the values
listed in Table 6-12 accurately represent the final vehicle conditions at
8:1 and 9:1 C.R. , the comparison between the two leaves much to be desired.
EMISSION AND FUEL ECONOMY TESTING WITH LOW OCTANE FUEL -
Tests were run to determine whether or not a fuel which knocked during
WOT octane ratings and produced spark retard would also cause retard on
the FTP and HFET driving cycles and thereby cause significant changes in
emissions or fuel economy. A fuel was chosen which gave trace level
knock during 40-70 mph WOT accelerations on the MAD. The emissions and
fuel economy data are tabulated in Table 6-13 for three cases: 1) Indolene
fuel-long delay times, 2) C-82 (see Appendix C) fuel-long delay times,
and 3) C-82 fuel-shorter delay times. No retards were observed on any
of these emissions tests due to the mild acceleration conditions. In
another test, where the ignition timing was advanced by 6° (12° ETC basic
timing) and a 86 RON fuel was used (4 octane numbers below the no knock
requirement), no retards were observed. This indicates that fuels two
and four numbers below the vehicle's no knock requirement can be operated
satisfactorily most of the time with occasional performance debits on
severe accelerations.
OPTIMIZATION OF SYSTEM BY ADVANCING SPARK TIMING - Additional
fuel economy benefit might be extracted by advancing the timing closer to
MET timing. Since an MET distributor could not be obtained for the vehicle,
the spark timing was advanced by 6° to 12° ETC basic timing to ascertain
if additional fuel economy benefit was attainable without upsetting the
emissions and octane requirement. The results of this testing are compared
to the data obtained after the 4,000 AMA cycle.in Table 6-14. The octane
requirement increased by 3-4 numbers, and the NOX emissions increased by
30%. The additional fuel economy benefit measured was 8% on the FTP
cycle and 2% on the HFET cycle. However, the vehicle failed the NOX
standard.
-------
Table 6-12 Comparison of Deposit - Accumulated
8:1 and 9:1 C.R. Engines
Vehicle Octane Req. ORI Emissions Fuel Economy
CCT HC~ NO^ CVS-CH HFET
8:1 @ 13,000 miles 91 12 4.7 0.5 2.3 12.2 16.2
9:1 @ 16,000 miles 86(83)* 2 8.4 0.7 1.7 11.6 17.4
o
* Knock Sensor - Spark Retard System operational. i
-------
Table 6-13 Emissions and Fuel Economy Measurements of 9:1 C.R. Vehicles Using
Low Octane Fuel (C-82)U) After 12,000 Miles :
Delay
Fuel
Indolene
C-82 RON
C-82 RON
(Engine Revolutions)
1
1024
1024
128
2
32
32
32
Threshold
(mV)
120
120
100
FTP
Emissions
(B/mlle)
CO
4.9
5.3
5.2
HC
0.7
0.5
0.6
NOX
2.0
1.9
1.8
Fuel Economy (mpg)
FTP
11.8
11.3
11.7
FET
17.2
16.8
17.3
Combined (2)
13.7
13.2
13.7
I
I-1
(1) Gives trace knock on WOT 40-70 mph accelerations.
(2) Calculated from I/ (0.55/mpgFTp + 0.
-------
Table 6-14 Comparison of Octane Requirement, Emissions and
Fuel Economy for 12° ETC vs. 6° ETC Spark Timing
Fuel Economy
Basic Octane Requirement (C) Emissions (g/mile) (mpg)
Timing Uncontrolled Controlled Spark CO HC NOX CVS-CH HFET
12° ETC 89 87 8.2 0.8 2.5 12.5 17.8
6° ETC 86 83 8.4 0.7 1.7 11.6 17.4
ho
I
-------
- 113 -
PROBLEMS ENCOUNTERED WITH SYSTEM - During the course of this
work, several problems arose with the application of knock sensor-spark
retard technology. These are discussed below to provide guidance for
future work in this area.
Performance Debits - There are significant acceleration
performance debits associated with using spark retard to eliminate most
of the knock for several octane numbers below the engine's normal require-
ment. When long spark advance delay times were employed to realize a
large reduction in total detonation heard, 10-30% slower acceleration
times were obtained. However, limited testing indicates that if slightly
higher levels of detonation are allowed, much lower performance debits
are possible (on the order of 0-10% depending on how much detonation is
permitted). This can be accomplished by raising the threshold so that
the system is less sensitive to detonation, by decreasing the waiting
period before advancing the spark schedule or by some combination of the
two. Another technique to improve overall performance would be to sense
the end of an acceleration, with an additional engine input, after which
normal spark advance would be used. For example, use of a manifold
vacuum or throttle position indicator would provide a signal whereby the
end of an acceleration is well characterized, i.e., high manifold vacuum
or closed throttle. This signal could be used to override the spark
control system to immediately cut out any applied spark retard under
conditions similar to these, thereby reducing excessively long periods
of applied retard even though a long spark advance delay is used.
Spurious Retard - Occasionally, spurious retards were noted
during the course of this work. Some of these were well defined extraneous
electrical interference which could be corrected, such as moving any
unnecessary AC-operated electronics out of the car, using DC-power for
the controller itself, and removing tachometer leads from car. Others
were ignored because they were not considered to be serious uncorrectable
problems in a commercial unit, e.g., spark retards when cranking starter
motor to start the engine. A more serious problem, which manifested
itself just prior to replacing the cylinder heads with recessed valves,
was that real engine noises other than knock could trigger the spark retard
system occasionally. These retards were traced by listening to tape re-
cordings slowed down to 1/16 of normal speed. In these recordings, knock
is very apparent as a ringing drum-like sound and valve noises can be
distinguished from it. A peculiar valve noise, which had some ringing
character to it, occasionally produced a retard. These spurious retards
could be eliminated by raising the threshold at the expense of lower
sensitivity to knock. Since the heads were replaced, however, no retards
of this type have been noted.
-------
- 114 -
Surface Ignition - The accumulation of ashy oil-based deposits
(40-50% ash) in the combustion chamber caused a significant surface
ignition problem during one phase of the study. In fact, when the heads
were removed, a large ashy particle was removed from the cylinder which
had been knocking. In this case, spark retard actually made the surface
ignition much worse, presumably due to the increased generation of heat
in the engine. This would probably not be a general problem since
surface ignition is rare with unleaded fuel. In this case, the severe
driving schedule, i.e., more WOT accelerations, may have produced the
high ash deposit problem due to high oil consumption.
Engine Overheating - Although tests were not made, the potential
exists for engine overheating with long periods of running with retarded
timing. This could occur either by a malfunction of the spark control
system or by the use of a fuel of much lower octane quality than the
engine's requirement. For this reason (and also for putting a limit on
acceleration performance losses), only 10° maximum retard is allowed.
This potential problem could probably be eliminated by using a coolant
temperature sensor to override the spark retard system if high coolant
temperatures occur.
6.3 DRIVEABILITY AND EVAPORATIVE EMISSION TESTING
EVAPORATIVE EMISSIONS - After the vehicle was modified to change
the compression ratio to 9:1 and the tailpipe emissions were recalibrated
to the base case level, evaporative emissions were measured in the SHED
test. The data compiled in Table 6-15 are the averages of 3 tests and
can be compared to that measured on the base vehicle. The diurnal emissions
are approximately the same as that measured in the base case. However,
the hot soak data are about 6 grams lower. The vehicle probably had a leak
source which was corrected during the modifications to the vehicle to give
the lower numbers.
Table 6-15 Evaporative Emissions of 1975 Chevrolet Nova (9:1 C.R.)
Grams
Diurnal Cycle
1.4
Hot Soak
3.0
Total
4.4
DRIVEABILITY TESTING - Driveability testing was conducted on
the 9:1 C.R. modified vehicle prior to the start of and at the completion
of the 16,000 mile accumulation. These tests, which were done with the
knock sensor-spark retard system operational, can be compared to those
conducted prior to vehicle modification to see if any change in drive-
ability had occurred. The test procedure and detailed data sheets are
-------
- 115 -
given in Appendix D. A summary of the results is given in Table 6-16 for
the four specially blended driveability test fuels. The vehicle exhibited
good driveability overall. Prior to mileage-Accumulation, the vehicle
had some cold starting problems with Fuels D-2 and D-3. These cold starting
problems were not as evident after the 16,000 mile accumulation during
which time the carburetor was rebuilt.
Table 6-16 Summary of Driveability Test
Results for 9:1 C.R. Modified Vehicle
Cold Start
Warm Vehicle
Prior to 16,000
Mile Accumulation
Fuel
Stalls
0
Hard Start
6
0
Retards
0
0
0
1(10°)
Stalls
0
0
0
0
Retards^
0
0
0
l(WOT)
After 16,000 Mile
Accumulation
1
0
1
0
0
0
0
0
0
0
0
0
0
l(WOT)
0
0
On only a single occasion a 10° retard was recorded during a
period of poor cold driveability (i.e., stumbling and surging). It is
assumed that the retards were in response to the poor vehicle driveability,
since driveability problems have not been encountered due to the operation
of the knock sensor in any of the vehicle octane ratings. On two
occasions, a retard was noted on a wide open throttle acceleration after
the vehicle was warmed up. This could be due to some engine combustion
noise or knock. In general, though, little response was observed from the
knock sensor actuated-spark retard system during these tests.
-------
- 116 -
SECTION 7
KNOCK FREQUENCY ANALYSIS OF ALTERNATE ENGINES
A study was undertaken to examine knock frequency character-
istics of other engines to determine whether the 5-5.5 kHz band was
unique to the 350 CID engine. An attempt was made to obtain two engines
which were very different than the 350 CID V-8 engine used in the program.
The 2.3 liter 4-cylinder engine used in the Ford Pinto and the 2.8 liter
V-6 engine used in the Ford Mustang-II were selected. A comparison of
engine displacement, bore, and stroke is given in Table 7-1.
Table 7-1 Comparison Between 350 V-8 and
2.3 L and 2.8 L Engines
Engine
Displacement
in
Chevrolet V-8
Ford L-4
Ford V-6
350 5.7
140 2.3
171 2.8
Bore
4.0
3.8
3.66
Stroke
3.5
3.1
2.7
It can be seen from the table that the engines are consider-
ably different in design not just in total displacement. The standard
straight 4 cylinder, V-6 and V-8 engines are represented by this group.
In addition, the bore and strokes are different and thus individual cyl-
inder dimensions are quite different. If significant changes in the fre-
quency of knock were to be observed by changing the engine geometry, one
would expect to see it with a comparison between these three engines.
These engines were obtained from Ford Motor Company through EPA.
Each engine was individually mounted in the engine dynamometer test stand
with the associated automatic transmission. Photographs of these engines
are shown in Figure 7-1. The cycle follower was programmed according to
road load information that was available for each engine. Six accelera-
tions were then mounted on the engine and after an initial 2-3 hour
break-in period testing began. The testing, as in the case of the 350
CID engine, included steady state, fuel changeover, and acceleration runs
to examine the knock frequency under a variety of different engine operat-
ing modes.
-------
- 117 -
FIGURE 7-1
PHOTOGRAPHS OF ENGINE DYNAMOMETER
INSTALLATIONS OF 2.3 L AND 2.8 L ENGINES
2.3 Liter
L-A Engine
(Pinto)
2.8 Liter
V-6 Engine
(Mustang-n)|
-------
- 118 -
7.1 FORD 2.3 LITER L-4 PINTO ENGINE
A 1978 2.3 liter engine complete with accessories and auto-
matic transmission was mounted in the engine dynamometer stand after
removing the air conditioning unit and power steering pump. A load
curve as shown in Table 7-2 was programmed into the cycle follower.
Table 7-2 Load Curve Used for 2.3 L and
2.8 L Engines on Dynamometer Stand
Vehicle Speed (mph) Road Horsepower
20 0
30 7.8
40 9.8
50 13
60 18
The critical loading particular for acceleration testing is the inertia
loading. The inertia was set to give acceleration times equivalent to
those obtained on a 2.3 L Pinto test vehicle on the MAD. For a 30- to
60-mph acceleration in top gear, this was approximately 33 sec. The
test vehicle was also measured to determine the engine rpm equivalent of
road speed so that our testing in the engine cell could be correlated
with vehicle speed. These data are shown in Table 7-3.
Table 7-3 Engine RPM Measured at Various
Vehicle Speeds on Pinto
Engine, RPM
MPH
30
35
40
45
50
55
60
A schematic showing the location of the six accelerometers tested
on the 2.3 liter engine is given in Figure 7-2. Three accelerometers were
located on the head, 2 on the block and 1 on the intake manifold. The out-
put of these accelerometers was recorded on tape for specific operating con-
ditions and representative segments of the recordings were frequency analyzed.
For each of the test conditions shown below, recordings were made for a
no-knock and a knocking fuel.
Acceleration
1650
2550
2650
2750
2950
3100
3250
Steady State
1650
2100
2650
3200
-------
FIGURE 7-2
LOCATION OF ACCELEROMETERS ON
2.3 LITER 4 CYLINDER PINTO ENGINE (SIDE VIEW)
REAR HEAD
REAR BLOCK
r^x:
u \
INTAKE
MANIFOLD
VALVE COVER
— 5"
\
i
RIGHT
REAR
HEAD
HEAD
^ ^r®
SPARKPLUGS
'•r^l
4"
RIGHT
FRONT
BLOCK
ON
SCREW
BOSS .
RIGHT FRONT HEAD
-------
- 120 -
7-5
1. Acceleration Tests - engine was accelerated
from 30 to 60 mph at WOT.
2. Steady State Tests were run at 30 and 40 mph
(1600 and 2600 rpm).
3. Fuel Change Tests were run at 40 mph with the
fuel changed from VL knock to NK back to VL
knock.
A complete set of the frequency analyses from the tests is
given in Appendix F. For brevity, only a summary of these results is
given here. A set of frequency analyses is given in Figures 7-3 to
7-8.
Each figure is a frequency analysis of an individual
accelerometer signal recorded at 2600 rpm (50 mph) steady state opera-
tion for a trace plus knocking fuel and a no-knock fuel. The set con-
tains a frequency analysis of each accelerometer location under these
conditions. The following conclusions can be drawn from the data.
1. Trace plus knock intensity produces 2 to 4 G
peaks. Background no-knock gives 1 to 2 G
peaks. Thus, the engine appears to have con-
siderable background noise to begin with. This
may be due to the specific engine design (i.e.
the overhead cam engine is noisier than most).
2. The rear head accelerometers (both axial and
transverse to the crankshaft) gave the largest
knock signals and thus would appear to be the ones
to use for knock detection.
3. The axial rear head signals contain peaks at 5.4,
9.4, 11.0, and 13.5 kHz whereas the transverse
accelerometer only showed 5.4 and 10.0 kHz peaks.
The same peaks occur to a lesser degree in the no-
knock recordings. The ratios of peak intensities
between the knocking and no-knock runs are given
in Table 7-4 for the 50 mph steady state and 30-60
mph acceleration runs. These data suggest that
in the right rear head (transverse) recordings,
the 5.4 and 10.0 kHz peaks had greater signal/
noise ratios than the corresponding 5.4 and 9.4
peaks in the rear head (axial) recordings. With
no other basis to use, the accelerometer with the
greater signal/noise ratio would be chosen as the
optional location.
-------
- 121 -
FIGURE 7-3
2.3 LITER 4 CYLINDER ENGINE - 50 MPH
(RIGHT REAR HEAD ACCELEROMETER)
CO
TRACE PLUS KNOCK
1 -
5 10 15
FREQUENCY (KHz)
-------
- 122 -
FIGURE 7-4
2.3 LITER 4 CYLINDER ENGINE - 50 MPH
(REAR HEAD ACCELEROMETER)
4 -
LJ
TRACE PLUS KNOCK
10
FREQUENCY (KHz)
-------
- 123 -
FIGURE 7-5
2.3 LITER 4 CYLINDER ENGINE - 50 MPH
(REAR BLOCK ACCELEROMETER)
4 -
(S)
TRACE PLUS KNOCK
10
FREQUENCY (KHz)
-------
- 124 -
FIGURE 7-6
2.3 LITER 4 CYLINDER ENGINE 50 MPH
(INTAKE MANIFOLD ACCELEROMETER)
CO
4 -
TRACE PLUS KNOCK
5 10
FREQUENCY (KHz)
-------
- 125 -
FIGURE 7-7
2.3 LITER 4 CYLINDER ENGINE - 50 MPH
(RIGHT FRONT HEAD ACCELEROMETER)
i
CO
o
CO
0
1 -
0
TRACE PLUS KNOCK
NO KNOCK
10
FREQUENCY (KHz)
15
-------
- 126 -
FIGURE 7-8
2.3 LITER 4 CYLINDER ENGINE - 50 MPH
(RIGHT FRONT BLOCK ACCELEROMETER)
CO
CO
TRACE PLUS KNOCK
5 10 15
FREQUENCY (KHz)
-------
- 127 -
Table 7-4 Frequency and Intensity of the Accelerometer
Signals for 2.3 Liter Engine
Ratio of Knocking to No-Knock
Signal Areas
Position 5.4 9.4 10.0 11.0 13.5 kHz
Steady Rear Head 3.4 2.1 — 2.5 4.0
State (axial)
50 mph
Right Rear Head 2.1 — 3.9
(transverse)
30-60 Rear Head 2.8 7.7 — 4.6 5.0
mph (axial)
Accel.
Right Rear Head 3.2 — 10.3
(transverse)
7.2 FORD 2.8 LITER V-6 MUSTANG-II ENGINE
A 2.8 liter V-6 engine was also mounted on an engine dyna-
mometer stand and tested to determine its knock frequency. The cycle
follower was programmed with the same road load curve as used in the
case of the 2.3 liter engine. The inertia loading was increased
slightly since the engine typically went into a Mustang-II which is some-
what heavier than the Pinto. Six accelerometers were mounted as shown
in the schematic in Figure 7-9. Two accelerometers were mounted on the
intake manifold, 2 on front head bolts transverse to the crankshaft, and
the other 2 were mounted in axial positions on the rear of the heads.
As in the case of the 2.3 liter engine, acceleration tests (from
40 to 70 mph at WOT), and steady state tests at 1600 rpm (^35 mph) and
2550 rpm (^55 mph). These data are compiled in Appendix F with only a
summary presented here.
Representative frequency analyses obtained, during 40 to 70 mph
accelerations are given in Figures 7-10 through 7-15 for all six accelero-
meter locations. It can be seen from looking at these frequency-intensity
plots that the range of frequencies which can be attributed to knock is
much wider than that seen either in the 350 CID V-8 or the 2.3 liter 4-
cylinder engine. In fact, when trying to assign peaks corresponding to
knock by comparing the no-knock and very light knock intensity plots, 20-
30 peaks could be found. Since many of these peaks are closely spaced
together, frequency intervals rather than individual peaks were used for
the comparison of knocking and no-knock spectra. The ratio of areas be-
tween the knock and no-knock cases for the intervals 5 to 8, 8 to 11, and
12 to 15 kHz is given in Table 7-5.
-------
FIGURE 7-9
LOCATION OF ACCELEROMETERS ON
FORD 2.8 LITER V6 ENGINE (TOP VIEW)
FRONT
INTAKE
MANIFOLD
NORMAL
HEAD FRONT BOLT
PASSENGER SIDE (NORMAL)
INTAKE MANIFOLD
REAR (NORMAL)
\ PASSENGER SIDE
)\ REAR HEAD AXIAL
'TO CRANKSHAFT
/ \
~~~~~~~^ ©
0
CARB.
h/
©
.M- A" -fcr
^*. u ^
\ ^y @) —
K3
OO
DRIVER SIDE
REAR HEAD AXIAL
HEAD FRONT BOLT
DRIVER SIDE (NORMAL)
-------
- 129 -
FIGURE 7-10
co
£ 10
0
0
2.8 LITER V-6 ENGINE - 40 TO 70mph ACCELERATION
(Passengers Side Rear Head Axial Accelerometer)
T
10
FREQUENCY (KHZ)
Very Light Plus
Knock
No Knock
15
20
-------
- 130 -
FIGURE 7-11
15
CO
t 10
ID
C5
> 5
CO
s
LJ
0
0
2.8 LITER V-6 ENGINE - 40 TO 70mph ACCELERATION
(Drivers Side Rear Head Axial Accelerometer)
10
Very Light Plus
Knock
No Knock
15
20
FREQUENCY (KHZ)
-------
- 131 -
FIGURE 7-12
co
z 10
ID
CD
£ 0
uj 5
0
0
2.8 LITER V-6 ENGINE - 40 TO 70mph ACCELERATION
(Drivers Side Front Head Bolt Accelerometer Normal)
T
10
FREQUENCY (KHZ)
T
Very Light Plus
Knock
No Knock
15
20
-------
- 132 -
FIGURE 7-13
CO
t 10
^D
CO
^
LJ
0
0
2.8 LITER V-6 ENGINE - 40 TO 70mph ACCELERATIOI
(Passengers Side Front Bolt Head Normal Accelerometer)
T
Very Light Plus
Knock
No Knock
10
FREQUENCY (KHZ)
15
20
-------
- 133 -
FIGURE 7-14
LJ
2.8 LITER V-6 ENGINE - 40 TO TOmph ACCELERATION
(Front Intake Manifold (Normal) Accelerometer)
Very Light Plus
Knock
FREQUENCY (KHZ)
-------
- 134 -
FIGURE 7-15
0
2.8 LITER V-6 ENGINE - 40 TO 70mph ACCELERATION
(Intake Manifold Rear (Normal) Accelerometer)
T
Very Light Plus
Knock
FREQUENCY (KHZ)
-------
- 135 -
Table 7-5 Summary of Frequency Analysis of
Ford 2.8 Liter V-6 Engine
Signal/Noise (Area) Ratio
Accelerometer 5 to 8 kHz 8 to 11 kHz 12 to 15 kHz
Rear Head - 7.7 2.9 2.8
Passenger Side
Rear Head - 5.0 2.5 4.4
Driver Side
Front Head Bolt - 3.1 2.4 7.9
Driver Side
Front Head Bolt - 3.1 1.6 2.6
Passenger Side
Intake Manifold - 2.6 3.5 2.5
Front
Intake Manifold - 3.8 3.5 2.5
Rear
The following conclusions can be drawn from the data.
1. Wider frequency intervals rather than sharp peaks
appear to be characteristic of this 2.8 liter V-6
engine. This would suggest that if a knock sensor
actuated control system were to be developed, a
wider filter bandwidth might be considered to take
advantage of these relatively wide frequency windows.
2. The rear head (axial) accelerometer locations both
on the driver and passenger side gave very good sig-
nal to noise ratios for the 5 to 8 kHz interval.
This result agrees well with our findings on the 350
CID V-8 engine, where the rear head axial positions
showed the best signal/noise ratios for a relatively
well-defined 5.3 kHz peak.
3. A high signal/noise ratio peak located in the 12 to
15 kHz interval was found in the front head bolt-
driver side frequency analysis.
-------
- 136 -
The results of the 2.8 liter V-6 engine's frequency analyses
suggest that the rear head axial location may be the best for optimizing
signal/noise ratio for this engine. This was also found to be very
clearly the case for the 350 CID V-8 engine. In the case of 2.3 liter
4-cylinder engine, where background engine noise is a problem, the
choice between the axial and transverse locations on the cylinder head
was not that obvious. However, again it was clear that accelerometers
located on the cylinder heads gave better signal/noise ratio than those
either mounted on the block or the intake manifold.
Nothing found on the frequency analysis results would cause
concern regarding the building of a knock sensor-actuated spark control
system for these engines. Frequency intervals with good signal/noise
ratios can be found for both the 2.3 and 2.8 liter engines. After that,
it is simply a matter of designing and building a filter to match the
intervals chosen with some broadening added to allow for engine-to-engine
variations. Thus this type of approach would appear to be feasible in
all three engines examined.
-------
- 137 -
REFERENCES
1. Taylor, C. F. and Taylor, E. S., "The Internal Combustion Engine,
2nd Edition" (1961).
2. Corner E. S. and Cunningham, A. R., "Value of High Octane Number
Unleaded Gasoline in the U.S." Presented to the A.C.S., Los Angeles
(March, 1971).
3. Teasel, R. C., Calcamuggio, G. L., and Miller, R. D., Trans. SAE,
74:896-910 (1966).
4. "Octane Number Requirement Survey, 1970," CRC Report No. 466,
(July, 1971).
5. Caris, D. F. et_ al_._, Trans. SAE, 64:76-100 (1956).
6. Musser, G. S., et al., "Effectiveness of Exhaust Gas Recirculation
with Extended Use," SAE Paper 710013 (January, 1971).
7. Gumbleton, J. J. et al., "Optimizing Engine Parameters with Exhaust
Gas Recirculation," SAE Paper 740140 (February, 1974).
8. Glass, W., et al., "Evaluation of Exhaust Gas Recirculation for
Control of Nitrogen Oxides Emissions," SAE Paper 700146 (January,
1970).
9. Ricardo, H. R. and Hempson, J. G. G., "The High Speed Internal-
Combustion Engine, 5th ed." (1968).
10. Lichty, L. C., "Internal Combustion Engines, 6th ed." (1951).
11. Varde, K. S. and Lucas, G. G., "Effects of Pressure Variation and
Combustion Duration on the Emission of Hydrocarbons and Nitric
Oxides," SAE Paper 760142.
12. Quader, A. A., "Effects of Spark Location and Combustion Duration on
Nitric Oxide and Hydrocarbon Emissions," SAE Paper 730153.
13. "Effect of Altitude Change on Octane Number Requirements of Late
Model Cars," CRC Report No. 454 (October, 1973).
14. Corner, E. S., "Octanes - from Laboratory to Road," SAE Paper No.
777, presented at SAE Summer Meeting, Atlantic City, New Jersey,
(June, 1956).
-------
- 138 -
15. Campbell, J. M., Carls, D. F., and Withrow, L. L., Trans. SAE,
3:341-352 (1949).
16. Fell, R. B. and Hostetler, H. F., "Laboratory Octane Ratings -
What Do They Mean?", SAE Paper No. 263, presented at the National
Fuels and Lubricant Meeting, Cleveland, Ohio (November, 1957).
17. "Octane Number Requirement Survey, 1973," CRC Report No. 467
(May, 1974).
18. Wostl, W. J.and Heintz, J. A., "Knock and Rumble Detector for
Internal Combustion Engines." U.S. Patent 3,540,262, November 17,
1970.
19. Krause, W. H., "Knock Detection Instrument." U.S. Patent 3,201,972,
August 24, 1965.
20. Barton, R. K., Lestz, S. S. and Duke, L. C., "Knock Intensity as a
Function of Engine Rate of Pressure Change." Paper 700061 presented
at SAE Meeting, Detroit, January 12-16, 1970.
21. Keller, B. D., Wright, L. T., Ginsburgh, I. and Rueckel, H. E.,
"Automated Fuel Road Octane Ratings." Paper 730550, SAE Meeting,
1973.
22. Arrigoni, V., Gaetani, B. and Ghezzi, P., "Method and Apparatus for
Measuring Knocking in Internal Combustion Engines." U.S. Patent
3,942,359, March 9, 1976.
23. Harned, J. L., "Borderline Spark Knock Detector." U.S. Patent
4,012,942, March 22, 1977.
24. Gumbleton, J. J., Niepoth, G. W. and Currie, J. H., "Effect of
Energy and Emissions Constraints on Compression Ratio," Paper 760826,
presented at SAE Meeting, Dearborn, Michigan, October 18-22, 1976.
25. Kuroda, H., Nakajima, Y. et al., "The Fast Burn with Heavy EGR, A
New Approach for Low NOX and Improved Fuel Economy," SAE Auto.
Eng. Congr., Detroit 2/27/78, Paper No. 780006.
-------
- 139 -
APPENDIX A
FREQUENCY ANALYSIS OF ACCELEROMETER SIGNALS
FROM 350 CID CHEVROLET V-8 ENGINE
A-l
through Test #1 Spare Engine
A-84
A-85
through Test #2 Engine from Vehicle
A-122
-------
- 140 -
TEST #1
SPARE 350 CID ENGINE
Accelerometer No.
1
2
3
4
5
6
Location
Left Front Cylinder Head
Left Rear Cylinder Head
Rear Intake Manifold
Front Intake Manifold
Right Front Cylinder Head
Right Rear Cylinder Head
Transverse
Transverse
Transverse
Transverse
Transverse
Axial
-------
SUMMARY OF SPECTROGRAM RESULTS
Plot
No _._
1
1
1
1
1
1
1
2
2
2
2
2
2
3
3
3
3
3
- 1
_ 2
- 3
- 4
- 5
- 6
- 1
- 2
- 3
- 4
- 5
- 6
- 1
- 2
- 3
- 4
- 5
Accelcromcter
Number Test
1 to 6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
Steady State
Fuel Change
Fuel Change
Fuel Change
Fuel Change
Fuel Change
Fuel Change
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Plot
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
Axis
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Time
Amp. Scale
,5g/major
.5g/major
,5g/major
.5g/major
.5g/major
.5g/major
. 5g/major
.5g/najor
.5g/major
.5g/major
,5g/major
.5g/major
.5g/major
,5g/major
.5g/major
.5g/major
.5g/major
.5g/major
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
Rated
Knock Level
Trace Plus
Trace Plus
Trace Plus
Trace Plus
Trace Plus
Trace Plus
Trace Plus
Trace
Trace
Trace
Trace
Trace
Trace
None
None
None
None
None
Max.
Response
Comments
,4g max poor response
. 6g max poor response
. 75 max med response
. 3g max poor response
no
response
l.Sg max good response
no
no
no
no
no
1. 0 max med
no
no
no
no
no
response ,_,
response ,
response
response
response
response
response
response
response
response
response
-------
Plot
Accelerometer
__No^_ . Number Test
n
O
4
4
4
4
4
4
5
5
5
5
5
5
6
6
6
7
7
7
- 6
- 1
" 2
- 3
- 4
- 5
- 6
- 1
- 2
- 3
- 4
- 5
- 6
- 4
- 5
- 6
- 1
- 2
- 3
6
1
2
3
4
5
6
1
2
3
4
5
6
4
5
6
1
2
3
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Fuel Change
Fuel Change
Fuel Change
Acceleration
Acceleration
Acceleration.
Plot Axis
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
& Time
6e Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Time
& Tine
5= RPM
& RPM
& RPM
Amp. Scale
. 5g/major
.5g/major
.5g/major
.5g/major
.5g/major
.5g/major
.5g/major
.5g/major
.5g/major
,5g/major
.5g/major
.5g/major
.5g/major
.5g/major
.Sg/major
,5g/major
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
Ig/major div.
Ig/inajor div.
Ig/major div.
Rated Max.
Knock Level Response
None
None
None
None
None
None
None
Very
Very
Very
Very
Very
Very
Very
Very
Very
light plus
light plus
light plus
light plus
light plus
It. plus 2g max
light
light
light 1.2g max
All levels l.Gg nia^c
All levels 2.5g max
All levels 2g max
no
no
no
no
no
no
no
no
no
no
no
no
Comments
response
response
response
response
response
response
response
response
i
response £
NJ
response '
response
response
good response
no
no
ined
ined
mad
ined
response
response
response
response
response
response
-------
riot
No.
7 -
7 -
7 -
8 -
8 -
8 -
8 -
8 -
8 -
9 •*
9 -
9 -
9 -
9 -
9 -
10-
10-
10-
10-
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
Accc Icromctcr
Number Test
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Plot
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
Freq
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
&
Axis
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RFM
RPM
RPM
RPM
RPM
RPM
RPM
Amp. Scale
Ig/major
Ig/major
Ig/niajor
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
Ig/major
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
div.
Rated
Knock Level
All
All
All
All
All
All
All
All
All
None
None
None
None
None
None
Very
Very
Very
Very
levels
levels
levels
levels
levels
levels
levels
levels
levels
light
light
light
light
Kax.
Response .'Comments
no response
no response
5g max good response
no response
2.5g max tned response
2g max med response
1.5g max poor response
. 6g max poor response
5g max good response '
i-
*
no response u
i
no response
no response
no response
no response
no response
. 7g max poor response
2.5g max med response
no response
no response
-------
Plot
No.
10- 5
10- 6
11- 1
11- 2
11- 3
11- 4
11- 5
11- 6
12- 1
12- 2
12- 3
12- 4
12- 5
12- 6
13- 1
13- 2
13- 3
13- 4
13- 5
^3- &
Accelerometer
Number
5
6
1
2
3
4
5
6
1
2
3
4
5
6
1
2
3
4
5
6
Test
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Acceleration
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Steady State
Plot Axis
Freq & RPM
Freq & RPM
Freq & RPM
Freq & RPM
Freq & RPM
Freq & RPM
Freq & RPM
Freq & RPM
Freq & Time
Freq & Time
Freq & Time
Freq & Time
Freq & Time
Freq & Time
Freq & Time
Freq a Time
Freq &- Time
Freq & Time
Freq & Time
Freq & Time
Amp. Scale
Ig/major div.
Ig /major div.
Ig/major div.
Ig/major div.
Ig/major div.
Ig/major div.
Ig/major div.
Ig/major div.
.5g/major div.
.5g/major div.
.5g/major div.
,5g/major div.
.5g/major div.
.5g/major div.
.5g/major div.
. 5g /major div,
.5g/major div.
,5g/major div.
.5g/major div.
.5g/major div.
Rated
Knock 1x2 ve 1
Very light
Very light
None
None
None
None
None
None
Trace
Trace
Trace
Trace
Trace
Trace
None
None
None
None
None
None
Max.
Response Corn-Dents
no response
3g max gooc response
no response
no response
no response
no response
no response
no response
i
no resDonsa
H
•P*
-t>
no response
no response
no response
no response
1.2g max tned response
no response
no response
no response
no response
no response
no response
-------
Plot Accalerorneter
No. Number
14- 1 1
U- 6 6
Fuel Change
Fuel Change
Plot Axis
Freq & Time
Freq & Time
Amp. Scale
,5g/major div.
, 5g/major div.
Rated
Knock Level
Trace
Trace
Max.
Response
1. 5g max
Comments
no response
good response
-------
Typical Aecelerometer Output
Steady State Test #1
1750 RPM 193 FT LBS TORQUE 25" HG
Trace Plus Level Knock
O)
I
/I
4
-------
Acceierometer VL - L. F. Cylinder HeadV:
Vert.
1750 RPM 193 FT LBS Torque 24" HG
Trace Plus Level Knock
J 000
3,000 4j ooo 5)000
dooo
7,ooo 8,000
-------
Fuel Change - House To 78 Octane Fuel
Accelerometer #2 - L.R. Cylinder Head
Vert.
1750 REM 193 FT LBS Torque 24" HG
Trace Plus Level Knock
-------
Accelerometer #3 - R. Intake Manifold
Vert.
1750 RPM 193 FT LBS Torque 24" HG
Trace Plus Level Knock
O
o
-------
Fuel Change - House To 78 Octane Fuel
Accelerometer #4 - F. Intake Manifold
Vert.
1750 RPM 193 FT LBS Torque 24" HG
Trace Plus Level Knock
O.O
-------
Accelerometer #5 - R. F. Cylinder Head
Vert.
1750 REM 193 FT LBS Torque 24" HG
Trace Plus Level Knock
0.0
-------
Fuel Change - House To 78 Octane Fuel
Accelerometer #6 - R.R. Cylinder Head
Hor.
1750 KM 193 FT LBS Torque 24" HG
Trace Plus Level Knock
Ln
ro
O.
j2<=?oo
-------
Accelerometer #1 - L. F. Cylinder Head
Vert.
1750 REM 193 FT LBS Torque,24" HG
Trace Level"Knock
T/tf
'--\f
**
v
20.7
/&&
l(,3
/SO
7\
/t
<^^
V
^
XV
^o
J
^s
A
^
*\
w\m
t
7.S-
5,t>
\-
-f_
7-s
U
**3
•\
iV
±*.
*L
\A7~r
O
rtooo
7000
eooo
-------
Steady State Test - 78 Octane Fuel
Accelerometer #2 - L.R. Cylinder Head
Vert.
1750 RPM 193 FT LBS Torque 24" HG
Trace Level Knock
I
(-•
Ul
ooo
-------
4A.ccelerometer #3 - R. Intake Manifold
Vert.
1750 RIM 193 FT LBS Torque 24" HG
Trace Level Knock
Z4.4
Z2.&
fro
-------
Steady State Test - 78 Octane Fuel
Accelerometer #4 - F. Intake Manifold
Vert.
1750 RPM 193 FT LBS Torque 24" HG
Trace Level Knock
-------
244 ^
2)7
Accelerometer #5 - R.F. Cylinder Head
Vert.
FT LBS
Trace Level Knock
i
M
Ul
I
pZEtiOEsvcr CH&)
000
-------
Steady State Test - 78 Octane Fuel
Accelerometer #6 - R.R. Cylinder Head
Vert.
1750 RPM 193 FT LBS Torque 24" HG
Trace Level Knock
3OO
-------
Accelerometer #1 - L.F. Cylinder Head
Vert.
: 1750 RIM 170 FT LBS Torque 22" HG
No Knock - Slight Surface Ignition
77/2
41.4
3Z6
33.8
39.2
'V/5
\
Z2.6
/e.e
3.7
-------
ftMMrch tarf R»«l*
rlftt £*.
tettctioa T*.t
OK
Steady State Test - 78 Octane Fuel
Accelerometer #2 - L.R. Cylinder Head
Vert.
1750 RPM 170 FT LBS Torque 22" HG
No Knock - Slight Surface Ignition
CTi
o
3.7
ioco
000
-------
Acceierometer fr3 - k. J_ntaK.e Manifold.
Vert.
1750 REM 170 FT LBS Torque 22" HG
No Knock - Slight Surface Ignition
das
483
VNJ
^\
4$.l
:A*
5Ss
5,
5^
A
?
7
5~
3Z6
u
J'SS.
33,8 ^
.S7
Z_
P
30J
26.3
Zi
,?A
s;-/
:^/
££>
^
4^v
'NZS
^
/!\
•^^
f
S:
lib
1.5
/=
i
x^
3,7
-\
^\
INA
S]>p
^000
3300 ^000
6000
-------
ffUock D«t«ctt«n :T*«t:^
| *9ttmh*r
g£aiv k,'.a ^u^^sLtC-ayfel^JS:
T1//MC
/ I Vl I -
( *S ^
•^S 9
'
v
4sv
a
/y / cy
' '' '
37 &"
3? 8 _
-?Q 2
^
£t>O -
I
22.6 ?
j&C(
/O-C>
/o O
/ / O ^
//o -
75 -
3.7 k
1 '
T^ ^
T
'" \
V
t~
s ^
""V-J^
1
*^\_ /N
v\ ../•
=._^-
^v
\
A
**~*\rz*
1
1
T
/'
,
I
s\,
1 -T-1
^s £
I ;
,
z\
^vs /V
^^\
"• \ ^ ,
i/L _ K-
X^ ^5
t^*-*\
/TN—^Y-
^,
• g-^ ^
-*^*- l—l
^ -^
__
x-^V.
/*,
£
/f V^
>w -^ *.-
^^i
V ^ ^
> w"
i
j
}
!/
^
^
_
'X
^!l^
^
^^
'"•"I
/*^
~\
^
Lv
tWftw"-
> ; -": [ :t
9
m
i
\
i y\
<
S
^
^^
„/
f.
A '"
/
^*« S*
r/™1
^
0*
\_^
A
V
1
i
v
^-*
„
^
^71
vSf
J?£ig
^ ^
•v
'•- ""*
jT\J*t
r^^
^
/ I
,1
/ k
[ Steady State Test - 78 Octane Fuel
f Accelerometer #4 - F. Intake Manifold
Vert.
JJr-2 * 1750 RPM 170 FT LBS Torque 22" HG
•3~"r No Knock - Slight Surface Ignition
T
' f
*~
j
, /
~*
^'
(S
-A-
/ v
*o
r
ft
-A
~t
\,
>
*v
,
^
\
^
A
/
'v
,
,,
^
/
^
s
fs.
/"
\!
.
\
^,
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Steady State Test - 78 Octane Fuel
Accelerometer #6 - R.R. Cylinder Head
Hor.
1750 RPM 170 FT LBS Torque 22" HG
No Knock - Slight Surface Ignition
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Accelerometer #1 - L.F. Cylinder Head
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1750 RPM 179 FT LBS 22.5" HG
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Steady State Test - 78 Octane Fuel
Accelerometer #2 - L.R. Cylinder Head
Vert.
1750 RPM 179 FT LBS 22.5" HG
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Accelerometer #3 - R. Intake Manifold
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1750 RPM 179 FT LBS 22.5" HG
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Steady State Test - 78 Octane Fuel
Accelerometer #4 - F. Intake Manifold
Vert.
1750 RPM 179 FT LBS 22.5" HG
No Knock - Surface Ignition Present
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Acceierx>meter fr5 - R: f.^'CTinder Head
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Steady State Test - 78 Octane Fuel
Accelerometer #6 - R.R. Cylinder Head
Hor.
1750 RPM 179 FT LBS 22.5" HG
No Knock - Surface Ignition Present
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Accelerometer #1 - L. F. Cylinder Head
Vert.
1750 RPM 200+ FT LBS lorque 24.5" HG
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Steady State Test - 78 Octane Fuel
Accelerometer #2 - L.R. Cylinder Head
Vert.
1750 RPM 200+ FT LBS Torque 24.5" HG
Very Light Plus Level Knock
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Accelerometer #3 - R. Intake Manifold
Vert.
1750 RPM 200+ FT LBS Torque 24.5" HG
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Steady State Test - 78 Octane Fuel
Accelerometer #4 - F. Intake Manifold
Vert.
1750 RPM 200+ FT LBS Torque 24.5" HG
Very Light Plus Level Knock
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Accelerometer #5 - R.F. Cylinder Head
Vert.
1750 RPM 200+ FT LBS Torque 24.5" HG
Very Light Plus Level Knock
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Steady State Test - 78 Octane Fuel
Accelerometer #6 - R. R. Cylinder Head
Hor.
1750 RPM 200+ FT LBS Torque 24.5" HG
Very Light Plus Level Knock
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Accelerometer #4
Vert.
1750 RRS
Very Light Knock
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To No Knock
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Fuel Change - 78 Octane To House Fuel
Accelerometer #5 - R.F. Cylinder Head
Vert.
1750 REM
Very Light Knock Changes To No Knock
-------
Accelerometer #6 - R.R. Cylinder Head
Hor.
1750 REM
Very Light Knock Changes To No Knock
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Acceleration Test - 78 Octane Fuel
Accelerometer #1 - L.F. Cylinder Head
Vert.
1700 70 2900 RPM
No Knock To Light Minus Knock
3000
-------
Vert.
1700 70 2900 REM
No Knock To Light Minus Knock
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Acceleration Test - 78 Octane Fuel
Accelerometer #3 - R. Intake Manifold
Vert.
1700 70 2900 RPM
No Knock To Light Minus Knock
-------
Accelerometer #4 - F. Intake Manifold
Vert.
1700 70 2900 RPM
No Knock To Light Minus Kneek
-------
Acceleration Test - 78 Octane Fuel
Accelerometer #5 - R. F.. .Cylinder Hfiad
Vert.
1700 70 2900 RPM
No Knock To Light Minus Knock
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Acceierometer #6 - R.K.. Cylinder Head
Hor.
1700 70 2900 RPM
No Knock To Light Minus Knock
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Acceleration Test - 78 Octane Fuel
Accelerometer #1 - L.F. Cylinder Head
Vert.
1700 to 2900 RPM
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Accelerometer VA2 - L.R. Cylinder Head
Vert.
1700 to 2900 REM
-------
Acceleration Test - 78 Octane Fuel
Accelerometer #3 - R. Intake Manifold
Vert.
1700 to 2900 RPM
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Accelerometer #4 - F. Intake Manifold
Vert.
1700 to 2900 RPM
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Acceleration Test - 78 Octane Fuel
Accelerometer #5 - R.F. Cylinder Head
Vert.
1700 to 2900 RIM
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frfa ' - R. R. Cylinder Head
Hor.
1700 to 2900 REM
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Acceleration Test - House Fuel
Accelerometer #1 - L.F. Cylinder Head
Vert.
1700 to 2800 REM
No Knock Detected
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Accelerometer #2 - L.R. Cylinder Head
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1700 to 2800 RPM
No Knock Detected
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Acceleration Test - House Fuel
Accelerometer #3 - R. Intake Manifold
Vert.
1700 to 2800 RIM
No Knock Detected
o
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Accelerometer #4 - F. Intake Manifold
Vert.
1700 to 2800 RPM
No Knock Detected
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-------
Acceleration Test - House Fuel
Accelerometer #5 - R. F. Cylinder Head
Vert.
1700 to 2800 RPM
No Knock Detected
-------
Acceierometer #6 - R.R. Cylinder Head
Hor.
1700 to 2800 RPM
No Knock Detected
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-------
Acceleration Test - 82 octane Fuel
Accelergneter #1 - L.F. Cylinder Head
Vert.
1750 to 3000 RPM
No Knock £§fVery Light Knock
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vert.
1750 to 3000
No Knock To Very Light Knock
-------
Acceleration Test - 82 Octane Fuel
Accelerometer #3 - R. Intake Manifold
Vert.
1750 to 3000 RPM
To Knock To Very Light Knock
-------
Vert.
1750 to 3000 RH4
To Knock To Very Light Knock
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Acceleration Test - 82 Octane Fuel
Accelerometer #5 - R.F. Cylinder Head
Vert.
RIM
To Knock To Very Light Knock
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1750 to 3000 REM
To Knock To Very Light Knock
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Acceleration Test - House Fuel
Accelerometer #1 - L.F. Cylinder Head
Vert.'
No Knock Detected
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Accel'eromet'er'?Az' '-'L.'R. ' Cylinder Head
Vert.
Mo Knock Detected
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'Acceleration Test - House Fuel
Accelerameter #3 - R. Intake Manifold
Vert.
No Knock Detected
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Acceieroineter ifA- - F. Intake Manifold
Vert.
No Knock Detected
-------
Acceleration Test - Hoase Fuel
Accelerometer #5 - R.F. Cylinder Head
Vert.
No Knock Detected
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Accelerometer #6 - R.R. Cylinder Head
Hor.
No Knock Detected
-------
Steady Sfiate Test - 82 Octane Fuel
Accelerometer #1 - L.F. Cylinder Head
Vert.
2500 RPM 180 FT LBS Torque 25" HG
Trace Knock Level
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Vert.
2500 RPM 180 FT LBS Torque 25" HG
Trace Knock Level
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Steady State Test - 82 Octane Fuel
Accelerometer #3 - R. Intake Manifold
Vert.
2500 RPM 180 FT LBS Torque 25" HG
Trace Knock Level
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Accelerometer #4 - F. Intake Manifold
Vert.
2500 REM 180 FT LBS Torque 25" HG
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Steady State Test - 82 Octane F*el
Accelerometer #5 - R.F. Cylinder Head
Vert.
2500 RIM 180 FT LBS Torque 25" HG
Trace Knock Level
-------
Accelerometer #6 - R.R. Cylinder .Head
Hor.
2500 REM 180 FT LBS Torque 25" HG
Trace Knock Level
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Steady State Test - House Fuel
Accelerometer #1 - L.F. Cylinder Head
Vert.
2500 RPM 176 FT LBS Torque 25" HG
So Knock Detected
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Accelerometer #2 - L.R. Cylinder-Head
Vert.
2500 RIM 176 FT LBS Torque 25" HG
No Knock Detected
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Steady State Test - House Fuel
Accelerometer #3 - R. Intake Manifold
Vert.
2500 RPM 176 FT LBS Torque 25" HG
No Knock Detected
-------
Accelerometer #4 - F. Intake Manifold
Vert.
2500 RIM 176 FT LBS Torque 25" HG
No Knock Detected
-------
Steady State Test - House Fuel
Accelerometer #5 - R. F. Cylinder Read
Vert.
2500 RPM 176 FT LBS Torque 25" HG
No Knock Detected
-------
Accelerometer #6 - R.R. Cylinder Head
Hor.
2500 RPM 176 FT LBS Torque 25" HG
No Knock Detected
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-------
Fuel Change Test
Accelerometer #1 - L.F. Cylinder Head
Vert.
2500 RIM 176 LBS Torque 25" HG
Knock Begins At Trace Level
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-------
Accelerometer #6
Hor.
2500 RIM 176 US
Knock Begins At
R.R. Cylinder, Head.
25" HG
Level
-------
- 224 -
TEST #2
350 CID Engine from Vehicle
-------
- 225 -
TEST #2
350 CID ENGINE FROM VEHICLE
Electronic Knock Detec
Accelercoeter
Position Relative
To Crar.k
SUMMARY OF SPECTROGRAM RESULTS
tion Test 1975 CID Engine W/20,000 Miles
Rac-:d
Krock Level
5-1 Lei; Head-Rear Perpendicular
5-2 left Kead-Tront Perpendicular
5-3 Oil Pan Perpendicular
5-4 Sight Head-Rear Perpendicular
5-5 Right Head-Front Perpendicular
5-6 Sight Head-Rear Parallel
8-1 Left Head-Rear Perpendicular
8-2 Left Head-Front Perpendicular
8-3 Oil Pan Perpendicular
8-4 Right Head-Rear Perpendicular
8-5 Right Head-Front Perpendicular
8-6 S.'.ght Head-Front Perpendicular
8-7 Sight Head-Rear Parallel
11-1 left Head-Rear Perpendicular
11-2 Le.£t Head-Front Perpendicular
11-3 Oil Pan Perpendicular
11-4 Right Head-Rear Perpendicular
11-5 Sight Head-Front Perpendicular
11-6 P.lzht Head-Rear Parallel
14-1 Left Head-Rear Perpendicular
14-2 Left Head-Front Perpendicular
14-3 Oil Pan Perpendicular
14-4 Right Head-Rear Perpendicular
14-5 Sight Head-Front Perpendicular
14-5 Sight Head-Rear Parallel
19-1 left Heid-Raar Perpendicular
19-2 Left Head-Rear Parallel
19-3 Oil Pan Perpendicular
19-4 Rignt Head-Rear Perpendicular
19-5 Right Head-Front Perpendicular
19-5 Right Head-Rear Parallel
22-1 Lef: Head-Rear Perpendicular
22-2 Left Head-Sear Parallel
22-3 Oil Par. Perpendicular
22-i Rljht Head-Rear Perpendicular
22-5 Right Head-Front Perpendicular
22-6 Siih; ruad Hear Parallel
Acceleration RPM vs. Freq. None
Acceleration RPM vs. Freq. None
Acceleration RPM vs. Freq. None
Acceleration RFM vs. Freq. {lone
Acceleration RPM vs. Freq. None
Acceleration RPM vs. Freq. None
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Very Light
Acceleration RPM vs. Freq. Trace Plus
Acceleration RPM vs. Freq. Trace Plus
Acceleration RFM vs. Freq. Trace Plus
Acceleration RPM vs. Freq. Trace Plus
Acceleration RPM vs. Freq. Trace Plus
Acceleration RPM vs. Freq. Trace Plus
Fuel Change Tii.e vs. Freq. Trace plus
Fuel Change Time vs. Frsq. Trace Plus
Fuel Change Time vs. Freq. Trace Plus
Fuel Change Tine vs. Freq. Trace Plus
Fuel Change Tirze vs. Freq. Trace Plus
Fuel Change Tiae vs. Freq. Trace Plus
Acceleration RFM vs. Freq. Very Light Plus
Acceleration RPM vs. Freq. Very Light Plus
Acceleration RFf. vs. freq. Very Light Plus
Acceleration RFM vs. Freq. Very Light Plus
Acceleration RFM vs. Freq, Very Light Plus
A-celeration RPM vs. Freq. Very Light Plus
Ac-eleration RFM vs. Freq. Nona
Acceleration P.PM vs. Freq; None
Acceleration RPM vs. Freq. None
Acceleration PPM vs. Free. Nona
Acceleration RPM vs. Freq. I'or.e
Acceleration XPM v. Free. None
No Response
No Response
No Response
Ko Response
No Response
No Response
0.9g Medium Response
0.8g Medium Response
0.5g Poor Response
1.6g Good Response
>5.0g Repeated Plot 8-6
8.0g Good Response
3.Ig Good Response
0.7g Poor Response
0.7g Poor Response
l.Og Medium Response
1.Og Medlua Response
2.2g Good Response
4.Og Good Response
No Response
No Response
0.5g Poor Response
l.Og Medium Response
1.6g Good Response
0.6g Mediuc Response
1,7g Good Response
3. 3? Good p.esponse
No Response
4. 3g Good Response
4.2g Good Response
3.6g Good Response
No Response
Small Response Noted
No Response
lio Response
No Response
Snail Response Nottd
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- 263 -
APPENDIX B
EMISSIONS AND FUEL ECONOMY OF
1975 CHEVROLET NOVA
-------
- 264 -
APPENDIX B-l
Test
Cycle
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
EMISSIONS OF
Mileage
(miles /km)
564/907
575/925
585/941
596/959
606/975
617/993
6860/11,040
6871/11,058
6882/11,076
6893/11,093
8903/14,328
8915/14,347
8925/14,363
8936/14,381
11,025/17,743
11,036/17,761
11,046/17,777
11,058/17,796
13,148/21,160
13,159/21,177
13,170/21,195
13,181/21,213
13,191/21,229
13,202/21,247
1975 NOVA
Emissions -
CO
2.97
0.41
3.73
0.14
4.42
0.27
3.47
0.50
4.09
0.53
4.34
0.27
4.96
0.37
6.16
0.70
4.96
0.31
4.32
0.62
4.33
0.68
5.50
0.71
HC
0.47
0.35
0.54
0.22
0.70
0.13
0.41
0.28
0.39
0.24
0.49
0.14
0.43
0.20
0.48
0.23
0.49
0.14
0.49
0.21
0.44
0.17
0.51
0.23
g/mile
NOX
2.64
3.75
2.39
3.71
2.30
3.53
1.77
3.34
1.84
3.34
1.80
3.81
1.61
3.36
2.33
4.58
2.02
3.71
2.23
5.73
2.18
4.74
2.34
4.93
-------
- 265 -
APPENDIX B-2
Test
No.
1
2
3
4
5
6
7
8
9
10
11
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Mileage
(Miles/km)
13,947/22,441
13,958/22,458
13,968/22,475
13,979/22,492
13,994/22,516
14,005/22,534
14,015/22,550
14,026/22,568
14,048/22,603
14,059/22,621
14,072/22,642
14,082/22,658
14,094/22,677
14,105/22,695
14,234/22,902
14,245/22,920
14,257/22,940
14,268/22,957
14,280/22,977
14,290/22,993
14,457/23,261
14,468/23,279
Emissions - g/Mile
CO
34.8
45.4
30.9
18.0
40.1
39.6
3.99
0.09
4.83
0.45
7.23
0.36
7.86
0.21
9.22
0.22
9.00
0.23
8.62
0.46
5.60
0.15
HC
2.37
1.22
2.19
0.75
1.97
1.37
0.57
0.08
0.58
0.12
0.51
0.10
0.50
0.09
0.71
0.11
0.66
0.11
0.59
0.15
0.50
0.11
NOX Remarks
2.27 Engine Out
2.30
1.92
2.83
1.77
1.96
1.76 With Catalyst
1.66
1.79
1.95
1.51
1.59
1.63
1.64
2.45 Catalyst, 9:1 C.R.
2.08
2.55
2.16
2.20
1.92
1.76
1.64
-------
- 266 -
APPENDIX B-3
1
2
3
4
5
6
7
8
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Mileage
(miles /km)
14,234 to
14,468
14,480/23,303
14,491/23,320
14,503/23,340
14,514/23,357
14,525/23,375
14,536/23,393
14,549/23,414
14,560/23,431
14,572/23,451
14,583/23,468
14,640/23,560
14,651/23,578
14,842/23,885
14,853/23,903
15,141/24,366
15,152/24,384
Emissions - g/Mile
CO
8.11
0.26
5.41
0.15
10.53
0.39
9.11
0.32
8.35
0.29
1.75
0.12
1.47
0.05
3.84
0.23
3.35
0.22
4.56
0.48
3.92
0.31
HC
0.62
0.12
0.50
0.10
0.61
0.12
0.62
0.12
0.58
0.11
0.41
0.11
0.36
0.11
0.48
0.12
0.51
0.12
0.54
0.16
0.51
0.13
NOX
2.24
1.95
1.94
1.76
2.08
1.86
2.26
1.76
2.09
1.79
2.16
1.71
2.49
2.23
1.63
1.40
1.76
1.47
1.78
1.33
1.72
1.40
Remarks
Average of 4 Tests with
Standard Recycle
GM Proportional EGR Valve
with 1/4 inch Orifice
GM Proportional EGR Valve
with 1/4 inch Orifice
GM Proportional EGR Valve
with 1/4 inch Orifice
Average of Tests 1 to 3
Average of Tests 1 to 3
Prop. EGR, Leaner Choke,
Intake Man. Air Leak
Prop. EGR, Leaner Choke,
Intake Man. Air Leak
Prop. EGR, 21/64 inch Orifice
Leaner Choke
Prop. EGR, 21/64 inch Orifice
Leaner Choke
Prop. EGR, 21/64 inch Orifice
Leaner Choke
Average of Tests 6 to 8
-------
APPENDIX B-4
Cycle
CVS-CH
HFET
CVS-CH
HFET
Mileage
(miles/km)
16,549/26,627
16,560/26,645
16,576/26,671
16,587/26,688
Emissions - g/mile
CO
6.83
0.28
5.24
0.37
HC
0.95
0.23
0.87
0.18
NOV
2.32
2.06
2.66
2.46
Remarks
Pistons replaced, 350 mi.
break-in, prop. EGR valve i
Ch
Richer idle mixture.
Sample valves on intake
manifold plugged.
-------
APPENDIX B-5
Emissions - g/mile
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
(Miles /km)
16,784/27,005
16,795/27,023
16,824/27,070
16,835/27,088
18,283/29,417
18,294/29,435
18,304/29,451
18,315/29,469
CO
7.01
0,37
6.05
0.43
6.57
0.32
6.28
0.26
HC
0.69
0.17
0.92
0.26
0.72
0.11
0.70
0.11
NO
2.45
2.65
2.96
2.58
2.01
1.79
1.83
1.57
Remarks
New intake manifold gasket.
Fresh oxidation catalyst.
Idle mixture reset.
Put back old piston,
1200 mi. break- in.
Repeat.
00
I
-------
APPENDIX B-6
Test
1
2
3
4
5
6
7
8
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Miles/km
18,328/29,490
18,339/29,507
18,357/29,536
18,368/29,554
18,378/29,570
18,389/29,588
18,449/29,684
18,461/29,704
18,475/29,726
18,486/29,744
18,581/29,897
18,592/29,915
18,665/30,032
18,676/30,050
18,723/30,125
18,734/30,143
CO
4.68
0.42
6.12
0.24
8.52
0.67
6.89
0.35
4.39
0.20
5.36
0.20
3.16
0.22
2.94
0.50
HC
0.96
0.18
1.16
0.12
0.72
0.16
0.60
0.15
0.59
0.13
0.65
0.14
0.53
0.13
0.45
0.44
NOX
2.05
2.04
1.83
1.85
1.83
1.53
1.87
1.85
2.11
2.01
1.91
1.90
2.07
2.03
2.08
2.25
Remarks
Leaner choke; two stalls
Deposits cleaned, richer
choke, false start
Fast idle increased, 1 stall
Carburetor rebuilt
Leaner choke
Repeat - Weekend Soak
Repeat
Repeat
i
NJ
VO
1
-------
APPENDIX B-7
Cycle
CVS-CH
HFET
CVS-CH
HFET
Emissions, jj/mile
Miles /km CO HC NOX Remartcs
18,774/30,207 4.09 0.62 1.86 Repeat of Previous Run
18,785/30,225 0.25 0.14 1.96
19,689/31,680 4.74 0.76 1.58 Knock Sensor on - Retarded
19,700/31,697 0.42 0.35 1.82 3 times on CVS-CH, 8 times on HFET
I
ho
o
I
-------
APPENDIX B-8
Emissions g/Mile
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Miles /km
21,638/34,816
21,765/35,020
21,803/35,081
21,886/35,215
21,947/35,313
21,976/35,359
22,039/35,461
22,088/35,540
CO
6.48
0.55
7.09
0.85
4.28
0.75
3.48
0.51
5.49
0.66
10,00
0.51
5.29
0.29
4.05
0.42
HC
0.81
0.25
1.30
0.56
0.8.4
0.26
0.81
0.24
0.90
0.25
3.46
0.19
0.89
0.15
0.71
0.24
NOX Remarks
1.07 New heads installed
1.08
1.46 Hard starting
1.70
2.41 1/4" EGR orifice
3.00 i
N>
2.64 1/4" EGR orifice, choke richer *""
2.64
1.86 5/16" EGR orifice, false start
1.92
1.90 5/16" EGR orifice, false start
1.96
2.15 New carb. needle and seat 5/16" EGR
2.19
2.07 Repeat - 5/16" EGR
2.08
-------
APPENDIX B-9
Emissions - g/Mile
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Miles /km
22,141/35,625
22,152/35,643
22,435/36,098
22,446/36,116
22,459/36,137
22,470/36,154
22,613/36,384
22,624/36,402
CO
4.81
0.30
5.34
0.29
5.72
0.40
3.38
0.10
4.81
0.27
5.98
0.28
HC
0.64
0.26
0.97
0.19
0.66
0.36
0.82
0.16
0.77
0.24
0.54
0.10
NOX
1.95
2.32
1.77
2.04
1.86
2.12
1.84
2.13
1.86
2.15
1.67
1.71
Remarks
21/64" EGR orifice
Repeat, 1 stall
Repeat
Repeat
Average
Average
Average 8:1 Base Case
Average 8:1 Base Case
I
to
-------
APPENDIX B-10
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Miles /km
29,233/47,036
29,244/47,054
29,310/47,160
29,321/47,178
31,223/50,238
31,234/50,256
31,245/50,273
31,256/50,291
33,494/53,892
33,505/53,910
33,516/53,927
33,527/53,945
35,159/56,571
35,170/56,589
35,180/56,605
35,191/56,623
CO
10.99
1.78
12.44
2.01
3.78
1.40
5.67
1.61
6.46
2.38
6.99
2.26
5.03
2.37
5.10
2.54
HC
0.68
0.16
0.71
0.20
0.55
0.21
0.57
0.22
1.33
0.31
0.89
0.34
0.66
0.28
0.75
0.30
NOX
1.31
1.19
1.62
1.36
1.52
1.65
1.47
1.29
1.73
1.51
1.73
1.57
2.09
1.65
1.96
1.50
Remarks
(6K) No retards
1 Retard - 55 mph cruise
(6K) No retards
1 Retard - 55 mph cruise
(8K) Idle CO leaned, carburetor
cleaned, No retards
(8K) No retards
No retards
(10K) No retards - 2 stalls
No retards
(10K) No retards
No retards
(12K) New spark plugs,
No retards
(12K) No retards
i
NJ
-^1
US
1
-------
APPENDIX B-ll
Cycle
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
CVS-CH
HFET
Miles
35,341
35,352
35,963
35,974
35,985
35,996
36,244
36,255
36,285
36,296
40,667
40,678
40,829
40,840
40,872
40,883
40,910
40,921
40,957
40,968
CO
4.27
2.23
6.39
2.35
7.85
2.02
5.32
3.35
5.19
3.24
12.06
5.48
6.76
4.92
6.34
4.79
5.95
5.53
10.43
4.95
HC
0.63
0.24
0.54
0.22
0.43
0.15
0.53
0.53
0.57
0.26
0.80
0.34
0.69
0.40
0.64
0.30
0.73
0.37
1.02
O.64
NOx
1.96
1.56
2.06
1.70
1.66
1.33
1.87
1.46
1.81
1.46
1.82
1.46
1.56
1.41
1.64
1.35
2.39
2.08
2.51
2.39
Remarks
12 K - No retards
12 K - No retards
CX-82 - No retards
CX-82 - No retards
CX-82 - Lots of retard
CX-82 - Accelerometer Malfunction
C-82 - No retards
C-82 - No retards
C-82 - No retards
Delay 128, Delay - 4,100 mV threshold
4 K AMA Cycle
No retards; 128 X 4 Delay, 100 mV
threshold
No retards; 128 X 4 Delay, 100 mV
threshold
No retards; 128 X 4 Delay, 100 mV
threshold
No retards; 128 X 4 Delay, 100 mV
threshold
No retards; 128 X 4 Delay, 100 mV
threshold
CX-86 - 12° ETC Timing
128 X 4 Delay, 100 mV threshold
No retards
128 X 4 Delay, 100 mV threshold
No retards
128 X 4 Delay, 1OO mV threshold
I
N>
-------
- 275 -
APPENDIX B-12
FUEL ECONOMY OF 1975 NOVA
Test
Cycle
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
CVS-CH
EPA-H
Mileage
(miles /km)
564/907
575/925
585/941
596/959
606/975
617/993
6860/11,040
6871/11,058
6882/11,076
6893/11,093
8903/14,328
8915/14,347
8925/14,363
8936/14,381
11,025/17,743
11,036/17,761
11,046/17,777
11,058/17,796
13,148/21,160
13,159/21,177
13,170/21,195
13,181/21,213
13,191/21,229
13,202/21,247
Fuel Economy -
From Emissions
12.12/5.15
17.24/7.33
11.58/4.92
16.36/6.95
11.81/5.02
16.40/6.97
12.00/5.10
16.27/6.92
12.19/15.19
16.39/6.97
11.11/4.73
15.49/6.59
11.62/4.94
15.87/6.75
12.55/5.34
18.63/7.92
12.72/5.41
19.71/8.38
11.94/5.08
15.95/6.78
11.95/5.08
16.74/7.12
11.93/5.07
16.39/6.97
MPG/km per litre
From Weight
12.72/5.41
17.56/7.46
12.01/5.11
16.35/6.95
12.36/5.25
17.23/7.32
12.30/5.23
15.27/6.49
12.13/5.16
15.56/6.61
11.14/4.74
14.91/6.34
11.91/5.06
15.16/6.44
12.11/5.15
15.95/6.78
12.15/5.17
16.35/6.95
12.24/5.20
15.75/6.70
12.58/5.35
16.11/6.85
12.45/5.29
16.03/6.81
-------
APPENDIX B-13
Miles/km
13,947/22,441
13,968/22,475
13,994/22,516
14,015/22,550
14,048/22,603
14,072/22,642
14,094/22,677
14,234/22,902
14,257/22,940
14,280/22,977
14,457/23,261
Fuel Economy - mpg/kmpL
Emissions
11.10/4.72
11.17/4.75
11.56/4.91
10.89/4.63
11.19/4.76
11.59/4.93
11.88/5.05
12.66/5.38
12.14/5.16
12.51/5.32
11.78/5.01
CVS - CH
Weight
11.32/4.81
11.38/4.84
11.95/5.08
11.18/4.75
11.42/4.85
11.34/4.82
11.54/4.91
11.88/5.05
11.73/4.99
11.95/5.08
11.86/5.04
Fuel Economy Cycle
Flowmeter
_
-
-
-
-
11.26/4.79
11.43/4.86
11.69/4.97
11.64/4.95
11.84/5.03
11.71/4.98
Emissions
16.11/6.85
15.91/6.76
16.31/6.93
16.48/7.01
15.87/6.75
16.52/7.02
17.32/7.36
19.18/8.15
17.75/7.55
17.90/7.61
17.46/7.42
Weight
16.90/7.18
16.71/7.10
16.52/7.02
17.00/7.23
16.66/7.08
16.33/6.94
16.33/6.94
17.51/7.44
17.20/7.31
17.25/7.33
17.15/7.29
Flowmeter
_
-
-
-
-
16.03/6.81
16.14/6.86
17.13/7.28
16.97/7.21
17.03/7.24
16.87/7.17
-------
Test Mileage
No. Miles/km
Averages:
8:1 C.R.
9:1 C.R.
1 14,480/23,303
2 14,503/23,340
3 14,525/23,375
Average:
Tests 1 to 3
4 14,549/23,414
5 14,572/23,451
6 14,640/23,560
7 14,842/23,885
8 15,141/24,366
Average:
Tests 6 to 8
APPENDIX B-14
Emissions
11.34/4.82
12.27/5.22
11.95/5.08
12.47/5.30
12.35/5.25
12.26/5.21
13.17/5.60
13.12/5.58
13.04/5.54
13.25/5.63
12.53/5.33
CVS-CH
Weight
11.45/4.87
11.86/5.04
12.61/5.36
12.56/5.34
12.61/5.36
12.59/5.35
12.88/5.48
12.99/5.52
12.61/5.36
12.91/5.49
11.97/5.09
Fuel Economy
- mpg/kmpl
Highway Fuel Economy
Flowmeter
11.72/4.98
12.46/5.30
12.41/5.28
12.47/5.30
12.45/5.29
12.79/5.44
13.05/5.55
12.42/5.28
12.87/5.47
11.87/5.05
Emissions
16.36/6.96
18.07/7.68
17.90/7.61
17.70/7.52
17.46/7.42
17.69/7.52
17.70/7.52
18.57/7.89
17.66/7.51
18.36/7.80
17.80/7.57
Weight
16.64/7.07
17.28/7.35
17.46/7.42
17.46/7.42
17.67/7.51
17.53/7.45
17.56/7.46
18.33/7.79
17.35/7.38
17.78/7.56
17.51/7.44
Flowmeter
17.00/7.23
17.12/7.28
17.25/7.33
17.43/7.41
17.27/7.34
17.35/7.38
18.08/7.69
17.12/7.28
17.55/7.46
17.23/7.32
N3
-J
12.94/5.50
12.50/5.31
12.39/5.27
17.94/7.63
17.55/7.46
17.30/7.35
-------
APPENDIX B-15
Fuel Economy (mpg/kmpg)
Mileage CVS-CH HFET '
(miles/km) Emissions Weight Flowmeter Emissions Weight Flowmeter
N3
^J
oo
16,549/26,627 11.83/5.03 11.30/4.80 11.24/4.78 18.57/7.89 16.42/6.98 15.98/7.27 '
16,576/26,671 11.78/5.01 11.75/4.99 11.70/4.97 19.90/8.46 17.56/7.46 17.30/7.35
-------
APPENDIX B-16
Mileage
(miles /km)
16,784/27,005
16,824/27,070
18,283/29.417
18,304/29,451
Emissions
12.75/5.42
12.25/5.21
12.56/5.34
13.20/5.61
Fuel Economy
CVS-CE
Weight Flowmeter
11.95/5.09 11.77/5.00
12.34/5.24 12.15/5.16
12.23/5.20
12.88/5.47
(mpg/kmpl)
Emissions
20.21/8.59
20.47/8.70
17.66/7.50
19.24/8.18
HFET
Weight
18.28/7.77
18.05/7.67
17.83/7.58
18.63/7.92
Flowmeter
17.90/7.61
17.87/7.59
NJ
-vl
-------
APPENDIX B-17
Fuel Economy (mpg/kmpl)
Test Miles/km
1 18,328/29,490
2 18,357/29,536
3 18,378/29,570
4 18,449/29,684
5 18,475/29,726
6 18,581/29,897
7 18,665/30,032
8 18,723/30,125
5-8 Average (9:1)
Average (8:1)
Emissions
12.68/5.39
12.16/5.17
10.89/4.63
12.17/5.17
11.61/4.93
12.31/5.23
11.97/5.09
12.33/5.24
12.06/5.13
11.34/4.82
CVS-CH
Weight
11.56/4.91
13.33/5.67
10.37/4.41
11.40/4.85
11.62/4.94
11.58/4.92
12.13/5.16
11.97/5.09
11.83/5.03
11.45/4.87
Flowmeter
11.75/4.99
11.48/4.88
10.50/4.46
11.58/4.92
11.79/5.01
11.73/4.99
12.29/5.22
12.15/5.16
11.99/5.10
11.35/4.82
Emissions
18.36/7.80
18.47/7.85
17.61/7.48
17.80/7.57
18.21/7.74
19.84/8.18
18.47/7.85
19.13/8.13
18.91/8.04
16.36/6.95
. HFET
Weight
16.80/7.14
20.24/8.60
16.11/6.85
17.00/7.23
17.25/7.33
17.83/7.58
18.16/7.72
17.72/7.53
17.74/7.54
16.44/6.99
Flowmeter
16.82/7.15
18.18/7.73
16.18/6.88
17.03/7.24
17.12/17.28
17.79/7.56
18.20/7.74
17.83/7.58
17.74/7.54
16.09/6.84
i
N3
00
0
1
% Improvement
6.3
3.3
5.6
15.6
7.9
10.3
-------
APPENDIX B-18
Fuel Economy (mpg/kmpl)
CVS-CH HFET
Miles/km Emissions
18,774/30,207 12.45/5.29
19,689/31,680 12.11/5.15
Weight Flowmeter Emissions Weight Flowmeter
11.93/5.07 12.05/5.12 19.24/8.18 17.83/7.58 17.90/7.61
11.56/4.91 11.49/4.88 18.05/7.67 17.35/7.37 17.22/7.32
I
oo
M
I
-------
APPENDIX B-19
Miles/km
21,638/34,816
21,765/35,020
21,803/35,081
21,886/35,215
21,947/35,313
21,976/35,359
22,039/35,461
22,088/35,540
Emissions
11.18/4.75
11.07/4.70
11.21/4.76
12.11/5.15
11.40/4.85
10.91/4.64
11.28/4.79
11.29/4.80
CVS - CH
Weight
11.44/4.86
10.86/4.62
11.44/4.86
12.15/5.16
11.62/4.94
11.39/4.84
11.42/4.85
11.67/4.96
Fuel Economy
Flowmeter
11.38/4.84
11.00/4.68
11.71/4.98
12.29/5.22
11.79/5.01
12.03/5.11
11.58/4.92
11.83/5.03
(mpg/kmph)
Emissions
17.61/7.48
16.65/7.08
17.75/7.54
17.85/7.59
17.14/7.28
17.18/7.30
17.46/7.42
18.05/7.67
HFET
Weight
16.95/7.20
16.02/6.81
16.56/7.04
17.46/7.42
16.82/7.15
16.85/7.16
16.90/7.18
16.84/7.16
Flowmeter
16.89/7.18
16.13/6.86
16.70.7.10
17.42/7.40
16.11/6.85
16.75/7.12
16.97/7.21
16.77/7.13
i
to
oo
ro
1
-------
APPENDIX B-20
Fuel Economy (mpg/kmpl)
Miles /km
22,141/35,625
22,435/36,098
22,459/36,137
22,613/36,384
Emissions
11.79/5.01
11.32/4.81
10.98/4.67
11.51/4.89
CVS-CH
Weight
11.73/4.99
11.22/4.77
11.24/4.78
11.60.4.93
Flowmeter
11.87/5.05
11.33/4.82
11.06/4.70
11.76/5.00
Emissions
17.56/7.46
17.51/7.44
17.90/7.61
18.47/7.85
HFET
Weight
17.25/7.33
16.71/7.10
16.85/7.16
17.05/7.25
Flowmeter
17.21/7.31
16.62/7.06
17.09/7.26
17.12/7.28
NJ
00
Average
11.40/4.85
11.45/4.87
11.51/4.89
17.86/7.59
16.97/7.21
17.01/7.23
-------
APPENDIX B-21
Fuel Economy (mpg/kmpl)
Miles /km
(6K) 29
(6K) 29
(8K) 31
(8K) 31
(10K) 33
(10K) 33
(12K) 35
(12K) 35
,233/47
,310/46
,223/50
,245/50
,494/53
,516/53
,159/56
,180/56
,036
,160
,238
,273
,892
,927
,571
,605
Emissions
11.25/4.78
10.50/4.46
11.67/4.96
11.45/4.87
10.98/4.67
11.26/4.79
12.07/5.13
11.40/4.85
CVS-CH
Weight
11.01/4.68
10.99/4.67
11.84/5.03
11.44/4.86
10.99/4.67
11.50/4.89
11.82/5.02
11.42/4.85
Flowmeter
11.
11.
11.
11.
11.
11.
11.
07/4.70
88/5.05
50/4.89
10/4.72
54/4.90
90/5.06
44/4.86
Emissions
17.
16.
17.
17.
17.
17.
18.
17.
28/7.34
35/6.95
70/7.52
51/7.44
66/7.51
56/7.46
10/7.69
75/7.54
HFET
Weight
16.02/6
15.93/6
16.42/6
16.11/6
16.56/7
16.47/7
16.71/7
16.52/7
.81
.77
.98
.85
.04
.00
.10
.02
Flowmeter
16.23/6.90
15.92/6.77
16.42/6.98
16.16/6.87
16.78/7.13
16.52/7.02
16.79/7.14
16.57/7.04
NJ
oo
-------
APPENDIX B-22
Fuel Economy (mpg/kmp&)
Miles
(12 K)35,341
35,963
35,985
36,244
36,285
(4 K AMA)40,667
(4 K AMA)40,829
(4 K AMA)40,872
40,910
40,957
CVS-CH
Emissions
11.94/5.07
12,20/5.19
11.54/4.90
13.26/5.64
11.89/5.05
12.12/5.15
11.88/5.05
12.06/5.13
13.05/5.55
12.75/5.42
Weight
11.95/5.08
11.42/4.85
10.86/4.61
11.19/4.76
11.56/4.91
11.22/4.77
11.52/4.90
11.32/4.81
12.42/5.28
12.23/5.20
Flowmeter
12.03/5.11
11.81/5.02
11.17/4.75
11.30/4.80
11.66/4.96
11.36/4.83
11.64/4.95
11.45/4.87
12.41/5.27
12.18/5.18
HFET
Emissions
17.66/7.51
18.04/7.67
17.54/7.45
20.17/8.57
18.40/7.82
19.22/8.17
18.40/7.82
18.67/7.93
18.83/8.00
18.48/7.85
Weight
17.20/7.31
16.90/7.18
15.97/6.79
16.67/7.08
16.87/7.17
16.71/7.10
16.71/7.10
16.71/7.10
17.38/7.39
17.23/7.32
Flovmeter
17.30/7.35
17.37/7.38
16.39/6.97
16.85/7.16
16.72/7.11
16.77/7.13
16.73/7.11
16.72/7.11
17.12/7.28
I
oo
I
-------
- 286 -
DATE 7-9-75
STAND 3
FUEL INDOLEfME
VEHICLE NO. 26
ODOMETER 564
MAKE NOVA
WET BULB TEMP 80
DRY BULB TEMP 89
BAROMETRIC PRES. 754,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
140.0 GRNS/LBS DRY AIR
67.0 PCT
20.80 INCHES OF H20
BAG 1
MEASURED CONCENTRATIONS
AIR(1) 2 AIR(2)
CO,PPM 442.50 1.00 3.00
HC,PPM C6 14.20 1.60 3.00
NOX,PPM 47.50 0.48 16.00
C02,PCT 1.44 0.04 1.00
PUMP REV 13392. 22972.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
1.00
1.70
0.68
0.04
AIR(3)
17.00
5.60
45.50
1.35
13392.
2,
1,
0,
00
86
41
0.05
BAG
VMIX
DF
1
3517.
8.95
RESULTS
2
6033.
13.30
3517.
9.88
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
48.67
4.40
8.96
2570.46
726. 14
1.84
0.39
0.84
5.02
3028.22
827.28
2.10
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
1.67
1.35
8.59
2380.05
651.38
1.65
INDOLENE MILEAGE
11,73 MILES/GAL
12.33
12.12 IZ,72.
12.06
,989
,242
.156
.130
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
2.970
0.467
1.837
2.645
732.020
G/MILE
1,
0,
1,
1.
845
290
141
643
G/KM
454.856
-------
DATE 7-10-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 77
DRY BULB TEMP 82
BAROMETRIC PRES. 755.
1
592.50
22.00
41.50
1.57
1.00
- 287 -
VEHICLE NO. 26
ODOMETER 585
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
BAG
CO,PPM
HC,PPM C6
NOXfPPM
C02,PCT
S02tPPM
PUMP REV 13435.
TEMP 130. F
PUMP CAPACITY 0.3115
MEASURED
AIR( 1)
CONCENTRATIONS
2 AIR(2)
7.00
2.04
0.20
0.05
8.75
2.90
15.00
1.03
0.50
22885.
8.00
1.92
0.43
0.04
3.00
3.70
45.00
1.37
0.00
MAKE NOVA
133.0 GRNS/LBS DRY AIR
79.0 PCT
20.90 INCHES OF H20
AIR(3)
3.00
1.74
0.45
0.04
13435,
CF/REV
BAG
VMIX
OF
1
3532.
8.15
RESULTS
2
6017.
12.97
3532.
9.72
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
•CARBON
S02
FUEL
LBS/BAG
64.45
6.99
7.90
2804.50
799.02
0.27
2.03
0.22
0.66
4.75
3081.14
841.49
0.23
2.14
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
0.02
0.74
8.53
2442.92
667.30
0.00
1.69
INDOLENE MILEAGE
11.11 MILES/GAL
12.08
11.58 /i,\d/
11.64
4.724
5.137
4.926
4.951
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
WEIGHTED MASS EMISSIONS
3,
0,
1.
2,
757,
0,
728
545
736
387
273
046
G/MILE
2
0
1
1
470
0
,316
.339
,078
.483
.547
.029
G/KM
0.045
0.028 UNWEIGHTED
-------
- 288 -
DATE 7-11-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 75
DRY BULB TEMP 83
BAROMETRIC PRES. 755.
BAG
CO,PPM
HC,PPM C6
NOXtPPM
C02,PCT
S02,PPM
680.00
30.00
37.00
1.50
2.00
VEHICLE NO. 26
ODOMETER 606.4
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED
AIR(1)
CONCENTRATIONS
2 AIR(2)
3.00
1.30
0.22
0.05
PUMP REV 13468.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
8.00
2.20
15.80
1.00
1.00
22874.
6.00
1.36
0.17
0.04
MAKE NOVA
119.0 GRNS/LBS DRY AIR
69.0 PCT
21.00 INCHES .OF H20
10.20
3.00
51.00
1.37
1.00
13446.
AIR(3)
3.00
1.02
0.10
0.03
BAG
VMIX
DF
3539.
8.46
RESULTS
2
6011.
13.30
3533.
9.72
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
S02
74.98
10.00
7.05
2671.81
769.94
0.54
0,
0,
5,
3009,
822,
44
55
09
90
05
FUEL
LBS/BAG
1.95
0.46
2.09
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
0,
0,
9,
2455,
670,
82
72
74
11
96
11
12
11
0.27
1.70
INDOLENE MILEAGE
.45 MILES/GAL
,21
,81 /„.: *-;/-
4,
5,
5,
868
191
023
KM/LITRE
11.87
5.047
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
4,
0,
1,
2,
741,
0,
0,
421
702
824
299
092
114
116
G/MILE
2,
0,
1,
1,
460.
0,
747
436
133
428
493
070
G/KM
0.072
UNWEIGHTED
-------
- 289 -
DATE 8-19-75
STAND 3
FUEL INDOLENE
WET BULB TEMP
DRY BULB TEMP
BAROMETRIC PRES,
BAG
68
82
764,
CO, PPM
HC.PPM C6
NOX,PPM
C02.PCT
SOZtPPM
485.00
13.00
46.50
1.41
1.00
VEHICLE MO. 26
ODOMETER 6860.25
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
1.60
0.22
0.05
PUMP REV 13435.
TEMP 130. F
PUMP CAPACITY 0.3115
8.00
2.80
15.50
1.03
0.50
22961.
MAKE NOVA
80.0 GRNS/LBS DRY AIR
48.0 PCT
20.60 INCHES OF H20
AIR(3)
3.00
1.60
0.09
0.04
28.00
4.00
36.50
1.31
1.50
3,
1,
0,
00
30
40
0.04
13446,
CF/REV
BAG
VMIX
DF
CO
HC
NDX
CD2
CARBON
S02
FUEL
LBS/BAG
3575.
9.13
RESULTS
2
6110.
12.97
3578.
10.12
MASS EMISSIONS, GRAMS/BAG
54.41
4.05
8.96
2534.98
718.62
0.27
1.82
1.00
0.79
5.10
3140.42
858.11
0.23
2.11
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
2.85
0.99
7.00
2375.05
650.21
0.41
1.65
INDOLENE MILEAGE
11.56 MILES/GAL
12.08
12.00 >2.?>0
11.85
4.915
5,138
5.104
5.040
KM/LITRE
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
3
0
1
1
744
0
,471
,413
,726
,768
,566
,078
G/MILE
2,
0,
1,
1,
462,
0,
156
256
072
098
651
049
G/KM
0.084
0.052
UNWEIGHTED
-------
- 290 -
DATE 8-20-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 67
DRY BULB TEMP 80
BAROMETRIC PRES. 766.
BAG
CO, PPM
HC,PPM C6
NOX, PPM
C02,PCT
S02,PPM
603.00
12.60
52.50
1.41
1.00
VEHICLE NO. 26
ODOMETER 6881.6
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
1.12
0.25
0.04
PUMP KEV 13489.
ThMP 130. F
PUMP CAPACITY 0.3115
3.00
2.20
16.10
0.97
0.50
22885.
2.00
1.10
0.25
0.04
18.80
3.60
36.00
1.31
1.00
MAKE NOVA
78.0 GRNS/LBS DRY AIR
51.0 PCT
20.80 INCHES O'F H20
AIR(3)
1.00
1.38
0.47
0.04
13468.
CF/REV
BAG
VMIX
DF
3597.
9.07
RESULTS
2
6103.
13.72
3592.
10.13
MASS EMISSIONS, GRAMS/BAG
cn
HC
NOX
C02
CARBON
S02
68.09
4.09
10.18
2557.59
730.68
0.27
FUEL
LBS/BAG
1.85
0,
0,
5,
2962,
809,
0,
21
70
24
42
12
23
2.05
AVERAGE COLD START MILEAGE
AVtRAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
2.02
0.82
6.92
2384.26
652.23
0.27
1.65
INDOLENE MILEAGE
11.84 MILES/GAL
12.47
12.19 l£
12. 19
.033
.304
.186
KM/LITRE
5.184
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
502
4
0
1
1
722
0
0
,086
.391
.809
.835
,829
,068
,071
G/MILE
2,
0,
1,
1,
449,
0,
0,
539
243
124
140
145
042
044
G/KM
UNWEIGHTED
-------
DATE 8-25-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 79
DRY BULB TEMP 85
BAROMETRIC PRES. 761
BAG
- 291 -
VEHICLE MO. 26
ODOMETER 8903
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MAKE NOVA
140.0 GRNS/LBS DRY AIR
76.5 PCT
20.80 INCHES OF H20
MEASURED
AIR( 1)
CONCENTRATIONS
2 AIR(2)
COiPPM 637.00 4.50 8.00
HC.PPM C6 17.60 2.20 3.20
NOX,PPM 39.50 0.30 11.00
C02fPCT 1.51 0.05 1.12
S02fPPM 1.00 0.20
PUMP REV 13543. 22928.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
3.00
1.90
0.33
0.04
20.50
4.00
24.00
1.41
0.80
13435.
AIR(3)
3.00
1.80
0.30
0.05
BAG
VMIX
DF
1
3587.
8.42
CO
HC
NOX
C02
CARBON
S02
70.81
5.50
7.62
2743.36
783.77
0.27
FUEL
LBS/BAG
RESULTS
2
6073.
11.93
3558.
9.41
MASS EMISSIONS, GRAMS/BAG
1.99
0.99
0.86
3.51
3394.08
927.39
0.09
2.35
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
1.97
0.83
4.57
2535.82
693.57
0.22
1.76
INDOLENE MILEAGE
10.65 MILES/GAL
11.24
11.11 II.
10.98
,529
.781
,727
KM/LITRE
4.670
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
4.
0.
1,
1.
802,
0,
342
494
253
805
552
045
G/MILE
2-
0,
0,
1,
498,
0.
698
307
779
121
682
028
G/KM
0.053
0.033
UNWEIGHTED
-------
DATE 8-26-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 77
DRY BULB TEMP 80
BAROMETRIC PRES. 763,
BAG
- 292 -
VEHICLE NO. 26
ODOMETER 8925
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
MAKE NOVA
136.0 GRNS/LBS DRY AIR
88.0 PCT
20.60 INCHES OF H2Q
AIR(3i
CO, PPM
HC.PPM C6
NOX, PPM
C02,PCT
S02,PPM
754.00
15.80
33.20
1.47
1.50
7.00
2.60
0.62
0.05
10.20
3.40
11.20
1.03
0.50
8.00
2.40
0.85
0.05
21.80
4.40
23.00
1.41
1.00
6.00
2.10
0.92
0.04
PUMP REV 13414.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
22928.
13424.
BAG
VMIX
DF
1
3567.
8.61
RESULTS
2
6098.
12.97
3570.
9.45
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
82.94
4.71
6.30
2638.61
759.71
0.50
0.70
3.43
3096.25
845.77
1.80
0.88
4.28
2537.79
694.08
S02
FUEL
LBS/BAG
0.41
1.93
0.23
2.15
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
0.27
1.76
INDOLENE MILEAGE
11.35 MILES/GAL
11.84
11.62 //.«?/
11.62
4.827 KM/LITRE
5.033
4.943
4.943
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
4.960 G/MILE
0.432
1.146
1.607
756.986
0.076
0.084
3.082 G/KM
0.268
0.712
0.998
470.369
0.047
0.052 UNWEIGHTED
-------
DATE 9-3-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 61
DRY BULB TEMP 70
BAROMETRIC PRES. 760
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02,PCT
S02.PPM
902.50
16.80
67.00
1.35
3.00
- 293 -
VEHICLE NO. 26
ODOMETER 11024.9
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIRll) 2 AIRI2)
6.00
1.10
0.72
0.05
PUMP REV 13360.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
6.00
2.30
22.00
0.98
1.20
22864.
2.00
1.10
0.48
0.04
MAKE NOVA
66.0 GRNS/LBS DRY AIR
60.0 PCT
20.80 INCHES OF H20
39.50
3.60
52.00
1.26
2.00
13500.
AIR(3)
1.00
1.10
0.40
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
S02
FUEL
LBS/BAG
3533.
9.26
RESULTS
2
6047.
13.64
3570.
10.58
MASS EMISSIONS, GRAMS/BAG
99.77
5.47
12.70
2391.90
700.25
0.81
1.78
0.78
0.75
7.06
2956.83
807.89
0.56
2.05
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
4.34
0.91
9.98
2265.84
620.98
0.55
1.57
INDOLENE MILEAGE
12.08 MILES/GAL
12.75
12.55 //?.//
12.46
,139
,424
,339
KM/LITRE
5.298
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
WEIGHTED MASS EMISSIONS
6.155 G/MILE
0.484
2.428
2.329
703.584
0.163
0.175
3.
0.
1.
1.
437.
0.
824
301
509
447
186
101
G/KM
0.109 UNWEIGHTED
-------
DATE 9-4-75
STAND 3
FUEL INDOLENE
WET BULB TEMP 65
DRY BULB TEMP 72
BAROMETRIC PRES. 762.
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
S02,PPM
1
718.00
15.00
52.00
1.32
2.00
- 294 -
VEHICLE NO. 26
ODOMETER 11046.45
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
7.00
1.60
0.35
0.04
PUMP REV 13446.
TEMP 130. F
PUMP CAPACITY 0.3116 CF/REV
8.00
3.40
17.30
0.98
1.50
22907.
3.00
1.70
0.33
0.04
32.00
4.00
44.00
1.23
1.50
MAKE NOVA
81.0 GRNS/LBS DRY AIR
68.0 PCT
20.50 INCHES OF H20
AIR(3)
3.00
1.40
0.52
0.05
13478.
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
S02
FUEL
IBS/BAG
3570.
9.58
RESULTS
2
6082.
13.63
3578.
10.84
MASS EMISSIONS, GRAMS/BAG
79.79
4.74
9.99
2377.32
687.08
0.55
1.74
0,
1,
5,
2973,
812,
99
08
59
87
91
0.70
2.06
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
3.28
0.95
8.43
2198.23
602.12
0.41
1.53
INDOLENE MILEAGE
12.15 MILES/GAL
12.88
12.72 /-Z./S
12.56
5.167 KM/LITRE
5.477
5.408
5.339
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
4
0
1
2
699
0
0.152
957 G/MILE
489
960
017
881
157
3,
0,
1,
1,
434,
0.
080
304
218
253
886
097
G/KM
0.094
UNWEIGHTED
-------
DATE 9/8/75
STAND 3
FUEL INDOLENE
WET BULB TEMP 78
DRY BULB TEMP 85
BAROMETRIC PRES. 765,
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
S02,PPM
648.00
16.80
43.00
1.48
1.50
- 295 -
VEHICLE NO. 7526
ODOMETER 13,148.0
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
2.30
0.50
0.05
PUMP REV 13446.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
6.00
3.60
14.70
1.00
0.00
22961.
2.00
2.20
0.40
0.05
13.00
4.80
35.50
1.35
0.50
MAKE NOVA
134.0 GRNS/LBS DRY AIR
73.0 PCT
23.10 INCHES OF H20
AIR(3)
2.00
2.20
0.40
0.05
13424.
BAG
VMIX
OF
3560.
8.63
RESULTS
2
6079.
13.36
3554.
9.89
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
S02
FUEL
LBS/BAG
71.79
5.15
8.20
2650.33
758.50
0.41
1.92
0.78
0.93
4.71
3006.34
821.55
0.00
2.08
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
1.24
0.98
6.76
2405.06
657.70
0.13
1.67
INDOLENE MILEAGE
11.53 MILES/GAL
12.32
11.94 1
11.97
4.905
5.239
5.080
5.090
KM/LITRE
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
4.315 G/MILE
0.494
1.613
2.232
735.583
0.034
0.050
2.681 G/KM
0.307
1.002
1.387
457.070
0.021
0.031 UNWEIGHTED
-------
DATE 9/9/75
STAND 3
FUEL INDOLENE
WET BULB TEMP 63
DRY BULB TEMP 75
BAROMETRIC PRES. 768.
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
S02,PPM
1
592.00
12.40
61.50
1.41
1.00
- 296 -
VEHICLE MO. 26
ODOMETER 13,169.6
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
1.40
0.37
0.04
PUMP REV 13576.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
4.50
2.50
19.80
1.00
0.50
22961.
1.00
1.04
0.32
0.04
45.00
4.20
48.00
1.32
0.00
MAKE NOVA
67.0 GRNS/LBS DRY AIR
52.0 PCT
20.60 INCHES OF H20
AIR(3)
2.00
1.08
0.35
0.04
13489.
BAG
VMIX
DF
3632.
9.09
RESULTS
2
6143.
13.37
3609.
10.09
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
S02
67.47
3.97
12.03
2588.76
738.82
0.28
0.69
0.92
6.49
3067.75
838.26
0.23
4.91
1.14
9.32
2402.92
658.83
0.00
FUEL
LBS/BAG
1.87
2.13
1.67
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.56 MILES/GAL
12.17
11.95 I2.-S&
11.90
4.914 KM/LITRE
5.177
5.084
5.061
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
4.334 G/MILE
0.437
2.263
2.181
740.078
0.047
0.047
2.693
0.272
1.406
1.355
459.863
0.029
0.029
G/KM
UNWEIGHTED
-------
DATE 9/9/10/7
STAND 3
FUEL INDOLENE
WET BULB TEMP 64
DRY BULB TEMP 77
BAROMETRIC PRES. 767
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
S02,PPM
742.50
14.20
69.50
1.44
1.00
- 297 -
VEHICLE NO. 26
ODOMETER 13,191.2
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
0.90
0.44
0.04
6.00
2.90
20.00
0.98
0.00
PUMP REV 13414. 22961.
TEMP 130. F
PUMP CAPACITY 0.3115 CF/REV
2.00
1.46
0.28
0.04
73.50
5.60
52.50
1.35
0.50
MAKE NOVA
68.0 GRNS/LBS DRY AIR
49.0 PCT
20.90 INCHES OF H20
AIR(3)
3.00
1.22
0.22
0.04
13392.
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
S02
FUEL
LBS/BAG
3581.
8.81
RESULTS
2
6130.
13.64
3575.
9.85
MASS EMISSIONS, GRAMS/BAG
83.55
4.70
13.40
2608.37
751.70
0.27
1.91
0.80
0.92
6.55
2997.43
819.12
0.00
2.08
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
7.99
1.57
10.12
2436.34
669.65
0.13
1.70
INDOLENE MILEAGE
11.60
12.24
11.93
11.96
MILES/GAL
12. ^^
4.934
5.206
5.074
5.085
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
WEIGHTED MASS EMISSIONS
5.504
0.513
2.412
2.335
734.366
0.026
0.037
G/MILE
3.420
0.319
1.499
1.451
456.314
0.016
0.023
G/KM
UNWEIGHTED
-------
- 298 -
DATE 9-8-76
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 13947.2
MAKE NOVA
WET BULB TEMP 80
DRY BULB TEMP 90
BAROMETRIC PRES. 763,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
140.0 GRNS/LBS DRY AIR
60.0 PCT
6.80 INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02,PCT
1600.00
44.00
48.00
1.84
MEASURED CONCENTRATIONS
AIR(l) 2 AIR12)
1.50
1.16
0.12
0.01
PUMP REV 9530.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
800.00
18.00
17.00
1.23
16370.
AIR(3)
1.50
1.00
0.10
0.03
1760.00
34.00
54.00
1.88
9560.
3,
1.
0,
00
14
27
0.03
BAG
1
RESULTS
2
VMIX
DF
2715.
6.64
4663.
10.17
2723.
6.48
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
135.26
11.44
7.04
2578.30
771.51
1.96
117.50
7.81
4.27
2908.89
850.97
2.16
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
149.03
8.81
7.93
2619.06
786.26
1.99
INDOLENE MILEAGE
11.23 MILES/GAL
11.13
11.10
11.17
4.777
4.734
4.719
4.752
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
34,
2,
1,
2,
749
367
576
269
G/MILE
734.724
,592
,471
,979
1.410
456.536
21,
1,
0,
G/KM
-------
DATE 9-10-76
STAND 2
FUEL TK 90
- 299 -
VEHICLE NO. 26
ODOMETER 13968
MAKE NOVA
WET BULB TEMP 73
DRY BULB TEMP 77
BAROMETRIC PRES. 756,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
116.0 GRNS/LBS DRY AIR
83.0 PCT
6.75 INCHES OF H20
BAG 1
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
CO,PPM 2250.00 5.00 760.00
HC,PPM C6 46.00 1.39 18.30
NOX,PPM 48.00 0.22 14.50
C02.PCT 1.91 0.03 1.23
PUMP REV 9610. 16380.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
AIR(3)
4.00
1.60
0.15
0.03
880.00
26.00
60.50
1.88
9590.
5,
2,
0,
00
10
70
0.04
BAS
RESULTS
2
VMIX
DF
:o
HC
VOX
;o2
:ARBON
=UEL
IBS/BAG
2712.
6.23
4623.
10.20
2706.
6.77
MASS EMISSIONSf GRAMS/BAG
188.07
11.91
7.02
2645.07
812.78
2.06
109.47
7.63
3.59
2873.04
837.58
2.13
WERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
73.22
6.42
8.78
2584.87
742.35
1.88
INDOLENE MILEAGE
11.04 MILES/GAL
11.53
11.17
11.32
,696
,906
,751
KM/LITRE
4.813
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
30.943
2.189
1.549
1.919
731.174
G/MILE
19.227 G/KM
1.360
0.963
1.192
454.330
-------
DATE 9-15-76
STAND 2
FUEL TK 90
- 300 -
VEHICLE NO. 26
ODOMETER 13994
MAKE NOVA
WET BULB TEMP 72
DRY BULB TEMP 77
BAROMETRIC PRES. 768,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
110.0 GRNS/LBS DRY AIR
79.0 PCT
6.80 INCHES Of H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
CO,PPM 2500.00 5.00
HC,PPM C6 41.00 1.00
NOX,PPM 56.50 0.30
C02,PCT 1.89 0.04
PUMP REV 9570.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
AIR(3)
932.00 6.00 1500.00
16.00 1.16 22.00
15.30 0.20 43.50
1.16 0.04 1.63
16370. 9590.
4,
1,
,00
,14
0.23
0.04
BAG
RESULTS
2
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2744.
6.22
4694.
10.64
2750.
7.50
MASS EMISSIONS, GRAMS/BAG
211.82
10.79
8.36
2642.99
821.43
2.08
136.53
6.87
3.84
2735.50
811.00
2.06
127.97
5.66
6.45
2275.02
680.61
1.73
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.16 MILES/GAL 4.748
12.22 5.196
11.56 4.914
11-74 4.993
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
40.076
1.966
1.482
1.773
689.167
G/MILE
24,
1,
0,
1,
902 G/KM
221
920
102
428.228
-------
- 301 -
DATE 9-16-76
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 14015.4
MAKE NOVA
WET BULB TEMP 73
?DRY BULB TEMP 76
BAROMETRIC PRES. 767
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
118.0 GRNS/LBS DRY AIR
87.0 PCT
6.80 INCHES OF H20
BAG
li.
,CO»PPM
;,iHC,PPM C6
!,;MOX,PPM
;02,PCT
775.00
25.00
45.00
1.95
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
1.36
0.18
0.00
'UMP REV 9540.
TEMP 125. F
'UMP CAPACITY 0.3170 CF/REV
8.25
2.90
13.50
1.31
16360.
3.00
1.46
0.15
0.00
33.00
6.80
51.50
2.10
9590.
AIR(3)
3,
1,
0,
00
52
27
0.00
JAG
/MIX
)F
:o
•1C
10X
;o2
:ARBON
:UEL
.BS/BAG
2709.
6.57
RESULTS
2
4645.
10.20
2723.
6.35
MASS EMISSIONS, GRAMS/BAG
64.45
6.32
6.58
2739.03
780.58
1.98
0.79
0.72
3.36
3155.50
862.07
2.19
(AVERAGE COLD START MILEAGE
WERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
LIGHTED TEST MILEAGE
2.53
1.47
7.56
2965.18
811.54
2.06
INDOLENE MILEAGE
11.09 MILES/GAL 4.718 KM/LITRE
10.89 4.631
10.89 4.632
10.98 4.668
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
3.994 G/MILE
0.570
1.400
1.755
803.125
2
0
0
1
.481
,354
.870
,090
G/KM
499.038
-------
- 302 -
DATE 9-17-76
STAND 2
FUEL TK 90
VEHICLE NO. 26
ODOMETER 14048.2
MAKE NOVA
WET BULB TEMP 75
DRY BULB TEMP 78
BAROMETRIC PRES. 764,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
126.0 GRNS/LBS DRY AIR
87.0 PCT
6.70 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
920.00
28.00
49.50
2.04
MEASURED CONCENTRATIONS
AIR(l) 2 AI R ( 2 )
4.00
2.30
0.16
0.04
PUMP REV 9550.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
4.00
3.90
14.60
1.38
16380.
2.00
2.40
0.10
0.03
70.00
6.00
41.50
1.84
9550.
AIR(3)
3,
2,
.00
,40
0.15
0.03
BAG
VMIX
DF
2701.
6.23
RESULTS
2
4634.
9.69
2701.
7.24
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
76.13
6.90
7.22
2817.70
807.55
2.05
0.31
0.79
3.64
3240.34
885.08
2.25
5.61
1.04
6.05
2535.32
695.17
1.76
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
10.77 MILES/GAL
11.53
11.19
11.19
4.579 KM/LITRE
4.905
4.761
4.759
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.833 G/MILE
0.580
1.359
1.788
786.279
3
0
0
1
003
360
844
111
G/KM
488.571
-------
- 303 -
DATE 9-20-76
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 14071.8
MAKE NOVA
WET BULB TEMP 70
DRY BULB TEMP 75
BAROMETRIC PRES. 756,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
102.0 GRNS/LBS DRY AIR
78.0 PCT
6.70 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1350.00
23.00
49.00
2.03
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
1.71
0.17
0.04
PUMP REV 9540.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
4.00
3.00
16.30
1.30
16380.
3.00
1.74
0.15
0.04
135.00
6.20
34.50
1.80
9580.
AIR(3)
1.50
1.44
0.11
0.03
BAG
VMIX
DF
CO
HC
NOX
C02
2670.
6.17
RESULTS
2
4584.
10.29
2681.
7.37
MASS EMISSIONSf GRAMS/BAG
110.99
5.64
7.06
2764.11
CARBON 806.78
FUEL
LBS/BAG
2.05
0.17
0.64
4.01
3004.45
820.52
2.08
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
11.10
1.30
4.99
2466.48
678.97
1.72
INDOLENE MILEAGE
11.20 MILES/GAL 4.763
12.15 5.169
11.59 4.929
11.72 4.986
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
7.231
0.508
1.319
1.511
746.522
G/MILE
4.493
0.315
0.820
0.939
463.867
G/KM
-------
DATE 9-21-76
STAND 2
FUEL TK 90
- 304 -
VEHICLE NO. 26
ODOMETER 14094
MAKE NOVA
WET BULB TEMP 68
DRY BULB TEMP 72
BAROMETRIC PRES. 751
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
96.0 GRNS/LBS DRY AIR
82.0 PCT
6.70 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1500.00
25.00
57.00
1.95
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
4.00
1.17
0.24
0.03
PUMP REV 9520.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
4.00
2.22
18.30
1.29
16390.
3.00
1.10
0.18
0.03
136.00
4.60
37.50
1.77
9550.
AIR{3)
3,
0,
0,
00
95
23
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
1
2646.
6.36
RESULTS
2
4556.
10.33
2655.
7.50
MASS EMISSIONS, GRAMS/BAG
122.22
6.22
8.14
2635.50
777.01
1.97
0.17
0.54
4.47
2984.88
815.10
2.07
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
10.96
0.98
5.36
2388.89
657.46
1.67
INDOLENE MILEAGE
11.45 MILES/GAL 4.868 KM/LITRE
12.38 5.263
11.88 5.053
11.96 5.086
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
7.863 G/MILE
0.504
1.471
1.632
730.643
4.886 G/KM
0.313
0.914
1.014
454.000
-------
DATE 9-28-76
STAND 2
FUEL TK 90
- 305 -
VEHICLE NO. 26
ODOMETER 14233
MAKE NOVA
WET BULB TEMP 62
DRY BULB TEMP 68
BAROMETRIC PRES. 759,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
74.0 GRNS/LBS DRY AIR
73.0 PCT
6.80 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02.PCT
1850.00
34.00
85.00
1.78
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
6.00
0.74
0.20
0.03
PUMP REV 9560.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
4.00
2.10
29.50
1.22
16450.
2.00
0.66
0.13
0.03
46.00
6.10
68.50
1.53
9570.
AIR(3)
3.00
0.73
0.22
0.03
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
1
2709.
6.76
RESULTS
2
4661.
10.95
2711.
8.68
MASS EMISSIONS, GRAMS/BAG
155.21
8.85
12.44
2465.40
747.01
1.90
0.31
0.68
7.41
2874.28
785.09
1.99
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
3.66
1.44
10.03
2114.85
579.95
1.47
INDOLENE MILEAGE
11.89 MILES/GAL
13.35
12.66
12.68
5.059 KM/LITRE
5.678
5.382
5.394
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
9.219
0.709
2.465
2.453
685.315
G/MILE
5.728
0.440
1.531
1.524
425.835
G/KM
-------
- 306 -
DATE 9-29-76
STAND 2
FUEL TK 90
VEHICLE NO. 26
ODOMETER 14256
MAKE NOVA
WET BULB TEMP 58
DRY BULB TEMP 63
BAROMETRIC PRES. 762
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
64.0 GRNS/LBS DRY AIR
74.0 PCT
6.70 INCHES OF H20
BAG 1
CO,PPM 1800.00
HC,PPM C6 32.00
NOX,PPM 102.00
C02.PCT 1.97
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
2.00
0.68
0.27
0.03
PUMP REV 9550.
TEMP 120. F
PUMP CAPACITY 0,3170 CF/REV
3.00
2.00
30.00.
1.21
16400.
2.00
0.62
0.35
0.04
50.00
5.40
74.00
1.61
9540.
AIR(3i
2,
0,
0,
00
64
45
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
1
2717.
6.20
RESULTS
2
4667.
11.06
2714.
8.28
MASS EMISSIONS, GRAMS/BAG
151.17
8.36
14.98
2734.69
818.34
2.08
0.16
0.65
7.50
2840.08
775.67
1.97
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
4.07
1.28
10.82
2216.88
607.83
1.54
INDOLENE MILEAGE
11.43 MILES/GAL
13.17
12.14
12.36
4.862 KM/LITRE
5.602
5.163
5.258
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
8.999
0.665
2.681
2.549
703.950
G/MILE
5,
0.
1,
1,
591
413
666
584
G/KM
437.414
-------
DATE 9-30-76
STAND 2
FUEL TK 90
- 307 -
VEHICLE MO. 26
ODOMETER 14279
MAKE NOVA
WET BULB TEMP 62
DRY BULB TEMP 66.5
BAROMETRIC-PRES. 760.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
76.0 GRNS/LBS DRY AIR
78.0 PCT
6.75 INCHES OF H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
COfPPM 1750.00 16.00 12.00
HCfPPM C6 28.00 1.18 2.70
NOX,PPM 79.50 0.55 24.70
C02.PCT 1.83 0.05 1.21
PUMP REV 9600. 16360.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
AIR(3)
10.50
1.17
0.50
0.04
39.50
4.80
63.50
1.61
13.50
1.02
0.31
0.04
9570.
BAG
RESULTS
2
VMIX
OF
2724.
6.66
4642.
11.04
2715.
8.28
MASS EMISSIONSi GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
146.50
7.20
11.66
2525.02
758.12
1.92
0.32
0.74
6.09
2825.25
771.77
1.96
AVERAGE COLD START MILEAGE
"AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
2.30
1.03
9.30
2217.64
607.06
1.54
INDOLENE MILEAGE
11.91 MILES/GAL
13.22
12.51
12.62
,066
,621
,319
KM/LITRE
5.368
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
8.617
0.591
2.188
2.198
690.009
G/MILE
5.354 G/KM
0.367
1.359
1.366
428.751
-------
DATE 10-12-76
STAND 2
FUEL TK 90
- 308 -
VEHICLE NO. 26
ODOMETER 14457
MAKE NOVA
WET BULB TEMP 61
DRY BULB TEMP 70
BAROMETRIC PRES. 771
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
66.0 GRNS/LBS DRY AIR
60.0 PCT
6.80 INCHES OF H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
COtPPM 1100.00 5.00 5.00
HC,PPM C6 21.00 1.61 2.80
NOXtPPM 71.00 0.38 20.00
C02,PCT 1.92 0.05 1.31
PUMP REV 9560. 16360.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
3.00
1.33
0.17
0.06
37.00
6.20
51.00
1.76
9570.
AIR{3!
3.00
1.13
0.28
0.06
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
2729.
6.56
93,
5 (
10,
01
25
44
RESULTS
2
4670.
10.17
2731.
7.58
MASS EMISSIONS, GRAMS/BAG
2663.97
771.41
0,
0,
5 (
32
73
02
3053.33
834.00
2
1
7
,92
,39
.51
2419.29
662.67
FUEL
LBS/BAG
1.96
2.12
1.68
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.35 MILES/GAL 4.828
12.18 5.178
11.78 5.012
11.81 5.022
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5.598
0.504
1.839
1.764
743.711
G/MILE
3.478
0.313
1.142
1.096
462.121
G/KM
-------
- 309 -
DATE 10-13-76
STAND 2
FUEL TK 90
VEHICLE NO. 26
ODOMETER 14479
MAKE NOVA
WET BULB TEMP 62
DRY BULB TEMP 70
BAROMETRIC PRES. 761
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
70.0 GRNS/LBS DRY AIR
64.0 PCT
6.75 INCHES OF H20
BAG
;HC,PPM C6
NOXtPPM
COZtPCT
980.00
22.00
70.00
1.97
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
4.00
0.90
0.21
0.06
PUMP REV 9550.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
10.00
2.20
25.00
1.28
16380.
5.00
0.87
0.29
0.06
102.00
5.40
52.00
1.76
9540.
AIR(3)
3.00
0.86
0.15
0.05
BAG
RESULTS
2
(/MIX
DF
2690.
6.44
4614.
10.38
2687.
7.54
MASS EMISSIONS, GRAMS/BAG
:o
HC
MX
:o2
DARBON
FUEL
IBS/BAG
81.54
5.59
10.17
2684.59
772.42
1.96
0.77
0.63
6.18
2951.02
806.20
2.05
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
8.31
1.22
7.55
2395.82
658.43
1.67
INDOLENE MILEAGE
11.54 MILES/GAL 4.910 KM/LITRE
12.44 5.292
11.95 5.081
12.04
5.120
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
5.411
0.499
1.981
1.936
729.470
G/MILE
3.362 G/KM
0.310
1.231
1.203
453.271
-------
DATE 10-14-76
STAND 2
FUEL TK 90
- 310 -
VEHICLE NO. 26
ODOMETER 14503
MAKE NOVA
WET BULB TEMP 65
DRY BULB TEMP 76
BAROMETRIC PRES. 753,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
75.0 GRNS/LBS DRY AIR
56.0 PCT
6.70 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
2100.00
28.00
69.00
1.88
MEASURED CONCENTRATIONS
AIRtl) 2 AIR(2)
10.50
0.94
0.20
0.04
PUMP REV 9550.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
5.00
2.30
29.50
1.19
16390.
3.50
0.86
0.08
0.04
87.00
6.20
49.50
1.67
9570.
AIR(31
1,
0,
0,
50
78
18
0.04
BAG
1
RESULTS
2
VMIX
DF
2662.
6.39
4568.
11.24
2667.
7-96
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
173.55
7.09
9.92
2548.48
776.02
1.97
0.25
0.67
7.28
2732.78
746.45
1.89
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
7,
1,
7,
15
44
12
2261.63
621.50
1.58
INDOLENE MILEAGE
11.97 MILES/GAL
13.32
12.47
12.71
5.091 KM/LITRE
5.666
5.302
5.403
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
10.527 G/MILE
0.607
2.081
2.081
682.368
6,
0,
1
1
541
377
293
293
G/KM
424.003
-------
DATE 10-15-76
STAND 2
FUEL TK 90
- 311 -
VEHICLE NO. 26
ODOMETER 14525
MAKE NOVA
WET BULB TEMP 65
DRY BULB TEMP 75
BAROMETRIC PRES. 759
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
76.0 GRNS/LBS DRY AIR
58.0 PCT
6.75 INCHES OF H20
BAG 1
MEASURED CONCENTRATIONS
AIRll) 2 AIR(2)
COfPPM 1600.00 10.50 14.00
HC.PPM C6 29.00 0.91 2.40
NOX,PPM 72.50 0.50 32.00
C02,PCT 1.88 0.05 1.25
PUMP REV 9550. 16390.
TEMP 128. F
PUMP CAPACITY 0.3170 CF/REV
6.00
0.76
0.40
0.04
215.00
5.30
55.00
1.65
15*0
AIR(3)
1,
0,
0,
50
65
18
0.05
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2669.
6.54
RESULTS
2
4581.
10.69
MASS EMISSIONSt GRAMS/BAG
132.33
7.38
10.42
2543.78
757.31
1.92
1.21
0.76
7.85
2883.50
788.07
2.00
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
s- X
26.68
1.84
11.84
3322.39
919.69
2.33 r X
INDOLENE MILEAGE
11,79 MILES/GAL
10.67
10.84 r /,
11.13
. f//
5
4
4
015
538
611
KM/LITRE
4.732
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
1-7-77 G/MILE
0.666
2.544
2.556
782.813
6.075 G/KM
0.414
1.581
1.588
486.417
-------
DATE 10-20-76
STAND 2
FUEL TK 90
- 312 -
VEHICLE NO.
ODOMETER
26
MAKE NOVA
WET BULB TEMP 66
DRY BULB TEMP 73
BAROMETRIC PRES. 766,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
84.0 GRNS/LBS DRY AIR
69.0 PCT
6.85 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1
310.00
16.80
69.50
1.84
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
10.50
1.50
0.47
0.05
PUMP REV 9540.
TEMP 123. F
PUMP CAPACITY 0.3170 CF/REV
8.00
2.60
27.00
1.16
16380.
AIR(3!
6.00
1.32
0.42
0.05
44.50
5.50
53.00
1.57
9550.
,00
,10
,33
0.05
BAG
VMIX
DF
2714.
7.13
RESULTS
2
4660.
11.52
2717.
8.49
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
25.35
4.12
10.15
2529.12
704.62
1.79
0.35
0.63
6.71
2692.78
735.54
1.87
3.31
1.20
7.75
2149.79
589.12
1.49
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
12.65 MILES/GAL 5.382
13.76 5.851
13.17 5.602
13.26 5.639
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
1,
0,
2,
2,
667.
752
413
067
159
425
G/MILE
1.088
0.256
1.284
1.341
414.718
G/KM
-------
DATE 10-21-76
STAND 2
FUEL TK 90
- 313 -
VEHICLE NO. 26
ODOMETER 14571
MAKE NOVA
WET BULB TEMP 65
DRY BULB TEMP 77
BAROMETRIC PRES. 753
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
73.0 GRNS/LBS DRY AIR
53.0 PCT
6.70 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1
243.00
13.40
83.00
1.86
MEASURED CONCENTRATIONS
AIR(l) 2 AIRI2)
1.50
0.80
0.13
0.03
PUMP REV 9560.
TEMP 120. F
PUMP CAPACITY 0.3180 CF/REV
5.00
2.20
33.00
1.15
16390.
AIR13)
2.00
0.76
0.17
0.04
38.00
4.70
65.00
1.59
9570.
0.68
0.16
0.04
BAG
VMIX
DF
1
2696.
7.08
CO
HC
NOX
C02
CARBON
20.34
3.35
12.10
2564.45
711.45
FUEL
LBS/BAG
RESULTS
2
4622.
11.63
2699.
8.39
MASS EMISSIONS, GRAMS/BAG
1.80
0.45
0.68
8.22
2668.87
729.10
1.85
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
3.14
1.08
9.48
2176.00
596.10
1.51
INDOLENE MILEAGE
12.65 MILES/GAL
13.75
13.12
13.26
380
849
581
KM/LITRE
5.638
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
1.466
0.365
2.511
2.487
668.254
G/MILE
0.
0,
1,
1,
911
227
560
545
G/KM
415.234
-------
- 314 -
DATE 10-26-76
STAND 2
FUEL TK 90
VEHICLE NO. 26
ODOMETER 14640
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 72
BAROMETRIC PRES. 756,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
72.0 GRNS/LBS DRY AIR
62.0 PCT
6.75 INCHES OF H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
COtPPM 698.00 3.50 3.50
HC,PPM C6 19.80 1.02 2.60
NOXtPPM 63.00 0.17 20.50
C02,PCT 1.82 0.04 1.16
PUMP REV 9540. 16400.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
1.50
0.94
0.13
0.04
AIR(3,
77.50
5.50
42.00
1.65
9560.
2,
0,
0,
00
88
14
0.04
BAG
VMIX
DF
2669.
7.06
RESULTS
2
4589.
11.53
2675.
8.06
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
57.79
4.95
9.08
2471.93
703.64
0.30
0.78
5.06
2673.57
730.40
6.33
1.23
6.06
2240.30
615.15
FUEL
LBS/BAG
1.78
1.85
1.56
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
12.71 MILES/GAL 5.405
13.54 5.760
13.04 5.547
13.17 5.602
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
3.835
0.482
1.657
1.634
668.464
G/MILE
2
0:
1,
1,
383
299
030
015
G/KM
415.364
-------
DATE 10-29-76
STAND 2
FUEL TK 90
- 315 -
VEHICLE NO. 26
ODOMETER 14841
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 76
BAROMETRIC PRES. 765.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
65.0 GRNS/LBS DRY AIR
PCT 4-e.o
6.90 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02.PCT
570.00
22.00
62.00
1.73
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
6.00
1.02
0.22
0.05
PUMP REV 9550.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
9.00
2.40
24.30
1.15
16380.
3.50
0.90
0.16
0.04
AIR13)
73.50
5.10
44.50
1.59
9540.
1,
0,
0,
50
88
08
0.04
BAG
RESULTS
2
VMIX
OF
2727.
7.45
4677.
11.62
2724.
8.37
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
48.30
5.64
9.12
2385.19
676.50
1.72
0.85
0.72
6.11
2700.60
737.96
1.87
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
6.18
1.15
6.55
2196.32
603.01
1.53
INDOLENE MILEAGE
12.88 MILES/GAL
13.59
13.25
13.28
5.479 KM/LITRE
5.780
5.634
5.647
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
3.353
0.507
1.837
1.755
663.752
G/MILE
,083 G/KM
,315
,141
,090
412.436
-------
DATE 11-5-76
STAND 2
FUEL TK 90
- 316 -
VEHICLE NO. 26
ODOMETER 15140
MAKE NOVA
WET BULB TEMP 62.5
DRY BULB TEMP 74
BAROMETRIC PRES. 761.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
66.0 GRNS/LBS DRY AIR
53.0 PCT
6.80. INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02.PCT
745.00
25.00
59.00
1.84
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
5.00
1.60
0.28
0.03
PUMP REV 9560.
TEMP 122. F
PUMP CAPACITY 0.3170 CF/REV
10.50
2.60
27.00
1.25
16380.
AIR(3)
3.00
1.10
0.23
0.05
130..00
6.10
41.50
1.65
9570.
3,
2,
0,
00
10
22
0.05
BAG
RESULTS
2
VMIX
OF
2706.
6.95
4638.
10.69
2709.
8.04
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
62,
6,
8,
,62
,26
61
2522.48
CARBON 720.64
FUEL
LBS/BAG
1.83
1,
0,
6,
13
72
73
2897.08
791.70
2.01
AVERAGE COLD START MILEAGt
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGt
WEIGHTED TEST MILEAGE
10.81
1.13
6.06
2256.80
621.48
1.58
INDOLENE MILEAGE
12.05 MILES/GAL
12.90
12.53
12.52
5.125
5.484
5.327
5.324
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.563
0.542
1.852
1.776
702.418
G/MILE
2.835 G/KM
0.337
1.150
1.104
436.462
-------
DATE 3-4-77
STAND 2
FUEL INDOLENE
- 317 -
VEHICLE NO. 26
ODOMETER 16548
MAKE NOVA
WET BULB TEMP 58
DRY BULB TEMP 67
BAROMETRIC PRES. 768,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
58.0 GRNS/LBS DRY AIR
58.0 PCT
7.00 INCHES OF H20
BAG
CO,PPM
HCtPPM C6
NOX,PPM
C02,PCT
1230.00
38.00
68.00
1.88
MEASURED
AIR{1)
7.00
1.12
0.68
0.05
CONCENTRATIONS
2 AIR(2)
PUMP REV 9550.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
5.30
3.80
37.00
1.29
16450.
AIR(3)
3.50
1.24
0.56
0.05
127.00
13.00
62.00
1.73
9540.
3,
2,
0,
00
80
48
0.05
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2737.
6.63
RESULTS
2
4715.
10.32
2734.
7.65
MASS EMISSIONSt GRAMS/BAG
104.39
9.93
9.99
2608.20
765.12
1.94
0.30
1.23
9.32
3055.78
835.10
2.12
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
10.62
2.83
9.12
2391.35
659.59
1.67
INDOLENE MILEAGE
11.39 MILES/GAL
12.19
11.83
11.83
4.843
5.185
5.030
5.033
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
6.833
0.949
2.508
2.323
738.718
G/MILE
4.245 G/KM
0.590
1.559
1.443
459.018
-------
DATE 3-8-77
STAND 2
FUEL INDOLENE
- 318 -
VEHICLE NO. 26
ODOMETER 16576
MAKE NOVA
WET BULB TEMP 60
DRY BULB TEMP 71
BAROMETRIC PRES. 769,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
61.0 GRNS/LBS DRY AIR
55.0 PCT
7.10 INCHES OF H20
BAG
CO,PPM
HCtPPM C6
NOX,PPM
C02,PCT
853.00
36.00
86.00
1.86
MEASURED CONCENTRATIONS
AIRll) 2 AIR(2)
5.90
1.06
0.41
0.05
PUMP REV 9550.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
5.30
5.20
37.50
1.31
16370.
AIR(3)
1.50
2.60
0.23
0.04
157.50
8.70
75.00
1.77
9540.
3,
1.
0.
00
37
20
0.05
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2740.
6.82
RESULTS
2
4697.
10.20
2737.
7.48
MASS EMISSIONS, GRAMS/BAG
72.49
9.42
12.71
2582.29
743.93
1.89
0.57
1.31
9.48
3102.85
848.13
2.15
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
13.24
2.01
11.09
2450.92
676.26
1.72
INDOLENE MILEAGE
11.45 MILES/GAL
11.96
11.78
11.73
4,
5,
5,
868
084
Oil
KM/LITRE
4.989
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5
0
2
240
868
837
G/MILE
3,
0,
1,
2.661
748.034
256 G/KM
539
762
1.654
464.807
-------
- 319 -
DATE 4 22 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 16784
MAKE NOVA
WET BULB TEMP 60
DRY BULB TEMP 67
BAROMETRIC PRES. 754,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
66.0 GRNS/LBS DRY AIR
67.0 PCT
7.00 INCHES OF H20
BAG 1
CO,PPM 1275.00
HC,PPM C6 29.00
NOX,PPM 74.00
C02,PCT 1.81
PUMP REV 9560.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
16380.
9540.
AIR(3)
8.80
1.18
0.50
0.04
7.90
3.30
36.00
1.19
3.00
1.00
0.45
0.03
133.00
7.30
68.50
1.62
3.00
1.06
0.50
0.04
BAG
VMIX
DF
1
2689.
6.84
RESULTS
2
4608.
11.22
2683.
8.16
MASS EMISSIONS, GRAMS/BAG
0.74
1.07
8.88
2769.58
757.05
1.92
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TFST MILEAGE
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
106.00
7.37
10.71
2483.07
729.45
1.85
10.91
1.67
9.89
2212.54
609.91
1.55
INDOLENE MILEAGE
12.26 MILES/GAL
13.33
12.75
12.85
214
670
422
KM/LITRE
5.464
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
7.006 G/MILE
0.694
2.550
2.447
679.793
4.353 G/KM
0.431
1.584
1.520
422.404
-------
- 320 -
DATE 3 23 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 16824
MAKE NOVA
WET BULB TEMP 58
DRY BULB TEMP 67
BAROMETRIC PRES. 752,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
58.0 GRNS/LBS DRY AIR
58.0 PCT
6.90 INCHES OF H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
AIRO1
CO, PPM
HC.PPM C6
NOX, PPM
C02,PCT
1100.00
37.00
76.00
1.88
3.00
1.12
0.29
0.04
11.50
3.50
52.00
1.32
5.00
1.02
0.20
0.04
105.50
11.60
76.50
1.59
2.00
0.80
0.38
0.04
PUMP REV 9550.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
16390.
9550.
BAG
VMIX
DF
2680.
6.65
RESULTS
2
4599.
10.08
2680.
8.33
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
91.62
9.46
10.99
2575.07
750.20
1.90
0.99
1.16
12.90
3063.43
837.42
2.12
8.70
2.86
11.05
2155.93
594.55
1.5
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.48 MILES/GAL
12.73
12.25
12.16
4.882 KM/LITRE
5.412
5.209
5.171
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
6.048 G/MILE
0.915
3.191
2.955
719.945
3.758 G/KM
0.568
1.983
1.836
447.353
-------
DATE 4 11
STAND 3
FUEL TK90
- 321 -
VEHICLE NO. 26
ODOMETER 18283.4
MAKE NOVA
WET BULB TEMP 62
DRY BULB TEMP 72
BAROMETRIC PRES. 773
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
67.0 GRNS/LBS DRY AIR
57.0 PCT
21.90 INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02,PCT
947.50
27.00
41.50
1.42
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
0.74
0.37
0.00
PUMP REV 12270.
TEMP 120. F
PUMP CAPACITY 0.3120
6.00
2.50
26.50
0.95
21240.
3.00
1.06
0.26
0.00
98.00
5.00
40.00
1.27
12370.
AIR(3)
3.00
0.76
0.17
0.00
CF/REV
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
1
3357.
8.74
RESULTS
5811.
14.07
3384.
10.38
MASS EMISSIONS, GRAMS/BAG
99.77
8.66
7.48
2482.10
727.63
0.58
0.8,6
8.26
2862.42
782,13
10.16
1.43
7.30
2242.62
617.59
FUEL
L.BS/BAG
1.85
1.98
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
1.57
INDOLENE MILEAGE
12.07 MILES/GAL 5.134
13.02 5.537
12.56 5.343
12.59 5.356
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
6.570
0.720
2.086
2.010
694.404
G/MILE
,082
,447
.296
,249
G/KM
431.482
-------
- 322 -
DATE 4 12 77
STAND 3
FUEL CK31175
VEHICLE NO. 26
ODOMETER 18304.4
MAKE NQVA
WET BULB TEMP 63.0
DRY BULB TEMP 75.0
BAROMETRIC PRES. 768.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
66.5 GRNS/LBS DRY AIR
51.0 PCT
21.80 INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02.PCT
930.00
25.60
40.50
1.45
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
8.75
0.68
0.16
0.04
PUMP REV 12430.
TEMP 120. F
PUMP CAPACITY 0.3107 CF/REV
7.00
2.40
23.60
0.90
21220.
3.00
0.63
0.00
0.04
75.50
4.36
36.50
1.27
12430.
AIRI3)
5,
0,
0,
00
72
07
0.04
BAG
RESULTS
2
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
3364.
8.57
5744.
14.85
3364.
10.40
MASS EMISSIONS, GRAMS/BAG
97.73
8.24
7.35
2482.11
726.39
1.84
0.75
1.02
7.34
2569.50
702.40
1.78
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
7.53
1.22
6.64
2166.64
595.55
1.51
INDOLENE MILEAGE
12.76 MILES/GAL 5.424 KM/LITRE
14.04 5.971
13.20 5.615
13.46 5.723
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
6.277 G/MILE
0.701
1.905
1.832
649.573
3.900 G/KM
0.435
1.183
1.138
403.626
-------
- 323 -
DATE 4 19 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 18328
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 76
BAROMETRIC PRES. 767
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
66.0 GRNS/L8S DRY AIR
48.0 PCT
6.90 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
COZtPCT
PUMP REV 9540.
TEMP 122. F
PUMP CAPACITY 0.3170
800.00
49.00
61.00
1.85
MEASURED
AIR( 1)
5.00
1.06
0-17
0.04
CONCENTRATIONS
2 AIR(2)
4.00
2.80
30.00
1.15
16380.
1.00
1.08
0.21
0.04
115.50
6.60
55.50
1.65
9530.
AIR(3)
2.00
0.94
0.25
0.04
CF/REV
BAG
RESULTS
2
VMIX
DF
2722.
6.83
4674.
11.6?
2719.
8.02
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
67,
12,
8,
74
82
97
2571.58
741.93
1.88
0,
0,
7,
45
83
54
2700.91
737-97
1.87
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
.71
,53
14
2282.83
628.46
1.59
INDOLENE MILEAGE
12.31 MILES/GAL
13.34
12.68
12.88
237
672
392
KM/LITRE
5.477
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
,682
,963
,139
,052
G/MILE
681.054
2.909
0.598
1.329
1.275
423.187
G/KM
-------
- 324 -
DATE 4 29 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 18356
MAKE NOVA
WET BULB TEMP 56
DRY BULB TEMP 68
BAROMETRIC PRES. 767.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
48.0 GRNS/LBS DRY AIR
47.0 PCT
6.90 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1
939.00
58.00
62.00
1.81
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
5.00
0.88
0.14
0.04
PUMP REV 9790.
TEMP 123. F
PUMP CAPACITY 0.3170 CF/REV
7.00
2.40
28.00
1.27
16380.
2.00
0.72
0.13
0.03
215.00
8.00
52.00
1.62
9570.
AIR(3)
10.50
0.56
0.15
0.04
BAG
VMIX
DF
1
2788.
6.91
RESULTS
2
4666.
10.46
2726.
8.11
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
81.62
15.64
9.34
2573.61
750.87
0
0
7
75
79
04
FUEL
LBS/BAG
1.90
3015.40
823.89
2.09
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
17.61
2.00
7.65
2247.41
622.59
1.58
INDOLENE MILEAGE
11.57 MILES/GAL 4.922 KM/LITRE
12.60 5.358
12.16 5.173
12.14 5.161
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS
G/MILE
6,
1,
2,
1,
119
155
057
825
720.410
EMISSIONS
3.802
0.718
1.278
1.134
447.642
G/KM
-------
- 325 -
DATE 5 2 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 18377
MAKE NOVA
WET BULB TEMP 65
DRY BULB TEMP 72
BAROMETRIC PRES. 767
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
82.0 GRNS/LBS DRY AIR
69.0 PCT
7.00 INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02.PCT
1200.00
31.00
48.50
2.07
MEASURED
AIR(l)
6.00
1.26
0.25
0.04
CONCENTRATIONS
2 AIR(2)
PUMP REV 9590.
TEMP 128. F
PUMP CAPACITY 0.3160 CF/REV
31.00
3.20
28.00
1.44
16380.
5.00
1.30
0.24
0.04
366.00
8.00
40.00
1.85
9580.
AIR(3)
6.00
1.30
0.27
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2699.
6.06
RESULTS
2
4610.
9.26
2696.
7.06
MASS EMISSIONS, GRAMS/BAG
99.71
7.92
7.06
2857.30
829.35
2.10
3.81
0.92
6.93
3351.37
916.99
2.33
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
30.20
1.81
5.80
2542.45
708.34
1.80
INDOLENE MILEAGE
10.44 MILES/GAL
11.21
10.89
10.86
4.438 KM/LITRE
4.768
4.631
4.621
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
8.520
0.715
1.771
1.831
803.895
G/MILE
294 G/KM
444
100
138
499.517
-------
- 326 -
DATE 5 5 77
STAND 2
FUEL K90
VEHICLE NO. 26
ODOMETER 18448.8
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 70
BAROMETRIC PRES. 758,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
75.0 GRNS/LBS DRY AIR
68.0 PCT
6.90 INCHES OF H20
BAG
CO,PPM
HCtPPM C6
NOX,PPM
C02,PCT
1150.00
25.00
50.00
1.90
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
6.00
1.10
0.30
0.04
16.00
3.40
27.50
1.26
14.00
1.60
0.28
0.04
210.00
7.00
48.50
1.65
PUMP REV 9600.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
16380.
AIR(3)
7,
1,
0,
87
48
45
0.04
9570.
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
2716.
6.59
RESULTS
2
4634.
10.57
2707.
7.97
MASS EMISSIONS, GRAMS/BAG
96.49
6.40
7.31
2633.24
765.51
0.43
0.88
6.83
2939.35
803.08
17.13
1.51
7.05
2269.58
628.01
FUEL
LBS/BAG
1.94
2.04
1.59
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.62 MILES/GAL 4.941 KM/LITRE
12.73 5.416
12.17 5.175
12.23 5.201
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
6.
0,
1,
1,
892
600
867
867
G/MILE
4,
0,
1,
1,
282
373
160
160
G/KM
715.374
444.512
-------
- 327 -
DATE 5 6 77
STAND 2
FUEL K-90
VEHICLE NO. 26
ODOMETER 18475.4
MAKE NOVA
WET BULB TEMP 70
DRY BULB TEMP 76
BAROMETRIC PRES. 757
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
101.0 GRNS/LBS DRY AIR
74.0 PCT
6.90 INCHES OF H20
BAG
COiPPM
HC.PPM C6
NOXtPPM
C02tPCT
647.50
25.00
49.00
1.98
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
2.20
0.40
0.05
PUMP REV 9570.
TEMP 120. F
PUMP CAPACITY 0.3170 CF/REV
14.00
4.40
28.00
1.40
16390.
8.75
2.60
0.33
0.05
193.75
7.30
46.50
1.69
9560.
AIR(3)
75
20
35
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
1
2703.
6.50
RESULTS
2
4630.
9.54
2701.
7.79
MASS EMISSIONSt GRAMS/BAG
53.92
6.13
7.12
2720.83
770.92
1.96
0.86
0.94
6.94
3254.10
889.20
2.26
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
15.61
1.42
6.75
2322.19
641.63
1.63
10
11
11.61
11.49
INDOLENE MILEAGE
98 MILES/GAL 4.669
90 5.063
KM/LITRE
4.939
4.885
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.393
0.585
1.848
2.106
766.362
G/MILE
2.729 G/KM
0.363
1.148
1.308
476.195
-------
- 328 -
DATE 5 9 77
STAND 2
FUEL K-90
VEHICLE NO. 26
ODOMETER 18581.2
MAKE NOVA
WET BULB TEMP 57
DRY BULB TEMP 67
BAROMETRIC PRES. 749,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
53.5 GRNS/LBS DRY AIR
53.5 PCT
6.80 INCHES OF H20
BAG
COtPPM
HCtPPM C6
NOX,PPM
C02,PCT
907.50
31.00
60.00
1.90
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
6.00
1.20
0.33
0.05
PUMP REV 9610.
TEMP 120. F
PUMP CAPACITY 0.3175 CF/REV
6.00
3.30
30.00
1.31
16370.
3.00
1.62
0.15
0.04
153.00
5.60
56.00
1.59
9600.
AIR(3)
5,
1,
0,
00
28
17
0.04
BAG
VMIX
OF
2690.
6.65
RESULTS
2
4583.
10.18
2688.
8.32
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
75.72
7.90
8.70
2602.90
749.62
1.90
0.46
0.82
7.41
3023.04
825.88
2.10
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
12.52
1.17
8.13
2162.38
596.49
1.51
INDOLENE MILEAGE
11.57 MILES/GAL
12.81
12.31
12.25
4.919 KM/LITRE
5.449
5.234
5.208
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5,
0,
2
1,
355
652
105
912
G/MILE
716.646
3.327 G/KM
0.405
1.308
1.188
445.303
-------
DATE 5 10 77
STAND 2
FUEL K 90
- 329 -
VEHICLE NO. 26
ODOMETER 18665.5
MAKE NOVA
WET BULB TEMP 58
DRY BULB TEMP 68
BAROMETRIC PRES. 754,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
56.0 GRNS/LBS DRY AIR
54.0 PCT
6.90 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02tPCT
1
565.00
22.00
61.50
1.87
MEASURED
AIR(1)
2.00
1.15
0.15
0.04
CONCENTRATIONS
2 AIR(2)
PUMP REV 9630.
TEMP 120. F
PUMP CAPACITY 0.3175 CF/REV
6.00
3.00
32.50
1.37
16380.
2.00
1.16
0.15
0.04
58.62
5.60
59.00
1.66
9590.
AIR(3)
,00
,18
,22
0.04
BAG
RESULTS
2
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2714.
6.90
4616.
9.72
2702.
7-99
MASS EMISSIONS, GRAMS/BAG
47.70
5.58
9.02
2590.58
732.24
1.86
0.60
0.88
8.09
3205.51
875.78
2.22
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
4.50
1.20
8.60
2281.78
625.66
1.59
INDOLENE MILEAGE
11.33 MILES/GAL 4.820 KM/LITRE
12.14 5.162
11.97 5.089
11.78 5.009
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
3.158
0.530
2.250
2.066
749.343
G/MILE
1.962
0.329
1.398
1.283
465.620
G/KM
-------
DATE 5 11 77
STAND 2
FUEL K 90
- 330 -
VEHICLE NO. 26
ODOMETER 18723.0
MAKE NOVA
WET BULB TEMP 59
DRY BULB TEMP 70
BAROMETRIC PRES. 761,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
56.5 GRNS/LBS DRY AIR
51.0 PCT
6.95 INCHES OF H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
PUMP REV 9560.
TEMP 120. F
PUMP CAPACITY 0.3175 CF/REV
16380.
9600.
AIR(3)
CO, PPM
HC,PPM C6
NOX, PPM
C02,PCT
540.00
19.60
61.00
1.87
5.00
1.39
0.23
0.03
7.00
2.80
32.00
1.29
5.00
1.34
0.15
0.04
46.00
4.80
60.50
1.59
3.00
1.16
0.15
0.04
BAG
VMIX
OF
1
2719.
6.91
RESULTS
2
4659.
10.32
2730.
8.38
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
45.49
4.90
8.95
2602.34
733.91
1.86
0.34
0.72
8.04
3042.24
830.98
2.11
3.71
1.01
8.92
2202.98
603.64
1.5
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.65 MILES/GAL 4.953 KM/LITRE
12.70 5.402
12.33 5.242
12.23 5.199
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
2.937 G/MILE
0.454
2.264
2.083
722.260
1.825 G/KM
0.282
1.406
1.294
448.792
-------
- 331 -
DATE 5 13 77
STAND 2
FUEL K 90
VEHICLE NO. 26
ODOMETER 18774.4
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 72
BAROMETRIC PRES. 755,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
71.5 GRNS/LBS DRY AIR
61.0 PCT
6.90 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
600.00
25.00
52.00
1.89
MEASURED
AIR(1)
2.00
1.22
0.10
0.04
CONCENTRATIONS
2 AIR(2)
PUMP REV 9570.
TEMP 120. F
PUMP CAPACITY 0.3175 CF/REV
4.00
3.20
26.50
1.25
16370.
AIR{3)
1.00
1.27
0.12
0.04
180.25
7.50
52.00
1.62
9560.
1,
1,
0,
00
28
15
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2700.
6.82
RESULTS
2
4620.
10.70
2698.
8.13
MASS EMISSIONS, GRAMS/BAG
50.28
6.34
7.59
2601.11
736.88
1.87
0.44
0.92
6.60
2907.54
794.44
2.02
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
15.14
1.68
7.57
2224.25
614.93
1.56
INDOLENE MILEAGE
11.90 MILES/GAL
12.93
12.45
12.47
5.061
5.499
5.296
5.302
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.093
0.615
1.891
1.861
705.846
G/MILE
2.543 G/KM
0.382
1.175
1.156
438.592
-------
- 332 -
DATE 6 1 77
STAND 2
FUEL K90
VEHICLE NO. 26
ODOMETER 19689.1
MAKE NOVA
WET BULB TEMP 70
DRY BULB TEMP 75
BAROMETRIC PRES. 758
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
102.0 GRNS/LBS DRY AIR
78.0 PCT
6.90 INCHES OF H20
BAG
COtPPM
HC.PPM C6
NOX,PPM
C02,PCT
737.50
33.00
35.00
1.90
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
8.75
1.56
0.30
0.04
PUMP REV 9560.
TEMP 125. F
PUMP CAPACITY 0.3175 CF/REV
8.75
4.00
20.00
1.26
16380.
AIR(3)
4.00
1.60
0.20
0.05
190.50
8.00
39.00
1.77
9550.
6,
1,
0,
00
62
25
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
1
2685.
6.71
RESULTS
2
4601.
10.57
2683.
7.46
MASS EMISSIONS, GRAMS/BAG
60.62
8.33
5.05
2609.72
745.38
1.89
0.72
1.15
4.93
2908.02
794.88
2.02
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
15.40
1.73
5.63
2412.32
666.41
1.69
INDOLENE MILEAGE
11.83 MILES/GAL 5.032 KM/LITRE
12.47 5.304
12.11 5.151
12.19 5.183
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.743 G/MILE
0.763
1.376
1.576
720.697
2.947 G/KM
0.474
0.855
0.979
447.820
-------
- 333 -
DATE 8 25 77
STAND 3
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 21,638
MAKE NOVA
WET BULB TEMP 62.!
DRY BULB TEMP 70
BAROMETRIC PRES. 767
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
72.0 GRNS/LBS DRY AIR
65.0 PCT
10.70 INCHES OF H20
BAG 1
CO,PPM 977.50 6.00
HC,PPM C6 33.00 1.46
NOX,PPM 34.50 0.23
C02.PCT 2.17 0.05
PUMP REV 8250.
TEMP 70. F
PUMP CAPACITY 0.3150 CF/REV
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
17.00
4.00
16.50
1.50
14120.
AIR(3)
1.00
1.00
0.22
0.05
301.30
10.50
28.50
1.89
8290.
3,
1.
0,
00
10
16
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2544.
5.86
RESULTS
2
4355.
8.90
2557.
6.95
MASS EMISSIONS, GRAMS/BAG
76.44
7.92
4.72
2815.02
807.84
2.05
2.19
1.32
3.84
3287.07
899. 11
2.28
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
23.73
2.39
3.92
2463.04
684.39
1.74
INDOLENE MILEAGE
10.68 MILES/GAL
11.51
11.18
11.14
4.540 KM/LITRE
4.894
4.753
4.736
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
6.479
0.813
1.082
1.067
786.862
G/MILE
4.025
0.505
0.672
0.663
488.933
G/KM
-------
- 334 -
DATE 8 30 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 21,765
MAKE NOVA
WET BULB TEMP 74
DRY BULB TEMP 80
BAROMETRIC PRES. 766,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
118.0 GRNS/LBS DRY AIR
76.0 PCT
6.85 INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02,PCT
1
745.00
31.00
32.50
2.05
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
5.00
2.70
0.24
0.04
PUMP REV 9550.
TEMP 130. F
PUMP CAPACITY 0.3160 CF/REV
46.00
5.50
16.80
1.38
16380.
AIRI3!
4.00
2.90
0.18
0.04
438.80
37.00
31.00
1.90
9650.
4,
2,
0.
00
70
34
0.05
BAG
VMIX
DF
2676.
6.24
RESULTS
2
4590.
9.60
2704.
6.79
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
61.16
7.53
4.68
2803.59
797.83
6,
1,
4,
3207,
879,
07
30
13
88
14
FUEL
LBS/BAG
2.02
2.23
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
36,
9,
4,
2615,
43
19
49
80
737.42
1.87
INDQLENE MILEAGE
10.87 MILES/GAL
11.27
11.07
11.09
4.622
4.794
4.708
4.719
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
7.085
1.304
1.161
1.456
787.257
G/MILE
4.402 G/KM
0.810
0.721
0.904
489.179
-------
DATE 8 31 77
STAND 2
FUEL INDOLENE
- 335 -
VEHICLE NO. 26
ODOMETER 21,803
MAKE NOVA
WET BULB TEMP 74
DRY BULB TEMP 80
BAROMETRIC PRES. 769
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
117.0 GRNS/LBS DRY AIR
76.0 PCT
6.90 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02.PCT
552.50
29.00
50.00
1.95
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
3.00
2.00
0.23
0.04
PUMP REV 10010.
TEMP 130. F
PUMP CAPACITY 0.3170 CF/REV
12.50
5.80
28.50
1.42
16400.
AIR(3)
2.00
2.10
0.25
0.04
212.50
10.10
49.50
1.80
9570.
5,
2
0,
00
10
19
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2825.
6.63
RESULTS
2
4628.
9.36
2700.
7.33
MASS EMISSIONS, GRAMS/BAG
48.03
7.55
7.62
2800.48
791.37
2.01
1.54
1.77
7.08
3325.87
909.81
2.31
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
17.
2,
7.
2466,
42
19
21
40
682.43
1.73
INDOLENE MILEAGE
10.71 MILES/GAL 4.556
11.45 4.868
11.21 4.769
11.12 4.728
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
,284
,837
,930
,405
G/MILE
791.457
2,
0,
1,
1,
662
520
199
494
G/KM
491.788
-------
- 336 -
DATE 9 1 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 21f886
MAKE NOVA
WET BULB TEMP 74
DRY BULB TEMP 79
BAROMETRIC PRES. 769,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
119.0 GRNS/LBS DRY AIR
79.0 PCT
6.85 INCHES OF H20
BAG
MEASURED
AIR(l)
CONCENTRATIONS
2 AIR(2)
PUMP REV 9550.
TEMP 130. F
PUMP CAPACITY 0.3170 CF/REV
16380.
9590.
AIR(3)
CO, PPM
HC,PPM C6
NOX, PPM
C02,PCT
533.80
22.00
59.50
1.90
3.00
2.60
0.27
0.04
6.00
4.90
29.00
1.27
2.00
2.50
0.18
0.04
136.00
19.40
57.00
1.72
1.00
2.40
0.23
0.04
BAG
VMIX
DF
2695.
6.79
RESULTS
2
4623.
10.45
2706.
7.65
MASS EMISSIONS! GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
44.26
5.22
8.65
2613.18
736.62
1.87
0.60
1.19
7.22
2977.06
813.71
2.06
11.34
4.59
8.32
2375.15
657.00
1.6
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
11.75 MILES/GAL 4.999
12.39 5.270
12.11 5.150
12.11 5.150
KM/LITRE
WEIGHTED MASS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
3.480 G/MILE
0.807
2.091
2.637
727.276
2.162 G/KM
0.502
1.299
1.638
451.908
-------
- 337 -
DATE 9 6 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 21t947
MAKE NOVA
WET BULB TEMP 72
DRY BULB TEMP 76
BAROMETRIC PRES. 762,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
112.0 GRNS/LBS DRY AIR
83.0 PCT
6.90 INCHES OF H20
BAG
COiPPM
HC.PPM C6
NOXtPPM
C02fPCT
1
860.00
33.00
42.50
1.96
MEASURED CONCENTRATIONS
R ( 1 ) 2 AIR(2) 3
5.00
1.50
0.23
0.04
PUMP REV 9590.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
9.50
5.00
21.50
1.40
16360.
AIR{3)
2.00
1.18
0.25
0.04
200.00
9.80
43.00
1.80
9550.
3.
1
0,
00
08
27
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
1
2704.
6.48
RESULTS
2
4613.
9.54
2693.
7.34
MASS EMISSIONS. GRAMS/BAG
71.35
8.40
6.19
2703.51
775.65
1.97
1.10
1.78
5.31
3252.73
889.66
2.26
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
16.44
2.33
6.23
2459.29
680.20
1,73
INDOLENE MILEAGE
10.94 MILES/GAL 4.654 KM/LITRE
11.61 4.937
11.40 4.846
11.31
4.811
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5.487
0.897
1.538
1.862
775.605
G/MILE
3
0
0
1
,410
557
,955
,157
G/KM
481.938
-------
- 338 -
DATE 9 7 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 21,976
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 72
BAROMETRIC PRES. 766
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
72.0 GRNS/LBS DRY AIR
62.0 PCT
6.95'INCHES OF H2o
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1770.00
194.00
51.00
1.95
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
7.00
1.12
0.19
0.04
PUMP REV 9600.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
10.50
4.30
27.50
1.42
16380.
AIR13)
2.00
0.96
0.17
0.04
200.00
15.60
52.50
1.80
9560.
1,
0,
0.
00
84
25
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2721.
6.00
RESULTS
2
4643.
9.37
2710.
7.32
MASS EMISSIONS, GRAMS/BAG
149.15
51.48
7.49
2704.54
846.61
2.15
1.26
1.56
6.87
3347.25
915.33
2.32
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
16.81
3.94
7.67
2480.79
687.62
1.74
INDOLENE MILEAGE
10.34 MILES/GAL 4.399 KM/LITRE
11.37 4.835
10.91 4.640
10.90 4.637
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
9.998
3.460
1.929
1.903
789.901
G/MILE
6.
2,
1,
I,
212 G/KM
150
199
182
490.821
-------
DATE 9 8 77
STAND 2
FUEL INDOLENE
• 339 -
VEHICLE NO. 26
ODOMETER 22,039
MAKE NOVA
WET BULB TEMP 68
DRY BULB TEMP 77
BAROMETRIC PRES. 767,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
88.0 GRNS/LBS DRY AIR
64.0 PCT
7.00 INCHES OF H20
BAG
CO,PPM
HC.PPM C6
NOX,PPM
C02,PCT
L
915.00
40.00
55.00
1.98
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
5.00
1.18
0.20
0.04
PUMP REV 9590.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
7.00
3.80
29.50
1.40
16390.
AIR(3)
2.00
1.16
0.19
0.03
123.00
7.60
51.50
1.77
9560.
1
1,
0,
00
44
17
0.03
BAG
VMIX
OF
1
2721.
6.40
RESULTS
2
4651,
9.55
2713.
7.48
MASS EMISSIONS, GRAMS/BAG
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
76.90
10.40
8.08
2750.96
792.70
2.01
0.75
1.25
7.38
3301.22
902.29
2.29
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
10.32
1.68
7.54
2451.72
674.94
1.71
INDOLENE MILEAGE
10.75 MILES/GAL 4.572 KM/LITRE
11.55 4.914
11.28 4.796
11.19 4.761
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5.294
0.892
2.022
2.153
784.215
G/MILE
3.289 G/KM
0.554
1.256
1.338
487.289
-------
DATE 9 9 77
STAND 2
FUEL INDOLENE
- 340 -
VEHICLE NO. 26
ODOMETER 22,088
MAKE NOVA
WET BULB TEMP 66
DRY BULB TEMP 76
BAROMETRIC PRES. 767,
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
80.0 GRNS/LBS DRY AIR
58.0 PCT
6.90 INCHES OF HZO
BAG
COtPPM
HC,PPM C6
NOX,PPM
C02,PCT
730.00
26.00
55.50
2.00
MEASURED CONCENTRATIONS
AIR(l) 2 AIR ( 2 )
5.00
1.06
0.25
0.05
PUMP REV 9590.
TEMP 125. F
PUMP CAPACITY 0.3170 CF/REV
9.60
4.00
28.00
1.40
16380.
5.00
1.33
0.20
0.04
70.80
8.80
55.50
1.80
9610.
AIR(3)
5,
1,
0,
00
41
35
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2722.
6.41
RESULTS
2
4650.
9.54
2728.
7.39
MASS EMISSIONS, GRAMS/BAG
61.39
6.69
8.15
2769.35
787.86
2.00
0.73
1.27
7.00
3278.44
896.08
2.27
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
5.64
2.02
8.15
2491.20
684.00
1.73
INDOLENE MILEAGE
10.82 MILES/GAL 4.603
11.53 4.905
11.29 4.800
KM/LITRE
11.22
4.770
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.046
0.708
2.021
2.070
785.233
G/MILE
2.514 G/KM
0.440
1.256
1.286
487.921
-------
- 341 -
DATE 9 13 77
STAND 2
FUEL INDOLENE
VEHICLE NO. 26
ODOMETER 22,141.3
MAKE NOVA
WET BULB TEMP 63
DRY BULB TEMP 70
BAROMETRIC PRES. 765
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PR.6S.
75.0 GRNS/LBS DRY AIR
68.0 PCT
6.95 INCHES OF H20
BAG
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
00, PPM 948.00 8.80 4.00
HCi'PPM C6 26.00 0.82 3.50
NQX,PPM 59.50 0.15 24.50
COZtPCT 1.98 0.04 1.29
PUMP REV 9600. 16290.
TEMP 125. F
PUMP CAPACITY 0.3175 CF/REV
AIR(3)
1.00
1.00
0.15
0.04
33.00
5.60
57.00
1.72
9610.
1,
0,
0,
00
84
15
0.04
BAG
VMIX
OF
CO
HC
NOX
C02
CARBON
FUEL
L8S/BAG
2722.
6.41
RESULTS
2
4619.
10.34
2724.
7.73
MASS EMISSIONS, GRAMS/BAG
79.31
6.74
8.75
2745.21
789.00
2.00
0.44
1.17
6.09
3010.19
822.66
2.09
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
2.72
1.29
8.39
2390.84
654.73
1.66
INDOLENE MILEAGE
11.31 MILES/GAL
12.34
11.79
11.87
4
5
5
809
246
016
KM/LITRE
5.049
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
4.813
0.642
1.952
1.952
740.455
G/HILE
2.991 G/KM
0.399
1.213
1.213
460.097
-------
DATE 9 16 77
STAND 2
FUEL INDOLENE TK.90
- 342 -
VEHICLE NO. 26
ODOMETER 22435.7
MAKE NOVA
WET BULB TEMP 66.0
DRY BULB TEMP 72.0
BAROMETRIC PRES. 772.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
86.0 GRNS/LBS DRY AIR
74.0 PCT
6.95 INCHES OF H20
BAG
COtPPM
HC.PPM C6
NOX,PPM
C02,PCT
830.00
44.00
46.00
2.02
MEASURED CONCENTRATIONS
AIR(l) 2 AIR(2)
1.00
2.00
0.11
0.04
PUMP REV 9560.
TEMP 130. F
PUMP CAPACITY 0.3170 CF/REV
16.00
4.20
23.20
1.37
16390.
1.00
1.30
0.12
0.03
168.50
8.00
47.00
1.77
9550.
AIR(3)
1.00
1.10
0.17
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2708.
6.29
RESULTS
2
4643.
9.71
2705.
7.47
MASS EMISSIONS, GRAMS/BAG
69.38
11.23
6.73
2796.62
802.65
2.04
2.19
1.38
5.80
3237.17
885.53
2.25
14.08
1.86
6.86
2438.75
673.17
1.71
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
INDOLENE MILEAGE
10.79 MILES/GAL
11.69
11.32
11.29
4.591 KM/LITRE
4.972
4.814
4.801
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5.340 G/MILE
0.969
1.682
1.773
777.308
3.318 G/KM
0.602
1.045
1.102
482.996
-------
DATE 9 19 77
STAND 2
FUEL INDOLENE
- 343 -
VEHICLE NO- 26
ODOMETER 22,459
MAKE NOVA
WET BULB TEMP 71
DRY BULB TEMP 78
BAROMETRIC PRES. 757
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
103.0 GRNS/LBS DRY AIR
72.0 PCT
6.85 INCHES OF H20
BAG
MEASURED
AIRl 1)
CONCENTRATIONS
2 AIR(2)
COtPPM 907.50 6.00 7.00
HC,PPM C6 23.00 2.00 5.20
NOX,PPM 51.50 0.30 21.80
C02,PCT 2.31 0.04 1.37
PUMP REV 9600. 16380.
TEMP 130. F
PUMP CAPACITY 0.3160 CF/REV
4.00
2.10
0.29
0.03
232.50
8.90
45.00
1.81
9550.
AIR(3)
3,
1,
0,
00
66
32
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
IBS/BAG
2658.
5.55
RESULTS
2
4535.
9.71
2644.
7.25
MASS EMISSIONS, GRAMS/BAG
73.72
5.56
7.37
3142.95
894.12
2.27
0.47
1.47
5.29
3159.94
863.80
2. 19
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
18.87
1.93
6.40
2440.99
675.89
1.71
INDOLENE MILEAGE
10.37 MILES/GAL
11.84
10.98
11.16
4.409
5.034
4.671
4.745
KM/LITRE
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED MASS EMISSIONS
5.723
0.662
1.615
1.860
787.037
G/MILE
3.556
0.411
1.003
1.155
489.042
G/KM
-------
DATE 9 27 77
STAND 2
FUEL INDOLENE
- 344 -
VEHICLE NO. 26
ODOMETER 22,613
MAKE NOVA
WET BULB TEMP 62.5
DRY BULB TEMP 70
BAROMETRIC PRES. 755.
ABSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET PRES.
72.0 GRNS/LBS DRY AIR
66.0 PCT
7.05 INCHES OF H20
BAG
CO,PPM
HC,PPM C6
NOX,PPM
C02,PCT
1
587.50
34.00
53.50
2.05
MEASURED CONCENTRATIONS
AIRll) 2 AIR(2)
3.00
1.20
0.17
0.04
PUMP REV 9550.
TEMP 126. F
PUMP CAPACITY 0.3170 CF/REV
7.00
4.40
23.80
1.35
16390.
2.00
1.36
0.15
0.04
AIR(3)
83.50
7.80
59.00
1.81
9550.
1,
1.
0,
00
14
22
0.04
BAG
VMIX
DF
CO
HC
NOX
C02
CARBON
FUEL
LBS/BAG
2662.
6.28
RESULTS
2
4569.
9.84
2662.
7.33
MASS EMISSIONS, GRAMS/BAG
48.21
8.60
7.69
2794.64
790.76
2.01
0.73
1.42
5.85
3132.31
856.33
2.17
AVERAGE COLD START MILEAGE
AVERAGE HOT START MILEAGE
OVERALL TEST MILEAGE
WEIGHTED TEST MILEAGE
6.84
1.77
8.48
2456.54
674.84
1.71
INDOLENE MILEAGE
11.06 MILES/GAL 4.705 KM/LITRE
11.90
11.51
11.53
5.062
4.896
4.902
CO
HC
NOX
CORRECTED NOX
C02
WEIGHTED.MASS EMISSIONS
3.382
0.818
1.866
1.840
764.565
G/MILE
2.102 G/KM
0.508
1.159
1.143
475.078
-------
SH'v'hD _ 345 „
REFlDV
EXEC
"MEI-IBER LUNTS. NOT IN DRTRSET CLIST
RERDV
EXEC <.'LUNT4>
DRTE 10X20/77 VEHICLE. NO. 26 MRKE NOVfl
STRND 2 ODOMETER 29233. 00
FUEL. INDQLENE
WET BULB TEMP 62. 8 RESOLUTE HUMIDITY 68. 0 GRNSXLBS DRV flIR
DRV BULB TEMP 70. 0 RELflTIVE HUM ID IT V 60. 0 PCT
BRROMETRIC PRES. 758. PUMP INLET PRES. 6. 95 INCHES OF H20
MERSURED CONCENTRFiT IONS
BFiG 1 RIR<1> 2 RIR<2> 3 HlRO>
CO, PPM 1275. 00
HC.. PPM C6 23. 00
NOX.. PPM 40. 0U
C02.. PCT 2. 1.0
S02, PPM 0. O
5.
1.
0.
0.
00
44
40
05
45.
4.
20.
1.
0.
30
40
00
3:1
0
~"
1.
0.
0.
00
l~"l "-"'
""' "''
05
665.
10.
34.
1.
0.
00
40
50
89
0
4,
1.
0.
0.
©id
84
30
04
PUMP REV 9550. 16370. 956W.
TEMP 127 F
PUMP CRPfiCITV 0. 3160 CF/REV
RESULTS
BFiG 123
VMIX 266:1. 4561. 2664.
DF 6. 00 10. 15 6. &~\
MRSS EMISSIONS.. GRRMS/BRG
CO
HC
NOX
cos:
CHRBON
Cj [' '( •"'
FUEL
LBS/BFlG
104.
5.
5.
2845.
826.
0.
i:
O
6
r'
6
4
0
2.
1
8
2
4
'„•*
10
6.
1.
4.
3009.
824.
0.
't£
11
™"
8
"•
Q
0
1
8
0
-"'
1
10
54
C-
4
2565
"7 "".' '"-J
0
. y
. j.:-
q
C|
~r*
0
1.
U"i
0
4
C*
nr
C1
-------
FlVERftGE COLD STfiRT MILEflGE
flVERflGE HOT STfiRT MILEflGE
OVERFILL TEST MILEflGE
WEIGHTED TEST MILEflGE
- 346 -
INDOLENE MILEflGE
11. 84 MILES/GRL
11. 76
11. 25
11. 44
4. 694 KM/LITRE
4. 998
4. 782
4. 863
WEIGHTED MflSS EMISSIONS
CORRECTED
CO
HC
NOX
NOX
C02
S02
S02
10. 992 G/MILE
0. 676
1. 354
1. 311
759. 404
0. 0
0. 0
6. 839 G/KM
0. 420
0. 841
0. 815
471. 872
0. 0
©. 0
REflDV
UNWEIGHTED
-------
SHVED
REflC-V
EXEC
DflTE 10/21/77
•-.TRND 2
FUEL INDOLENE
WET BULB TEMP
DPV BULB TEMP
62. 0
70. 0
BRROMETRIC PRES. 767.
- 347 -
VEHICLE NO. £6
ODOMETER 23310.
RESOLUTE HUMIDITV
RELRTIVE HUMIDITV
PUMP INLET PRES.
MERSURED CONCENTRflT I ONS
RRG
1
FUR<1>
RIR<2>
MfiKE NOVfl
70. O GRNS/LBS DRV RIR
64. 0 PCT
7 10 INCHES OF H20
RIR-::3>
CO, PPM
HO, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
1275
2ii
44
•~i
0
95
00
. 00
. 00
. 10
. 0
40.
127
7
1.
0.
0.
F
00
26
25
05
64.
4.
"*' f *
1.
0.
1637
00
20
00
tr •"•
•^.*«rt_
0
'0.
5.
1.
0.
0.
£10
2@
31
04
8c...s.
10.
36.
1.
0.
956
£10
SO
50
•-» 1-1
'-.» O
0
0.
1. 00
0. 98
0. 19
0. 04
PUMP CRPFlCITV
0. 3:160 CF/REV
BflG
VII IX
DP
1
2689.
6. 00
RESULTS
4615.
8. 74
2695.
6. 84
MRSS EMISSIONS, GRRMS/BRG
CO
HC
NO:-:
C02
CFiRBON
'-!!' !'"'
FUEL
LBS/BRQ
105
5
6
Ii!8 r^5
834
0
. 64
52
~-o
93
90
. 0
2. 12
8.
1.
6.
3564.
977
0.
"„•'
59
42
68
08
52
0
. 49
68. 90
2. 63
5. 30
2578. 21
735. 40
0. O
I.*-.
«_«
HVt-RRGE COLD STftRT MILERGE
INDOLENE MILERGE
10. 06 MILES/GRL
4. 277 KM/LITRE
-------
*** - 348 -
FiVtfkFiQE HOT STFlRT MILERGE 18. 64 4.525
OVERFILL TEST MILERGE 19. 50 4. 462
iMEiViHTED TEST MILERGE 10. 33 4. 415
WEIGHTED MflSS EMISSIONS
CO 12. 438 G/MILE 7 729 G/KH
HC 0. 7Q6 0. 438
NOX 1. 659 1. 03:1
iECTED NOX 1. 621 1. 007
C02 836. ©4:1 519. 492
.-'O2 0. 0 S. S
0. 0 0. 0 UN WEIGHTED
-------
SR'v'ED
RERDV
EXEC
DflTE 10/25/77
STflND 2
FUEL INDOLENE
WET BL. 7MP
DRV BU. - .^MP
BFIROMETRIC PRE*
BflG
63. 0
74. 0
±
- 349 -
VEHICLE NO. 26
ODOMETER 31223.
RBSOLUTE HUMIDI TV
RELflTIVE HUMIDITY
PUMP INLET PRES.
MEHSURED CONCENTRRTIONS
2 RIR<2>
MflKE NOVfl
63. 5 GRNS/LBS DRV RIR
54. Q PCT
7 15 INCHES OF H20
RIR<3>
CO.. PPM
HC, PPM C6
HOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
43S. 80
15. 30
50. 06
1. 95
0. 0
9560.
124.
5.
1.
0.
0.
F
00
6©
35
05
43
4
19
1
0
163
. 50
. 20
. 30
. 34
. 0
70.
"7-
1.
0.
0.
00
i^l O
17
05
130.
8.
43.
1.
0.
00
40
50
r .-•
0
1.
±.
0.
0.
00
20
25
04
9550.
PUMP CFlPHCITV
O. 31.70 CF/REV
BflG
Vf'HX
DF
2746.
6. 70
RESULTS
--.
4702.
9. 97
MRSS EMISSIONS, GRRMS/BRQ
CO
HC
NOX
C02
CflRBON
£02
FUEL
LBS/BflG
37 16
3. 75
7. 39
2721. 75
761. 93
0. 0
1. 94
6. 04
1. 40
4. 88
3161. 98
866. 69
0. 0
2. 20
11. 08
±. 98
6. 43
2406. 70
663. 24
0. 0
1. 6:
fl'/ERflGE COLD STfiRT MILERGE
INDOLENE MILERGE
11. 19 MILES/GRL 4. 759 KM/LITRE
-------
- 350 -
HVERFlGE HOT STRRT MILEflGE
OVERFILL TEST MILEflGE
WEIGHTED TEST MILEflGE
11. 92
11. 67
11. 69
5. 866
4. 360
4. 936
WEIGHTED MflSS EMISSION*
CORRECTED
CO 3. 778 G/MILE
HC 9. 553
NOX 1. 563
NOX 1. 516
C02 760. 552
S02 0. 0
S02 0. 0
REflDV
2. 348 G/KM
0. 343
0. 971
0. 942
472. 585
0. 0
0. 0
UNWEIGHTED
-------
- 351 -
Sfi'v'ED
REflDV
EXEC XLUNT4>
DflTE 10/26/77
STflND 2
FUEL INDOLENE
NET BULB TEMP
DRV BULB TEMP
BfiRQMETRIC PRES.
BflG
VEHICLE NO. 2
ODOMETER 31245.
65. 0 RESOLUTE HUMIDITV
72. 8 RELflTIVE HUMID I TV
767 PUMP INLET PRES.
MERSURED COHCENTRflTIONS
l> 2 flIR<2>
MflKE NOVR
81. 8 GRNS/LBS DRV RIR
68. 0 PCT
7. 18 INCHES OF H20
RIRO>
CO.- PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
612. 50
17. 40
48. 50
1. 93
8. 0
9550.
125.
.•*
2.
0.
0.
90
20
57
06
58.
4.
19.
1.
0.
88
90
28
48
8
8.
'{£.
8.
0.
88
28
58
05
16380.
F
310
9
35
1
0
95
. 00
80
58
. 77
. 8
68.
7.
2..
8.
8.
98
48
55
85
PUMP CflPFiCITV
8. 3178 CF/REV
BflG
VMIX
DF
RESULTS
1 2 :
?718. 4648. 27J
6. 53 9. 52 7
MRSS EMISSIONS, GRRMS/BRG
41
CO
HC
NOX
C02
CRRBQN
S02
FUEL
LBS/BRG
58
4
7
2717
766
8
. 85
. 13
85
. 21
. 88
8
j.. 95
6.
1.
4.
3257
8927
0.
d'
11
.;" .;"
~7'~>
44
78
8
•~' "/*
25. 57
2. 85
5: 15
2428. 87
675. 35
0. 8
1. 7
HVERflGE COLD STflRT MILERGE
INDOLENE MILERGE
18. 99 MILES/GRL 4. 671 KM/LITRE
-------
*** - 352 -
HVERHGE HOT STflRT MILEflGE 11. 63: 4. 943
OVERFILL TEST MILEBGE 11. 45 4. 869
WEIGHTED TEST MILEflGE 11. 34 4. 822
WEIGHTED MflSS EMISSIONS
CO 5. 673 G/MILE 3. 525 G/KN
HC 9. 571 & 354
NOX 1. 425 0. 885
CORRECTED NOX 1. 466 0. 911
C02 774. 644 481. 341
S02 0. 0 0. 0
S02 0. 0 0. 9 UNWEIGHTED
RERDV
-------
- 353 -
SflVED
REflDV
EXEC
DflTE 11/3/77
STflND 2
FUEL INDOLENE
WET BULB-TEMP
DPV BULB TEMP
BRROMETRIC PRES. 772.
BflG
64. 0
72. 5
VEHICLE NO. 26
ODOMETER 33494.
fiBSOLUTE HUMIDITV
RELRTIVE HUMIDITV
PUMP INLET PRES.
MEASURED CONCENTRRTIONS
MflKE NOVR
76. tf GRNS/LBS DRV RIR
65. 9 PCT
7. 35 INCHES OF H20
RIR<3>
CO, PPM
HC, PPM C6
HOX, PPM
C02, PCT
S02, PPM
PUMP REV-
TEMP
792. 50
52. 00
51. 00
2. 02
0. 0
9660.
125.
_£.
1.
0.
0.
00
34
32
05
67.
5.
22.
1.
0.
50
90
60
39
0
2.
0.
0.
0.
00
93
26
05
16350.
F
276.
12.
49.
1.
0.
30
60
00
91
0
•— •
0.
0.
0.
00
95
27
05
9550.
•T- ^r- *T'
'PUMP CRFflClTV
0. 3160- CF/REV
BflG
RESULTS
VMIX
DF
2749.
6. 31
4653.
9. 59
2718.
fi 90
MflSS EMISSIONS, GRRMb/BRG
CO
HC
NOX
C02
CRRBON
S02
FUEL
LBS/BflQ
59. 62
13. 70
7. 55
2832. 21
810. 33
0. 0
2. 06
9. 59
2r29
5. 64
325±v-ll
893. 30
0. 0
.— i --i "7
23. 18
3. 14
7 18
2634. 25
731. 52
0. 0
1. 81
COLD STRRT MILERGE
INDOLENE MILERGE
10. 70 MILES/GRL
4. 550 KM/LITRE
-------
- 354 -
RVERfiGE HOT STfiRT' MI LEflGE
OVERflLL TEST MILEflGE
WEIGHTEP "TEST MILERGE
11. 22
10. 98
18. 93
4. 771
4. 668
4; 673
WEIGHTED MflSS EMISSIONS
CO
HC
NOX
CORRECTED NOtf
C02
S02
S02
6. 459 G/MILE
1: 329
1. 739
1; 738-
796. 063
9. 0
0. 0
4. 013 G/KM
0: 826
1. 075
1. 030
494. 650
0. 0
0. 0
REFiDV
UNWEIGHTED
-------
- 355 -
SflVED
REflDV
EXEC
DfiTE 11-/4/77
STflND 2
FUEL INDOLENE
WET BULB - TEMP 68r 9
DRV BULB TEMP 73. &
BRROMETRIC PRES 771.
BflQ
VEHICLE NO. 26
ODOMETER 33516.
RBSOLUTE HUMIDITY
RELATIVE HUMIDITY
PUMP INLET. PRES.
MERSURED CQNCENTRRTIONS
RIRC1> 2 RIR'::2>
MflKE NOVfl
96. 9- GRNS/LBS ,DRV RIR
78. 0 PCT
7.-30 INCHES OF H20
RIR<3>
CO, PPM
HC, PPM C6
HOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
677. 59
21. 00
49. 58
2. 94
0. 0
9560.
130. F
9
1.
0.
0.
60
66
34
05
S3.
7.
22.
1.
0.
50
20
00
43
0
9.
1.
0.
0.
60
43
43
05
16370.
330.
13.
39.
1.
0.
00
60
00
77
0
7.
1.
0.
0.
00
76
45
05
9540.
PUMP CRPflCITV
0. 3160 CF/REV
BflG
•VMIX
DF
1
2694.
RESULTS
4613.
3
2688.
MRSS EMISSIONS, GRRMS/BRG
CO
HC
NOX
C02
CflRBQN
S02
55. 60
5. 17
7. 18
2798. 14~
791. 91
0. 0
10. 76
2. 66
5. 39
3304. 18
90S. 60
0. 0
31. 16
3. 18
5. 62
2411. 27
674. 14
0. 0
FUEL
LBS/BRG
2. <±
RVERRGE COLD STRRT MILERGE
INDOLENE MILERGE
10. 72 MILES/GRL 4. 553 KM/LITRE
-------
- 356 -
fiVERHGE HOT STftRT MILEflGE
OVERFILL TEST MILEflGE
WE IGHTED- TEST MILEfiGE
11. 52
11. 26
11.- 16
4. S97
4. 787
4. -745
WEIGHTED MflSS EMISSIOIMS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
REflDV
QE
6. 991 G/MILE
0. 893
1. 558
1. 728
784. 249
0. 0
0. 0
4. 344 G/KM
0: 555
0. 968
1. 074
487. 304
0. 0
0. 0
UNWEIGHTED
-------
- 357 -
SfiVED
REflDV
EXEC Ci_UNJ4>
DflTE 11/9/77
STRND..2
FUEL INDOLENE
WET BULB TEMP 68. 9
DRV BULB. TEMP 76. 9
BflROMETRIC PRES. 764.
BflQ-
VEHICLE NO. 26
ODOMETER 35153.
RESOLUTE HUM-ID I TV
RELRTIVE HUMIDITV
PUMP INLET PRES.
MERSURED CONCENTRflTIONS
RIR<1> 2 RIR<2>
MflKE NOVfl
90. 0 GRNS/LBS DRV RIR
67. 0 PCT
7. 25 INCHES OF H20
CO, PPM
HC, PPM C6
HOX, PPM
C02, PCT
502, PPM
PUMP REV
TEMP
•T' -T" '"K
69 Pi. 00
19. 28
65. 00
1. 95
0. 0
9568.
130.
10. 50
1. 46
O. 47
0. 05
F
75. 50
5. 20
26. 50
1. 34
0. 0
1638Q.
7. 00
1. 47
6. 41
0. 04
144. 50
9. 00
50. 00
1. 55
0. 0
9570.
3. 09
1. 32
0. 40
0. 04
PUMP CfiPRCITV
0. 3160 CF/REV
BflQ
VMIX
DF
CO
HC:
NOX
C02
URRBON
S02
FUEL
LBS/BRG
1
2679.
6. 64
MFISS EMI
48. 92
4. 78
9. 34,
2646. 28
747. 17
0. 0
±. 90
RESULTS
2
4574.
9. 94
SSIONS, GRRM
9. 92
1. 73
6. 47
3837. 39
348. 46
0. 0
2.. .16
J*,*.
2672.
3. 01
S/BRG
11. 32
2. 65
7. 19
2243. 29
619. 03
0: 8
1. 5
COLD STRRT MILERGE
INDOLENE MILEflQE
11. 43 MILES/URL 4. 353 KM/LITRE
-------
- 358 -
flVERRGE HOT STfiRT MILEflGE 12. 42
OVERRLL. TEST MILEflGE 12.J37 5.122
WEIGHTED TEST MILERGE 11.37 5.691
WEIGHTED MflSS EMISSIONS
CO 5i.0S5.jG/'MILE 3, 123. G/KM
HC 9. 663 &.' 412
NGX 1. 345 1. 293
CORRECTED NOX 2. 092 .1. 3Qy
C02 733. 323 -'K..:O i339
SO2 9. 9 i.v i";
S02 0 0 0. 0 UN;.
REHDV
-------
EXEC
DflTE 11/10/77
qTflHD 2
FUEL IMDOLENE
WET BULB TEMP 67 9
DRV BULB TEMP 73:. 0
BflROMETRIC PRES. 757.
ERG
1
- 359 -
VEHICLE NO. 26
ODOMETER 35138.
RESOLUTE HUMIDITY
RELRTIVE HUM I D.I TV
PUMP INLET PRES.
MEfiSURED CONCENTRRTION*
RIR<1> 2. RIR<2>
MflKE NOVfl
90. 0 GRNS/LBS DRV FilR
74. 0 PCT
7. 15 INCHES OF H20
PUMP REV 9560. 16388.
TEMP 128. F
PUMP CRPRCITV 0. 3160 . CF/REV
9560.
CO, PPM
HC, PPM C6
HOX, PPM
C02, PCT
S02, PPM
533. 80
19. 60
58. 50
•2. 06
0. 0
1. 00
1. 29
0. 23
0. 05
67 50
6. 00
25. 00
1. 41
9. 0
1. 00
0. 98
0. 20
0. 04
168. 50
9. 40
48. 50
1. 80
0. 0
1. 00
1. 02
0. 20
0. 05
BfiG
VMIX
DF
CO
HC
NOX
COS
CflRBON
SG2
FUEL
LBS/BflG
1
2654.
6. 38
MRSS EMI
48. 59
4. 83
8. 38
2788. 23
783. 73
8. 0
1. 99
RESULTS
2
4548.
9. 42
••=£--
2654.
7. 36
SSIONS.. GRRMS/BRG
9. 47
2. 28
6. 11
3247. 64
892. 38
J0.-0
2. 27
13. 81
2. 22
6. 95
2423. 75
669. 26
8. 0
1. 7
flVERRQE COLD STftRT,MILEflGE
flVERRGE HOT STRRT MILERGE
OVERRLL TEST MILERGE
WEIGHTED TEST MILERGE
0
INDOLENE MILEflGE
10, .88 MILES/GRL
11. 68
11. 40
11. 32
4. 625 KM/LITRE
4. 964
4. 847
4. 812
-------
- 360 -
CORRECTED
REflDV
WEIGHTED MflSS EMISSIONS
CO 5. 998 G/MILE
HC 0. 75@
NOX 1. 824
NOX 1. .962
C02 776. 623
S02 ©. 0
S02 0. 0
3. 168 G/KM
0. 466
1. 132
1..219
482. 571
0. 0
0. 0
UNWEIGHTED
-------
- 361 -
•WED
REflDV
EXEC
DflTE 11/22/77
STflND 2
FUEL CX-82
WET BULB"TEMP'
DRV BULB TEMP
BflROMETRIC PRES.
69. 0
72. &
BRQ
1
VEHICLE NO. 26
ODOMETER 35963.
RESOLUTE HUMIDITV
RELflTIVE HUMIDITY
PUMP INLET PRES.
MEflSURED CONCENTRHTIONS
> 2 RIR<2>
MflKE NOVfl
58. 0 GRNS/LBS DRV flIR
58. 0 PCT
7. 30 INCHES OF H20
CO, PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
930. 00 7 £10
17. 60 1. 04
64. 00 0. 31
1/93 0. 06
0. 0
9590.
120. F
49. 00
3. 60
29. 50
1. 23
0. 0
16350.
3. 00 140. 00
1. 00 6. 40
0. 35 60. 50
0. 05 1. 67
0. 0
9560.
3. 00
1. 14
0. 30
0. 06
PUMP CflPflCITV
0. 3170 CF/REV
BflG
VMIX
OF'
CO
HC
NOX
C02
CflRBON
502
FUEL
'LBS/BRG
RESULTS
1 2 :
2765.
6. 61
MflSS EMISS
79. 73
4. 53
9/55
2695. 09 3
773. 59
0. 0
i: 97
4714.
10. 43
IONS, GRflMS
6. 39
1. 25
7"~45
004. 56
923:. '96
0. 0
2. "10
£
2756.
7
/BflG
11
1
Q
2310
636
0
. 95
33
. 46
. 99
. »' 9
95
0
1. 6;
HVERRGE COLD STRRT MILEflGE
INDOLENE MILEflGE
11. 41 MILES/GRL 4. 352 KM/LITRE
-------
- 362 -
nVERRGE HOT STRRJ MILERGE
OVERFILL' TEST MILEfiGE '
WEIGHTED TEST MILEflGE
12. 48
11. 97
12. 00
5. ©88
5. 101
WEIGHTED MflSS EMISSIONS"
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
6. 33
G/MILE
2. ©69
736. 746
0. 0
0.0
'3.972 G/KM
0." 333
1. 280
454. 064
0. 0
0.0
UNWEIGHTED
REflDV
-------
- 363 -
SflVED
EXEC
DFiTE 11/23/77
STflND 2
FUEL CX-82
WET'BULB"TEMP
DRV BULB TEMP
BRROMETRIC PRES.
BflQ
VEHICLE NO. 26
ODOMETER 35985.
62.0 RESOLUTE HUMIDITV
72. 0 RELRTIVE HUMIDITV
770. PUMP INLET PRES.
MERSLIRED CONCENTRRTIONS
2 RIR<2>
MRKE NOVfl
67.0 GRNS/LBS'DRV RIR
57. 0 PCT
7. 30 INCHES OF H20
RIRO>
CO, PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
587 50
14. 40
57 50
1. 98
0. 0
9560.
125.
7
1.
0.
0.
F
0y
80
75
05
77
4
23
1
0
163
. 5U
. 00
. 30
. 40
0
70.
8.
•—I
0.
0.
80
40
57
05
577.
7.
43.
1.
0.
50
60
00
80
0
7
±.
0.
0.
90
90
29
05
9590.
PUMP CflPfiCITV
###
0. 3160 CF/REV
BflG
VMIX
DF
1
?714.
6. 55
RESULTS
4647
9. 50
7 21
MRSS EMISSIONS, GRRMS/BRG
CO
HC
NOX
C02
CftRBON
SO 2
FUEL
LBS/BflG
49. 07
-' 42
8. 36
2725: 67
767. 82
0. 0
1. 95
10. 15 48. 48
0. 84 1. 59
5. 74 6. 30
3256/51 2485. 81
893. 76 700. 52
0. 0 0. 0
2. 27 1. 7:
FlVERflGE COLD STRRT MILERGE
HVERfiGE HOT STRRT MILERGE
INDOLENE MILERGE
10. 97 MILES/GRL
11. 44
4. 665 KM/LITRE
4. 862
-------
- 364 -
OVERFILL TEST MILEFiGE
WEIGHTED TEST MILEFtGE
11. 32
21
4. 813
4: 775
WEIGHTED MflSS EMISSIONS
CO
HC
NOX
CORRECTED NOX
C02
S02
S02
7 851 G/MILE
0.~430
1. 723
1. 660
779. 393
@; 0
8. 0
4. 878 G/KM
0. 267
1: 971
1. 932
484. 292
0. 0
0. 0
RERDV
UNWEIGHTED
-------
- 365 -
Sfi'v'ED
REfiDY-
EXEC
0
STflND 2
FUEL -C-S2
WET BULB TEMP
DRV BULB TEMP
BfiROMETRIC PRES.
BflG
57. 5
68. 0
VEHICLE NO. 26
ODOMETER 36244.
RESOLUTE HUMIDI-TV
RELRTIVE HUMIDITY
PUMP INLET PRES.
MERSURED CONCENTRRTIONS
FUR<1> 2 flIR
MflKE NOVfl
54. 9 GRNS/L6S DRV RIR
53. 0 PCT
7. 30 INCHES OF H20
CO, PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
593. 80
16. 60
67 50
1. 82
0. 0
9590.
125.
5.
2.
0.
0.
W0
00
f~l '"'.
05
70.
4.
26.
1.
0.
00
60
00
19
0
4.
2.
0.
0.
00
20
62
05
16390.
F
170.
8.
54.
1.
0.
50
70
50
50
0
3.
2.
0.
0.
00
00
40
05
9600.
PUMP CRPRCITV
0. 3160 CF,-'REV
BflG
VMIX-
DF
CO
HC
NOX
C02
CfiRBON
SO 2
FUEL
LBS/BRG
1
2751
7. 11
MRSS EMI
50. 66
4. 01
9. 99
2528. 29
715. 15
0. 0
1. 82
RESULTS
2
4701.
11. 16
SSIONS,
9. 86
1: 20
6. 48
2783. 44
764. 84
0. 0
s
2754.
8. 81
GRRMS/BRG
14. 53
1. 87
8. 08
2078. 43
575. 04
0. 0
1. 95 1. 4i
RVERflGE COLD STRRT MILERGE
INDOLENE MILERGE
12. 32 MILES/GRL 5
/
-------
- 366 -
flVERflGE HOT STflRT MILEflGE
OVERFILL TEST MILEflGE
WEIGHTED- TEST MILEflGE
13. 61
13. 01
-13-.--02
5- 785
5. 532
CORRECTED
RERD'-r
WEIGHTED MOSS EMISSIONS
CO 5. 324- G/MILE
HC 0. 532
NOX 2. 858
NOX 1. 866
C02 674. 841
S02 8. 8
S02 8. 0
3. 388-
8; 338
1. 274
±. 159
418. 829
8. 8
8. 8
GVKM
UNWEIGHTED
-------
- 367 -
SflVED-
REHDV
XEC (LUNT4>
DflTE 11/30/77
STRND 2
FUEL C-82
WET BULB TEMP
DRV BULB TEMP
BflROMETRIC PREi
BRG
1
VEHICLE NO. 26
ODOMETER 36285.
62.0 RESOLUTE HUMIDITY
72.8 RELflTIVE HUMIDITV
772. PUMP INLET PRES.
MEflSURED CONCENTRflTION*
RIR<:i> 2 HIR<2>
MflKE NOVfl
67 Q GRNS/LBS DRV flIR
57 0 PCT
7 25 INCHES OF H20
RIR<3>
CO, PPM
HC, FF M C6
NOX, PPM
C02, PCT
502, PPM
479. 00
15. 90
63, 50
2. 04
0. 0
5. 00
i. 66
0. 42
0. 05
81. 50
4. 90
23. 50
1. 36
0. 0
5. 00
1. 64
0. 42
0. 06
215. W0
9. 00
50. 00
1. 67
0. 0
5. 00
1. 64
W. 39
0. 06
PUMP REV 9530.
TEMP 125. F
PUMP CflPflCITV 0. 3170 CF/REV
BflG
VMIX
DF
1
2735.
6. 40
RESULTS
4671.
9: 30
MRSS EMISSIONS, GRflMS/BRG
CO
HC
NOX
CO 2
CHRBON
302
FUEL
LBS/'BfiG
40.
T"
3.
2327
792.
0.
'~
-------
- 368 -
OVERALL TEST MILEfiGE
WEIGHTED TEST MILEfiGE
11. 67
11. 64
4.- 961
4. 947
WEIGHTED MOSS EMISSIONS
CORRECTED
REHDV
CO
HC
NOX
NOX
C02
S02
S02
5. 1S9 -G/MILE
0. 572
1. 875
1. 897
755. 631
9. 0
0. 0
3,225 G/KM
0. 355
1. 165
1. 123
469. 527
0. 0
0. 0- UNWEIGHTED
-------
- 369 -
Sfi'v'ED
REflDV
12/9/77
FUEL T.K99
WET BULB TEMP 68. 0
DRV BULB TEMP 74. 9
BfiROMETRIC PRES. 754.
BflQ
VEHICLE NO. 26
ODOMETER 48667.
RESOLUTE HUMIDITV
RELflTIVE HUM IE:-ITV
PUMP INLET PRES.
MEfiSURED CONCENTRRTIONJ
1>
MRKE NOVR
53. 8 GRNS/LBS DRV RIR
58. 8 PCT
7. 18 INCHES OF H20
fl i R < 3
CO, PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
*+*
1688
»nl_S
63
i
8
95
. 88-
. 88
. 88
95
8
78.
124.
28.
1.
8.
8.
F
08
18
57
85
115. 58
5. 58
26. 88
1..25
8. 8
16398.
4.
1.
8.
8.
88
24
35
85
_<66.
11.
54.
1.
8.
95S
38
28
88
66
8
ifi
1.
8.
8.
8.
88
88
38
84
PUMP CRPflCITV
0. 3178 CF/REV
BflQ
VMIX
DF
1
2673.
6. 34
RESULTS
2
4573.
18. 68
-:
2679.
7. 87
MRSS EM I SSI OfJ"S";"GRRMS/'BRG
CO
HC
NOX
C02
CfiRBON
S02
FUEL
LBS/BfiG
fl'v'ERRGE
***
131
5
9
2644
783
8
COLD
. 99
. 76
. 85
. 58
". 2"5
0
1. 99
STfiRT
16. 28
1. 96
6. 37
2378. 59
792. 81
8. 8
2/81
MILEnGE
38. 72
2. 76
7_ 88
2257. 28
"631, 53
8. 8
1. 6
INDU
11. 57 M
INDOLENE MILhHUE
IS/GRL 4. 921 KM/LITRE
-------
- 370 -
RVERRGE HOT STfi.RT MILERGE 12...81 5. 445
OVERFILL TEST KlLEFiGE 12. 12 5. 152
WEIGHTED TEST MIL.EfjQE 12. 2p 5, 2QS
WEIGHTED MOSS EMISSIONS
CO 12. 061 U/71ILE 7: 455 Q/K11
HC S. 392 @. 498
MGX 1.!'361 i.~21S
COP?;; PC TED NOX 1. SI 6 1. 128
43S. 63!?
-.!-•; •' •',
8. 8
-------
- 371 -
SfiVED
REfiDV
EXEC
DFITE 12/13/77
STfiND-2
FUEL INDOLENE
WET BULB TEMP 53. 0
DRV BULB TEMP 70. 5
BfiROMETRIC PRES. 771.
BfiG
1
VEHICLE NO. 26
ODOMETER 49823
RBSOLUTE HUMIDITY
RELRTIVE HUM ID I TV
PUMP INLET PRES.
MERSURED CONCEMTRRTIONS
2 RIR<2>
MflKE NOVfl
52. O GRNS/LBS DRV flIR
43. & PCT
7. 20 INCHES OF H20
RIR<3>
CD, PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP- REV
TEMP
577
IS
54
1
©
. 50
. 40
50
. 98
. 0-
10.
1.
0.
0.
50
50
47
05
9560.
124.
F
126. 00
5. 40
22. 00
1. 31
0. 0
16360.
14.
1.
0.
0.
00
76
52
06
271. 3
10. 3
48. 0
1. 6
0. 0
9530
0
8
t*i
5
3.
1.
0.
0.
00
42
29
05
PUMP CRPRCITV
0. 3170 CF/REV
BfiG
VMIX
DF
1
2731.
6.-S4
RESULTS
2
4674.
10v- ©9-
_i
2737.
7. 95
MHSS EMISSIONS.r GRHMS/BflG
CO
HC
NOX
C02
CfiRBON
S02
FUEL
LBS/BRG
HVERRGE
**+
48.
4.
O.
2743.
f r -i.
0.
1
COLD
42
53
00
28
35
0
-. 97-
STRRT
16.- 71
1. 75
5. -45
3055. 18
842. 41
0. 0
2. 14
MILERGE
23. 09
2. 56
7. 08
2285. 05
635. 69
0, 0
1. 62
INDOL
11. 28 ML
4. 797 KM/LITRE
-------
- 372 -
HVERRQE HOT STflRT MILERGE
OVERflLL-TEST MILERGE
WEIGHTED TEST MILERGE
12. 33
11. 88
11. 86
5. £44
5. 049
5. 842
WE IQH-TED MRSS EM ISS IONS
CORRECTED
CO
HC
NQX-
HOX
CO?
S02
SO2
REflPV
QE UJNT
7
&-.-
0.
1.
1.
-Ii-O.
0.
0.
759-
690
723:
555
302
0
0
G/MI-LE-
4, 200-G/KM
0. 429
1. 071
0. 966
458. 760
0. 0
0. 0
UNWEIGHTED
-------
- 373 -
SfiVED
REflDV
EXEC
DFTfE 12/14/77
STflND-2
FUEL INDOLENE
WET BULB TEMP 64. 8
DRV BULB TEMP 74. 0
BRROMETRIC PRES. 766.
BfiG
1
VEHICLE NO. 26
ODOMETER 49872.
RESOLUTE HUMIDITV
RELflTIVE HUMIDITV
PUMP INLET PRES.
MERSURED CONCENTRRTIONS
> 2 RIR<2>
MRKE NOVFi
73. 0 GRNS/LBS DRV RIR
58. 0 PCT
7 10 INCHES OF H20
FHRO>
CO, PPM
HC, PPM Co
NOX, PPM
C02, PCT
S02, PPM
PUMP REV--
TEMP
***
4-t-S. 80
15. 89
50. 00
1. 91
0.- 0
9619.
125.
29.
1.
0.
9.
90
44
53
05
126.
5.
22
1.
00
40
00
35
7
1.
0.
0.
00
28
59
95
0.-0
16400.
F
292.
9
46.
1.
e.
59
49
59
63
0
8.
1.
9.
9.
80
34
52
05
9579.
PUMP CRPRCI TV
9. 3170 CF/REV
RESULTS
BflG
VII IX
DP
CO
HC
-NOX
CO 2
CflRBON
S02
FUEL.
LBS/BRG-
2723-
6.-S3
MflSS- EMI
37^83-
3. 67
7, -31-
2629. 02
736. 84-
0. 0
1.-87
4647
-9 -84
SSI QMS, GRflM
-17. 50
1. 94
- 5. ,42
3126! 51
862. -38
0. 0
2. 19
2712.
8. 08
S/BRG
24. 17
2. 19
6. 76
2218. 43
617 65
9, 0
1. 57
RVERRQE COLD STflRT MILERGE
INDOLENE MILEflGE
11. 49 MILES/GflL 4. 847 KM/LITRE
-------
- 374 -
RVERflQE HOT STflRT MILEflGE 12. 32 5. 237
QVERflbb-"TEST MItEflGE ±2: 06 5: 128
WEIGHTED TEST MILEflGE 11. 31 5. 062
WEIGBTEP -MflSS EMISSIONS
•ee 6. 3-3-9---Gv'MlLE 3: 939- G/KM
HC 9. 635 0, 394
•NOX 1: 656 1. 029
CORRECTED NOX 1. 641 1. 020
C02 736,-199 457.453
S02 ©. 0 0. 0
SO2 0-.--8- 0. 0 -UNWEIGHTED
RERDV
-------
- 375 -
REfiC'V
EXEC
DRTE 12/15/77
STBND 2
FUEL CX-86
WET BULB TEMP
DRV BULB TEMP
67. 8
73. 8
BflROMETRIC PRES. 753.
VEHICLE NO. 26
ODOMETER 49319
RESOLUTE HUMIDITV
RELATIVE HUMID I TV
PUMP INLET PRES
MERSURED CONCENTRflTIONS
BflQ
1
RIR •:! 1 >
RIR>::2>
MfiKE NOVR
81. 9 GRNS/LBS DRV RIR
56. 8 PCT
7. 10 INCHES OF H20
HIRO>
CO.- PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02.. PPM
348. 89
17 40
71. 89
I.-i i-.
. C'O
8. 8
3. 98
8. 84
0. 38
8. 84
14k'. 58
5. 88
31. 88
1. 36
8. 8
.£. 88
8. 98
8. 26
8. 84
268. 88
18. 88
67. 88
1. 63
8. 8
3. 88
0. 96
8. 48
8. 84
PUMP REV
TEMP
PUMP CRPRCITV
***
9578. 16488.
-128. F
8. 31.68 CFV'REV
568.
BHG
DF
2661.
RESULTS
4568,
9. 76
2653.
R Pi 9
MflSS EMISSIONS, GRRMS/BRG
CO
HC
NOX
C02
OfiRBON
S02
Fl !£l
LBS/BflG
RVERflGE
•BVERRGE
28. 72
4. 35
18. 28
2539. 69
789. 15
8. • 8
1. 88
COLD STRRT
HOT STRRT
28. 88
-2. 23
7 68
-3121.-26-
862. 31
8= 8
2. 19
MILERGE
M I LERGE
21. 44
2. 39
9. 68
2191. 39
689. 27
8. 8
1. 55
INDOL
11. 68 MI
12. 39
4. 933 KM/LITRE
5. 267
-------
- 376 -
OVERFILL TEST MILEflGE 12. 26 5 21
WE 1GHTED -TEST - MI LEflQE ±2: 04 5;
WEIGHTED MflSS EMISSIONS
CO 5. 953 G/MILE 3. 699 G/KM
HC eir-72S &.-452
MOX 2. 327 1. 446
CORRECTED NOX- 2. 394 1. 4S8
C02 728. 322 452. 558
S02 &. 0- 8, 0
S02 0. 0 0. 0 UNWEIGHTED
REfiDV
-------
- 377 -
EXEC a.UNT4>
pflTE 12/16/77 VEHICLE NO. 26 MRKE NOVfl
sTBHD 2. ODOMETER 46956. 95
FUEL CXS6
UET BULB TEMP 59. 6 RBSQLUTE HUM ID IT V 55. 0 GRNS/LBS DRV R1R
[:.F?V BULB TEMP 71. 8 RELflTIVE HUM ID I TV 48. 5 PCT
BflROMETRIC PRES. '767 PUMP INLET PRES. 7 08 INCHES OF H20
MEfiSURED CONCENTRRTIONS
BRQ 1 niRCt;' 2 fiIR'::2> 3
CD, PPM
HC, PPM C6
NOX, PPM
C02, PCT
S02, PPM
PUMP REV
TEMP
1 •;.:;: 25. 88 8. 98
23. 80 1. 28
89. 50 8. 55
1. 92 8. 84
8.. 8
9568.
130. F
128. 38
5. 88
35. 58
1. 31
8. 8
16368.
7 88 275. 88
1. 47 22. 88
8. 43 76. 88
8. 84 1. 65
8. 8
9558.
4. 38
1. 34
8. 55
8. 84
PUMP CRPRCITV 8. .<165 CF/REV
RESULTS
Bfif-i 1 2
4597
18. 11
MflSS EMISSIONS, GRFfMS/BfiG
CD
HC
NOX
C02
CRRBON
?0;?:
FUEL
LBS/BFiG
118.
5.
12.
2624.
768
8.
1
51
f I*
95
53
61
•0"
.. 95
17
cl
C;
3832
836
0
. 71
; 02
. 74
rets
~?~?
8
2. 13
22. 85
5. 43
18. 93
2244. 57
627 87
8. 8
1. 5:
INDOLENE MILERGE
FiVE-PROE COLD STHRT MILERGE 11. 36 MILES/GRL 4. 823 KM/LITRE
flVERflGE HOT STRRT MILERGE 12. 45 5. 295
OVERRLL TEST MILERGE 11. 93 5. 892
WEIGHTED TEST MILERGE 11- ^> -'• yw^
**#
-------
- 378 -
WEIGHTED MflSS EMISSIONS
CO
HC
NOX
CORRECTED NOX
CO 2
S02
SO 2
10. 434 G/MILE
l. 816
2. 742
2. 597
25. 340
0. O
0. S
6. 433 G/KM
07631"
1. 704
i. 553
450. 705
0. 0
0. 0 UNWEIGHTED
REflDV
-------
- 379 -
APPENDIX C
OCTANE REQUIREMENT INFORMATION
C-l Technique for Determination of Octane Number
Requirements of Passenger Cars (CRC E-15-78)
C-2 RON and RON for Full-Boiling Range Octane
Rating Fuels
C-3 Octane Rating Data for Vehicle with Knock-
through Sensor Spark Retard System
Oil
-------
- 380 - Attachment 1
APPENDIX C-l
TECHNIQUE FOR DETERMINATION
OF OCTANE NUMBER REQUIREMENTS
OF PASSENGER CARS
(CRC Designation E-15-78)
Revised
June 1977
7 -
-------
Attachment 1
- 381 -
TECHNIQUE FOR DETERMINATION
OF OCTANE NUMBER REQUIREMENTS
OF PASSENGER CARS
(CRC Designation E-15-78)
A. GENERAL
The technique provides for the determination of octane number require-
ments of a vehicle in terms of borderline spark knock or surface ignition
knock, regardless of throttle position, on one or more series of full-
boiling range reference fuels as well as on primary reference fuels. It
also provides octane requirements throughout the speed range on primary
reference fuels.
Spark knock, surface ignition and after-run characteristics of tank fuel
will also be described.
B. DEFINITION OF TERMS
1. The following definitions of knock were approved by the CFR and
CLR Committees on June 8, 1954, and will be used in this technique.
Knock is the noise associated with autoignition''^ of a portion of the
fuel-air mixture ahead of the advancing flame front. The flame
front is presupposed to be moving at normal velocity. With this
definition the source of the normal flame front is immaterial--it
may be the result of surface ignition or spark ignition.
a. Spark Knock: A knock which is recurrent and repeatable in
terms of audibility. It is controllable by the spark advance;
advancing the spark increases the knock intensity and retard-
ing the spark reduces the intensity. This definition does not
include surface ignition induced knock.
b. Surface Ignition Knock; Knock which has been preceded by a
surface ignition. It is not controllable by spark advance. ""*'
It may or may not be recurrent and repeatable.
* Autoignition: The spontaneous ignition and the resulting very rapid reaction
of a portion or all of the fuel-air mixture. The flame speed is many, many
times greater than that which follows normal spark ignition. There is no
time reference for autoignition.
** For the purpose of this program, it is not intended that surface ignition
knock be identified by manipulation of the spark advance.
8 -
-------
- 382 - Attachment 1
2. The following definitions of knock intensity were specifically
adopted for use in this technique:
a- No Knock: This means no spark knock or surface ignition knock.
b. Borderline Knock: This means spark knock of lowest audible
intensity, recurrent surface ignition knock of borderline
intensity, or infrequent (three or less) surface ignition knocks
regardless of intensity.
c. Above Borderline Knock; This means greater than borderline
spark knock, recurrent surface ignition knock greater than
borderline intensity, or frequent (four or more) surface
ignition knocks regardless of intensity.
d. After-Run: The engine continues to operate after the ignition
is turned off.
3. Definition of Accelerations
Accelerations are made at full-throttle and part-throttle conditions
which are defined below:
a. Full-Throttle Acceleration: Full throttle consists of accelerations
carried out under maximum or wide-open throttle as specified in
the following procedure:
1) Maximum Throttle: The throttle is depressed and held at detent
throughout the acceleration at a position of minimum manifold
vacuum for the desired gear (highest gear or passing gear
operation for automatic transmissions). The minimum mani-
fold vacuum obtainable on a given model is determined by the
transmission characteristics.
2) Wide-Open Throttle: The throttle is depressed through the
downshift point on automatic transmissions and held at the
limit of pedal travel throughout the acceleration.
b- Part-Throttle Acceleration^ The throttle is depressed and
regulated throughout the acceleration to maintain a desired
constant manifold vacuum. This constant manifold vacuum
will exceed that obtained at "maximum throttle" and will be
within the specified vacuum range of investigation for this
program.
- 9 -
-------
Attachment 1
~" O O «3 ™~
C. VEHICLE PREPARATION
The following vehicle preparation steps should be completed before any
octane tests are run. Detailed procedures for each adjustment can be
found in the manufacturers' shop manuals.
1. Record vehicle identification number and emission control type,
Federal, Altitude or California. Fill in heading on data sheet
DFMF-11-1178.
2. Inspect all vacuum lines and air pump hoses for appropriate
connections. Also check to see if PCV valve, distributor vacuum
delay valve, EGR valve and heated inlet air mechanism are
functioning. Engine must be warmed up for these checks. If
manufacturers' procedures are not provided, check distributor
vacuum delay according to Figure 1.
3. Record engine idle speed and observe anti-dieseling solenoid
operation. Adjust to manufacturers' recommended specifications
as specified on the under-hood decal.
4. Observe and record basic spark timing at recommended engine
speed. Adjust to manufacturers' recommended setting as
specified on the under-hood decal.
5. Crankcase oil, radiator coolant, automatic transmission fluid,
and battery fluid levels shall be maintained as recommended
by the manufacturer.
6. A calibrated tachometer graduated in 100 rpm (or smaller)
increments and capable of indicating engine speed from 0-5000
rpm shall be installed on each vehicle.
7. One calibrated vacuum gage, graduated in one-half inch of
mercury (or smaller) increments and capable of indicating
vacuum from 0-Z4 inches of mercury shall be connected to
the intake manifold.
8. An auxiliary fuel system shall be provided to supply test fuels
to the engine. Caution shall be taken to avoid placing auxiliary
fuel lines in locations which promote vapor lock. If cars with
carbureted engines have tank return fuel lines, this return line
should be blocked off. Evaporative control systems should be
isolated by disconnecting line from fuel tank and the carburetor
float bowl if the car is so equipped. Instructions for fuel
handling with fuel injection systems is shown in the Appendix.
9. Before starting the octane number requirements tests, a sample
of the tank gasoline shall be withdrawn for determination of
Research and Motor method octane number ratings.
- 10 -
-------
Attachment 1
- 384 -
D. TEST PROCEDURE
1. Engine Warm-Up
a. To stabilize engine temperatures, a minimum of ten miles
of warm-up is required. The test vehicle should be oper-
ated at 55 mph in top gear with a minimum of full-throttle
operation.
b. During the warm-up period, the general mechanical con-
dition of the vehicle should be checked to insure satisfactory
and safe operation during test work.
2. Fuel Change-Over
Caution: Because of the installation of catalytic devices on
these cars, permanent damage may result if the engine runs
over lean or stalls. Therefore, change-over from one fuel
to another must be accomplished without running the carbu-
retor or fuel injection system dry. Fuel handling procedures
for cars equipped with fuel injection systems are explained in
Attachment 1.
To eliminate contamination of the new fuel with residual
amounts of the previous fuel, the car will be operated under
the following conditions after charging with the new fuel:
operate car for 2 miles at a maximum speed of 55 mph
during which time four part-throttle accelerations at
approximately 4" Hg manifold vacuum are made.
After fuel change-over, make one preliminary acceleration
before beginning Vehicle Rating Procedure.
3. Details of Observations
a. Operating Conditions
All octane number requirements will be determined under
level road acceleration conditions. Cars equipped with
free wheeling or overdrive units shall be tested with this
unit (free wheeling or overdrive) locked out of operation.
Cars with three-speed and four-speed transmissions shall
be run in highest gear. Five-speed transmissions shall
be run in fourth gear and automatic transmissions shall be
run in "Drive". Test accelerations will be made as
described below under 3 d.
Tests will be conducted on moderately dry days preferably
at ambient temperatures above 60°F. Tests should not be
conducted during periods of high humidity such as prevail
when rain is threatening or during or immediately after a
- 11 -
-------
- 385 -
Attachment 1
rain storm. Laboratories with control capabilities should
target for 70 °F air temperature and 50 grains of water per
pound of dry air whenever possible.
Air conditioned cars will be tested with air conditioner set
at the temperature setting to assure continuous compressor
operation and on low fan position.
b. Order of Fuel Testing
1. Tank 3. FBRU
2. FBRSU 4. Primary
c. Determination of Knock Intensity
Octane requirements will be established by evaluating the
occurrence of knock in terms of knock intensity: "N" for
none, "B" for borderline, and "A" for above borderline.
Establishment of representative knock intensity for a given
fuel will be accomplished with the fewest number of accel-
erations possible. As defined below, the first two duplicating
accelerations are sufficient with "N" and "B" knock intensity.
Number of Accelerations Representative Rating
N
N
B
B
B
A
A
All subsequent accelerations will normally be discontinued
when "A" knock intensity is experienced and testing continued
with a higher octane number fuel in that series. An exception
will bo made^if "A" knock is experienced on the highest octane
fuel which knocks in the engine. In this case, it may be neces-
sary to run additional accelerations to determine the speed of
maximum knock intensity. If "A" knock is experienced at
initiation of acceleration, as limited by transmission charac-
teristics, this speed will be considered the speed of maximum
knock. Otherwise, the mid-point between knock-in and knock-
out will be considered the speed of maximum knock. When
establishing knock-in and knock-out, back off on the throttle
between points to eliminate "A" knock.
- 12 -
J_
N
N
N
B
B
B
A
_2
N
B
B
N
B
A
—
_3
_
N
B
B
—
—
_
-------
Attachment 1
- 386 -
d. Determination of Maximum Octane Requirement
1) Vehicle Operating Procedure (for driver)
a) For establishment of transmission characteristics,
obtain downshift engine rpm and manifold vacuum at
20, 30, 40 and 50 mph by movement of the throttle
through the detent position. Record both engine rpm
and manifold vacuum at the downshift point for each
speed. The vehicle brakes may be applied lightly,
if necessary, to maintain vehicle speed. The
minimum speeds obtained here will be used for
starting speeds for the accelerations in (b), (c)
and (e) below.
b) For maximum throttle requirements, accelerate at
maximum throttle from minimum obtainable speed
as determined in (a)* up to 3500 rpm if necessary in
order to define requirements. Tests should be run
to 70 mph unless required to terminate at 55 mph
because of legal speed limits. If 3500 rpm cannot
be attained in top gear, accelerations shall be
discontinued and resumed in the next highest gear
from 500 rpm below the engine speed at which top
gear accelerations were discontinued.
c) For wide-open throttle requirements in passing gear
for vehicles with automatic transmissions, accelerate
from minimum obtainable engine speed up to 3500 rpm
if necessary in order to define requirements. Tests
should be run to 70 mph unless required to terminate
at 55 mph because of legal speed limits. In some cases
it may be necessary to use maximum throttle to the
detent position up to the point where wide-open throttle
can be obtained.
Starting speed for accelerations on manual transmission cars should be
the lowest speed from which the vehicle will accelerate smoothly and at
an acceptable rate, or 750 rpm, whichever is the greater.
- 13 -
-------
287 - Attachment 1
d) For those cars with vacuum delay devices,
to stabliHze vacuum advance before starting each part-
throttle acceleration, operate at road load for 40 seconds
at the minimum vehicle speed obtainable before downshift
from the highest gear for the manifold vacuum under
inve s tigation.
e) For part-throttle requirements, accelerate at constant
critical manifold vacuum Iicr- rmnimum obtainable speed
to 70 mph unless required to terminate ai ^S mph because
of legal speed limits or until vehicle ceases ie a«_<_-ierate.
To obtain critical part-throttle vacuum, operate at roaci
load for 40 seconds at 30 mph and at 50 mph. At each
speed move the throttle from 10 inches vacuum or maximum
road load vacuum, whichever is lowest, down to 4 inches
vacuum in from 3 to 5 seconds for automatic transmissions.
Move the throttle from 10 inches vacuum or maximum road
load vacuum, whichever is lowest, down to 2 inches vacuum
for manual transmissions. Observe the manifold vacuum for
maximum knock and use this critical vacuum for all subse-
quent part-throttle accelerations.
f) Determination of After-Run Characteristics
Determination of the occurrence of after-run will be
evaluated on tank fuel. Following the engine warm-up,
moderately brake the vehicle to a stop (foot off throttle)
and place automatic transmission cars in park position,
manual transmission cars in neutral. Immediately turn
key to the off position. Note on the data sheet if after-
run occurs.
2) Vehicle Rating Procedure (for rater)
Knock rating should be performed while in a normal seated
position with floor mats in place.
Step 1 - Using an estimated non-knocking fuel in a given
fuel series, investigate for incidence of knock
under conditions as described in 3d (1) (b), and
3d (1) (c) above.
Step 2 - If no knock occurs, go to a lower octane number
blend in that series and repeat Step 1.
Step 3 - If knock occurs at one or more of the operating
conditions in Step 1, then continue investigation
at the critical condition(s) with higher octane
blends until highest octane fuel giving knock is
determined within one octane number or one blend.
- 14 -
-------
- 388 -
Attachment 1
Record maximum knock intensity on all fuels and
speed of maximum knock intensity on highest
octane fuel that knocks.
Step 4 - Using the highest octane blend that kno.cked in
Step 3 (or lowest octane blend in fuel series if
no knock), investigate for incidence of part-
throttle knock as described in 3d(l)(e).
Step 5 - If no knock occurs with:
FBRU Fuel, investigate for knock with lower
octane fuels until maximum part-throttle
requirement is defined down to the limit of
the lowest octane fuel available.
The above rating procedure is given in arrow diagram form
on page 18.
e. Determination of Supplemental Requirement
1) Tank Fuel Observations
Investigate for full-throttle and part-throttle knock as
detailed in Item 3d(l). Define maximum knock intensity
as per Item 3c. Record maximum knock intensity, speed
of maximum knock intensity and manifold vacuum at each
operating condition. Determine after-run characteristics
as described in Item 3d(l)(f).
2) Octane Number Requirement Over Speed Range
Octane requirements over the speed range will be obtained
on primary reference fuels only. These will be established
- 15 -
-------
Attachment 1
by recording the knock-in and knock-out points during maxi
mum throttle acceleration with each incremental fuel inves-
tigated. It may be necessary to test one or two additional
lower octane fuels to describe the knocking characteristics
over the speed range from minimum obtainable up to 3500
rpm if necessary in order to find the knock-out point.
Accelerate at maximum throttle from minimum obtainable
speed as determined in 3d(l)(a) up to 3500 rpm if necessary
in order to define requirements. Tests should be run to 70
mph unless required to terminate at 55 mph because of legal
speed limits. If 3500 rpm cannot be attained in top gear,
accelerations shall be discontinued and resumed in the next
highest gear from 500 rpm below the engine speed at which
top gear accelerations were discontinued.
When "A" knock is experienced, continue the acceleration
but back off on the throttle to maintain "B" knock until just
prior to the knock-out point.
E. INTERPRETATION OF DATA
The data will be recorded on data sheet (DFMF-11 1178). Maximum
octane requirements for all reference fuels shall be determined as
follows:
1. If the knock intensity of the highest fuel giving knock is border-
line, the requirement shall be reported as the octane number
of that fuel.
Z. If the knock intensity of the highest fuel giving knock is above
borderline, the requirement shall be reported as one-half the
difference between the fuel giving knock and the next highest
fuel.
Speed range data shall be reported on data sheet (DFMF-11 -11 78) as the
engine speed of knock-in and knock-out for the octane number of the pri-
mary reference fuel tested.
When transferring data to the summary report form, record "no" data
as well as "yes" data.
- 16 -
-------
- 390 -
Attachment 1
Record data on all fuels tested, even though knock was not encountered.
When transferring data to the summary report form (DFMF-15-11 78),
record results on all fuel series for each throttle condition investigated.
Use proper letter designation (see footnotes on summary sheet) to desig-
nate requirements outside of the reference fuel limits.
Requirements for the various engine speeds will be determined by fitting
a smooth curve through the knock-in and knock-out points on work form
(DFMF-1Z-1178)). Primary reference fuel requirements at various
engine speeds should be reported to the nearest one-half octane number
and recorded on the special speed range summary sheets, (DFMF-25-
1178).
It is important that the serial number (or other identifying number) of
each vehicle tested be recorded on all data and summary sheets to pro-
vide a means of cross-indexing.
- 17 -
-------
•Select Fuel
OD
I
No Knock
Investigate for Part Throttle
Knock using Lowest Octane Fuel
._*..
Investigate both Maximum Throttle and
Wide-Open Throttle Conditions for Knock
Select Lower Octane Fuel and
If Lowest Octane Fuel is Used
Knock
No Knock
T
: Rate with
: Higher Octane |
\ Fuels to define
Knock
\
Comj
/
jlete
i
C omplete [
Knock One Condition
v.
Knock Both Conditions
Continue Rating only at the Knocking
Condition with Higher Octane Fuels
until the Full Throttle Octane Require-
ment is Defined
HI
Continue Rating Both Conditions
until One Becomes More Critical
If Both Remain Critical, Continue
Rating until Both Conditions are
Defined.
(In This Case Max. Throttle Req.
Equals WOT Req. ).
::""::_£
Investigate for Part Throttle Knock
A
Knock
Rate with
Higher Octane
Fuels to define
Knock
\/
Complete
No Knock
FBRSU
and
PR
only
N
/
Complete
| No Knock FBRU Only
i-
Select Lower Octane Fuel
Knock
, __ 3e _________ "
IRate with
Higher Octane
Fuels to define
Knock
No Knock
If Lowest
Octane Fuel
is used
Complete
s
/
Complete
OJ
-------
- 392 -
Attachment I
Figure 1
SPARK DELAY VALVE FUNCTIONAL TEST
Spark
Delay
Valve
Vacuum Gage
Garb.
To Manifold Vacuum Source
Determine vacuum spark control delay function during
tune-up by attaching vacuum gage to distributor side
and applying manifold vacuum of at least 10" Hg to
carburetor side of device.
- 19 -
-------
393 ~ Attachment 1
APPENDIX
CRC E-15-78
PROCEDURE FOR SETTING UP VEHICLES AND HANDLING REFERENCE
FUELS ON VEHICLES EQUIPPED WITH FUEL INJECTION..
1. To run octane requirements on fuel injected vehicles it is necessary to
run an external fuel line to the inlet of the vehicle fuel injection pump.
2. The fuel return line from the engine to the fuel tank must be
disconnected after the fuel pressure regulator (in engine compartment)
and before the fuel tank. An auxiliary line long enough to reach the
cans must be added to the fuel return line.
3. Make certain that the fuel tank connections are plugged, this means
both the normal fuel pump inlet line and the normal fuel return line
connection. On vehicles with an in-tank booster pump, this pump
must be shut off so it cannot run during the time the vehicle is
operating on the external fuel system. If this pump is not disconnected
it will be destroyed.
4. An electric fuel pump (Bendix type acceptable) must be used to draw
fuel from the reference fuel can to supply the fuel injection pump on
the vehicle. Caution must be exercised to keep the fuel line between
the reference fuel cans and the vehicle fuel injection pump full of fuel.
If very much air gets into this line, the fuel injection system will
become air bound and it is difficult to get the air out of the system.
5. As soon as the fuel injection pump line and fuel return lines have
been removed from the vehicle fuel tank, the vehicle can no longer
be run on the fuel tank. Any subsequent engine operations will have
to be done from an auxiliary fuel tank.
6. It is possible to use three-way valves in the fuel line between the
fuel pump and the fuel tank and between the return line and the fuel
tank. If they are used, the operator must change the return line
valve to the auxiliary fuel system while the engine is shut down to
avoid building up excessive pressure in the return line which could
do damage to both the fuel pressure regulator and the fuel injection
pump.
7. After switching fuel lines to the external fuel cans, the vehicle can
no longer be operated on the vehicle fuel tank and all subsequent
operations will have to be done from the external system.
8. When changing from one reference fuel to another, the following
steps must be followed.
- 20 -
-------
- 394 - Attachment 1
a. Put fuel inlet line in reference fuel tank with the return line
going to a slop fuel can. Do not keep fuel inlet line out of a
fuel can any longer than is necessary to move it from one can
to the next. DO NOT RUN OUT OF FUEL,
b. Observe the fuel stream in the fuel return line. As soon as a
steady flow of fuel is observed, move the fuel return line to
an empty one quart can. Allow one quart of fuel to flow into
this can before inserting the return line into the chosen
reference fuel can. This operation should take about 60 seconds.
c. When going to the next reference fuel, it will be necessary to
repeat steps a. and b.
The fuel injection pumps on most vehicles pump between 30 and 50 gallons of
fuel per hour; therefore, steps a. and b. should be followed very closely or
there will be gross reference fuel contamination or you will use a lot more
reference fuel than is required to run each test. If steps a. and b. are
followed exactly, you will be discarding to slop about two quarts of reference
fuel each time you change reference fuels. The two quarts to slop will be at
least as much fuel as is consumed to get the reference fuel rating.
-------
Attachment 2
- 395 -
OWNER'S QUESTIONNAIRE
CRC OCTANE NUMBER REQUIREMENT SURVEY
OWNER:
Your car is being tested for fuel octane number requirements by the
Coordinating Research Council activity. To help analyze the data, we
would like the person who has recently been driving the car to answer
the following questions:
1. Has any engine knock (or ping) been encountered recently?
Yes | j Occasionally
No I
Frequently
2. If "yes", was it during any of these conditions?
Low Speed
J High Speed
Hill Climbing
L_j Towing Trailer
Acceleration
3. Did you consider the knock objectionable?
Yes
No
4. Did the knock (or ping) occur on the fuel that is now in the tank?
5. Does the engine continue to run after the key is turned off?
Yes
No
Car Make
License No.
Serial No.
- 22 -
-------
- 396 -
APPENDIX C-2
RON AND
Nominal
RON
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
MON FOR FULL-BOILING RANGE OCTANE RATING FUELS
High Sensitivity
Fuel "CX"
RON
78.0
80.0
82.1
84.0
85.3
86.2
87.3
88.3
89.2
90.0
91.1
92.0
93.0
94.2
95.2
96.1
97.2
98.1
99.1
100.0
101.0
MON
71.6
73.4
74.8
76.4
77.1
77.5
78.1
79.0
79.5
80.2
80.7
81.4
82.2
83.0
84.0
84.3
85.2
86.1
87.1
88.0
89.0
Lower Sensitivity
Fuel "C"
RON
77.9
78.9
80.1
81.0
81.9
83.0
84.1
85.0
86.1
87.0
88.1
89.0
90.1
91.1
92.1
93.1
94.1
95.0
96.1
97.1
98.0
99.0
100.0
100.9
MON
72.6
73.4
74.5
75.3
75.9
76.8
77.7
78.5
79.2
80.0
80.5
81.3
82.2
83.0
83.7
84.3
85.0
85.8
86.8
87.5
88.4
89.4
90.1
91.2
-------
- 397 -
APPENDIX C-3
Zero Mile (Clean Engine Octane Ratings - MAD
Box Off
Box On
Series
CX
RON
86
85
84
82
80
85
84
83
82
81
80
79
83
82
81
80
Rating
NK
T-
T
VLT
NK
T~
T
T+
VL~
NK
T~
T
VL-
40-70 mph
Acceleration
Time (Sec)
16.6
16.2
16.2
16.0
16.5
16.4
16.7
17.4
16.0
19.8
18.4
18.7
17.8
Rating
NK
NK
T~
T-
T
NK
T~
T-
T-
T~
T
T+
NK
T-
T-
T
"Retard
2.5°
2.5-4°
4°
7°
8.5°
2.5°
2.5°
4-5.5°
4.7°
5.5°
8.5°
8.5-10°
0-2.5°
4-5.5°
5.5°
5.5-10°
40-70 mph
Acceleration
Time (Sec)
16.5
17.0
17.0
18.0
18.7
16.6
16.6
18.0
18.5
18.0
19.0
19.2
19.6
20.5
20.8
21.8
-------
- 398 -
APPENDIX C-4
Zero Mile (Clean Engine) Octane Ratings - Track (Road)
Box Off
Box On
Series
CX
RON
86
85
84
82
80
84
83
82
80
79
78
83
82
81
80
79
Rating
NK
T~
T
NK
T-
T
NK
T-
T
40-70 mph
Acceleration
Time (Sec)
13.7
13.6
13.8
14.5
14.2
14.5
15.2
14.9
15.0
Rating
NK
T-
T-
T-
T
NK
NK
T~
T~
T-
T
NK
NK
T-
T~
T
"Retard
0°
0°
2.5-4°
5.5-7°
8.5-10°
0°
2.5-4°
5.5°
7°
8.5°
8.5-10°
2.5°
2.5-4°
4-5.5°
5.5°
8.5-10°
40-70 mph
Acceleration
Time (Sec)
13.8
13.7
14.1
16.0
18.0
14.2
14.9
15.3
16.3
16.9
17.2
16.2
15.9
16.5
16.5
17.5
-------
- 399 -
APPENDIX C-6
Fuel RON
C 85
83
82
81
80
87
86
85
84
83
82
81
80
88
87
86
85
84
83
82
81
OCTANE REQUIREMENT OF VEHICLE ON MAD
DURING MILEAGE ACCUMULATION
6,000
Uncontrolled Spark
Rating
NK
T-
T
T+
NK
T~
T
NK
T~
T-
T
T+
Ace. Time
(sec)
17.5
17.7
17.7
17.2
8,000
15.1
15.5
15.1
10,000
15.8
15.3
15.6
15.4
15.8
Miles
Controlled Spark
Rating
NK
T-
T-
T-
T
Miles
NK
NK
T~
T~
T-
T-
T
T+
Miles
NK
NK
T-
T-
T~
T-
T
T+
0 Retard
0
0
5.5
7
8.5-10
0
2.5
4
4
5.5-7
4-7
8.5
8.5-10
0
2.5
2.5-4
5.5
5.5
5.5-7
7°
8.5
Ace. Time
(sec)
17.5
17.8
19.8
20.0
22.3
15.0
16.0
16.0
16.5
17.3
16.8
17.5
18.7
15.8
15.4
16.0
16.5
16.9
17.3
18.1
18.3
-------
- 400 -
APPENDIX C-7
Octane Requirement of Vehicle
on MAD @ 12,000 Miles
Series
CX
Uncontrolled Spark
RON
88
87
86
84
82
Rating
NK
T~
T~
Ace. Time (sec.)
16.3
16.2
16.3
Controlled Spark
Rating
NK
NK
NK
T-
T
0 Retard
0
2.5
2.5
4-5.5
7-8.5
Ace. Time
16.6
16.8
16.5
17.5
19.0
88
87
86
85
84
83
82
81
NK
T~
T
T+
15.6
16.2
16.2
16.8
NK
T-
T~
T~
T
T
T
T+
0
0°
4°
4°
4°
5.5
7-8.5
8.5
15.7
15.8
17.0
17.2
17.0
17.0
18.7
18.2
85
84
83
82
81
80
NK
T~
17.0
17.1
NK
NK
NK
T~
T
T
0
0-2.5
2.5-4
4
4-7
5.5-7
17.2
17.3
17.9
18.4
19.2
19.7
-------
- 401 -
APPENDIX C-8
Octane Requirement of Vehicle
on Road @ 12,000 Miles
Series
cx
RON
85
84
82
80
78
83
81
80
79
78
82
81
80
78
77
Uncontrolled
Rating
NK
T~
T+
NK
T~
T
T+
NK
T-
T
Ace. Time (sec.)
14.7
14.6
14.5
15.3
15.1
15.3
15.5
15.5
15.1
15.1
Rating
NK
T-
T-
T+
VL
NK
NK
T-
T
T
NK
NK
NK
T
T+
Controlled
0 Retard
0
0
0-4°
5.5-7
5.5-8.5
0
2.5-4
2.5-4
4-7
5.5-7
0
0-2.5
2.5-4
5.5
7-8.5
Spark
Ace. Time (sec.)
15.0
14.3
14.8
16.0
17.0
15.5
16.0
16.4
16.7
17.2
15.5
15.3
15.5
16.5
18.5
-------
- 402 -
APPENDIX C-9
Vehicle Octane Requirement on MAD
After 4,000 Mile AMA Cycle*
Uncontrolled Spark
Fuel RON
C
88
87
86
84
83
81
NK
T~
T~
T
T+
VL
83
82
81
80
78
Rating
NK
T~
T~
T
T+
VL
NK
T~
T
Ace. Time (sec)
16.8
15.8
16.0
16.1
15.4
15.4
17.7
17.8
17.9
Controlled Spark
Rating
NK
NK
T-
T-
T~
T
NK
T-
T-
T
T+
0 Retard
0
4°
4°
2.5
4°
7°
2.5
2.5
4
5.5
10°
Ace. Time (sec)
16.0
16.2
16.2
16.0
15.7
16.3
17.9
17.8
18.2
18.1
19.0
* Delay -1 is 128 Engine Revolution, Delay -2 is 32 revolutions.
Threshold is 100 mV.
-------
- 403 -
APPENDIX C-10
Vehicle Octane Requirement on Road
After 4,000 Mile AMA Cycle*
Uncontrolled Spark
Fuel RON
C 84
83
82
80
79
78
CX
86
85
84
80
84
83
82
81
79
77
Rating
NK
T~
T
VL
NK
T~
T
NK
T-
T
T+
Ace. Time (sec)
13.7
13.9
13.6
13.8
13.9
14.0
14.3
14.4
14.2
14.7
14.6
Controlled Spark
Rating
NK
NK
T~
T
T
T+
NK
NK
NK
T
NK
NK
T~
T
T
T
0 Retard
2.5
2.5-4
4-5.5
8.5
8.5-10
8.5-10
0
4°
4-5.5
8.5-10
2.5
2.5
4-5.5
4-7
7-10
10
Ace. Time (sec)
14.0
14.0
14.0
14.7
14.7
14.9
13.8
14.2
14.1
15.2
14.6
14.6
14.7
14.7
15.0
15.2
* Delay -1 is 128 Engine Revolutions, Delay -2 is 32 Engine Revolutions.
Threshold is 100 mV.
-------
- 404 -
APPENDIX C-ll
Vehicle Octane Requirement on MAD
with 12° ETC Basic Timing*
Uncontrolled Spark
Fuel RON
C 90
89
88
87
85
83
Rating
NK
T~
T~
T
VL
Ace. Time (sec)
15.3
15.4
15.7
16.0
15.4
Controlled Spark
Rating
NK
NK
NK
T~
T
T
0 Retard
0°
2.5
2.5
2.5-4
5.5
8.5-10
Ace. Time (sec)
15.1
15.3
15.7
16.1
15.9
15.9
* Delay-1 is 128 engine revolutions; Delay-2 is 32
Threshold 100 mV.
engine revolutions.
-------
- 405 -
APPENDIX D
DRIVEABILITY TESTING
D-l Driveability Fuels
D-2 CRC Driveability Test Procedure
D-3 Driveability Test Results
-------
- 406 -
D-l
DRIVEABILITY FUELS
Fuel D-l D-2 D-3 p-4
RVP, psi 7.03 6.87 11.92 11.18
(D+L) at 158°F 9.9 10.0 25.8 32.5
(D+L) at 212°F 47.7 65.7 46.5 64.5
(D+L) at 302°F 87.9 92.9 85.5 93.5
RON 93.5 94.2 98.2 95.0
MON 86.4 85.3 86.9 85.9
All fuels are unleaded
-------
Attachment II
- 407 -
APPENDIX D-2
Proposed
CRC Driveabili_ty Test Procedure
(Adapted from AMA Procedure)
I. Cold Start and Driveax7ay Procedure (Data Sheets 1, 2, and 3)
A. Record all necessary vehicle and test information on data sheet 1.
B. Start engine per Owner's Manual Procedure and record start time.
C. Record engine speed, intake vacuum, and idle quality in Neutral or Park
immediately after start, with foot removed from, throttle pedal (fast
idle cam).
D~ If engine stall's, repeat steps B and C.
E. After 5 seconds from start, accelerate engine briefly; and again release
throttle; record engine speed, intake.vacuum, idle quality, and/or number
of stalls. If engine stalls,, repeat steps B through E.
F. After 10 seconds from start, apply brakes, shift to normal drive range,
and record engine speed, intake vacuum, idle quality, and stalls.
G. After 15 seconds from start, make a light throttle acceleration to 25 mph at
a constant throttle opening beginning at a predetermined intake vacuum.*
Cruise at 25 mph for 0.1 mile (to check for choke loading), open throttle
to detent* and accelerate from 25 to 35 mph at constant throttle in top gear.
Decelerate to a stop and accelerate WOT to 35 mph. Decelerate to 10 mph
and accelerate 10 to 25 mph constant throttle, beginning at a predetermined
intake vacuum.
H. Observe and record any malfunctions such as the following:
1» Hesitations
2» Stumbles
3. Surge
4. Stalls
5- Backfires
I. At 0.5 miles from start, brake moderately to a stop. Idle for 30 seconds
in drive range and record engine speed, intake vacuum, and idle quality.
J» Repeat steps G, H, and I through 1.5 miles from start.(3 cycles).
* All light throttle accelerations are begun by opening the throttle to an initial
vacuum which just precedes pox>/er enrichment, as indicated by carburetor flow
curves. All detent accelerations are begun by opening the throttle to the
downshift position as indicated by transmission shift characteristic curves.
-------
- 408 -
K. Make a light throttle acceleration to 45 mph at constant vacuum beginning
at a predetermined intake vacuum (crowd condition to. check lean operation
with choke off). Decelerate .45 to 25 mph, open thro'ttle to detent and
accelerate from 25 to 35 mph at constant .throttle in top gear. Decelerate
to a stop and accelerate WOT to 35 mph. Decelerate to 10 mph and accelerate
10 to 25 mph constant throttle, beginning at a predetermined intake vacuum,
Repeat steps H and I above.
L. Repeat step K through 6.4 miles from start (7.cycles).
II. Warm Vehicle Driveability Procedure (Data Sheet 4)
A. Warm up vehicle for about 10 miles at 70 mph.
B. Evaluate curb idle in Neutral and Drive range. Record engine speed,
intake vacuum, and idle quality.
C. With transmission in drive range, apply brakes securely and open
throttle at a uniform rate to WOT (about 20 sec), allowing transmission
torque converter to absorb all of the engine's power. Record any hesitation.
stumble, surge, or stall.
D, Cruise at road load from 20 through 70 mph, and record stretchiness and
surge.
E. Accelerate WOT from 0 to. 30 inph at sudden, moderate, and slow throttle
opening rates. Record hesitation, stumble, and surge.
F. Accelerate PT from 0 to 30 mph at constant throttle positions of 1/4, 1/2,
and 3/4 throttle, beginning each acceleration at a predetermined, intake
vacuum. Record hesitation, stumble, and surge.
G. Part throttle crowds are evaluated in high gear at constant vacuum from
the minimum speed attainable in high gear to 70 mph (or'-.the maximum speed
at each vacuum if less than 70 inph). Several runs are made at different
vacuums to determine the worst surge condition. Also record hesitations
and stumbles.
H. Evaluate "tip-in" characteristics by making several PT accelerations in
high gear from 20 and 30 mph. Do not accelerate at a load which will
cause the automatic transmission to downshift. Record hesitations and
stumbles.
I. Accelerate WOT from 0 to 70 mph and record acceleration time. Drive 5
miles at 70 mph and brake moderately to a stop. Idle for 30 seconds, shut
off engine, and soak for 15 minutes.
J. After hot soak, restart engine according to manufacturer's hot-start pro-
cedure (record start time and number of attempts), return to idle, maintain
idle for 60 seconds in Neutral (record engine speed, "intake vacuum, and
idle quality). If engine stalls during the 60' sec. idle, repeat this hot-
start and run procedure.
II - 2
-------
- 409 -
I)e fin it ions of DriveaJjjLlity Terms
1. Road Load_ — A fixed throttle position which maintains a constant vehicle speed
on a level road.
2. Wide Open Throttle (WOT) Acceleration -- An acceleration made entirely at wide
open throttle (from any speed).
3. Part Throttle (FT) Acceleration -- An acceleration made at any throttle
position less than WOT.
4. Tip-In — A maneuver to evaluate vehicle response (up to two seconds in duration)
to the initial opening of the throttle.
5. Crowd -- An acceleration made at a constant intake vacuum (continually increasing
throttle opening).
6. Idle Quality -- An evaluation of .vehicle smoothness, with the engine idling, as
judged from the driver's seat.
7» Backfire — An explosion in the induction or exhaust system.
8. Hesitation — A temporary lack of initial response, in acceleration rate.
9. Stumble — A short, sharp reduction in. acceleration rate.
10. Stretchiness — A lack of anticipated response to throttle-movement. This may
occur on slight throttle movement from road load or during light
to moderate accelerations.
II. Surge -- A continued condition, of short, sharp fluctuations in power. These
may be cyclic or random and can occur at any speed and/or load.
Surge is usually caused by over-lean carburetor mixtures.
II - 3
-------
Date
Test Number
Fuel SLl^L
- 410 -
APPENDIX D-3
- E> ~
Proposed.CRC
priveability Test
Sheet 1 of 4
Make
Test Vehicle
Model
Year
A/0VA
Transmission 7
A/C A/f) PB
. - -. -i- --
# & O
Engine Type
Displacement
Nominal C.R.
Garb. Make
I/*" B
Bbls. V
License No.
PS
~ & PV
.Emission Control System £2. 4 L
Odometer: Start -/Jfa? Finish
Weather
Temp.:
Observed Barom,:
Relative Humidity:
Start ? Q
Finish ^ C
Start
Finish
Start
Finish
°F
°F
in. Hg
in. Hg
7,
7.
Dry
Time: Start
Finish
Soak Time (hrs.)
Soak Temp,. '(°F)
Test Crew
Driver \X>
Recorder
Observers
Remarks
-------
License.
^ 73 J
.
Cold Start-Driveaway
Start Miles \
i
ji
Vi
1.2
1.3
1.4
1.5'
™
1.6
1.7
[1.8
J.9
,.0
.1
.2
Is
-.4
.5
.9
.0
'.1
'.2
/
/t6
.1
.8
Mode
Start Time (sec.) ^ &
Restart (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start>Dr
PT (0-25): Lt. Th. £ "
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)'
PT (10-25): Lt. Th. /P
Idle (30 sec.): Dr
PT (0-25): Lt. Th. /£ *'
Cruise (25 mph)
PT (25-35): Th. to Decent
WOT Accel. (0-35)
PT (10-25): Lt. Th. J2 "
Idle (30 sec.): Dr
PT (0-25): Lt. Th. )3"
Cruise (25 mph)
PT (25-35): Th. to r/etent'
WOT Accel. (0-35)
PT (10-25): Lt. Th. /$ *
Idle (30 sec/): Dr
PT (0-45): Const. Vac./j"j
PT (25-35): Th. to Dfrtent
WOT Accel. (0-35)
PT (10-25): Lt. Th. }}*
Idle (30 sec.) : Dr
PT (0-45): Const. Vac. /^
PT (25-35): Th. to Decent
WOT Accel. (0-35)
PT (10-25): Lt. Th. \$*
Idle
«> (0 6 60
C -0 • ^d 3 K
•H cu ca 3
c ex. 5. c cd d
W CO M M > -rt
Satis.
00
0
&
s)
u
.CO
J3oo . &o* /
/(/CO &Q>$
foo . i&4
IS*
y
r
,
(,$& H-Z
IS
,-
^ fy& /£. ^-
S
r
~)00 / L» i
S
"'
760 / L V
\S
^
Accel, or Cruise'
CO
.u
ca
CO
Hesit.*
CO
0)
to
Ll
CO
03
4-1
CO
S
yS
IS
1^
\,S
-------
License
- A12 ~
Cold Start-Drlveaway
W
1)
i-H
•H
4J
M
rt
CO
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
5.7
6.1
6.2
6.3
6.4
Mode
PT (0-45): Const. Vac.]}"
PT (25-35): Th. to Defeat1"
WOT Accel. (0-35)
PT (10-25): Lt. Uh. /^ K
Idle (30 sec.J.: Dr
PT (0-45): Const. Vac. /V
fuk\f.
PT (25-351: Th.' to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. J} "
Idle (30 sec.): Dr
PT (0-45): Const. Vac.;?''
PT (25-35): Th. to Decent
WOT Accel. (0-35)
A
PT (10-25): Lt. Th. /2
Idle (30 sec.): Dr
PT (0-45): Const. Vac, ^3 **
CyiU
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25):- Lt. Th. AX*
Idle- (30 sec.) : Dr
PT (0-45): Const. Vac. ;$ "
PT (25-35): Th. to Decent
WOT Accel. (0-35)
PT (10-25):' Lt. Th. /£*
Idle (30 sec.): Dr-
Idle. .
o> o) 6 oo
Ci Tl Vfj ^J *"r*
Tt 03 01 3
tiO (1) 6 4J O •
C CX D-, c! ol d
W co vw M > -i-l
01
4-1
CO
to
o
r-l
nJ
4-1
V"
700 /£,V
S
''
7^c? /^v^-.
IS
^^?t /^. 2^
^
V
you /£-2-
•\s.
y."
7^C^ /^, v
I/
Acceleration
en
•r)
4J
td
CO
S
^s
^
s
*
4-J
-------
- 413 -
Warm Vehicle Evaluation
?
r*Y
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
^(Min.-^O
or Max.)
PT Tip-In
(Top Gear;
20 mph
30 mph
40 mph
50 mph
60 mph
•7Q___J^
T^^^TTT^^^P
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From
From
20
30
Accel, or Tip-In
tn
•H
J-l
cd
co
*
•
4-1
•H
01
0)
K
Stumble*
^>
U
60
)J
D
CO
r-l
^-(
cd
.u
CO
s
I/
-^
M
/M
.
cq
^
w
13
W
(S
.I*
•>:
•a
D
O
fci
r-l
r-l
CO
tJ
w
£6To&Q ~r$vfot./i
/(A**
*s
tart procedure
Idle in Neutral
• (60 sec.)
706
n.o
Backfire*
; Return to Idle
— •— ^
^
^
Comments:
-------
- 414 -
Date
/<>
//// 7
Test Number
Fuel C K
Proposed CRC
priveability Test
Sheet 1 of 4
Test Vehicle
Make CL&fl\/ft
Model
Year
Transmission Tit ft 8 & M/OflA M Af/1
A/c A7Q PB A/ O PS
License No.
Engine Type
Displacement
Nominal C.R.
Garb. Make
/ D
. Bbls.
Emission Control System
Odometer: Start IZ^ Finish
Weather
err-
emp.:
Observed Barom,
Relative Humidity:
Start 7O °F
Finish £ 9 °F
Start 30.2 ^
Hg
Finish
Start
Finish
in. Hg
7,
7.
Ruud Ouiullfclonar
Time: Start
Finish
Dry
e;\
Soak Time (hrs.)
Soak Temp. (°F)
Test Crew
Recorder
Observers
Lk.S
Remarks
-------
License _
fc
A/OVA
- 415 -
Cold Start-Driveaway
Start Miles
0
0.1
0.2
0.3
0.4
0.5"
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.9
2.0
2.1
~^~
2.6
2.7
2.8
Mode
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
/;()
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start^Dr
PT (Or25): Lt. Th. /^"
Cruise (25 mph)
p- o u u
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. A?"
Idle (30 sec.): Dr
PT (0-25): Lt. Th. / £ "
Cruise (25 mph)
PT (25-35): Th. 'to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /P ^
Idle (30 sec.): Dr
PT (0-25): -Lt. Th
. H*
Cruise (25 mph)
PT (25-35): Th. to D£t!ent~
WOT Accel. (0-35)
PT (10-25): Lt. Th. /i "
Idle (30 sec.): Dr
PT (0-45): Const.
Vac./i"i
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. )^ *
Idle (30 sec.): Dr
PT (0-45): Const.
Vac./j"
f*VLu
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. D*
Idle
4) _ a) g 60
•HO) td 3
60 0
$00 /& O
X
X
i/
*
b£0 l&-f
LX
M*
67 f /£>$
x
r
t?r n s
iX
*'
t* i £ • / ^ • - r
x/
^
1 1 ! •
Accel, or Cruise
0)
•H
cd
CO
iJ
01
01
Stumble*.
O)
CO
J-J
CO
r-i
CO
X
X
X
IS
X
I/
!/
X
X
X
-
X
IS
i^s
IS
\^r
X
\s
\s
X
'
{X
IX
tX
_x
Backfire*
[
r
i
-------
Li cease
- Alfi _
Cold Start-Driveaway
to
r-t
•r-4
4J
P
cd
4-1
in
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
5.7
6.1
6.2
6.3
6.4
Mode
PT (0-45): Const. Vac. JJ ''
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. 2$ "
Idle (30 sec.): Dr
PT (0-45): Const. Vac.fo"
PT (25-35): Thi to Detent
WOT Accel. (0-35)
PT (10-25): .Lt. Th. JZ "
Idle (30 sec.): Dr
PT (0-45): Const. Vac. /J "
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. ) V"
Idle (30 sec.) : Dr • ••--
PT (0-45): Const. Vac, /.)'"
^ / 1
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /}
Idle- (30 sec.) : Dr
PT (0-45): Const. Vac. /p '
PT (25-35): Th. to Det/ent *""
WOT Accel. (0-35)
PT (10-25): ' Lt. Th. /2 ''
Idle (30 sec.): Dr
.Idlct
-H
• *
CO
*
"eb
o
erf
,-1
r-l
*
to
*'
^^ ^ /^ ,^
X
y
you /«.i~
X
700 /^^
x
yw
7^<^ / L, <>
:X^
¥,
?b^- /^.^
tx
^
Acceleration
-------
A/vT
- 417 -
Warm Vehicle Evaluation
<*<
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
(Min.-^O
or Max.)
Q&TtltQ
PT Tip-In
(Top Gear;
20 mph
30 mph
40 mph
50 mph
60 mph
70 L11Mn
Sudden
Moderate
Slow
1/4
1/2
.3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From
From
20
30
Accel, or Tip-In
CO
•H
4J
CO
Hesit.*
Stumble*
Surge*
r-l
i— 1
n)
CO
*/"
\s
{/
(/
^
s
^
s
,/
S
\s
\s
IS
•
Road Load
td
co
Stretchy
00
CO
I/
lS
^
)/
\s
t, "
•
O-OO mph WOT Acceleration (sec.)
Drive 5. miles at 60 mph] Idle 30 sec>; Soak 15 min.
After soak, start according to manufacturer's hot-s
;
Start Time (sec.)
Restart (sec.)
Restart (sec.)
^Restart (sec.)
ri.n
•
20~K
Idle
1,
Satis.
S
IS
*
00
D
o
<,*
&>i
tart procedure
t-l
n)
CO
Backfire*
-
; Return to Idle "
' . . '
Idle in Neutral
(60 sec.)
70f
0-1
^
Comments:
-------
- 418 -
Date
Test Number
Fuel £ A'
Proposed.CRC
priveability Test
Sheet 1 of 4
Test Vehicle
Make
Model
Year
Transmission Tit ft
A/C
PB
License No.
PS
PV
Engine Type
Displacement
Nominal C.R.
Carb. Make
c / o
8.J.
Emission Control System
Bbls. V"
. g. >4 ^
Odometer: Start /3ft£2»Finish
Observed Barom,:
Start 70 °i
Finish 4^ °F
- f —
Weather
Start
Finish
n» Hg
n. Hg
Relative Humidity: Start
Finish
Dry
Time: Start
Finish
Soak Time (hrs.)
Soak Temp..'(°F)
.Test Crew
W £
Recorder
Observers
&
Remarks
-------
License
- 419 -
Cold Start-Driveaway
5
J
•1
•1
J
J
d
j
i
.1
.2
<3
,4
.5'
.6
.7
.8
.9
.0
.1
.2
.3
.4
.5
.9
.0
,1
/I.
,6
'.7
',8
Mode
Start Time (sec.) $,£)
Restart (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start^Dr
PT (0-25): Lt. Th. /O *
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT QO-25'): Lt. Th. /2-*
Idle (30 sec.) : Dr
PT (0-25): Lt. Th. /^ "
Cruise (25 mph)
PT (25-35): Th. to Decent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /2
Idle (30 sec.j: Dr
PT (0-25): -It. Th. ll"
Cruise (25 mph)
PT (25-35): Th. to oftent^
WOT Accel. (0-35)
PT (10-25): Lt. Th. )£*
Idle (30 sec.): Dr
PT (0-45): Const. Vac./^*'i
PT (25-35): Th. to Dft*int*
WOT Accel. (0-35)
PT (10-25): Lt. Th. /£ *
Idle (30 sec.): Dr
PT (0-45): Const. Vac./;"
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. |J)/
Idle
cu a) 6 to
C "O • ^i 3 ffi
T-) CU Cfl P
tO 0) S 4-1 O •
C cu B, dad
in
•H
4-1
(0
. Rough*
t-<
i-i
<$
//£~() . /fie)
J ? J-6> J^>- ^
^'0a /JT'£~
X
r
6?t> /^. 0
»"
X
Accel, or Cruise'
to
•H
4J
CO
co
*
4-1
•H
tn
a)
PC
o
.a
CO
-------
License
5*
"A/.J"
- 420 -
Cold Start-Driveaway
yyM Ma^A * 6 M
C 73 ^d 3 X
•H -H
»~
in
4J
«
CO
Rough*
K-I
Bj
4-1
•v"
£ f 0 / & . D
/x
t'
470 /4'0
X
y
^ ^ /^.^-
*'
6^tf /^O
: X
yj *•
Mo JUo
-------
;euse
- 421 -
_Vehicle Evaluation
r- — - — "-'
Mode
Idle
N
Dr
WOT Against T.C.
Load
WOT
Accel.
(0-30)
- PT
Accel.
(0-30)
PT Crowd
) (Min.^0
or Max.)
PT Tip-In
(Top Gear^
20 mph
30 mph
40 mph
50 mph
60 mph
-" /
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From
From
20
30
Accel, or Tip-In
(0
•H
4J
cfl
CO
Hesit.*
Stumble*
0)
M
cd
4-J
CO
)/
\/
\f
IS
)S^
-\s
^
\s
\s
X
I/
\s
iX
-
Road Load
OJ
tH
4J
cd
CO
Stretchy
Surge*
^^
X
t^
)S
r
tt*
. t
0-PO mph WOT Acceleration (sec.)
'. Idle .
-t > •*
&?o /&?
(rfo i£>fy
CO
CO
X
'.IS
Rough* .
£o To to Q~T $(,>$&
<3,¥
Drive 5. miles at 00 mph; Idle 30 sec.; Soak 15 min. ; ... "-,.-.,
After soak, start according to manufacturer's hot-start procedure
\
JStart'Time (sec.)
^Restart (sec.)
JRestart (sec.)
JtesUrt (sec.)
s&
T-t
T-4
CO
/I
Backfire*
; Return to Idle "
-
Idle in Neutral
(60 sec.)
7^0 18 \
\
T
Comments:
-------
- 422 -
Date,
Test Number
Fuel Ck
Proposed.CRC
priveability Test
Sheet 1 of 4
•-Test Vehicle
Make
Engine Type
Model
Year
Transmission "7"L/lt?8P
A/o PB A/ o
Displacement
Nominal C.R.
Carb. Make
. Bbls.
PS
License No.
C.PV
Emission Control System
Qdome- ter : Start /Jg/3 Finish
Weather
^ • ROOM.
Temp.:
Observed Barom,
Relative Humidity:
Start /Q
Finish ]? fi
Start 30,/y
Finish 3fi>| Q
Start
Finish
F
°F
in. Hg
in. Hg
7. 49-4
7» 7/- 4
.Test
Titne
O Soak
^ Soak
Crew
: Start
Finish
Time (hrs.)
Temp. "(°F)
Dry
Ht^T
9:10
1U%$ '
y p
Observers J"g-H V
Recorder 6* J^
/Ay
Remarks
-------
License
- 423 -
Cold Start -Drive aw ay
Start Miles
0
0.1
0.2
0.3
n.4
0.5'
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.9
2.0
2.1
2.2
2.6
2.7
2.8
Mode
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
/-O
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start>Dr
PT (0-25): Lt. Th.
i|
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. O *'
Idle (30 sec.) : Dr
PT (0-25): Lt. Th. 12 "
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
FT (10-25): Lt. Th. /i*1
Idle (30 sec.): Dr
FT (0-25): -Lt. Th
. ;:>"
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /i*
Idle (30 sec.): Dr
PT (0-45) : Const.
.. K,
Vac./} i
PT (25-35): Th. to Det/ent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /i "
Idle (30 sec.) : Dr
FT (0-45) : Const.
Vac. /^"
FT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /^A
Idle
a) a) 6 co
C x) ,*•* r* rr!
T\ a) ca 3
00 CJ £ 4-1 O
d o, o. cad
W CO )j H > .,-4
CO
cd
C/3
Rough*
r-l
. ^ 0r£
Jty&O ^0'^
?OQ /6O
ts
^
IS
H
LIT /<'*
'
r
y.
6^0 /^,0
^
v
70d> /4ffi>
\s
V"
")t>u t L.O
iX
*•
Accel, or Cruise
CO
•7-1
4J
CO
4J
CO
Q)
•w
-U
CO
Surge*
•-i
CO
/
s
X
v
>:^r^
"
l^
\^^^
f/
if
\s
S
iX
\s
v/
|X
.
S
y
*/
Backfire*
•^
\s
\
1
-------
License
PV M T
' v /v \/
_-«*T_.. J
st.ar(._Driveaway
Start Miles
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
-5.-0
5.4
5.5
5.6
5.7
6.1
T 2—
Mode
PT (0-45): Const. Vac./^"
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. )} *
Idle (30 sec.): Dr
PT (0-45): Const. Vac.J>"
PT (25-35): Thi to Detent
WOT Accel. (0-35).
PT (10-25): Lt. Th. /2 *
Idle (30 sec.): Dr
PT (0-45): Const'. Vac. /i
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. £ *
Idle (30 sec.): Dr
PT (0-45): Const. Vac, /J "
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. /I *
Idle- (30 sec.): Dr
PT (0-45): Const. Vac. o"
PT (25-35): Th. to De/ent
6.2 !WOT Accel. (0-35)
6.3
6.4
PT (10-25):' Lt. Th. /J "
Idle (30 sec.): Dr
Idle.
0) v S 4J o •
c -H
Satis.
^
3
O
Pd
OJ
j-i
CO
«'
&0 /£•&
•
,'•
?z>c> A,/
S
„•
7^»^ /^.V
>/
<
760 /^,*.U'
: I/.
*•
7^>o /^/
tX
Acceleration
CO
CO
S
^
^
^
*
4J
•H
03
»
Stumble*
Surge*
Stall
V
yS
*s
\^
^
^
^
\S
S
^
iS
f^
S
S
^
^
. ••
Backfire* I
•£'- Trace; M - Moderate; H - Heavy
Comments:
-------
License
tit
•V
- 425 -
Warm Vehicle Evaluation
Mode
Idle
N
Dr
WOT Against T.G.
Road
Load
WOT
Accel.
(0-30)
- PT
Accel.
(0-30)
PT Crowd
(Min.-Ao
or Max.)
PT Tip-In
(Top Gear^
20 mph
30 mph
40 mph
50 mph
60 mph
— '
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From
From
20
30
Accel, or Tip-In
m
t-i
4->
m
CO
Hesit.*
*
0)
CO
CO
CO
t— 1
cd
CO
y^
. iS
\s
1^
I/
^
\s
,/-
*s
^
t/
'
V
Road Load
tn
•H
to
CO
Stretchy
*•
. 01
60
CO
*>*
•X
^~
'
^^
M
* tt
S 0 M * fi /f, }
0-wO mph WOT Acceleration (sec.)
Drive Smiles at 6.0 mph; Idle 30 sec.; Soak 15 min.
After soak, start according to manufacturer's hot-s
Start'Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
YO
Idle .
-H
/y,r
lLo
.
-------
- 426 -
Test Number =
Fuel "ID ~t -1
Proposed CRC
priveability Test
Sheet 1 of 4
Test Vehicle
I/A
2,
Make _
Model _
Year _
Transmission
A/C //£ PB ___
License No. E F A
PS
q; i..
Engine Type _
Displacement
Nominal C.R.
Garb. Make &>cA(x&»?\-> No. Bbls.
Emission Control System ^OCJf-
Odometer: Start S^L^SO Finish <•
Weather
Ambient Temp.:
Observed Barom.:
Relative Humidity:
Start
Finish
Start
Finish
Start
Finish
in. Hg
Road Conditions: Wet
Dry
Time: Start
Finish
Soak Time (hrs.)
Soak Temp. '(°F)
Test Crew
Driver
"R v f\\(
Recorder
Observers L
Remarks
-------
lest l'Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-251: Lt. Th.
Idle (30 sec.) : Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-251: Lt. Th.
Idle (30 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const.
Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec . ) • Dr
PT (0-45): Const.
Vac.
PT (25-351: Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
Idle
0
X
*/
ix'
//00 '
/Af
Tl/
#6>d
/tf-f
^ /
&lo
//•6>
/
(sbO
/T '0
t/
bbl Lj£0
Accel, or Cruise
CO
C3
CO
JJ
•H
' V
o
r— t
5
ij
CO
.J;
CJ
to
Vi
3
I— t
rt
CO
X
i
A
/'
^
X
*-
i- •
/
i/
V'
y
s
s
s
s
w'
»-•
X
^
•"''
'•
s
-r
J;
-H
M-l
"o
Cu
5
-------
.Test No.
License
J>nee.c
- 428 -
Cold Start-Driveaway
Start Miles
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
5.7
6.1
6.2
6.3
6.4
Mode
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35"): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const'. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac,
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle- (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): ' Lt. Th.
Idle (30 sec.): Dr
Idle. .
C T3
•H a)
60 dJ 6
C CX &,
-------
License
£PA S'#
- 429 -
Warm Vehicle Evaluation
Sheet 4 of
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
20- iO
PT Crowd
(Mih.-70
or Max.)
PT Tip-In
(Top Gear]
20 mph
30 mph
40 mph
50 mph
60 mph
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From
From
20
30
Accel, or Tip-In
CO
T-l
CO
*
w
J3
4-t
CO
s
S
v"
u--
fO*
^
V
ic X-r
'
«MP
t
Road Load
M
•H
4-J
CO
a
4-j
CO
Surge*
S
*"
^
T
T
11"
T
0-711 mph WOT Acceleration (sec.)
Idle
•^
to =
c a
W J-i
?^r
t> /ir
3 "*
0 .
> -H
2/.,J
/7-s.f
Satis.
to
3
O
23, $
Drive 5 miles at 70 mph; Idle 30 sec.; Soak 15 min.
After soak, start according to manufacturer's hot-start procedure
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
i»i"'
r— t
I— i
rt
4J
CO
0)
•H
"o
CQ
; Return to Idle
Idle in Neutral
(60 sec.)
%0
21,0
Comments:
-------
- 430 -
Date
Test Number
Proposed CRC
priveability Test
Sheet 1 of 4
Test Vehicle
Make
Model
Year
Transmission _
A/C -A/0 PB
License No.
PS
Engine Type
Displacement
Nominal C.R.
Carb. Make
.No. Bbls. /
Emission Control System
Odome-ter: Start $££& Finish
Ambient Temp.:
Observed Barom.:
Relative Humidity:
Start
Finish
°F
°F
Weatner
Start 30, /7 in. Hg
Finish in. Hg
Start 7^> %
Finish 7.
LtOTis :
Wet
Dry
Time:
Start
Finish
Soak Time (hrs.)
Soak Temp.. '(°F)
Driver
g.
Test Crew
Observers L.
Recorder
Remarks
.
-------
1'est !.o.
"License
- 431 -
Cold Start-Driveaway
Sheet_2 of 4
/
\l
t
J
/
1
..
a
Start Mil
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
'1.9
2.0
2.1
2.2.
2.6
2.7
2.8
2.9
Mode
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle Cam
Tap Th. (5 sec. fr
(10 sec. fro:?
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to
WOT Accel. (0-35)
PT (10-25) : Lt. Tb
Idle (30 sec.): D
PT (0-25): Lt. Th
Cruise (25 mph)
PT (25-35): Th. t
WOT Accel. (0-35)
PT (10-25): Lt. T
Idle (30 sec.) : D
PT (0-25): -Lt. Th
Cruise (25 mph)
PT (25-35): Th. t
WOT Accel. (0-35)
PT (10-25): Lt. T
Idle (30 sec.) : D
PT (0-45): Const.
PT .(25-35): Th. t
WOT Accel. (0-35)
PT (10-25): Lt. T
Idle (30 sec.) : D
PT (0-45): Const.
PT (25-35): Th. t
WOT Accel. (0-35)
PT (10-25): Lt. T
Idle (30 sec.): D
{,&
refd f^
~f 1
T / rtl& "U
^ J ..
era St.)N
Start)Dr
Detent
r
o Detent
h.
T~
o Detent
h.
r
Vac.
o Detent
h.
r
Va c .
o Detent
n.
r
c -o
•^ CO
bO w e
C ex CU
W CO jj
\J&-P-V >io^
•4 ccfei*f
SS"o-t
3£fe
9V 0-
l?o
, & ?2
(fff
l?r
kZf
Idle
a) 6 to
« 3 ^
J-) 0 •
c! a d
v4 st
•H
M-l
'o
cd
-------
:;o.
, 2.
01 .,
- 432 -
Cold Start-Driveawav
!
/
/
y
Start Miles
Mode
PT (0-45): Const. Vac.
3.3 PT (25-35): Th. to Detent
3. 4! WOT Accel. (0-35)
3.5 PT (10-25): Lt. Th.
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25r35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th. ,
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
5.4iPT (25-35): -Th. to Detent
5.5
5.6
5.7
0.1
6.2
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle- (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
6.3 ?T (10-25): ' Lt. Th.
6.4
Idle (30 sec.): Dr
Idle. .
a>
d -d
•H (D
to a) £
a> s ^
4-1 O •
c -H
in
•i-i
4-1
d
CO
"eb
o
e!
r-l
4-1
CO
io %Q
1 8 --f
^
L 7^
/f.C
T
te70
/f.r
*/
(,(,!?
/fr.S"
/.
.
US'
/c> *^^
0 ' w
\/
'Acceleration
«
CS
CO
^
^
^
*
4-1
•H
to
0)
K
'
Stumble*
'«
60
3
CO
r
Stall
^
•*
s
T
r
^
x
i/
K
yS
V/
r
jX
iX
• iX
T
-i
0
0
* T - Trace; M - Moderate; H - Heavy
Comments:
/I/ 6
(TH,
-------
TC.St
Lice
No. ;**
use _Jf/A—*
Mode
Idle
££i_.
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT flrowd
(Min.-feO
or Max.)
PT Tip-In
(Top Gear
20 mph
30 mph
40 mph
50 mph
60 mph
jn T-
1 *J ILLLJLL
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From 20
From 30
- 433 -
Warm Vehicle Evaluation
Accel, or Tip-In
to
T*
4J
td
CO
*
4-)
•H
W
a)
K
Stumble*
i
to
SJ
3
CO
T-l
r-l
td
4-)
CO
r
/
s
/
s
s
s
YAfr
/
/
/
X/ S(
-
*,<,&.
r
?.
T
T
r
B n>vpt
Road Load
>-.
~o
CO J-l
•H '0
•^ >J
a .u
CO CO
v/
J/
s
SurgG^'
r
r
\^
°l*
C
-
0-00 mph WOT' Acceleration (sec.)
Drive 5 miles at 70 mph; Idle 30 sec.; Soak 15 tain.
After soak, start according to manufacturer's hot-s
Start Time (sec.) \. 0
Restart (sec.)
— » • — L
Restart (sec.)
Restart (sec.)
o
c
•H
to e
C ft
W !-i
^
f^To
£0, ^
Sheet 4 oi
Idle
Vacuum
in. Hg
*l
/'fctf
tart procedure
Idle in Neutral
(60 sec.)
?^fl
W
•iH
4J
cd
CO
-X
to
3
0
&
i— i
,—i
cd
4J
CO
Backfire*
; Return to Idle
ao,5
Comments:
-------
- 434 -
Date
Test Number
Fuel
Proposed CRC
priveability Test
Sheet 1 of 4
Test Vehicle
Make
Hi
Model
Year
Transmission
A/C
License No.
PB
PS
Engine Type
Displacement
Nominal C.R.
Garb. Make
\J-.
3 -Tg
Bbls.
Emission Control System
Odotne-ter: Start A»,S"?4 Finish
Weather
Ambient Temp.:
Observed Barom.:
Relative Humidity:
Start
Finish
Start
Finish
Start
Finish
Rond ConrH f I'.om: Wet
Dry-
Time: Start
Finish
Soak Time (hrs.)
Soak Temp. '(°F)
Test Crew
Driver
R.
Observers
Recorder
Remarks
-------
Test Ko. _ _ ,
License _|jPL:5fi3_
"Sheet 2 of l\
- 435 -
Cold Start-Driveaway
Start Miles \
\
:;0
0.1
0.2
D.3
0.4
J.S
-
-0.6
D.7
-0.8
'0.9
1.0
1.1
1.2
1.3
'l.4
1.5
1.9
2.0
2.1
2.2
'2.6
-2.7
,2.8
2.9
Mode
Start Tirrie (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
I.B
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start)Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-25): -Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const.
Vac.
Pf (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const.
Vac.
PT (25-35"): Th. to Detent
KOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
Idle
-r-t G
to o 6
• C CL, d.
W co jj
cu 6 cs
a 3 "~
4-1 O •
d c3 C
M > -n'
CO
•1-1
t->
CO
Rough *
Stall
£3. £6
ngb
I^^O
31,0
3-O.f
/$,&
T
16 o>0u>i"itv >< l*MU 2S'(?
bss
n-s'
\/
•Iff
\t"
=>a"
fe^Z
A/r
/ yr
u?
/7,r
s
/7 ^
•
/7-^
iX
y^.o
i/
Accel, or Cruise
CO
CO
4J
•H
CO
-------
sneet j or
- 436 -
Cold Start-Driveaway
w
o
i— i
•^i
S
4J
p
«
iJ
cr:
3.3
3.4
Mode
PT (0-45): Const. Vac.
?T (25-35): Th. to Detent
WOT Accel. (0-35)
3.5iPT (10-25): Lt. Th.
3.6 Idle (30 sec.): Dr
4.0
4.L
4.2
4.3
4.7
4.8
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const'. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
4.9JPT (10-25): Lt. Th.
5.0
5.4
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
5.5 WOT Accel. (0-35)
5.6
PT (10-25): Lt. Th.
5.7 Idle- (30 sec.): Dr
PT (0-45): Const. Vac.
6.1 |PT (25-35): Th. to Detent
6.2 W Accel. (0-35)
6.3 IPT (10-25): ' Lt. Th.
6.4
Idle (30 sec.): Dr
Idle. .
(!)
C T)
-^ O
to a e
c e« c±
W 01 jj
<1) E to
^ -3 ^
K 3
4J O •
d rt c
M > -H
M
•i-l
4-1
(8
CO
-X
• "5b
D
0
cd
Stall
6>M
I*. 6
IX
1,7$
l&.O.
>x
@ i £
tz.o
I/
&?;d
/SrO
/
&&P
/t.o
V/
Acceleration
M
•H
4-1
CB
en
I/
s
(X
(/
•!:
4-1
•^
to
0)
Stumble*
Surge*
Stall I
I/
I/-
V
--T
iX
I/
v/
iX
^
IS
I/-
X
/•
^
T
T
-
B.TckJriro-v
* T - Trace; M - Moderate; H - Heavy
Comments:
I
-------
I,Lc£
0
.nse £^Lh_rJ
Mode
Idle
Sl£A_ - 437 _
Warm Vehicle Evaluation.
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
0(Mtn.-*e
or Maxi,
PT Tip-In
(Top Gear)
20 mph
30 mph
40 mph
50 mph
60 mph
'/u nijjn
Sudden ,
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From 20
From 30
Accel, or Tip-In
CO
4J
W
CO
*
to
W
Stumble*
Surge*
a
co
-r
r
/
/
/
,/
/
S
max
v^
I/
V
\/
^
^
4f
-------
- 438 -
Date
Test Number •
Fuel "P-4-1
Proposed CRC
priveability Test
Sheet 1 of 4
Make
Model
Year
Transmission
A/c MO
License No.
PB
f/0
Test Vehicle
PS yes
Engine Type
Displacement
Nominal C.R.
Garb. Make £
v-o.
3-ST0
I*
>. Bbls. j£_
Emission Control System
Odometer: Start 3&. bV3Finish
Ambient Temp.:
Observed Barom.:
Relative Humidity:
Start 7
Finish
Weather
Start ^.70
Finish
Start jT-ft
Finish
in. Hg
in. Hg
%
%
Time: Start
Finish
Wet
Dry
\/
/\
Soak Time (hrs.)
Soak Temp. "(°F)
Test Crew
Driver
Recorder
Observers L -
Remarks
-------
Test Ko.
License
- 439 -
Cold Start-L-rivea-.'ay
'Sheet._2 of 4
Start Miles
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.9
2.0
2.1
2.2
2.6
2.7
2.8
2.9
Mode
Start Time (sec.) |,0
Restart (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start>Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35) •
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25) : Lt. Th.
Idle (30 sec.): Dr
PT (0-25): -Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25); Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
idle (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
IvOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
Idle
OJ <0 E :£
•H -ri
CO
J-l
0
CO
-X
o
r4
S-y-oo . 27. o
/5&o /9' &
53O. //,O
M
1
\0° £
&VO 11,0
X
-
(,¥0 i7.o
X
b?0 }7<0
b
-------
.Test No.
License
_ Jj-
snect
or
- 440 -
Cold Start-Drivea'.7ay
w
•H
4-J
SJ
rj
4J
co
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
5.7
6.1
6.2
6.3
6.4
Mode
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const'. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle- (30 sec.): Dr
PT (0-45) : Const. Vac.
PT (25-35) : Th. to Detent
WOT Accel. (0-35)
PT (10-25): ' Lt. Th.
Idle (30 sec.): Dr
Idle
0)
Ci t)
•H OJ
oo o) 6
C Cu PJ
W CO M
-------
its.- No.
license £PA -
- 441 -
Warm Vehicle Evaluation
Sheet 4 of i
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
or Max.)
PT Tip-In
(Top Gear]
20 mph
30 mph
40 mph
50 mph
60 mph
7^1 tnpfe
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From 20
From 30
Accel, or Tip-In
CO
•H
.U
cd
CO
*
CO
CJ
o
CO
0)
to
a
CO
r-t
CO
s
f
s
s
s
s
I/
/>
i/
I/
/
s
V
a^c
a23
"If 4
r
C
Road Load
•H
Stretchy
Surge*
S
^r
(/
^ '
r
6'
0-m mph WOT Acceleration (sec.)
Idle
c
•M
to £
d ex
a M
99J
1it>
S to
o .
d C
£> '1-4
c2C,^1
/7,^
CO
EJ
CO
' ^
•
Rough*
4 0 L/
CXo/i T
Drive 5 miles at 70 mph; Idle 30 sec.; Soak 15 min.
After soak, start according to manufacturer's hot-start proc
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
1-0
^-i
r-l
03
CO
Backfire*
idure; Return to Idle
Idle in Neutral
(60 sec.)
^>Sx>
/?,s
Courments :
-------
Date
Test Number
- j.
A-f •/-£*£-
- 442 -
Test Vehicle
Proposed CRC
priveability Test
Sheet 1 of 4
Make
Model
Year
Transmission >_
A/C 1^0 PB
License No.
PS
Engine Type
Displacement
Nominal C.R.
Garb. Make £,
No. Bbls.
Emission Control System
Odometer: Start $$£6 Finish
Weather
Ambient Temp.:
Observed Barom.
Relative Humidity:
Start
Finish
Start
Finish
Start
Finish
°F
°F
. Hg
. Kg
Wet
Dry
Time:
Start
Finish
Soak Time (hrs.)
Soak Temp. (°F)
Test Crew
Driver
Recorder
Observers
Remarks
-------
Vest No. .
License
2 of. 4
- 443 -
Co Id S t ar t - I;r i ve
n
0
r-l
.rl
:o
0.1
0.2
0.3
0.4
'0.5'
"0.6
0.7
"0.8
0.9
1.0
1.1
'1.2
,1.3
1.4
1.5
1.9
'2.0
•2.1
,2.2
'2,7.
'2.8
'2.9
Mode
Start Time (sec.) ^-
Resta.rt (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start>Dr
PT (0-25): Lt. Th. 12''
Cruise (25 mph)
PT (25-35): Th. to Detent 4-'
WOT Accel. (0-35) ^"
PT (10-25): Lt. Th. \2 V
Idle (3-0 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac. |^'
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
. PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
'idle (30 sec.) : Dr
Idle
O y f- y j,
fl T! -P 2 ~ w J= -I
« 2 e £ 3 . I! E? 3
•§£& 5 £.5 •« s $
ZOkO . 27, d
iSffl) 20, d
97^3 . n-.t> -r' j.
/ C"^^ / Q T\ \s
\ff J ^ /Of«-/
^(,0 /.?'0 ^
bSo /^'3 ^
^0 /ftO ^
(st?b [_ iS.t ^\ __J
Accel, or Cruise
en
•H
i->
n
C/3
o
is
^r
^r
V^
-r
Stumble*.
o
to
IJ
CO
r-t
r-T
d
CO
^
^
' v/
y^
\f
v/
1^
-------
- 444 -
Cold -Start-r,rivea-..'av
]
Start Miles j
3.3
3.4
Mode
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
3.5 PT (10-25): Lt. Th.
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
5.7
6.1
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (2 5-35^1 : Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
K V
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35): Th . to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle- (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
6.2 WOT Accel. (0-35)
6.3
6.4
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
Idle,
c -o
-r4 tl
60 01 E
r! PJ cu
W CO p
as >_: •
"c; , 3 "~
iJ O •
M > --:
to
•1-1.
"S
0
r-l
KJ (sO
/*.0
/
p & 0
/ C* .A
/ O / ^/
X
tsS'O
l%,0
!/
t
-------
Sheet 4 of 4
- 445 -
Warm Vehicle Evaluation
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
(Min.-70
or Max.)
PT Tip-In
(Top Gear]
20, mph
30 mph
40 mph
50 mph
60 mph
/U 1
_u.
ipn
Sudden
Moderate
Slow /
1/4
1/2
3/4
Th.
Th.
Th.
14 in.Hg
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From 20
From 30
Accel, or Tip-In
n
=3
CO
*
•rH
GJ
Stumble*
I •
Surge*
F-)
^-1
a
CO
S
/
S
s
I/
•
I/
^
(/
^r
S
i/
]/
.
Road Load
01
-^1
m~Tj
Stretchy
Surge*
}/
s
^r
(/
/"
r
6'
WO
0-7-Q. mph WOT Acceleration (sec.)
Idle .
o
c
•r\
to G
C 0,
^70
ifo
Vacuum
in. Ilg
•3J.O
/SY6
V)
CO
to
0
9-l.f
Drive 5 miles at 70 rr.ph; Idle 30 sec.; Soak 15 min.
After soak, start according to manufacturer's hot-start procedure
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
6.%'
Idle in Neutral
(60 sec.)
mo
r-l
CO
Backfire*
1
; Return to Idle
19^
Consents:
-------
- 446 -
Test Number
Fuel
Proposed CRC
priveability Test
Sheet 1 of 4
Make
Model /L/0\//)
Year/; 7^
Transmission
A/C _A/V PB
License No.
Test Vehicle
Engine Type {/
Displacement
Nominal C.R. *?• /
Carb. Make 'Zc/es'Tfr/^.No. Bbls.
Emission Control System
Odoraeter: Start Finish
Weather
Ambient Temp.:
Observed Barom.:
Relative Humidity:
Start
Finish
Start
Finish
Start
Finish
in. Hg
in. Hg
Road Conditions: Wet
Dry
Time: Start
Finish
Soak Time (hrs.)
Soak Temp. (°F)
Driver
Recorder^?, f j
Test Crew
Observers
Remarks
-------
- 447 -
Cold Start-!;rivea-..'ay
Sheet 2 of -';
Start Kites
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.9
2.0
2.1
2.2
Mode
Start Time (sec.) /
Restart (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start>Dr
PT (0-25): Lt. Th. / £ "
Cruise (25 mph) ^i*-****^
PT (25-35): Th. to Detent ^
WOT Accel. (0-35) 4 "
PT (10-251: Lt. Th. |3-*
Idle (30 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-.2.5): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac. j%*
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
2.6 (FT PS-SSI: Th. to Detent
2-7- WOT Accel. (0-35)
i^ PT (10-25): Lt. Th.
^ |lc!lo (30 sec.): Dr
Idle
in o n t> "~ -H to
to o E iJ o i-> 3
dtxtx drtc rj o
•-I
t-i
-i 0 II **
IflO If ^
1 _ . eiS -
(^7o . / LO is^ ^
d tfew^
^6^ /^ x
(, (^ 0 1 / o ^ 1
Accel, or Cruise
tn
R
to
•iH
W
Stumble*.
*
0
to
S-i
co
|X~
^
^
V^
^.
i-t
d
u
CO
Backfire*
^
s^
(X"
\r
i^
^
v^
^^"^
fr^"
^^
<^
^
l/
^
\s"
-£-
^^
-------
I. i c -2 -,'• s o
- 448 -
Cold Start-i:riveavnv
re
O
r-l
VJ
O
C/7
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
5.7
6.1
Mode
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): . Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35): Th.' to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-4S): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac,
PT (25-35): Th . to Detent
WOT Accel.. (0-35)
PT (10-25): Lt. Th.
Idle- "(30 sec.): Dr
PT (0-45) : Const. Vac.
PT (25-35): Th. to Detent
6.2 WOT Accel. (0-35)
6.3
6.4
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
Idle. .
0)
VI CD
to t) E
a P. a.
o £ -~
-v: 3 ~
K 3
4J O •
•r-l
4J
W
-^
"to
o
b-Z-f
/ 6
(/"
k-fo
/ f'^
/ ^
i/
rJ
iJ
(0^
b$G
\o^
/f
jx-
ir
^.
//
^
Acceleration
CO
•H
4-1
•s
\s
y
^
*
4J
^-1
W
+
Stumble*
.
Surge*
rH
a
V
b***
^
v^
^s"
•
^
J/^1
^x
tX
^
V^
\S
V
\^
V
\s
\s
Backfire* 1.
* T - Trace; M - Moderate; H - Heavy
Comments:
-------
Sheet 4 of
- 449 -
Warn Vehicle Evaluation
i
Mode
Idle
WOT Against 1
Road
Load
1 -^
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
(Min.-70
or Max.)
PT Tip-In
(Top Gear]
N
Dr
.C.
20 mph
30 mph
40 mph
50 mph
60 mph
70 apfr
''Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in. Kg
12 in.Hg
10 in. Kg
8 in. Kg
6 in.Hg
From 20
From 30
Accel, or Tip-In
CO
Has it.*
Stumble*
G)
to
l-i
co
i— i-
i— i
a
co
y
\^s
I/'
s
^
v^
^
•/
Ik"
V^
t/
|^
^
.
Road Load
W
i-i
Stretchy
Surge*
^
V
\s
\S
s
' fe<9 Li"
Q-^Q. mph WOT Acceleration (sec.)
X . Idle . .
c
•r<
to E
C fX(
W M
fro
/ (1 ft
Vacuum
in. Hg
A.G.?
/f
w
CO
^
t^
"to
0
.u
CO
.11
Drive 5 miles at 70 rr.ph; Idle 30 sec.; Soak 15 min.
After soak, start according to manufacturer's hot-start procedure
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
1
Backfire*
; Return to Idle
Idle in Neutral
(60 sec.)
7?o
!
-------
Date
Test Number
Fuel
- 450 -
Proposed CRC
priveability Test
Sheet 1 of 4
Test Vehicle
Make
Model
Year
Transmission
A/C 1/i? PB
License No.
PS
-STO
Engine Type
Displacement
Nominal C.R.
Carb. Make
v-r
. Bbls-
Emission Control System
Odometer: Start^^^H Finish
Weather
Ambient Temp.:
Observed Barom.:
Relative Humidity:
Start y 7.771". Hg
Finish in. Hg
Start %
Finish 7»
Road Conditions: Wet
Dry
Time: Start
Finish
Soak Time (hrs.)
Soak Temp. '(°F)
Driver
• H '0
Recorder
Test Crev?
Observers
Remarks
-------
Test t;o. _
License
Sheet ,2 of f,
- 451 -
Cold St:art-LTivea::?.•;
w
Start Mil
N
4
-
t1'1,
if!
E')
).l
1.2
1.3
1.4
-J.5'
—
-1.6
""1.7
-1.8
""'.9
.0
.1
.2
.3
.4
.5
.9
>^"~
,..1
.2
^
^.6
x^7_
yd
yd
Mode
Start Tin-.o (sec.) |
Restart (sec.)
Restart (sec.)
Restart (sec.)
Fast-Idle. Cam
Tap Th. (5 sec. from St.)N
(10 sec. from Start>Dr
PT (0-25): Lt. Th.
Cruise (25 nph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25"): Lt. Th.
Idle (30 sec.): Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT "(0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Jdle (30 sec.): Dr
PT (0--5): Const. Vac.
PT (25-35"): Th. to Detent
J>'OI Accel. (0-35)
_PT (10-25): Lt. Th.
jjdlc- (30 sec.) : Dr
Idle
a- % § ~°
•HO- "rt 3
to a e j-i o .
GCL.ru £ 0 T.
W co ^ M > ._:
.JL / o ' 0 ^ /, f
f loo 3,1
£*\ 0 )1
6^0 /
-------
License
- 452 -
Cold Start-?/river.'./nv
\
Start Miles
3.3
3.4
3.5
3.6
4.0
4.1
4.2
4.3
4.7
Mode
FT (0-45): Const. Vac.
FT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle. (30 sec.): Dr
PT (0-45): Const. Vac.
PT (25-35^): Th^ to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const'. Vac.
PT (25-35) : Th. to Detent
4. 8 !wOT Accel. (0-35)
4.9
5.0
5.4
5.5
5.6
5.7
6.1
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac,
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-45): Const. Vac.
PT (25-35") : Th. to Detent
6.2 WOT Accel. (0-35)
6.3 PT (10-25): Lt. Th.
6.4
Idle (30 sec.): Dr
Idle. .
CU
T-l O
to U E
fi PL. P.
W CO M
"« 3
d rt =
M > — '
en
_i,
"to
o
LLo
/ &
>^
-
fa££
17
r~
,-<
d
i->
(rlpO
(f>(,0
£6>o
j $f
r
/f
V
/ ¥
is
Acceleration
CO
•rl
C/0
^0*
*^*
V*
Y*
CO
0
K
Stumble*
.
Surge*
Stall
Y*
l^
\^
V*
^
^
^
Y^
/*"**
4^-
t^
r
y^
\f
^
•r~
a
Vi
vl
-------
Shoot 4 of 4
- 453 -
Warm Vehicle Evaluation
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
(Min. -70
or Max.)
PT Tip-In
(Top Gear]
20 mph
30 mph
40 mph
50 mph
60 mph
JS-mph
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
Accel, or Tip-In
v-l
iJ
3
CO
*
•
4J
W
Stumble*
Surge*
r-l
*->
CO
l^
V*
^~
\S
y^
Y~
\s
14 in. Kg I"""
12 in.Hg
10 in.Hg
8 in.Hg
6 in.Hg
From 20
From 30
%S
V?
\/
^
^
y^
.
Road Load
•H
Stretchy
T^
0)
to
co
*S
^
V
y^
*^
O-T-tTmph WOT Acceleration (sec.]
£6
Drive 5 miles at^0-rr.ph; Idle 30 sec.; Soak 15 min
After soak, start according to manufacturer's hot-.
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
&/
Idle
Engine
rpm
$10
4fcsT
B to
o -
•JL O
[P
to
•A
C3
CO
^
^
to
b
;S
start
Idle in Neutral
(60 sec.)
procedure
CO
CJ
"o
tu
CO
; Return to Idle
(j(tQ
1*7
Consents:
-------
- 454 -
Data _
Test Number
Fuel
Proposed CRC
priveability Test
Sheet 1 of 4
Test Vehicle
Make
Q
Model M 0 \J A-
Year 1^1^"
Transmission AI
A/C /f<9 PB
License No. /
jjTo
Xo\ PS ws
e-/5^- ~ro/ '
Engine Type
Displacement
Nominal C.R.
Carb. Make
35??
I-
: No . Bbls.
Emission Control System
Odometer: Start
-------
License ..r.._
Shec(:..2 of />
- 455 -
Cold Stert-Or ivea-.:.-y
1
Start Miles 1
0
0.1
0.2
0.3
0.4
0.5'
0.6
0.7
0.8
0.9
1.0
1.1
1.2
1.3
1.4
1.5
1.9
2.0
2.1
2.2
2.6
2.8
2.9
Mode
Start Time (sec.)
Restart (sec.)
Restart (sec.)
Restart (sec.)
L
Fast-Idle Caen
Tap Th. (5 sec. from St.)N
(10 sec. frora Start>Dr
PT (0-25): Lt. Th.
12."
Cruise (25 ruph)
PT (25-35): Th. to Detent 4
WOT Accel. (0-35) 4
PT (10-25): Lt. Th.
Idle (30 sec.) : Dr
PT (0-25): Lt. Th.
Cruise (25 mph)
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-25): -Lt. Th.
Cruise (25 mph)
PT (25-35): Th . to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const.
Vac.
PT (25-35): Th. to Detent
TOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const.
Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
•PT (10-25): Lt. Th.
Idle (30 sec.): Dr
Idle
d -o
•r-l O
£0 CJ E-:
d ex ex
U CO J.I
o -J-. so
"5 3 ~
J-1 O
d a c
M > -H
K
to
o
Stall
cPio'b.
76 6
(olQ.
<2/.0
/9,^
H.g'
iX
T
r
(,20
n.z
•
l-Sb
./?.r
X
L£*O
kt-fO
/7X
X
17,0
X
(,^0 \ n,z
_XL_J _
Accel, or Cruise
en
•H
iJ
a
He sit.*
S tumble*.
-------
- 456 -
ColcT Start-;;riveav.-av
o
t— 1
•r-l
4-1
VJ
rt
4-1
c/;
3.3
Mode
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
3.4JWOT Accel. (0-35)
3.5 PT (10-25): Lt. Th.
3.6
4.0
4.1
4.2
4.3
4.7
4.8
4.9
5.0
5.4
5.5
5.6
Idle (30 sec.): Dr
PT (0-45): - Const. Vac.
PT (25-351: Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const'. Vac.
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
Idle (30 sec.): Dr
PT (0-45): Const. Vac,
PT (25-35): Th. to Detent
WOT Accel. (0-35)
PT (10-25): Lt. Th.
5.7 {idle- (30 sec.): Dr
6.1
PT (0-45): Const. Vac.
PT (25-35): Th. to Detent
6.2 WOT Accel. (0-35)
6.3 PT (10-25): Lt. Th.
6.4
Idle (30 sec.): Dr
Idle.
0)
c; -o
-r\ O
to o E
n fx o.
M to VJ
o E -'.
.y. d ~
t-l O .
c; « ~
M > — :
en
•H
u
CO
to
3
O
rt
ts'o
I7-.T
I/
^6
17.0
^
b]? 0
n.c>
t/
b^O
kGo
18.0
/.
it.o
Acceleration
CO
•rl
4J
CO
^/-"^
l/s^
(/
I/
4J
•H
M
CJ
Stumble*
Surge*
Stall
I/
I/
^
I/
s
\/
y
I/
^r
^
\r
^f
\/
/
t/
^
\
* T - Trace; M - Moderate; H - Hesvy
Comments:
-------
Sheet 4 of
- 457 -
V/arm 'Vehicle Evaluation
Mode
Idle
N
Dr
WOT Against T.C.
Road
Load
WOT
Accel.
(0-30)
PT
Accel.
(0-30)
PT Crowd
(Min.-70
or Max.)
JO-tO
PT Tip-In
(Top Gear]
20 mph
30 mph
40 mph
50 mph
60 mph
TO-mpli
Sudden
Moderate
Slow
1/4
1/2
3/4
Th.
Th.
Th.
14 in. Kg
12 in.Hg
10 in.Hg
8 in. Kg
6 in.Hg
From 20
From 30
Accel, or Tip-In
CO
'f
4-1
-^
yoo So^
Uc> 17.*
Satis.
I/
./
to
0
•-I
r-l
a
CO
li. o
;tart procedure
Backfire*
|
; Return to Idle
Idle in Neutral
(60 sec.)
Ifd ff;o
r
Comments:
-------
- 458 -
APPENDIX E
DUAL SPARK PLUG IGNITION TESTING
E-l
through Comparison of Single U.S. Dual Ignition
E-8
E-9 Method Used for Calculating EGR Flow
-------
APPENDIX E-l
COMPARISON OF SINGLE AND DUAL IGNITION AT 10" MANIFOLD VACUUM
RPM
1500
1500
1500
1500
1500
1500
1500
2000
2000
2000
2000
2000
2000
Spark
P
23
23
16
24
24
16.5
16.5
29
29
23
29
29
22
Timing
S
23.5
16
____
24
16.5
29
23
—
29
22
Avg.
Torque
138
149
138
138
148
138
125
150.5
153
150.5
148.5
153.5
149
CO (%)
0.5
0.5
0.5
0.5
0.5
0.5
0.5
0.9
1.0
1.0
1.0
1.0
1.0
Engine Out Emissions
NO. (ppm)
iv
730
1150
620
650
1000
550
350
1325
1850
1300
970
1350
780
HC (ppm)
180
210
170
215
225
175
140
185
205
180
165
190
145
P - Primary plugs.
S - Secondary plugs.
Fuel: Isooctane
Octane
Req. (PRF)
81
83
81
85
MD
I
-------
APPENDIX E-2
RPM
2000
2000
2000
2000
2500
2500
2500
2500
2500
2500
2500
3000
3000
3000
3000
3000
3000
3000
Spark Timing
P S
30.5
30.5
22
22
31.5
31.5
25.5
33.5
33,5
22.5
22.5
34.
34.
25.
36
36
27
27
30.5
22
31.5
25.5
33,5
22.5
34.5
25.5
36
27
Avg.
Torque
142
147
142
131
148.5
153.5
148.5
144
149
144
133.5
142.5
147
142.5
132.5
138
132.5
124
Engine Out Emissions
CO (%)
1.0
1.0
1.0
1.0
1.2
1.6
1.1
1.6
1.6
1-4
1.3
1-5
1.8
1.6
1,5
1.9
1.6
1.4
NO (ppm)
A
1050
1425
800
550
1425
2000
760
975
1500
650
500
1150
1700
950
875
1250
700
525
HC (ppm)
180
200
160
125
135
145
80
145
160
100
80
75
110
75
85
110
120
55
Octane
Req. (PRF)
80
81
81
TT—l
80
o
I
-------
APPENDIX E-3
COMPARISON OF SINGLE AND DUAL
Manifold
Vacuum (in. Hg)
3
3
3
6
6
6
9
9
9
12
12
12
Spark
P
15.5
16
14
22.5
22
18
27
27
22
34
34
26
Timing
S
16
14
22
18
27
22
34
26
Avg.
Torque
256
260
256
190
195
190
160
166.5
160
122.5
125
123
IGNITION AT 2000 RPM, VARIABLE LOAD
CO (%)
>5
>5
>5
1.7
1.7
1.7
1.1
1.2
1.2
0.7
0.7
0.7
Engine Out Emissions
NO., (ppm) HC
x * • •
710
720
700
650
980
770
925
1200
900
1075
1550
1000
(ppm)
325
320
320
140
170
150
165
175
145
180
170
150
Octane
Req. (PRF)
98
>99
89
92
84
86
75
79
-------
APPENDIX E-4
FUEL CONSUMPTION OF
RPM
1500
1500
1500
1500
1500
1500
1500
1500
1500
1500
2000
2000
2000
2000
2000
2000
2500
2500
2500
Manifold
Vacuum (in.)
10.0
10.2
10.0
9.9
9.9
9.9
10.4 Throttle Adj .
10.0
10.0
10.6 Throttle Adj.
3.0
3.0
3.5 Throttle Adj.
3.0
2.9
3.4 Throttle Adj .
10.0
9.8
10.1 Throttle Adj .
P
24
24
24
17
25
25
25
25
25
25
18
18
18
17
18
18
33
33
33
Spark
Timing
(°BTC)
S
. 5
.5 24.5
.5
17
____
25
25
25
25
18
18
c
18
18
33
33
DUAL IGNITION ENGINE
Average
Torque (ft-lb)
140
151.5
141.5
141
136
144.5
136
134.5
141
135
251
258
251
255
264
255
158.5
165
159
Fuel
Consumption
(Ib/min) % Reduction
0.331
0.335
0.335
0.333
0.325
0.310 4.6% i
0.317 ^
i
0.307 3.2%
0.898
0.870 3.1%
0.908
0.866 4.6%
0.608
0.598 1.6%
-------
APPENDIX E-5
rH
=S=
U >
01 >
C)
at Equal Torque
A. Single Ignition -
(Base)
B. Dual Ignition 2000 10.1 5.7
C. Dual Ignition -
Increased EGR
Comparison of
Single * Dual (A-*C)
at Equal Torque
REQUIREMENT, FUEL CONSUMPTION, AND EMISSIONS OF
RECYCLE VALVE (CONSTANT THROTTLE EXCEPT WHERE NOTED)
Research Fuel
Octane Consumption
Torque Requirement C0(%) EC(ppm) N0x(ppm) (Ib/min)
133 83 0.5 175 750 0.328
143
133 86 0.5 220 550 0.326
+3 0 +26% -27% -0.6%
*-
a\
LJ
I
134 80 0.95 200 900 0.442
141
134 86 0.95 230 680 0.430
+6 0 +15% -24% -2.7%
* Octane requirements determined at steady state with Primary Reference Fuels (P Series).
Emissions and fuel economy determined with isooctane fuel.
-------
APPENDIX E-6
EFFECT OF INCREASED EGR ON OCTANE REQUIREMENT, FUEL CONSUMPTION, AND EMISSIONS OF DUAL IGNITION ENGINE
a)
H
A.
B.
C.
A.
B.
C.
Manifold
Description Engine RPM Vacuum
Single Ignition -
/•n \ £j\J\) -1.U t U
(Base)
Dual Ignition 2500 10.0
Dual Ignition -
Increased EGR 2500 9.3
Comparison of
Single -*- Dual (A-+C)
at Equal Torque
Single Ignition -
(Base)
Dual Ignition 2000 5.9
Dual Ignition - 200Q
Increased EGR
Comparision of
Single -»- Dual (A-+S)
at Equal Torque
Research
Octane
% EGR Torque Requirement C0(%)
4.6 143 81 1.1
4.6 145
10.2 142 88 1.1
+7 0
4.7 170 88 1.3
4.7 181 1.3
8.8 170 92 1.4
+4 +8%
Fuel
Consumption
HC(ppm) N0x(ppm) (Ib/min)
130 1300 0.584
180 1250 0.558
+38% -4% -4.5%
i
125 760 0.554
165 750
190 450 0.545
+52% -41% -1.6%
-------
a
H
APPENDIX E-7
EFFEC1 OF INCREASED EGR ON OCTANE REQUIREMENT, FUEL CONSUMPTION. AND EMISSIONS OF DUAL
IGNITION ENGINE
A.
B.
C.
D.
A.
B.
C.
D.
Manifold
Description Engine RPM Vacuum
Si(Iase)Sn±ti°n ~ 200° 6'°
Dual Ignition 2000 6.0
Dual Ignition -
Increased EGR 2000 5.6
Comparison of
Single •* Dual (A->C)
at Equal Torque
Dual Ignition - More
EGR - Throttle
Adjusted to Equalize 4-3
Torque
Comparison of
Single ->- Dual (A+D)
at Equal Torque
"(fase)1811"1011 "
Dual Ignition 2000 3.0
Dual Ignition -
Increased EGR uuu ^-/
Comparison of
Single ->• Dual (A->C)
at Equal Torque
Dual Ignition - More
EGR - Throttle 200Q 1>6
Adjusted to v Eq»alize
Torque
Research
Octane
% EGR Torque Requirement C0(%) HC(ppm)
4.5 178 87 1.1 125
4.5 190 1.1 150
7.5 180 92 1.3 160
+5 +18% +28%
12.6 179 87 2.3 155
0 +109% +24%
<0.5 246 91 >5 325
<0.5 254 >5 325
6.1 246 99 >5 330
+8 +2%
8.1 240 >100 >5 350
NOX (ppm)
550
720
560
+2%
300
-45%
a
o
•H
4-1
-------
APPENDIX E-8
0)
H
A.
B.
C.
EFFECT OF INCREASED EGR ON OCTANE REQUIREMENT,
Manifold
Description Engine RPM Vacuum % EGR
Single Ignition - 20QO 10>Q 5>6
(Base;
Dual Ignition 2000 9.8 5.6
Dual Ignition -
Increased EGR 2000 9.0 13.0
Comparison of
Single ->• Dual (A-*C)
at Equal Torque
FUEL CONSUMPTION, AND EMISSIONS OF DUAL IGNITION ENGINE
Research
Octane
Torque Requirement C0(%) HC(ppm) N0x(ppm)
149 82 0.25 155 1800
155 0.25 180 2500
149 90 0.25 175 1325
+8 0 +13% -26%
Fuel
Consumption
(Ib/min)
0.446
0.428
-4.0%
D. Dual Ignition - More
EGR - Throttle
Adjusted to Equalize
Torque
Comparison of
Single •*• Dual (A+D)
at Equal Torque
2000
7.8
16.1
149
86
+4
0.25
160
+3%
850
-53%
0.437
-2.0%
-------
- 467 -
APPENDIX E-9
METHOD FOR CALCULATING PERCENTAGE EGR FLOW
EGR flow can be calculated from measurement of C02 concentra-
tions in the exhaust and intake manifolds. The calculation procedure
is outlined below.
J.
z C02
•!• x
x C02
b
ENGINE
E
y C02 '
R
The total flow into the engine consists of
(1) I + R = T. The C02 balance equation is
(2) xl + yR = zT
where x, y, and z are the fractional C02 concentrations in the
intake air, exhaust manifold, and in the intake manifold respec
tively. Substitution of equation (1) into (2) gives
(5)
I y - z
Measurements of x, the C02 concentration in the intake air show
it to be negligible. The basic combustion equation is given by
(4) CHn + 3.76 R N2 + R02 + (7.63 hR) H20 - >
C02 + (y + 7.63 hR) H20 + 3.76 R N2 + (R - j - 1)02
where n is the hydrogen/ carbon ratio of the fuel, R is a measure
of the intake air flow, and h is the humidity in Ib H20/lb dry air.
Since the C02 measurement procedure traps the H20 prior to measure-
ment, the C02 concentration is on a dry basis and needs to be con-
verted to a wet basis. From equation 3 the concentration of C02
(dry) in the exhaust is given by
'(dry)
1 + 3.76 R + (R - 7- - 1)
Thus R can be estimated from the C02 concentration in the exhaust
by rearrangement of equation 5.
-------
- 468 -
E-10
The C02 concentration on a wet basis is given by
(7) y1 = y (wet)
1 + 3.76 R + (R - | - 1) + (| + 7.63 hR)
y' can be expressed in terms of y using
(8) y'
ii
4.76 R - 4
^r + 7.63 hR + 4.76 R
In general the 1^0 content of the intake manifold mixture is so
low that no correction is necessary for Z, the intake manifold CC>2
concentration. However, for high levels of recycle some correction
may be necessary and is given by
(9) z' E z
(wet) ^ + 29 h + [H2o] [C02]iM
10
z' = z
With the H20 converted C02 concentrations calculated (z? and y'),
equation 3 can be directly applied (ignoring the z term) to calculate
R/I the fractional recycle flow.
-------
- 469 -
APPENDIX F
FREQUENCY ANALYSIS OF ALTERNATE ENGINE
F-l 2.3 Liter Pinto L-4 Engine
F-2 2.8 Liter Ford V-6 Engine
-------
- 470 -
APPENDIX F-l
Frequency Analysis Of 2 . 3 Liter, 4 Cylinder Pinto Engine
Run
P 1
P 1
P 1
P 2
P 2
P 2
P 3
P 3
P 3
P 4
P 4
P 4
P 5
P 5
P 5
P 6
P 6
P 6
No.
- 5
- 6
- 7
- 5
- 6
- 7
- 5
- 6
- 7
- 5
- 6
- 7
- 5
- 6
- 7
- 5
- 6
- 7
Accelerometer
Rear head
Rear block
Right front head
Rear head
Rear block
Right front head
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Speed
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
1600 RPM
Fuel Change
1600 RPM
Fuel Change
1600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
2600 RPM
Fuel Change
1600 RPM
Fuel Change
1600 RPM
Fuel Change
1600 RPM
Fuel Change
Knock Rating
VL to NK
VL to NK
VL to NK
NK to VL
NK to VL
NK to VL
NK to VL
NK to VL
NK to VL
VL to NK
VL to NK
VL to NK
NK to VL
NK to VL
NK to VL
NK to VL
NK to VL
NK to VL
-------
- 471 -
Run No.
P 10 - 5
P 10 - 6
P 10 - 7
P 11 - 5
P 11 - 6
P 11 - 7
P 12 - 5
P 12 - 6
P 12 - 7
P 13 - 5
P 13 - 6
P 13 - 7
P 14 - 5
P 14 - 6
P 15 - 5
P 15 - 6
P 15 - 7
P 16 - 5
P 16 - 6
P 16 - 7
Accelerometer
Rear head
Rear block
Right front head
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Rear head
Rear block
Right front head
Rear head
Rear block
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Speed
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
Knock Rating
NK
NK
NK
NK
NK
NK
VL
VL
VL
L
L
L
NK
NK
NK
NK
NK
T-
1-
T-
-------
- 472 -
Run No.
P 17 - 5
P 17 - 6
P 17 - 7
P 18 - 5
P 18 - 6
P 18
P 19
P 19
P 19
P 20
P 20
P 20
P 21
P 21
P 21
P 22
P 22
P 22
P 23
P 23
P 23
P 24
P 24
P 24
P 25
P 25
P 25
P 26
P 26
P 26
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
Accelerometer
Rear head
Rear block
Right front head
Rear head
Rear block
Right front head
Intake Manifold
Right rear head
Right front head
Rear head
Rear block
Right front head
Intake Manifold
Right rear head
Right front block
Intake manifold
Right rear head
Right front block
Rear head
Rear block
Right front head
Rear head
Rear block
Right front head
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Speed
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
30 to 60
MPH Accel.
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
Knock Rating
T-
T-
T-
T /T+
T /T+
T /T+.
T /T+
T /T+
T /T+
T+
T+
T+
T+
T+
T+
T-
T-
T-
T-
T-
T-
T+
T+
T+
T+
T+
T+
T-
T-
T-
-------
- 473 -
Run No-
P 27 -
P 27 -
P 27 -
P 28 -
P 28 -
P 28 -
P 29 -
P 29 -
P 29 -
P 30 -
P 30 -
P 30 -
P 31 -
P 31 -
P 31 -
P 32 -
P 32 -
P 32 -
P 33 -
P 33 -
P 33
P 34 -
P 34 -
P 34 -
P 35 -
P 35 -
P 35 -
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
5
6
7
Accelerometer
Rear head
Rear block
Right front head
Rear head
Rear block
Right front head
Intake Manifold
Right rear head
Right front block
Intake Manifold
Right rear head
Right front block
Rear head
Rear block
Right front head
Rear head
Rear block
Right front head
Intake manifold
Right rear head
Right front block
Intake manifold
Right rear head
Right front block
Rear head
Rear block
Right front head
Speed
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
2600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
1600 RPM
Knock Rating
T-
T-
T-
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
NK
-------
LOCATION OF ACCELEROMETERS ON
2.3 LITER 4 CYLINDER PINTO ENGINE (SIDE VIEW)
REAR HEAD
REAR BLOCK
r^><
u \
INTAKE
MANIFOLD
VALVE COVER
RIGHT
REAR
HEAD\
_5M_^k-r-1/2" HEAD
®X ^®
SPARKPLUGS
BLOCK
-Hi"
4"
§) ©
\
RIGHT
FRONT
BLOCK
ON
SCREW
BOSS
RIGHT FRONT HEAD
-------
PI - 5 2.3 L, 4 cyl.
Rear Head, C90, 2600 RPM
VL Knock to NK (TI 160/190)
G h
Ul
I
-------
PI - 6 2.3 L, 4 cyl.
Rear Block, C90, 2600 RPM
VL Knock to NK (TI 160/190)
20
-------
PI - 7 2.3 L, 4 cyl.
Right Front Head, C90, 2600
RPM VL Knock to NK (TI 160/190)
-------
P2 - 5 2.3 L, 4 cyl.
Rear Head, C90, 2600 RPM
NK to VL (TI 380/405)
oo
I
Za
-------
P2 - 6 2.3 L, 4 cyl.
Rear Block, C90, 2600 RPM
NK to VL (TI 380/405)
VO
I
-------
P2 - 7 2.3 1, 4 cyl.
Right Front Head, C90, 2600
RPM NK to VL (TI 380/405)
00
O
6- t-
t
Jta
-------
P3 - 5 2.3 L, 4 cyl.
Intake Manifold, C90, 2600
RPM NK to VL (TI 685/706)
-IN
CO
-------
73-6 2.3 L, 4 cyl.
Right Rear Head, C90, 2600
RPM NK to VL (TI 685/706)
00
N>
2.0
-------
P3 - 7 2.3 L, 4 cyl.
Right Front Block, C90, 2600
RPM NK to VL (TI 685/706)
-P-
00
U)
-------
P4 - 5 2.3 L, 4 cyl.
Intake Manifold,, C90, 1600
RPM VL to NK (TI 870/888)
-P-
oo
ZO
-------
P4 - 6 2.3 L, 4 cyl.
REE, C90, 1600 RPM
VL to NK (TI 870/888)
oo
01
-------
P4 - 7 2.3 L, 4 cyl.
KFB, C90, 1600 RPM
VL to NK (TI 870/888)
I
*-
oo
CTi
I
2.O
-------
P5 - 5 2.3 L, 4 cyl.
Intake Manifold,, C90, 2600
RPM No Knock to VL (TI 820/840)
?i
I
-p-
oo
-j
I
-------
P5 - 6 2.3 L, 4 cyl.
Right Rear Head, C90, 2600
RPM NK to VL (TI 820/840)
00
oo
-------
P5 - 7 2.3 L, 4 cyl.
Right Front Block, C90, 2600
RPM NK to VL (TI 820/840)
-£>
00
VO
KH.
-------
P6 - 5 2.3 L, 4 cyl.
Intake Manifold,, C90,, 1600
RPM NK to VL (TI 1020/1037)
VO
o
Zo
-------
fr
4
G
I
•G?
P6 - 6 2.3 L, 4 cyl.
Right Rear Head, C90, 1600
RPM NK to VL (TI 1020/1037)
r-
^
Zo
-------
P6 - 7 2.3 L, 4 cyl.
Right Front Block, C90, 1600
RPM NK to VL (TI 1020/1037)
to
I
_./S
to
-------
P10 - 5 2.3 L, 4 cyl.
Rear Head, Iso-Octane, 30 to
60 MPH Accel. NK (TI 143/194)
u>
I
-------
P10 - 6 2.3 L, 4 cyl.
Rear Block, Iso-Octane, 30 to
60 MPH Accel. NK (TI 143/194)
8
4 -
G -
i
-p-
VO
-P-
I
-------
P10 - 7 2.3 L, 4 cyl.
Right Front Head,, Iso-Octane, 30
to 60 MPH Accel. NK (TI 143/194)
I
-f>
VO
Ui
I
G-
v-"V.
10
-------
Pll - 5 2.3 L, 4 cyl.
Intake Manifold, Iso-Octane, 30
to 60 MPH Accel. NK (TI 298/343)
4 -
Gr -
2,0
-------
Pll - 6 2.3 L, 4 cyl.
Right Rear Head, Iso-Octane, 30
to 60 MPH Accel. NK (TI 298/343)
-------
-1
Pll - 7 2.3 L, 4 cyl.
Right Front Block, Iso-Octane, .30
to 60 MPH Accel. NK (TI 298/343)
VO
00
20
-------
P12 - 5 2.3 L, 4 cyl.
Intake Manifold, C90, 30 to
60 MPH Accel. VL (TI 433/468)
-P-
vo
VO
-------
P12 - 6 2.3 L, 4 cyl.
Right Rear Head., C90,, 30 to
60 MPH Accel. VL (TI 433/468)
Ul
o
o
-------
G-
P12 - 7 2.3 L, 4 cyl.
Right Front Block, C90, 30 to
60 MPK Accel. VL (XI 433/468)
Ln
O
v-»
-------
P13 - 5 2.3 L, 4 cyl.
Rear Head, C90, 30 to 60
MPH Accel. L (TI 494/529)
Ui
o
to
-------
P13 - 6 2.3 L^ 4 cyl.
Rear Block, C90, 30 to 60
MPH Accel. L (TI 494/529)
Ul
o
G-
\
A,
KH.
I-/
W\
Z.O
-------
P13 - 7 2.3 L, 4 cyl.
Right Front Head, C90, 30 to
60 MPH Accel. L (TI 494/529)
Ui
o
4s
-------
P14 - 5 2.3 L, 4 cyl.
Rear Head, C-95, 30 to 60
MPH Accel. NK to VL (TI 552/585)
Ul
o
Ul
KH
-------
?
t,
Or
P14 - 6 2.3 L, 4 cyl.
Rear Block, C-95, 30 to 60 MPH
Accel. NK to VL (TI 552/585)
i
Ln
O
CT»
I
\J V * w ^-'V^*w
4-
10
KM^
-------
P15 - 5 2.3 L, 4 cyl.
Intake Manifold, C95, 30 to 60
MPH Accel. NK to VL (TI 606/636)
o
-J
>\>> k ,MA
A jfW^ V>
/o
-------
P15 - 6 2.3 L, 4 cyl.
Right Rear Head, C95, 30 to 60
MPH Accel. NK to VL (TI 606/636)
Ui
o
oo
-------
P15 - 7 2.3 L, 4 cyl.
Right Front Block, C95, 30 to 60
MPH Accel. NK to VL (TI 606/636)
Ul
o
VO
KH,
-------
P16 - 5 2.3 L, 4 cyl.
Intake Manifold, C-93, 30 to
60 MPH Accel. T- (TI 659/689)
Ul
I-1
o
I
y -
-------
P16 - 6 2.3 L, 4 cyl.
Right Rear Head, C-93, 30 to
60 MPH Accel. T- (TI 659/689)
O I
-------
- f
P16 - 7 2.3 L, 4 cyl.
Right Front Block,, C-93, 30 to
60 MPH Accel. T- (TI 659/689)
i
Ol
M
NJ
I
2.0
-------
P17 - 5 2.3 L, 4 cyl.
Rear Head, C-93, 30 to 60
MPH Accel. T- (TI 708/737)
I
Ul
-------
P17 - 6 2.3 L, 4 cyl.
Rear Block, C-93, 30 to 60
MPH Accel. T- (TI 708/737)
-------
P17 - 7 2.3 L, 4 cyl.
Right Front Head, C-93, 30 to
60 MPH Accel. T- (TI 708/737)
H1
Ul
-------
P18 - 5 2.3 L, 4 cyl.
Rear Head,, C-92, 30 to 60
MPH Accel. T-T+ (TI 757/784)
i
Ln
i I i H »
\W" kA--
KM.
-------
P18 - 6 2.3 L, 4 cyl.
Rear Block,, C-92, 30 to 60
MPH Accel. T-T+ (TI 757/784)
i
Ul
n
""^ V J
-, A
/o
-------
P18 - 7 2.3 L, 4 cyl.
Right Front Head,, C-92, 30 to
60 MPH Accel. T-T+ (TI 757/784)
i
Ln
I-1
00
I
-------
P19 - 5 2.3 L, 4 cyl.
Intake Manifold, C-92, 30 to 60
MPH Accel. T-T+ (XI 803/830)
I
Ln
-------
P19 - 6 2.3 L, 4 cyl.
Right Rear Head, C-92, 30 to 60
MPH Accel. T-T+ (TI 803/830)
I
Ul
N3
O
I
/'-A
j
W
V
/o
-------
P19 - 7 2.3 L, 4 cyl.
Right Front Head, C-92, 30 to
60 MPH Accel. T-T+ (TI 803/830)
f\ A
"V V
i-n
to
-------
cs
o
P20 - 5 2.3 L, 4 cyl.
Rear Head, C-89, 1600 RPM
T+ (TI 1130/1142)
NJ
K)
-------
P20 - 6 2.3 -L, 4 cyl.
Rear Block, C-89, 1600 RPM
T+ (TI 1130/1142)
t_n
to
U)
-------
P20 - 7 2.3 L, 4 cyl.
Right Front Head, C-89, 1600
EPM T+ (TI 1130/1142)
Ui
ro
lo
2.0
-------
P21 - 5 2.3 L, 4 cyl.
Intake Manifold, C-89
1600 RPM, T+ (TI 1204/1214)
I
Ul
N3
U1
I
10
2.0
-------
P21 - 6 2.3 L, 4 cyl.
Right rear head, C-89
1600 RPM, T+ (TI 1204/1214)
I
(_n
to
ON
I
-------
721-7 2.3 L, 4cyl.
Right front block, C-89
1600 RPM, T+ (TI1204/1214)
Ul
K>
-------
2-2-5"
P22 - 5 2.3 L, 4 cyl.
Intake Manifold, C-89
1600 RPM T- (TI 1250/1260)
I
Wn
00
I
-------
P22 - 6 2.3L, 4 cyl.
Right rear head, C-89
1600 RPM, T- (TI 1250/1260)
Ul
to
-------
P22 - 7 2.3 L, 4 cyl.
Right front Block, C-89
1600 RPM, T- (TI 1250/1260)
Ul
OJ
o
-------
P23 - 5 2.3 L, 4 cyl.
Rear head, C-89
1600 RPM, I- (II 1290/1299)
I
Ui
U>
M
I
30
-------
P23- 6 2.3 L, 4 cyl.
Rear block, C-89
1600 RPM, T- (TI 1290/1299)
Ln
U>
-------
P23 - 7 2.3 L, 4 cyl.
Right front head, C-89
1600 RPM, T- (TI 1290/1299)
U)
U>
-------
P24 - 5 2.3 L, 4cyl.
Rear head, C-89
2600 RPM, T+ (TI 1344/1354)
I
l_n
OJ
JN
I
-20
-------
,-Cp
P24 - 6 2.3 L, 4 cyl.
Rear block, C-89
2600 RPM, T+ (TI 1344/1354)
Ln
UJ
Ul
-------
P24 - 7 2.3 L, 4 cyl.
Right front head, C-89
2600 RPM, T+ (TI 1344/1354)
I
Ln
-------
P25 - 5 2.3 L, 4 cyl.
Intake Manifold, C-89
2600 RPM, T+ (TI 1383/1392)
I
Ln
u>
-vl
I
-------
•C,
P25 - 6 2.3 L, 4 cyl.
Right rear head, C-89
2600 RPM, T+ (TI 1383/1392)
Ol
00
oo
-------
P25 - 7 2.3 L, 4 cyl.
Right front block, C-89
2600 RPM, T+ (TI 1383/1392)
vo
i
-------
??-<*
-.-f
P26 - 5 2.3 L, 4 cyl.
Intake Manifold, C-89
2600 RPM, T-l- (TI 1420/1430)
I
U1
o
I
-------
^G
P26 - 6 2.3 L, 4 cyl.
Right rear head, C-89
2600 RPM, T+ (TI 1420/1430)
Ln
-p-
-------
P26 - 7 2.3 L, 4 cyl.
Right front block, C-89
2600 RPM, T+ (TI 1420/1430)
I
Ln
NJ
I
JIO
-------
P27 - 5 2.3 L, 4 cyl.
Rear head, C-89
2600 RPM, T- (TI 1452/1461)
-------
P27 - 6 2.3 L, 4 cyl.
Rear block, C-89
2600 RPM, T- (TI 1452/1461)
Ul
.p-
-------
I
-
P27 - 7 2.3 L, 4 cyl.
Right front head, C-89
2600 RPM, T- (TI 1452/1461)
Ul
I
,/j
0
10
-------
P28 - 5 2.3 L, 4 cyl.
Rear head, Iso-octane
2600 REM, NK, (TI 1490/1499)
I
ui
-------
P28 - 6 2.3 L, 4 cyl.
Rear block, Iso-octans
2600 RPM, NK (TI 1490/1499)
I
Cn
-P-
-j
I
V
_l
-------
P28 - 7 2.3 L, 4 cyl.
Right front head, Iso-octane
2600 RPM, NK (TI 1490/1499)
I
<_n
•P-
00
I
II
-------
0
P29 - 5 2.3 L, 4 cylo
Intake Manifold, Iso-octane
2600 RPM, NK, (TI 1520/1529)
/O
-P-
VO
-------
-6.
^
ft-
/H-
P29 - 6 2.3 L, 4 cyl.
Right Rear Head, Iso-octane
2600 RPM, NK (TI 1520/1529)
Ol
Ln
O
i I >.
'\
0
MU
ri \VV
i
V
V
/M1
i
5
•iAA y AJ
'VVA^VV
•
10
K
^
^W^/WvJV
UftA^VVA-v.
1
/5
_J
-?t>
-------
-"-I
P29 - 7 2.3 L, 4 cyl.
Right front block, Iso-octane
2600 RPM, NK, (TI 1520/1529)
I
Ul
I-1
I
/o
-------
<2h
Gr
/H-;
P30 - 5 2.3 L, 4 cyl.
Intake Manifold, Iso-octane
-
1 il
-\[ if 1
m n 1 1
vv^
1_
j 2600 RPM, NK, (TI 1544/1553)
|
I
I
\
illl 1
1 *t •
i n ' si
1 I/I J f'lii
^ ^W1^
iF >" V,
W H^^h i
w!^ w
In , A *W-WT
^M^^/vA^
^^- ~«^
i i j
ro
I
Kv»
-------
P30 - 6 2.3 L, 4 cyl.
Right rear head, Iso-octane
2600 RPM, NK, (TI 1544/1553)
u>
I
J
/o
-------
/
J\-
P30 - 7 2.3 L, 4 cyl.
Right front block, Iso-octane
2600 RPM, NK, (TI 1544/1553)
Ui
Ln
-------
P31 - 5 2.3 L, 4 cyl.
Rear Head, Iso-octane
2600 RPM, NK, (TI 1573/1582)
Oi
Oi
v-
I
jo
10
-------
P31 - 6 2.3 L, 4 cyl.
Rear block, Iso-octane
2600 RPM, NK, (TI 1573/1582)
-------
P31 - 7 2.3 L, 4 cyl.
Right front head, Iso-octane
2600 RPM, NK, (Tl 1573/1582)
JL
i
l_n
l_n
^J
I
-------
P32 - 5 2.3 L, 4 cyl.
Rear Head, Iso-octane
1600 RPM, NK, (TI 1600/1609)
3
6-
Ul
Ol
00
-------
P32 - 6 2.3 L, 4 cyl.
Rear Block, Iso-octane
1600 RPM, NK, (TI 1600/1609)
Ul
Ul
VO
Gr
-------
P32 - 7 2.3 L, 4 cyl.
Right front head, Iso-octane
1600 RPM, NK, (TI 1600/1609)
I
Ul
o
I
-------
;\
P33 - 5 2.3 L, 4 cyl.
Intake Manifold, Iso-octane
1600 RPM, NK, (TI 1628/1637)
A . , : 1 (iji |
i ill / 1 , (1 > W \ ^ W
],[ j\ J MW V ^ , A
" Vv J K f^ hwv V \ ,,.,^ ^UA
vvv,Jv VAJ * * "v-v. ^
¥ '^— , ... A S*S~
1 1 1 — -^ §
10
-------
P33 - 6 2.3 L, 4 cyl.
Right rear head, Iso-octane
1600 RPM, NK, (TI 1628/1637)
I
l_n
O>
ro
I
o
10
/S
-------
P33 - 7 2.3 L, 4 cyl.
Right front block, Iso-octane
1600 RPM, NK, (TI 1628/1637)
u>
i
u
10
(5
-------
P34 - 5 2.3 L, 4 cyl.
Intake Manifold, Iso-octane
1600 RPM, NK, (TI 1664/1673)
-P-
I
-------
P34 - 6 2.3 L, 4 cyl.
Right rear head, Iso-octane
1600 RPM, NK, (II 1664/1673)
-------
P34 - 7 2.3 L, 4 cyl.
Right front block, Iso-octane
1600 RPM, NK, (TI 1664/1673)
o\
I
-------
s
Or
A.» A
/ Vyw
y
A
W
P35 - 5 2.3L, 4 cyl.
Rear head, iso-octane
1600 RPM, NK, (TI 1690/1699)
1ST
-------
P35 - 6 2.3 L, 4 cyl.
Rear block, Iso-octane
1600 RPM, NK, (TI 1690/1699)
oo
I
-------
P35 - 7 2.3 L, 4 cyl.
Right front head, Iso-octane
1600 RPM, NK, (TI 1690/1699)
' "
\0
\5
-------
- 570 -
APPENDIX F - 2
Run
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
FV
Frequency
No.
1
1
1
2
2
2
3
3
3
4
4
4
5
5
5
6
6
6
- 5
- 6
— 7
- 5
- 6
- 7
- 5
- 6
- 7
- 5
- 6
- 7
- 5
- 6
- 7
- s
- 6
- 7
Analysis Of 2.8 Liter, Ford
Accelerometer
Head front bolt
Driver side (normal)
Passenger side
Rear head (axial)
Head front bolt
Passenger side (normal)
Intake manifold
Rear (normal)
Intake manifold
Front (normal)
Driver side
Rear head (axial)
Head front bolt
Driver side (normal)
Passenger side
Rear head (axial)
Head front bolt
Passenger side (normal)
Intake manifold
Rear (normal)
Intake manifold
front (normal)
Driver side
rear head (axial)
Intake Manifold
rear (normal)
Intake Manifold
front (normal)
Driver side
rear head (axial)
Head front bolt
Driver side (normal)
Passenger side
Rear head (axial)
Head front bolt
Passenger side (normal)
V-6
Engine
Speed
1600 RPM
1600
1600
2550
2550
2550
1600
1600
1600
1600
1600
1600
1600
1600
1600
1600
1600
1600
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
RPM
Knock Rating
NK
NK
NK
NK
NK
NK
T+
T+
T+
T+
T+
T+
T-
T-
T-
T-
T-
T-
-------
- 571 -
Run No.
FV 7 - 5
FV 7 - 6
FV 7 - 7
FV 8 - 5
FV 8 - 6
FV 8 - 7
FV 9 - 5
FV 9 - 6
FV 9 - 7
FV 10 - 5
FV 10 - 6
FV 10 - 7
FV 11 - 5
FV 11 - 6
FV 11 - 7
FV 12 - 5
FV 12 - 6
FV 12 - 7
FV 13 - 5
FV 13 - 6
Accelerometer
Head front bolt
Driver side (normal)
Passenger side
Rear head (axial)
Head front bolt
Passenger side(normal)
Intake manifold
Rear (normal)
Intake manifold
Front (normal)
Driver side
Rear head (axial)
Intake manifold
rear (normal)
Intake manifold
Front (normal)
Driver side
Rear head (axial)
Head front bolt
Driver side (normal)
Passenger side
Rear head (axial)
Head front bolt
Passenger side(normal)
Head front bolt
Driver side (normal)
Passenger side
Rear head (axial)
Head front bolt
Passenger side(normal) Accel.
Intake manifold
Rear (normal)
Intake manifold
Front (normal)
Driver side
Rear head (axial)
Intake manifold
rear (normal)
Intake manifold
Front (normal)
Knock Rating
2550 RPM
2550 RPM
2550 RPM
2560 RPM
2560 RPM
2560 RPM
2555 RPM
2555 RPM
2555 RPM
2555 RPM
2555 RPM
2555 RPM
I
40-70 MPH
Accel.
40-70 MPH
Accel.
40-70 MPH
i Accel.
40-70 MPH
Accel.
40-70 MPH
Accel.
40-70 MPH
Accel.
40-70 MPH
Accel.
40-70 MPH
Accel.
T+
T+
T+
T+
T+
T+
T-
T-
T-
T-
T-
T-
NK
NK
NK
NK
NK
NK
Heavy Knock
Heavy Knock
-------
- 572 -
Run No. Accelerometer Speed Knock Rating
FV 14 - 5 Intake manifold 40-70 MPH VL+
Rear (normal) Accel.
FV 14 - 6 intake manifold 40-70 MPH VL+
Front (normal) Accel.
FV 14 - 7 Driver side 40-70 MPH VL+
rear head (axial) Accel.
FV 15 - 5 Head front bolt 40-70 MPH VL+
Driver side (normal) Accel.
FV 15 - 6 Passenger side 40-70 MPH VL+
Rear head (axial) Accel.
FV 15 - 7 Head front bolt 40-70 MPH VL+
Passenger side(normal) Accel.
-------
LOCATION OF ACCELEROMETERS ON
FORD 2.8 LITER V6 ENGINE (TOP VIEW)
FRONT
INTAKE
MANIFOLD
NORMAL
HEAD FRONT BOLT
PASSENGER SIDE (NORMAL)
INTAKE MANIFOLD
REAR (NORMAL)
\
•*«*
/
/ \
"^~*" ©
0
CARB.
/
HEAD FRONT BOLT
DRIVER SIDE (NORMAL)
PASSENGER SIDE
REAR HEAD AXIAL
TO CRANKSHAFT
I
Ui
OJ
I
DRIVER SIDE
REAR HEAD AXIAL
-------
pvi-
FV1 - 5 2.8 L, Ford V-6
Head front bolt driver side (normal)
Iso-octane, 1600 RFM, NK,
(TI 270/288)
T
I
Ui
•So
-------
pv)
FVl - 6 2.8 L, Ford V-6
Passenger side rear head (axial)
Iso-octane, 1600 RPM, NK
(XI 270/288)
I
Ln
•^j
01
I
-------
FVl - 7 2.8 L, Ford V-6
Head front bolt passenger side(normal)
Iso-octane, 1600 RPM, NK
(TI 270/288)
HA/VAV*'
,>VI
-------
Vr
FV2 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
Iso-octane, 2550 RPM, NK
(TI 349/365)
-------
FV2 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
Iso-octane, 2550 RPM, NK
(TI 349/365)
I
01
•VI
00
I
-------
FV2 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
Iso-octane, 2550 RPM, NK
(XI 349/365)
s
4.
I ' i"'T
il-«i t\! tl
-'
(| U •» J[, If
IV M
i
Ul
«J
VO
I
KVf.
10
15
-------
FV3 - 5 2.8 L, Ford V-6
Head front bolt driver side (normal)
C-85, 1600 RPM, T+
(TI 412/429)
un
§
-------
FV3 - 6 2.8 L, Ford v-6
Passenger side rear head (axial)
C-85, 1600 RPM, T+
(TI 412/429)
ui
CX3
-------
FV3 - 7 2.8 L, Ford v-6
Head front bolt passenger side(normal)
C-85, 1600 RPM, T+
(TI 412/429)
oo
NJ
^4/vv
10
.30
-------
/ h
o
yw
I W
Vf 's <
FV4 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
C-85, 1600 RPM, T+
(TI 462/477)
oo
u>
is
-------
FV4 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
C-85, 1600 RPM, T+
(TI 462/477)
I
Ui
oo
.p«-
I
-------
FV4 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
C-85, 1600 REM, T+
(TI 462/477)
pjAr
u/
I
l_n
00
Ui
I
-------
FV5 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
085, 1600 RPM, T-
(TI 502/518)
m
oo
fi-
)0
-------
FV5 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
C-85, 1600 RPM, T-
(TI 502/518)
&•
Ul
oo
KM.
10
-------
f
FV5 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
C-85, 1600 RPM, T-
(TI 502/518)
Ln
CD
00
-------
FV6 - 5 2.8 L, Ford V-6
Head front bolt driver side(normal)
C-85, 1600 RPM, T-
(TI 541/557)
Ln
00
H; i *Aji
i i . J r^VlA A
1 V^^r-^^ ^
^Vi-iA rV / */
•w-v^/v^y y
i 1
0 S" »0
J^
i i1 5
t/^ \ i
H ^
\ F ~^J
V f"
l^~>- 1
«s" ac
-------
FV 6 - 6 2.8 L, Ford V-6
Passenger side rear head (axial)
C-85, 1600 RPM, T-
(II 541/557)
to
o
-------
FV6 - 7 2.8 L, Ford V-6
Head front bolt passenger side(normal)
C-85, 1600 RPM, T-
(TI 541/557)
Ul
10
KM.
)o
-------
FV7 - 5 2.8 L, Ford V-6
Head front bolt driver side(normal)
C-83, 2550 RPM, T+
(TI 588/604)
N5
I
-------
FV7 - 6 2.8 L, Ford V-6
Passenger side rear head (axial)
C-83, 2550 RPM, T+
(TI 588/604)
-------
FV7 - 7 2.8 L, Ford V-6
Head front bolt passenger side (normal]
C-83, 2550 RPM, T+
(TI 588/604)
Ul
VO
-------
FV8 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
C-83, 2560 RPM, T+
(TI 611/625)
Un
VO
-------
FV8 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
083, 2560 RPM, T+
(TI 611/625)
I
vo
I
-------
Vr
FV8 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
C-83, 2650 RPM, T+
(TI 611/625)
I
Ln
-------
FV9 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
C-83, 2555 RPM, T-
(TI 648/662)
Ui
SO
oo
0
to
-------
FV9 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
C-83, 2555 RPM, T-
(TI 648/662)
is-
-------
FV9 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
C-83, 2555 RPM, T-
(TI 648/662)
o
o
-------
FV10 - 5 2.8 L, Ford V-6
Head front bolt driver side (normal)
C-83, 2555 RWL, T-
(TI 677/690)
I
ON
O
l-»
I
2.0
-------
FVlQ - 6 2.8 L, Ford V-6
Passenger side rear head (axial)
C-83, 2555 RPM, T-
(TI 677/690)
I
o>
o
NJ
I
-------
f
FV10 - 7 2.8 L, Ford V-6
Head front bolt passenger side(normal)
C-83, 2555 RPM, T-
(TI 677/690)
ON
o
UJ
_L
10
2.
-------
FVll - 5 2.8 L, Ford V-6
Head front bolt driver side (normal)
Iso-octane, 40-70 MPH Accel., NK
(TI 758/772)
I
ON
O
4>
I
-------
f
FV11 - 6 2.8 L, Ford V-6
Passenger side rear head (axial)
Iso-octane, 40-70 MPH Accel, NK
(TI 758/772)
I
O
Ul
I
-------
FVH - 7 2.8 L, Ford V-6
Head front bolt passenger side(normal)
Iso-octane, 40-70 MPH Accel. NK
(TI 758/772)
6-
ON
o
ON
J_
10
2-
15
-------
FV12 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
Iso-octane, 40-70 MPH Accel., NK
(TI 810-827)
Q-
I
ON
O
^J
I
_L
IO
2
-------
FV12 - 6 2.8 L, Ford V-6
Intake Manifold front (normal)
ISO-octane, 40-70 MPH Accel., NK
(XI 810/827)
ON
O
00
-------
FV12 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
Iso-octane, 40-70 MPH Accel, NK
(TI 810/827)
O
VO
-------
FV13 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
C-82, 40-70 MPH Accel., Too heavy
to rate, (TI 857/868)
O
I
AO
-------
FV13 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
C-82, 40-70 MPH Accel., Too heavy
to rate, (TI 857/868)
-------
FV14 - 5 2.8 L, Ford V-6
Intake manifold rear (normal)
C-84, 40-70 MPH Accel., VL+
(TI 889/904)
TO?
i
ON
M
10
I
/D-
-------
FV14 - 6 2.8 L, Ford V-6
Intake manifold front (normal)
C-84, 40-70 MPH Accel., VL+
(TI 889/904)
/o ^
-------
FV14 - 7 2.8 L, Ford V-6
Driver side rear head (axial)
C-84 40-70 MPH Accel., VL+
(TI 889/904)
-------
FV15 - 5 2.8 L, Ford y-6
Head front bolt driver side (normal)
C-84, 40-70 MPH Accel.. VL+
(TI 926/942)
ON
/D -
-------
FV15 - 6 2.8 L, Ford V-6
Passenger side rear head (axial)
C-84 40-70 MPH Accel., VL+
(TI 926/942)
6
-------
>Dr
FV15 - 7 2.8 L, Ford v-6
Head front bolt passenger side(normal)
C-84, 40-70 MPH Accel., VL+
(TI 926/942)
0
I
5
-------
TECHNICAL REPORT DATA
(Please read Instructions on the reverse before completing)
fREPORT NO. 2.
EPA 460/3-78-009
[TITLE AND SUBTITLE
91 RON- Increased Compression Ratio
Engine Demonstration
AUTHOR(S) ' ' •
r. Patrick E. Godici
r. Bernhard J. Kraus
[PERFORMING ORGANIZATION NAME AND ADDRESS
Exxon Research and Engineering Company
Products Research Division
Linden, NJ 07036
2 SPONSORING AGENCY NAME AND ADDRESS
U.S. Environmental Protection Agency
Office of Mobile Source Air Pollution Control
Office of Mr, Noise and Radiation
Emission Control Technology Division
occc -nn — „_,-*. T-. TH Ann AT!- nr MT d H 1 0 ci
3. RECIPIENT'S ACCESSION NO.
5. REPORT DATE
October 1978
6. PERFORMING ORGANIZATION CODE
8. PERFORMING ORGAN 1 ZATI ON -REPO RT NO.
10. PROGRAM ELEMENT NO.
11. CONTRACT/GRANT NO.
68-03-2162
13. TYPE OF RE PORT AND PERIOD COVERED
14. SPONSORING AGENCY CODE
EPA/200/05
ksitofciMtl&XtfHth-fib1-' iU1U A1LJU1> Ui -J1Uj
5. ABSTRACT
This program was an experimental effort to evaluate several methods of
reducing the octane requirement of a 350 CID Chevrolet engine (1975
California model). Increased squish and two spark plugs per cylinder
did not provide the expected gains in this particular application.
Aluminum heads and a knock-actuated spark control system were identified
1 as potential methods of reducing octane requirement.
The spark control system was incorporated into a vehicle emission
control system to enable the use of higher compression ratio heads
without substantial losses in emission control and with a gain in
fuel economy.
KEY WORDS AND DOCUMENT ANALYSIS
DESCRIPTORS
b.IDENTIFIERS/OPEN ENDEDTERMS
c. COSATI Field/Group
Driveability
Exhaust Emissions
Fuel Economy
Octane Requirement Increase
Light-Duty Vehicles
1975 FTP Emission Tests
Octane Rating
.DISTRIBUTION STATEMEN
Unlimited
19. SECURITY CLASS (This Report)'
21 . NO. OF PAGES
20. SECURITY CLASS (This page)
22. PRICE
!PAFo,m 2220-1 (Rev. 4-77)
/IOUS EDITION IS OBSOLETE
-------
INSTRUCTIONS
1. REPORT NUMBER
Insert the EPA report number as it appears on the cover of the publication.
2. LEAVE BLANK
3. RECIPIENTS ACCESSION NUMBER
Reserved for use by each report recipient.
4. TITLE AND SUBTITLE
Title should indicate clearly and briefly the subject coverage of the report, and be displayed prominently. Set subtitle, if used-, in smaller
type or otherwise subordinate it to main title. When a report is prepared in more than one volume, repeat the primary title, add volume
number and include subtitle for the specific title.
5. REPORT DATE
Each report shall carry a date indicating at least month and year. Indicate the basis on which it was selected (e.g., date of issue, date of
approval, date of preparation, etc.),
6. PERFORMING ORGANIZATION CODE
Leave blank.
7. AUTHOR(S)
Give name(s) in conventional order (John R. Doe, J. Robert Doe, etc.). List author's affiliation if it differs from the performing organi-
zation.
8. PERFORMING pRGANIZATION REPORT NUMBER
Insert if performing organization wishes to assign this number.
9. PERFORMING ORGANIZATION NAME AND ADDRESS
Give name, street, city, state, and ZIP code. List no more than two levels of an organizational hirearchy.
10. PROGRAM ELEMENT NUMBER
Use the program element number under which the report was prepared. Subordinate numbers may be included in parentheses.
11. CONTRACT/GRANT NUMBER
Insert contract or grant number under which report was prepared.
12. SPONSORING AGENCY NAME AND ADDRESS
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13. TYPE OF REPORT AND PERIOD COVERED
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14. SPONSORING AGENCY CODE
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15. SUPPLEMENTARY NOTES
Enter information not included elsewhere but useful, such as: Prepared in cooperation with, Translation of, Presented'at conference of,
To be published in, Supersedes, Supplements, etc.
16. ABSTRACT
Include a brief (200 words or less) factual summary of the most significant information contained in the report. If the report contains a
significant bibliography or literature survey, mention it here.
17. KEY WORDS AND DOCUMENT ANALYSIS
(a) DESCRIPTORS - Select from the Thesaurus of Engineering and Scientific Terms the proper authorized terms that identify the major
concept of the research and are sufficiently specific and precise to be used as index entries for catalozing.
(b) I'DENTIFIERS AND OPEN-ENDED TERMS - Use identifiers for project names, code names, equipment designators, etc. Use open-
ended terms written in descriptor form for those subjects for which no descriptor exists.
(c) COSATI FIELD GROUP - Field and group assignments are to be taken from the 1965 COSATI Subject Category List. Since the ma-
jority of documents are multidisciplinary in nature, the Primary Field/Group assignment(s) will be specific discipline, area of human
endeavor, or type of physical object. The application(s) will be cross-referenced with secondary Field/Group assignments that will follow
the primary posting(s).
18. DISTRIBUTION STATEMENT
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the public, with address and price.
19. & 20. SECURITY CLASSIFICATION
DO NOT submit classified reports to the National Technical Information service.
21. NUMBER OF PAGES
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22. PRICE
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EPA Form 2220-1 (Rev. 4-77) (Reverse)
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