EPA-AA-TEB-84-04
EFFECT OF EVAPORATIVE CANISTER REMOVAL AND REID
VAPOR PRESSURE ON HYDROCARBON EVAPORATIVE EMISSIONS
by
William M. Pidgeon
September 1984
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Sources
U.S. Environmental Protection Agency
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I. INTRODUCTION:
At the request of the Technical Support Staff of EPA's Emission
Control Technology Division, the Technology Evaluation Branch
tested six vehicles for evaporative emissions with their
evaporative canisters removed. Two of these six were also
tested with their canisters installed. The other four vehicles
were tested with their canisters installed in a prior project,
but those data are also included in this report.
For this test effort the vehicles were tested with two fuels;
Indolene HO, which is an unleaded gasoline that meets EPA test
fuel specifications, and an unleaded commercial gasoline.
Commercial fuel specifications generally allow greater variance
in batch to batch characteristics than Indolene. Also, among
other differences, the volatility of commercial gasoline can be
significantly higher than Indolene's volatility. Refiners
routinely adjust commercial fuels' volatility to accommodate
ambient pressures and temperatures that vary with geographic
location and seasonal changes within geographic regions.
The Environmental Protection Agency (EPA) uses air quality
models to predict the impact of atmospheric pollutants on the
Nation's air quality. A prerequisite to accurate air quality
predictions is data on the emission levels of current and
future pollutant sources. MOBILES is the name of the newest
model used to predict these emission rates for on-road
vehicles. In-use data collected through EPA's National
Emission Factors programs have shown that in some cases it is
incorrect to assume that the emission rates of on-road
pollutant sources are at or- below the standards they were
designed to comply with. MOBILE3 is therefore designed to
permit employing in-use data to reflect real-world conditions.
The emission rates predicted by MOBILES are- then utilized by
the air quality models.
The 1977 amendments to the Clean Air Act, Sections 203(a)(3)(A)
and (B) , make it illegal for automobile dealers, fleet
operators, and repair or service facilities, to disconnect or
modify emission control systems. However, surveys conducted in
1978, 1979, 1981 and 1982 found that evaporative control system
tampering occurrences ranged from 1.5% in the 1982 survey to
2.6% in the 1978 survey [1]. Thus, the emission rates
predicted by MOBILES, and the subsequent air quality
predictions will be in error if not corrected for this
tampering. Since over one-half of the hydrocarbons in
urbanized areas are from automobile emissions [1] , evaporative
control system tampering can significantly affect air quality
and should be accounted for.
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This test program was designed to quantify the evaporative
emissions increase on in-use vehicles that have had their
evaporative canisters disconnected. The data are to be used in
EPA's MOBILES emission rates model.
Surveys have also found that the Reid Vapor Pressures (RVP) of
commercial gasolines in some geographical regions are higher
than Indolene HO's RVP [2]. Emission factors data indicate
that evaporative emissions increase as RVP increases [3].
Since the emission rates have been based on vehicles tested
with Indolene, the data must be corrected to reflect the
real-world situation wherein vehicles use gasolines with higher
RVPs than Indolene.
So in addition to quantifying the evaporative emissions
increase with disconnected canisters, this project is also a
follow-up to an EPA project that assessed the effect of RVP on
evaporative emissions and resulted in a report entitled
"Effects of Reid Vapor Pressure on Hydrocarbon Evaporative
Emissions" (see Reference 3).
An additional follow-on project evaluated the effect of RVP on
evaporative emissions of older vehicles whose model years
ranged from 1963 to 1975. A final report on the older vehicles
project is in preparation and will be released in the near
future.
This report on evaporative canister removal (tampering) will:
1. Quantify the increase in evaporative emissions when
evaporative canisters are removed from in-use vehicles.
2. Quantify the increase in evaporative emissions when
the Indolene HO test fuel (RVP=9.1 psi) is replaced by a
commercial fuel with a Reid Vapor Pressure of 11.7 psi. This
discussion will be limited to the change in emissions when the
canisters are removed. RVP effects with the canisters
installed are discussed in Reference 3.
The data will be used in the MOBILES on-road vehicle emission
rates model to improve the accuracy of its predictions and
in-turn improve the accuracy of EPA's air quality predictions.
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II. TEST VEHICLES
The following table lists the six vehicles that were tested.
The table also includes the evaporative HC emission standard
and the test procedure they were certified under.
Emission
Standard Certification
g/test Test Procedure
1974 Buick Century 2* carbon trap method
1975 Chevy Nova 2* carbon trap method
1979 Ford Pinto 6.0 SHED
1979 Olds Cutlass 6.0 SHED
1983 Olds Custom Cruiser
(Wagon) 2.0* SHED
1983 Plymouth Reliant 2.0* SHED
Vehicle descriptions are provided in Appendix B. The two 1983
vehicles were set to manufacturers' specifications before
testing. The other four vehicles were checked out, but were
not set to manufacturer's specifications unless EPA judged that
the problem would have been apparent to the typical owner. The
checklists for these four vehicles are in Appendix C.
The 6.0 g/test standard of the two 1979 vehicles is numerically
less stringent than 2 g/test standard of the 1974 and 1975
vehicles. However, the certification test procedure was
changed from the carbon trap method to the Sealed Housing for
Evaporative Determination (SHED) method for the 1978 model year
vehicles. This test procedure change effectively made the 6.0
g/test standard more stringent than the 2 g/test standard.
A significant evaporative control system difference between the
2 g/test vehicles and the other four vehicles is the method of
carburetor float bowl venting. The 2 g/test vehicles have
their float bowls vented through the air cleaners. The float
bowls are vented through the carbon canisters of the other four
vehicles.
Note the difference in significant digits between the 2
g/test standard and the 2.0 g/test standard. Subsequent
discussions refer to the vehicles by the standards they
are certified under and could cause confusion if the
reader incorrectly assumes they are the same standard.
The test procedures are also different.
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III. TEST PLAN
The basic Federal Test Procedure (FTP) with the SHED procedure
was used for exhaust and evaporative emission testing of the
six vehicles. Although exhaust emission tests were run and the
results are available, they will not be discussed in this
document.
The FTP requires that the vehicles be preconditioned with the
Urban Dynamometer Driving Schedule (UDDS) which is more
commonly referred to as the LA-4 driving cycle. The LA-4 was
used to precondition four of the vehicles with their canisters
installed. These vehicles were previously tested to support
the project documented in Reference 3. They are the 1979 Ford
Pinto, 1979 Olds Cutlass, 1983 Olds Wagon, and the 1983
Plymouth Reliant. The LA-4 duration is 1372 seconds (22.9
minutes) and nominally 7.45 miles.
All six vehicles listed in Section II of this report were
tested with their canisters removed to support the project
documented in this report. They were not preconditioned with
the LA-4. The LA-4 cycle was abbreviated to its first 630
seconds (4.04 miles) and is referred to as Cycle B. All six
vehicles were preconditioned with Cycle B in the
"canister-removed" configuration. Cycle B was also used for
the 1974 Buick Century and the 1975 Chevy Nova with their
canisters installed, as well as with their canisters removed.
With their canisters installed, each vehicle was tested a
minimum of four times; two tests with Indolene HO and two tests
with unleaded commercial fuel. The test sequences are listed
in Appendix A. Because of high variability, the Ford Pinto
received 3 tests with Indolene and the 1979 Olds Cutlass
received 3 tests with commercial fuel.
The canisters were then removed from the vehicles to minimize
the test variability which might occur with an incompletely
purged canister still in the car. The hoses to the canister
were left open. Each car received two tests with its canister
removed, one with Indolene HO and one with commercial unleaded
gasoline.
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IV. TEST RESULTS
1. Effect of Canister Removal on Emissions
a. General Results
Table 1 lists the evaporative test result averages for each
vehicle. The individual test results are presented in Appendix
D. Table 2 summarizes the mean change in emissions after the
canisters were removed, and lists the coefficients of variation
(COV). Table 3 stratifies the vehicles into three categories
based on the emission standard and test procedure they were
certified under. It lists the average evaporative emissions
for each category with the canisters removed. MOBILES uses
discrete inputs for diurnal and hot soak emissions rather than
total evaporative emissions, so Tables 2, 3 and 4, and the
following discussion do not include total emissions.
Canister removal caused larger increases in commercial fuel
diurnal and hot soak emissions than for Indolene emissions.
Diurnal emissions (Table 2) increased an average of 15.24
g/test with Indolene and 21.73 g/test with commercial fuel.
Hot soak emissions respectively increased 8.26 and 9.81 g/test
when the canisters were removed. Note that this discussion
concerns the average change in emissions rather than the total
mass, which was also higher with commercial fuel. The high
COVs (27% to 74%) in Table 2 indicate that evaporative emission
sensitivity to canister disablement varies widely from vehicle
to vehicle.
Diurnal emissions increased more with commercial fuel than with
Indolene on all six vehicles (Table 1) . Hot soak emissions
also increased more with commercial fuel than with Indolene, on
four of the six vehicles. The 1974 Buick Century and the 1975
Chevrolet Nova had larger increases in hot soak emissions with
Indolene. Their increases were 5.18 g/test for the Buick and
9.95 g/test for the Nova. These hot soak Indolene increases
were in-line with the other four vehicles whose increases
ranged between 4.67 g/test for the 1983 Olds Wagon and 10.82
g/test for the 1979 Olds Cutlass. The Buick actually showed an
insignificant decrease in commercial fuel hot soak emissions
(0.05 g/test) when the canister was removed and the Nova
increased only 3.33 grams. The other four vehicles had an
average increase in hot soak emissions of 13.89 g/test with
commercial fuel.
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b. Buick and Nova Hot Soak Results
The small changes in commercial fuel hot soak emissions as a
result of canister disablement on the Buick and the Nova appear
questionable. In comparison, the other four vehicles' hot soak
emissions increased significantly. However, the Buick and Nova
commercial fuel emission changes appear logical when the
evaporative control systems of the vehicles are considered.
The Buick and Nova are the only vehicles whose carburetor float
bowls are not vented through their canisters. Therefore,
removing their canisters should not affect the evaporative
emissions from their carburetors.
The Exxon Research and Engineering Company found that
"Hydrocarbon vapors escaping from the air cleaner during
the hot soak are by far the largest contributor to
evaporative losses. One half of the hydrocarbon loss is
by this route with vapors escaping from the air cleaner
snorkel." [4]
This finding was based on SHED testing of twenty 1973 to 1975
vehicles. Thus, the small increase in hot soak emissions that
occurred after canister removal is not surprising since most of
the float bowl hydrocarbons escape from the air cleaner. The
other four vehicles' float bowls are vented through their
canisters, so removing their canisters can be expected to
result in a significant increase in evaporative HC emissions.
While these factors may explain why commercial fuel hot soak
emissions did not increase on the Buick and Nova, they throw
the Indolene hot soak emissions into question. Why did
Indolene hot soak emissions increase with canister removal if
their canisters are not used to control float bowl emissions?
The Exxon report stated that the second and third largest
evaporative emission contributors were respectively carburetor
leaks and canister overflow. Carburetor leaks should not be
pertinent since the same carburetors were used with both fuels,
but canister overflow may provide the solution to the riddle.
The Exxon report said that overflow from the canister
"is the third largest source of evaporative emissions
with 10% occurring during the diurnal cycle and an
additional 10% during the hot soak. This indicates
insufficient working capacity in the canister of five of
the twenty cars in the group." [4]
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The Exxon vehicles were tested with Indolene HO which has an
RVP specification that holds the RVP range to between 8.7 and
9.2 psi. The commercial fuel used in this project had an RVP
of 11.7 psi. The high volatility of this fuel may have led to
canister overloading during the diurnal test.
How would canister overloading provide an explanation for the
increase in hot soak Indolene emissions with no change in hot
soak commercial fuel emissions? The explanation relies on four
assumptions. First assume that the Indolene diurnal tests did
not overload the canisters, but they were overloaded on the
commercial fuel diurnal tests. Or, assume that the FTP driving
cycle previous to the Indolene hot soak test sufficiently
purged the canisters, but did not sufficiently purge the
canisters when commercial fuel was used. Second, assume that
evaporative emissions escaped from the fuel tank vent hoses
during the hot soak test. The vent hoses were left open when
the canisters were removed. Third, assume that the installed
canisters were overloaded (first assumption) during the
commercial fuel diurnal tests. Therefore, they would have been
ineffective in controlling fuel tank emissions during the hot
soak test. Fourth, assume that the canisters were not
overloaded during the Indolene diurnal tests. Therefore, they
would have been effective in controlling fuel tank emissions
during the hot soak test.
If these assumptions are correct, removing the canister should
have caused an increase in Indolene hot soak emissions since an
effective control device was removed. Conversely, commercial
fuel hot soak emissions should not have increased when the
canister was removed since it was ineffective before it was
removed. This explanation is offered as a theory; it has not
been experimentally verified.
Although the commercial fuel hot soak emissions for the Buick
and Nova hardly changed after the canisters 'were removed, their
mass emissions were roughly two times greater than the
emissions of the other vehicles with their canisters removed.
This fact bolsters the theory that the canisters were
overloaded during the commercial fuel diurnal test. This also
suggests that parameters other than the canisters are
responsible for the lower emissions of the four newer
vehicles. One difference is the carburetor bowl volumes which
range between 45 and 65 cubic centimeters (cc) on the newer
vehicles compared to 76 cc on both the Buick and the Nova.
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c. Vehicle to Vehicle Variations
As previously stated, the COVs in Table 2 show that the effect
of canister disablement varied significantly from vehicle to
vehicle. Table 1 shows the range of increase in diurnal
emissions was 9.84 g/test for the 1983 Reliant to 19.44 g/test
for the 1979 Cutlass with Indolene. The range of increase in
diurnal emissions with commercial fuel was 14.80 g/test for the
1979 Pinto to 28.37 g/test for the 1979 Cutlass. Canister
removal allowed hot soak emissions with Indolene to increase
from 4.67 g/test for the Olds Wagon to 10.82 g/test on the 1979
Cutlass. Hot soak emissions with commercial gasoline increased
from no significant change on the 1974 Buick to 19.04 g/test on
the 1983 Reliant. These ranges represent vehicle averages
rather than single test extremes.
d. Comparative Results of Vehicles Certified Under
Different Evaporative Emission Standards
The data in Table 3 list the average emissions for three
vehicle categories - the three evaporative emission standards
the vehicles were certified under. The data indicate that the
average emissions for vehicles certified under the 2 g/test
standard, on average, had higher evaporative emissions than
their four counterparts that were certified under more
stringent standards.
Comparing the vehicles certified to the 2.0 g/test standard
with the vehicles certified to the 6.0 g/test standard show
that there is less than a 1.0 g/test difference in the average
diurnal emissions of each group. The 2.0 g/test vehicles had
lower average hot soak emissions on the tests run with
Indolene, but their hot soak emissions were higher than the 6.0
g/test vehicles on the tests run with commercial fuel.
In summary, the "canister-removed" data conclusively show that
the vehicles certified under the 2 g/test standard have
significantly higher emissions than the other vehicles. But
there are not significant group differences between the
vehicles certified to the 6.0 g/test standard and vehicles
certified to the 2.0 g/test standard.
2. Effect of Fuel Volatility on Evaporative Emissions
This section discusses the change in evaporative emissions when
Indolene HO with an RVP of 9.1 pounds per square inch (psi) was
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10
replaced with commercial fuel having an RVP of 11.7 psi. This
discussion will be limited to the effect of fuel volatility on
evaporative emissions with the canister removed since Reference
3 discusses the canister installed configuration.
Table 1 lists the ratios for Indolene fuel evaporative
emissions versus commercial fuel emissions. Commercial fuel
evaporative emissions with the canisters removed were greater
than Indolene emissions in all cases.
The diurnal ratio is defined as the diurnal evaporative
emissions with commercial fuel divided by the diurnal emissions
with Indolene. The hot soak ratio is calculated in the same
manner. Table 4 lists the mean diurnal and hot soak ratios.
The six vehicle mean diurnal ratio is 1.7 (Table 4) and the
mean hot soak ratio is 1.6. However, the hot soak ratios
segregate into two groups. The first group, which includes the
1979 Pinto and the 1979 Cutlass, had a mean hot soak ratio of
1.3. The second, which includes the 1974 Buick, 1975 Nova,
1983 Olds Wagon and the 1983 Plymouth Reliant, had a mean hot
soak ratio of 1.8. The mean diurnal ratio is 1.6 for the first
group and 1.7 for the second group, but they do not obviously
separate into two distinct groups as the hot soak ratios do.
V. SUMMARY OF RESULTS
1. Canister removal caused larger increases in commercial
fuel evaporative emissions than for Indolene emissions.
Removal caused an average increase in diurnal emissions of 15.2
g/test with Indolene for the six vehicles. On commercial fuel,
the mean increase was 21.7 g/test. Mean hot soak emissions
increased 8.3 g/test on Indolene and 9.8 g/test on commercial
gasoline.
2. The range of increase in diurnal emissions was 9.8
g/test for the 1983 Reliant to 19.4 g/test for the 1979 Cutlass
with Indolene. The range of increase in diurnal emissions with
commercial fuel was 14.8 g/test for the 1979 Pinto to 28.4
g/test for the 1979 Cutlass. Canister removal allowed hot soak
emissions with Indolene to increase from 4.7 g/test for the
1983 Olds Wagon to 10.8 g/test on the 1979 Cutlass. Hot soak
emissions with commercial gasoline increased from no change on
the 1974 Buick to 19.0 g/test on the 1983 Reliant. These
ranges are for vehicle averages rather than single test
extremes.
3. The increases in evaporative emissions upon removal of
the canisters varied widely from vehicle to vehicle.
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11
4. Canister removal did not make a significant difference
in the hot soak emissions of the 1974 Buick and the 1975 Nova
when fueled with commercial gasoline.
5. With their canisters removed, the 1974 Buick Century
and the 1975 Chevy Nova, which were certified to the 2 g/test
standard, had higher diurnal and hot soak emissions (two
vehicle averages) on Indolene and commercial fuels than the
group average emissions of the other four vehicles which were
certified to the more stringent 6.0 g/test* and 2.0 g/test
standards.
6. The average diurnal ratio** was 1.7 for the six
vehicles.
7. The average hot soak ratio** for the six vehicles was
1.6. However, the hot soak ratios segregate into two groups.
The first group, which includes the 1979 Pinto and the 1979
Cutlass, had a mean hot soak ratio of 1.3. The second, which
includes the 1974 Buick, 1975 Nova, 1983 Olds Wagon and the
1983 Plymouth Reliant, had a mean hot soak ratio of 1.8.
8. The average diurnal ratio is 1.6 for the first group
and 1.7 for the second group; they do not obviously segregate
into two distinct groups as do the hot soak ratios.
* Although 6.0 g/test is numerically less stringent than 2
g/test, the test procedure change from the Carbon Trap
method to the SHED method resulted the 6.0 g/test standard
being a more stringent than the 2 g/test standard.
** The ratio is calculated by dividing commercial fuel
emissions by Indolene emissions for tests performed with the
canisters removed.
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References
1. "Motor Vehicle Tampering Survey - 1982," United States
Environmental Protection Agency, Office of Enforcement and
Legal Counsel, EPA-330/1-81-001.
2. Analysis of MVMA National Fuel Volatility Data, Memo from
Craig A. Harvey, Technical Support Staff to Charles L.
Gray, Jr., Emission Control Technology Division, October
7, 1983.
3. "Effects of Reid Vapor Pressure on Hydrocarbon Evaporative
Emissions," Edward Anthony Earth, Environmental Protection
Agency, EPA-AA-TEB-84-3.
4. Investigation and Assessment of Light-Duty Vehicle
Evaporative Emission Sources and Control - Contract #68 -
03 - 2172, U.S. EPA - Exxon Research and Engineering
Company, P.J. Clarke, October 1975.
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Table 1
Mean Evaporative Emissions with Indolene and Commercial Fuels
Vehicle
Canister
Diurnal
Ind. Comm.
Ratio*
Hot Soak
Ind. Comm.
Ratio* Ind.
Total
Comm. Ratio*
1974 Buick Century** Installed
1974 Buick Century** Removed
Change
1975 Chevy Nova** Installed
1975 Chevy Nova** Removed
Change
1979 Ford
1979 Ford
Change
,1979 Olds
1979 Olds
Change
1983 Olds
1983 Olds
Pinto*** Installed
Pinto** Removed
Cutlass*** Installed
Cutlass** Removed
Wagon*** Installed
Wagon** Removed
Change
1983 Plymouth Reliant*** Installed
1983 Plymouth Reliant** Removed
Change
HC (g/test)
5.50 17.
22.46 36.
16.96
2.58
19.33
16.75
0.23
10.25
10.02
1.89
21.33
19.44
0.72
19.12
18.40
1.13
10.97
9.84
19.
10.
34.
24.
0.
15.
14.
7.
35.
28.
4.
32.
27.
2.
18.
15.
24
59
35
20
31
11
36
16
80
16
53
37
99
98
99
76
52
76
3.1
1.6
4.0
1.8
1.6
1.5
3.8
1.7
6.9
1.7
2.4
1.7
HC (g/test)
10.74 27.37 2.5
15.92 27.32 1.7
5.18
10.00
19.95
9.95
0.68
9.73
9.05
1.78
12.60
10.82
2.74
7.41
4.67
1.34
11.22
9.88
-0.
31.
34.
3.
0.
12.
11.
1.
17.
15.
4.
13.
9.
1.
20.
19.
05
53 3.2
86 1.7
33
92 1.4
18 1.3
26
66 0.9
48 1.4
82
34 1.6
79 1.9
45
62 1.2
66 1.8-
04
HC (g/test)
16.25 44.61
38.38 63.91
22.13
12.59
39.29
26.70
0.91
19.98
19.07
3.67
33.93
30.26
3.46
26.54
23.08
2.46
22.19
19.73
19.30
41.73
69.17
27.44
1.28
27.34
26.06
8.83
53.01
44.18
9.33
46.76
37.43
4.38
39.18
34.80
2.7
1.7
3.3
1.8
1.4
1.4
2.4
1.6
2.7
1.8
1.78
1.8
Number of Tests
Ind. Comm.
2
1
2
1
2
1
2
1
2
1
2
1
2
1
3
1
2
1
2
1
Mean Change
15.24 21.73
8.26 9.81
23.50 31.54
* Ratio = Commercial Fuel Emissions/lndolene Emissions.
** Cycle B prep used with both fuels (Cycle B is the first 630 seconds, 4.04 miles, of the LA-4 driving
schedule).
*** LA-4 prep cycle used with both fuels.
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Table 2
Mean Increase In Emissions Upon Canister Removal for Six Vehicles
Fuel
Indolene HO
Commercial
Increase in Diurnal Emissions Coefficient of Variation
15.24 g/test
21.73 g/test
28%
27%
Fuel
Indolene HO
Commercial
Change in Hot Soak
HC Emissions
8.26 g/test
9.81 g/test
Coefficient of Variation
32%
74%
Table 3
Average Evaporative Emissions of Vehicles Categorized
by their Evaporative Emission Standard
(Canisters Removed)
Evaporative
Standard
2 g/test*
6.0 g/test**
2.0 g/test***
Mean Diurnal
Emissions
Mean Hot
Soak Emissions
g/test
Indolene Commercial Indolene Commercial
20.90 35.45 17.94 31.09
15.79 25.34 11.16 14.83
15.04 25.75 9.32 17.22
* 1974 Buick Century, 1975 Chevy Nova
** 1979 Ford Pinto, 1979 Olds Cutlass
*** 1983 Olds Wagon, 1983 Plymouth Reliant
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Table 4
Ratios of Evaporative Emissions (Commercial/Indolene Fuel,
Canisters Removed)
Diurnal Ratio Hot Soak Ratio Number of Tests
Vehicles Mean COV Mean COV Ind. Comm.
All six 1.7 6% 1.6 16% 6 6
First Group: '79 Pinto
& '79 Cutlass 1.6 9% 1.3 8% 2 2
Second Group: '74 Buick,
'75 Nova, '83 Olds,
& '83 Reliant 1.7 4% 1.8 4% 4 4
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Appendix A-l
Test Sequence With Canisters Installed
Test vehicles for this test sequence are: 1979 Ford Pinto, 1979
Oldsmobile Cutlass, 1983 Oldsmobile Custom Cruiser, and 1983 Plymouth
Reliant.
1. Check vehicle.
2. Drain and".refuel with Indolene.
3. Road preconditioning - #1 Adrian Road Route (a 125 mile road
route).
The standard evaporative emission test consists of Steps 4 through 10
below:
4. Drain and 40% refuel with chilled Indolene.
5. Dynamometer prep using LA-4 driving schedule.
6. Standard soak from 12 hours to 36 hours.
7. Drain and 40% refuel with chilled Indolene.
8. Diurnal evaporative emissions test (one hour soak in SHED
enclosure, fuel is heated from 60°F to 84°F).
9. Test using FTP (LA-4 driving schedule with repeat of first 505
seconds).
10. Hot soak evaporative emissions test (one hour soak in SHED
enclosure).
11. Repeat numbers 4 through 10 above.
12. Repeat numbers 2 through 10 above using commercial fuel so that
each vehicle receives two tests with commercial fuel.
NOTE: All tests were with Indolene HO for the first two tests and
commercial unleaded for the next two. The Pinto's first three tests were
with Indolene and the 1979 Olds Cutlass's last three tests were with
commercial fuel.
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1.7
Appendix A-2
Test Sequence With Canisters Installed
Test vehicles for this test sequence are: 1974 Buick Century, 1975
Chevrolet Nova.
1. Check vehicle.
2. Drain and refuel with Indolene.
3. Driveability check - one LA-4 driving schedule.
The standard evaporative emission test consists of Steps 4 through 10
below except that the standard LA-4 was replaced by Cycle B in Step 5:
4. Drain and 40% refuel with chilled Indolene.
5. Dynamometer prep using Cycle B driving schedule.
6. Standard soak from 12 hours to 36 hours.
7. Drain and 40% refuel with chilled Indolene.
8. Diurnal evaporative emissions test (one hour soak in SHED
enclosure, fuel is heated from 60°F to 84°F).
9. Test using FTP (LA-4 driving schedule with repeat of first 505
seconds).
10. Hot soak evaporative emissions test (one hour soak in SHED
enclosure).
11. Repeat numbers 4 through 10 above unti-l each vehicle has
completed two tests with Indolene.
12. Repeat numbers 4 through 10 above using commercial fuel so that
each vehicle receives two tests with commercial fuel.
NOTES: 1. All tests were with Indolene HO for the first two tests and
commercial unleaded for the next two.
2. Cycle B is the- first 630 seconds, 4.04 miles, of the LA-4
driving schedule.
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Appendix A-3
Test Sequence With Canisters Removed
Test vehicles for this test sequence are: 1974 Buick Century, 1975
Chevrolet Nova, 1979 Ford Pinto, 1979 Oldsmobile Cutlass, 1983 Oldsmobile
Custom Cruiser, and 1983 Plymouth Reliant.
1. Remove canisters and leave hoses open
2. Check vehicle and 40% refuel with Indolene.
3. Dynamometer prep using Cycle B driving schedule.
4. Standard soak from 12 hours to 36 hours.
5. Drain and 40% refuel with chilled Indolene.
6. Diurnal evaporative emissions test (one ho.ur soak in SHED
enclosure, fuel is heated from 60°F to 84°F).
7. Test using FTP (LA-4 driving schedule with repeat of first half
of schedule).
8. Hot soak evaporative emissions test (one hour soak in SHED
enclosure)•
9. Repeat numbers 2 through 8 above using commercial fuel.
NOTE: Cycle B is the first 630 seconds, 4.04 miles, of the LA-4 driving
schedule.
-------
19
Make/Model
Model Year
Type
Vehicle ID
Initial OD
Engine:
Type
Conf ig.
Disp.
Fuel Metering
Engine Fam.
Evap. Fam.
Appendix B-l
Test Vehicle Description
6.0 Gram Evaporative Standard Vehicles
Buick/Century
1974
Sedan
4D29H4H156612
5.9,568
Spark Ignition
V-8
350 CID
2V Garb
unknown
unknown
Chevrolet/Nova Ford Pinto Olds Cutlass Supreme
1975
Sedan
1X27L115735
7,645
Spark Ignition
V-8
350 CID
2V Garb
11X43
unknown
1979
2 dr hatchback
9T11Y186165
26,750
Spark Ignition
In-line 4
2.3 liters
2V Garb
2.3A1X92EGR/CAT
B
1979
2 dr hardtop
3R47A9M523280
37,700 miles
Spark Ignition
V-6
231 CID
2V Garb
3.8L940B2
B
Emission Cont,
System
AIR/EGR
AIR/OC/EGR
PAIR/OC/EGR
PAIR/OC/EGR
Volumes:
Fuel Tank
Garb Bowl
Transmission
Test Parameters:
Inertia Wt.
HP @ 50 MPH
0303R
22 gal
76 cc
Automatic
3 Speed
4500 Ibs
14.0
21 gal
76 cc
Automatic
3 speed
4000 Ibs
12.0
13 gal
45 cc
Automatic
•3 speed
2750 Ibs
9.7
18.2 gal
50 cc
Automatic
3 speed
3500 Ibs
9.5
-------
20
Appendix B-2
Test Vehicle Descriptions for
.0 Gram Evaporative Standard Vehicles
Make/Model
Model Year
Type
Vehicle ID
Initial OD
Engine:
Type
Config.
Disp.
Fuel Metering
Engine Fam.
Evap. Fam.
Emission Cont.
System
Volumes:
Fuel Tank
Garb Bowl
Transmission
Test Parameters:
Inertia Wt.
HP @ 50 MPH
Olds Custom Cruiser
1983
Station Wagon
1G3AP35Y5DX34364
22,400 miles
Spark Ignition
V-8
5.0 Liters
4V Garb
D3G5.0V4ARA9
3B4-3A
AIR/CL-3W/OC/EGR
22 gal
65 cc
Automatic
4-speed lock-up
4750 Ibs.
12.7
Plymouth Reliant
1983
Sedan
1P3BP26C9DF251538
2,500 miles
Spark Ignition
Transverse 4
2.2 Liters
2V Garb
DCR2.2VHAC3
DCRKA
AIR/CL-3W/OC/EGR
13 gal
51 cc
Automatic
3 speed
2750 Ibs.
8.0
0303R
-------
21
VEHICLE CHECKLIST
Year: '74 Model:CenEury Color: vnrie VIM: 4D29H4H1S6612
Technician/Mechanic: 35694 Dace: 1-25-84
Vehicle Mfr.: Buick
1. Install fuel drain
2. Thermocouple fuel cap for Bid-
volume fuel ceap. when 40Z filled
3. Pressure check fuel system
4. Change engine oil and filter
5. Check differential fluid
6 Check power steering fluid
7. Check transmission fluid
8. Check brake fluid
9. Exhaust system
10. Install boot on tailpipe
11. Canister and hoses visual check
12. Brake test
Ignition System
13. Points: a) dwell
b) resistance
c) timing spec 4° B
d) advance
start
done
ok
ok
ok
ok
15'
X
X
X
no leaks
ok X
ok
spec
ok
Srpa
X
30°
X
650
functions
done X
done X
In.H20 after 5min. 14'
not necessary
topped off
topped off
topped off X
topped off X
X leaks
done X
problem
needs repair
actual 29.3*
bad
actual 4.3° @rpm 529
X no good
problem
15. Battery
Fuel System
16. Choke setting
17. Choke operation
13. Vaeuun break setting
19. Vacuum break operation
20 Air cleaner
21. Adjust idle mixture to specs.
22. Idle speed
23. Fast idle speed
Miscellaneous
24. Manifold heat valve
25. PCV System
26. EGR Valve
ok
problem
spec.
ok X
spec.
ok X
ok X
spec. 650
spec.
ok N/A
ok X
ok X
actual ~
problem
actual
problem
changed
done
actual 631
actual 1970
problem
problem
problem
-------
22
VeKtele Mrr.: Chevy
VEHICLE CHECKLIST APPENDIX C-2
Ye*rr '75 Model; Nova Color:Yellov VIM: LX27L5LU5735
Techaiciar/tfechanlc: 35694
Date: 1-11-84
1. Install fuel drain
2. Thermocouple fuel cap for mid-
volume fuel temp, when 40! filled
3. Pressure check, fuel system
4. Change engine oil and filter
5. Check differential fluid
6 Check power steering fluid
7. Check transmission fluid
8.. Check brake fluid
9. Exhaust system
10. Install boot on tailpipe
11. Canister and hoses visual check
12. Brake test
Ignition System
13. Points: a) dwell
b) resistance
c) timing spec 6 B
d) advance
start 15'
done X
ok X
ok X
ok X
ok
no leaks X
ok X
ok X
spec fixed
ok X
@rpm 600
functions
done X
done X
In.H20 after Sain. 14 1/2 '
not necessary
topped off
topped off
topped off
topped off X
leaks
done X
problem
needs repair
actual 29.3*
bad
actual 8° 9rpm 535
X no good
14. Plugs, Wire* and Cap- Scope Check ok '. X problem
15. Battery ok X problem_
Fuel System
16. Choke setting
17. Choke operation
18. Vacuum break setting
19. Vacuum break operation
20 Mr cleaner
21. Adjust idle mixture to specs. done
22. Idle speed
23. Fast idle speed
Miscellaneous
24. Manifold .heat valve ok X problem_
25. PCV System ok X problem
26. EGR Valve ok X problem
spec.
ok X
spec.
ok X
ok X
actual
problem
actual
problem
changed
spec. 600 D actual 635
spec. 1600 actual 1600
-------
23
VEHICLE CHECKLIST
APPENDIX C-3
Vehicle Mfr.: Ford
Techniclan/Hechaaic: 35694 .
Tear: '79 Model; Pinto Color: Peach VIN: 9T11V186165
Date: 2-24-84
1. Install fuel drain
2. Theraocouple fuel cap for aid-
volume fuel temp, when 40Z filled
3. Pressure check fuel system
it. Change engine oil and filter
5. Check differential fluid
6 Check power steering fluid
7. Check transmission fluid
4. Check brake fluid
9. Exhaust system
10. Install boot on tailpipe
11. Canister and hoses visual check
12. Brake test
Ignition System
13.
Points: a) dwell
b) resistance
c) tlning spec 20*
d) advance
start
done
ok
ok
ok
ok
15'
X
X
X
X
no leaks X
ok
ok
spec
ok
9rpo
X
X
X
600 dr
functions
done X
done X
In.HjO after 5min. 19'
not necessary X
topped off
topped off
topped off
topped off
leak*
done X
problem
needs repair
actual - —
bad
actual 20° 3rpra 650 dr
X no good
14. Plugs, Wires and Cap- Scope Check ok X_
problem
15. Battery ok
Fuel System
16. Choke setting
17. Choke operation
18. Vacuum break setting
19. Vacuua break operation
20 Air cleaner
21. Adjust idle mixture to specs.
22. lile speed ' spec. 800
23. Fast idle speed
Mi seellaneous
24. Manifold heat valve ok_
25. ?CV System ok_
26. EGR Valve ' ok
problem
spec.
ok X
spec.
ok X
ok X
actual
problem
actual
problem
changed
done
actual 808 rpo
spec. 2000 actual 2027 rpm
S/A
problem
_problem_
problem
-------
24
VEHICLE CHECKLIST
APPENDIX C-4
Vehicle Mfr.: Olds
Year: 79 Model: Cut lass Color :Carmel VIM; 3R47A9M523280
Technician/Mechanic: 35694 Date: 2-24-84
1. Install fuel drain
2. Thermocouple fuel cap for mid-
volume fuel temp, when 40Z filled
3. Pressure check fuel system
4. Change engine oil and filter
5. Check differential fluid
6 Check power steering fluid
7. Check transmission fluid
8. Check brake fluid
9. Exhaust system
10. Install boot on tailpipe
11. Canister and hoses visual check
12. Brake test
Ignition System
13. Points: a) dwell
b) resistance
c) timing spec 15*
d) advance
start 16'
done
ok X
ok X
ok X
ok X
no leaks
ok X
ok X
spec N/A
ok X
(?rpm 600
functions
done X
done X
In.H^O after Smin. 18'
noc necessary X
topped off
topped off
topped off
topped off
X leaks
done X
problem
needs repair
actual
bad
actual 15° 9rpm 600
X no good
14. Plugs, Wires and Cap- Scope Check ok . X problem_
15. Battery ok X problem_
Fuel System
16. Choke setting
17. Choke operation
18. Vacuum break setting
19. Vacuum break operation
20 Air cleaner
21. Adjust idle mixture to specs. done
22. Idle speed spec. 550
23. Fast Idle speed
Miscellaneous
24. Manifold heat valve ok X problem
25. PCV System ok X problem
26. ECR Valve ok X problem
spec.
ok
spec.
ok
ok
X
X
X
X
actual
problem
actual
problem
changed
actual 550 drive
spec. 2200 actual 2218
-------
Canister Fuel
1974 Buick Century
Installed Indo.
Installed Indo.
Installed Comm.
Installed Comm.
Removed '. • Indo.
Removed Comm.
1975 Chevrolet Nova
25
Appendix D-l
Individual Test Results
B
B
B
B
B
B
Test
Number
84-2315
84-2279
84-2280
84-2281
84-2416
84-2859
Diurnal HC Hot Soak HC
g/test
4.62
6.38
17.09
17.39
22.46
36.59
10.47
11.02
30.92
23.81
15.92
27.32
Installed
Installed
Installed
Installed
Removed
Removed
Indo.
Indo.
Comm .
Comm.
Indo.
Comm.
B
B
B
B
B
B
84-1908
84-1909
84-2350
84-2410
84-2764
84-2765
2.49
2.67
9.23
11.17
19.33
34.31
10.89
9.12
30.662
32.40
19.95
34.86
1971 Ford Pinto
Installed
Installed
Installed
Installed
Installed
Removed
Removed
Indo.
Indo.
Indo.
Comm*
Comm.
Indo.
Comm.
LA-4
LA-4
LA-4
LA-4
LA-4
B
B
82-2399
84-0186
84-0187
84-0188
84-0377
84-0378
84-2630
0.11
0.28
0.30
0.48
0.25
10.25
15.16
0.50
0.73
0.81
0.48
0.25
9.73
12.18
1979 Oldsmobile Cutlass
Installed
Installed
Installed
Installed
Installed
Removed
Removed
Indo.
Indo.
Comm.
Comm.
Cornm.
Indo.
Comm.
LA-4
LA-4
LA-4
LA-4
LA-4
B
B
82-2397
84-0181
84-0182
84-0183
84-0184
84-2766
84-2767
1.80
1.98
2.81
12.65
6.03
21.33
35.53
1.85
1.70
1.68
1.48
1.83
12.60
17.48
-------
26
Appendix D-2
Individual Test Results
Canister Fuel
1983 Olds Wagon
Installed Indo.
Installed Indo.
Installed Comm.
Installed Comm.
Removed Indo.
Removed Comm.
1983 Plymouth Reliant
Installed
Installed
Installed
Installed
Removed
Removed
Indo.
Indo.
Cornm.
Comm.
Indo.
Comm.
Prep
'-' yc .L s
LA-4
LA-4
LA-4
LA-4
B
B
LA-4
LA-4
LA-4
LA-4
B
B
Test
Number
84-0862
84-0863
84-0864
84-0865
84-2439
84-2440
84-0383
84-0384
84-0387
84-0183
84-2457
84-2441
Diurnal H
0.65
0.79
2.98
7.00
19.12
32.98
1.28
.97
2.58
2.94 .
10.97
18.52
: Hot Soak HC
g/test
2,
2,
4,
4,
49
98
60.
08
7.41
13.79
1.27
1.40
1.20
2.03
11.22
20.66
------- |