EPA-AA-TEB-84-3
Effects of Reid Vapor Pressure
on Hydrocarbon Evaporative Emissions
Edward Anthony Earth
February, 1984
Test and IvaluaXlon Branch
Emission Control Technology Division
Office of Mobile Sources
Environmental Protection Agency
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Abstract
A test program was conducted to investigate the effect of gasoline
volatility, as measured by Reid Vapor Pressure (RVP), on evaporative
hydrocarbon (HC) emissions. The program consisted of a series of short
test sequences designed to quantify these effects. The principal test
variables were the vehicle evaporative standard, test fuel, test driving
cycles, and prep cycles.
Testing of eight typical passenger vehicles was conducted at EPA's Motor
Vehicle Emission Laboratory from October 1983 through January 1984.
Three were manufactured to a 6.0 gm standard (1978-80 model year) while
the other five met a 2.0 gm standard (1981 model or later). Two of the
latter were fuel injected to increase the technology mix. The vehicles
were tested using Indolene (RVP of 9.0 psi), commercial unleaded (RVP of
11.7 psi), and a blend of these two fuels (RVP of 10.4 psi). The basic
test procedure was the Federal Test Procedure (FTP) which uses the LA-4
driving cycle. Evaporative emissions were measured using the SHED
enclosure prescribed by this procedure. A modification of this procedure
using 10 minute segments of the LA-4 cycle was utilized to investigate
the effects of different driving cycles. Vehicles were prepped for the
test by the LA-4 (per the FTP), the above LA-4 segments, or a 10 minute
road route.
The overall conclusion from these tests is that the increase in fuel RVP
significantly increased evaporative emissions and that most of this
effect occurred in the diurnal evaporative emissions. For all vehicles,
diurnal emissions with commercial fuel averaged three times the level
with Indolene. Hot soak emissions with commercial fuel were 30% above
the Indolene levels for the 2.0 gm vehicles and were three times the
Indolene levels for the 6.0 gm vehicles.
The use of a 10 minute road prep or 10 minute segments of the LA-4
instead of the standard prep (the 23 minute LA-4) tended to cause an
additional increase in diurnal evaporative emissions. However, although
individual vehicles did show marked increases or decreases, no consistent
pattern was evident.
Exhaust emissions (HC, CO and NOX) and fuel economy were not
significantly changed by these changes in the fuel.
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,1.0 Background
Ambient air quality models are used to estimate and predict the levels of
atmospheric emissions. The mobile source components of these models
utilize mobile source emission models (i.e., MOBILE2, MOBILES)* to
predict the emissions of the total population of vehicles. The input
data for these mobile models come from in-use vehicle testing programs.
Over the past several years, the volatility of commercial fuels, as
measured by Reid Vapor Pressure (RVP), has been increasing. Higher
values of RVP are known to cause increases in the levels of evaporative
emissions. Also, the in-use test programs** have indicated that
evaporative emissions with commercial fuels are significantly higher than
with Indolene.*** Since the calculations and projections of ambient air
quality have been based on the results obtained using Indolene as the
test fuel, it was postulated that the amount of evaporative emissions was
being underestimated.
This test program was undertaken in order to immediately acquire some
additional data for MOBILES, to quantify the effects of RVP on
evaporative emissions, and to gain some testing experience with the
problems likely to be encountered in the current in-use test program.
These problems include road versus dynamometer preconditioning, need for
preconditioning between different test fuels, length and time of travel
(purging) before the diurnal and hot soak evaporative tests, and the
repeatability of the tests.
* MOBILE2 is the model presently used to estimate the fleet
emissions. MOBILES is an updated version that is now being
developed.
** "A Study of Emissions From Passenger Cars in Six Cities" (FY77).
EPA-460/3-78-011, January 1979.
*** Indolene is a reference gasoline used by EPA as the test fuel for
emission and fuel economy tests because its consistency is better
controlled than commercial fuel. Evaporative emissions are measured
during these tests.
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2.0 Test Plan
The vehicles were tested for evaporative and exhaust emissions using the
basic cold-start FTP with SHED test for evaporative emissions. The
standard evaporative test sequence is outlined in Appendix A-l and is
summarized below:
refuel vehicle .
LA-4 dynamometer prep
overnight soak
refuel with chilled fuel
diurnal evap test
FTP
hot soak evap test
Note: For each test sequence in which there was a change in the
type of fuel used, the vehicle was preconditioned with a
125 mile road route before the replicate testing.
The vehicles were tested with Indolene, commercial unleaded, and a blend
of these two so as to cover a range of RVP. Two back-to-back sequences
were performed at each step in the process. The test program was
subsequently modified to add the following testing: (1) replace the
standard LA-4 prep with the 10 minute road test of an EPA in-use vehicle
test program, (2) test with the blended fuel only those vehicles that
show a large increase in evaporative emissions with commercial fuel, (3)
test the five 2.0 gm vehicles with commercial fuel using two 10 minute
cycles to be derived from the LA-4 cycle, and (4) test one vehicle for
test fuel carry over effects. The test sequences followed are detailed
in Appendix A and are summarized below:
RVP Effects on Vehicle Standard evaporative emission test on
all eight vehicles with both Indolene
and commercial unleaded.
RVP Effects on a Vehicle Standard evaporative emission test on
using 10 minute Road Prep five vehicles with commercial unleaded
using a 10 minute road prep instead of
the LA-4 dynamometer prep.
RVP Effects of Indolene/ Standard evaporative emission test on
Commercial Blend three vehicles with the blended fuel.
RVP Effects on Vehicle Evaporative emission test on five vehi-
using Modified Driving cles with commercial unleaded using
cycles. the two 10 minute driving cycles
instead of the LA-4 driving cycle.
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Carry over RVP Evaporative Standard evaporative emission test on
Emission Effects one vehicle using Indolene, then
commercial unleaded, then Indolene*
3.0 Test Vehicles
Five typical 2.0 gm standard (1981 model or later) vehicles were
selected. Two of these were fuel injected.
1981 Ford Escort, 1.6 liter, 4-cylinder
1983 Plymouth Reliant, 2.2 liter, 4-cylinder
1982 Chevrolet Citation, 2.5 liter, 4-cylinder fuel injected
1983 Ford LTD Crown Victoria, 5.0 liter, V-8 fuel injected
1983 Oldsmobile Custom Cruiser, 5.0 liter, V-8
Three typical 6.0 gm standard (1978-80 model year) vehicles were selected.
1979 Ford Pinto, 2.3 liter, 4-cylinder
1980 Chevrolet Citation 2.8 liter, V-6
1979 Oldsmobile Cutlass, 3.8 liter, V-6
All of these vehicles were equipped with automatic transmissions. A more
detailed description of each vehicle, including its evaporative emission
family, is given in Tables B-l and B-2 of Appendix B. Each vehicle was
set to manufacturer's specifications prior to the start of testing. The
vehicles were obtained from several sources including in-use, rental, and
EPA test vehicles
4.0 Test Results Overview - Evaporative Emissions, Exhaust Emissions and
Fuel Economy
The test results for each vehicle are given in the two test result
listings in Appendix C. A test matrix which summarizes the test
sequences done on each vehicle is also given in Appendix C.
Exhaust emissions (HC, CO, and NOX) and fuel economy were not
significantly altered by the changes in fuel for the tests using the FTP
driving cycle. Exhaust emissions and fuel economy for the modified
cycles were consistent with the FTP results.
Evaporative emissions for each test are also given in the same listings.
These results are summarized in Tables 1 through IV and discussed below
for each test sequence.
4.1 Test Results - RVP Effects on Vehicle
The evaporative test results are summarized in Table I and compared in
Tables II and Figure 1. The testing showed that the higher volatility
(higher RVP) of the commercial fuel (RVP 11.7 psi for commercial vs. 9.0
for Indolene) caused a significant increase in evaporative emissions. In
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most cases the changes occurred largely In the diurnal portion of the
test. Diurnal emissions with commercial fuel were typically three times
the level with Indolene. Hot soak emissions with commercial fuel were
30% above the Indolene levels for the 2.0 gm vehicles and were three
times the Indolene levels for the 6.0 gm vehicles.
However, individual vehicles showed marked departures from these overall
trends. The Escort evaporative emissions were not affected by the fuel
change. The diurnal emissions of the 1983 Oldsmobile were seven times
higher due to the increase in fuel RVP. The hot soak emissions of the
1980 Citation with commercial fuel were almost four times the level with
Indolene.
All three 6.0 gm standard vehicles and three of the five 2.0 gm standard
vehicles met their evaporative standard when tested with Indolene and a
fourth vehicle was only 25 percent above the standard. Also, although
evaporative emissions increased when these vehicles were tested with
commercial fuel, four of these (three 2.0 gm and one 6.0 gm vehicle) were
still below the 2.0 gm standard.
The individual test results are further compared in Figure 1. Except for
the two Oldsmobiles, the test results are repeatable.
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Table I
Summary of Results from Che FTP Evaporative Emission Tests
Vehicle
Evaporative
Standard
1981 Escort 2 gm
1983 Reliant 2 gm
1982 Citation 2 gm
1983 Crown Vic. 2 gm
1983 Oldsmobile 2 gm
1979 Pinto 6 gm
1980 Citation 6 gm
Test fuel/Condition
Indolene
Commercial
Indolene
Commercial
Comm/10 min road prep
Indolene (1 test)
Commercial
Comm/10 min road prep
Indolene
Commercial
Comm/10 min road prep
Indolene
Commercial
Comm/10 min road prep
Ind/Comm Blend
Indolene/Baseline
Commercial
Indolene/Baseline
(3 tests)
Commercial
Comm/10 min road prep
Ind/Comm Blend
Indolene/Ba seline
Commercial (3 tests)
Ind/Comm Blend
Indolene/Baseline
Commercial
Indolene/Baseline
Commercial
Indolene/Baseline
Commercial
Indolene/Baseline
Commercial
Diurnal
.27
.26
1.13
2.76
4.69
.13
.28
.85
.41
.72
1.25
.72
4.99
7.57
1.71
.23
.37
1.35
4.41
4.72
1.80
1.89
7.16
2.06
.53
1.80
1.16
3.98
.77
2.62
.68
1.93
(HC) gms
Hot Soak
1.37
1.27
1.34
1.62
1.81
.34
.36
.91
.46
.58
.65
2.74
4.34
4.11
3.22
.68
.92
4.44
16.76
22.46
8.46
1.78
1.66
1.71
1.25
1.63
2.30
6.45
1.64
3.44
1.00
1.07
Total
1.64
1.53
2.46
4.38
6.50
.47
.64
1.76
.87
1.30
1.90
3.46
9.33
11.68
4.93
.91
1.28
5.79
21.16
27.18
10.26
3.67
8.83
3.77
1.78
3.44
3.46
10.42
2.41
6.06
1.67
2.99
1979 Cutlass 6 gm
Mean Evap for
above five 2.0 gm
vehicles
Mean Evap for
above three 6.0 gm
vehicles
Mean Evap for
above 8 vehicles
Mean Evap for above
excluding the two vehicl
showing the greatest
increase (1983 Olds &
1980 Citation)
Note: Test results are the average for the duplicate (and in a few cases
triplicate) tests conducted on each vehicle. The 1982 Citation
was tested only once for baseline.
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Vehicle
1981 Escort
1983 Reliant
1982 Citation
1983 Crown Vic.
1983 Oldsmobile
1979 Pinto
1980 Citation
1979 Cutlass
Table II
Comparison of Evaporative Emissions for FTP
Ratio of Ratio of Ratio of
Commercial/Indolene Commercial/Indolene Commercial/Indolene
Diurnal Emissions Hot Soak Emissions Total Emissions
.96
2.45
2.12
1.76
6.93
1.59
3.27
3.74
.92
1.21
1.06
1.17
1.59
1.35
3.78
.94
.93
1.78
1.35
1.49
2.70
1.40
3.66
2.41
Mean for above
five 2.0 gm
vehicles
Mean for above
three 6.0 gm
vehicles
Mean for above
8 vehicles
3.39
3.43
3.40
Mean for above
excluding the two
vehicles showing
the greatest increase
(1983 Olds and
1980 Citation) 2.84
1.31
2.80
2.10
1.93
3.01
2.51
1.07
1.79
Note: Ratios for above means were calculated using corresponding means
from Table I
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1979 Pinto
1981 Escort
1983 LTD Crown Victoria
COM
BASE
190 200 300 400 500
% of Baseline
COM
BASE
100 200 300 400 500
% of Baseline
10 MIN
COM
BASE
100 200 300 400 500
% of Baseline
10 MIN
1980 Citation
100 200 300 400 500
% of Baseline
10 MINI
1983 Reliant
COM
BASE
I .
100 200 300 400 500
% of Baseline
1983 Oldsmobile
100 200 300 400
% of Baseline
500
1979 Cutlass
100 200 300 400
% of Baseline
500
10 MIN
COM
BASE
1982 Citation
100 200 300 400 500
% of Baseline
FTP Evaporative Emissions
i
hot soak
10 MIN - commercial unleaded w/
10 minute road prep
COM - commercial unleaded
BLEND - indolene/com mix
BASE - indolene
Figure 1 FTP Evaporative Emission Results
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4.2 Test Results - RVP Effects on a Vehicle Using Commercial Fuel Using
10 Minute Road Prep
Five of the vehicles were retested with commercial fuel but using a 10
minute road prep in lieu of the normal LA-4 dynamometer prep. The
evaporative results are also summarized in Table 1 and compared in Table
III. These tests showed a 30 percent increase in evaporative emissions
due solely to the change in vehicle prep. Most of this change was due to
the increase in diurnal evaporative emissions.
Table III
Comparison of Evaporative Emissions for FTP
Using LA-4 and 10 Minute Road Prep Cycles
Vehicle
1983 Reliant
1982 Citation
1983 Crown Vic.
1983 Oldsmobile
1980 Citation
Ratio of Comm.
10 min road/LA-4
Diurnal Emissions
1.70
3.04
1.74
1.52
1.07
Ratio of Comm.
10 min road/LA-4
Hot Soak Emissions
1.12
2.53
1.12
.94
1.25
Ratio of Comm.
10 min road/LA-4
Total Emissions
1.48
2.75
1.46
1.25
1.22
Mean for above
five vehicles 1.45
Mean for above
four 2.0 gm
vehicles (excludes
80 Citation, a
6.0 gm vehicle) 1.99
1.27
1.15
4.3 Test Results - RVP Effects of Indolene/Commercial Blend
1.33
1.59
The preceding testing showed that, while all of the vehicles maintained
reasonable evaporative emission control on Indolene, the results on
commercial fuel were mixed. That is, some maintained control, some did
not, and some had high variability. Thus, only the vehicles which showed
both large and repeatable increases with commercial fuel were tested with
the blend of commercial and Indolene. The fuel was a 50/50 blend of
Indolene and commercial unleaded and had a RVP midway between these of
10.4 psi.
The evaporative results are summarized in Table I and compared in Table
IV. Although the results fell between those tests with Indolene and
commercial, the results were much closer to the Indolene levels. This
indicates that, although the evaporative emisions increase with increases
in RVP, the increases may be nonlinear (see Table IV).
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Table IV
Comparison of Evaporative Emissions
for FTP With Three Fuels
Vehicle/Fuel
1983 Oldsmobile
Indolene
Blend
Commercial
1980 Citation
Indolene
Blend
Commercial
1979 Cutlass
Indolene
Blend
Commercial
Ratio of test
fuel/Indolene
Diurnal Emissions
1.00
2.38
6.93
1.00
1.33
3.27
1.00
1.09
3.74
Ratio of test
fuel/Indolene
Hot Soak Emissions
1.00
1.18
1.59
1.00
1.91
3.78
1.00
.96
.94
Ratio of test
fuel/Indolene
Total Emissions
1.00
1.42
2.70
1.00
1.77
3.66
1.00
1.03
2.41
4.4 Test Results - RVP Effects on Vehicle With Modified Driving Cycles
The in-use vehicle testing program incorporates a ten minute road prep
instead of the LA-4 prep. This was done to reduce test costs, to
simplify procedures, and to prep with a cycle of shorter time. Because
the testing with a 10 minute road prep indicated that there was a
difference and since available data indicates that the median trip time
is slightly over 10 minutes* rather than the 23 minutes of the LA-4, it
was decided to investigate the problem further using a dynamometer
driving cycle slightly greater than ten minutes.
Therefore, two test cycles were derived from the LA-4 driving schedule.
They were selected to emphasize the lower and higher speed segments of
the LA-4. The Low Speed Cycle is from 625 to 1251 seconds of the LA-4,
takes 10.4 minutes to drive, and is 3.02 miles long. The Moderate Speed
cycle is from 0 to 630 seconds of the LA-4, takes 10.5 minutes to drive,
and is 4.04 miles long. These cycles are described in greater detail and
compared to the LA-4 and HFET in Table B-3.
The five late model vehicles were retested with commercial fuel using
these new cycles. The procedures followed the standard FTP procedure
except that the new test cycle was used for both the prep and test cycles
(e.g., low speed prep with low speed test or moderate speed prep with
moderate speed test). For each test cycle the vehicle was preconditioned
with a 125 mile road route and then tested twice using the test cycle.
* "A Survey of Average Driving Patterns in Six Urban Areas of the
United States. Summary Report "TM-(L)-4119/007/00, Systems
Development Corporation, January 29, 1971
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12
The exhaust emissions were consistent with the previous FTP results.
These test results are tabulated in Appendix C and the evaporative
results are summarized in Table V. To facilitate comparisons between the
two cycles (low and mod speed) and the previous testing with commercial
fuel (FTP w/LA-4 prep and FTP w/10 min road prep), the evaporative
emission results in Tables I and V are retabulated in Table VI for these
five vehicles.
Table V
Summary of Results from the Short Cycle
Evaporative Emission Tests
Evaporat ive (HC) gms
Vehicle
1981 Escort
1983 Reliant
1982 Citation
1983 Crown Vic.
1983 Oldsmobile
Mean for above
five vehicles
Low Spd-A - low speed, cycle A - portion of LA-4 driving cycle from 625 to
1251 seconds (10.4 minutes), 3.02 miles.
Mod Spd-B - moderate speed, cycle B - portion of LA-4 driving cycle from 0 to
630 seconds (10.5 minutes), 4.04 miles.
Note: Test results are the average for the duplicate (and in a few
cases, triplicate) tests conducted on each vehicle. The 1983
LTD Crown Victoria was tested only once for the moderate speed
cycle due to vehicle mechanical problems.
Standard
2 gm
2 gm
2 gm
2 gm
i 2 gm
Test Condition
low spd-A
mod spd-B
low spd-A
mod spd-B (3 tests)
low spd-A
mod spd-B
low spd-A
mod spd-B (1 test)
low spd-A
mod spd-B (3 tests)
low spd-A
mod spd-B
Diurnal
.69
.29
4.17
2.20
.93
.90
2.15
3.01
1.56
2.01
1.90
1.68
Hot Soak Total
.95
1.12
1.03
1.10
.97
.69
.55
.55
2.63
2.93
1.23
1.28
1.64
1.41
5.20
3.30
1.89
1.59
2.70
3.56
4.18
4.94
3.12
2.96
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Table VI
Summary of Commercial Unleaded Fuel Tests
From Tables I and V
Vehicle
1981 Escort
1983 Reliant
1982 Citation
1983 Crown Vic
1983 Oldsmobile
Means for above
five vehicles
Test Condition
FTP w/LA-4 prep
FTP w/10 min road prep
low spd-A for test & prep
mod spd-B for test & prep
FTP w/LA-4 prep
FTP w/10 min road prep
low spd-A for test & prep
mod spd-B for test & prep
FTP w/LA-4 prep
FTP w/10 min road prep
low spd-A for test & prep
mod spd-B for test & prep
FTP w/LA-4 prep
FTP w/10 min road prep
low spd-A for test & prep
mod spd-B for test & prep
FTP w/LA-4 prep
FTP w/10 min road prep
low spd-A for test & prep
mod spd-B for test & prep
FTP w/LA-4 prep
FTP w/10 min road prep
low spd-A for test & prep
mod spd-B for test & prep
HC (gms)
Diurnal
.26
.69
.29
2.76
4.69
4.17
2.20
.28
.85
.93
.90
.72
1.25
2.15
3.01
4.99
7.57
1.56
2.01
1.80
3.59
1.90
1.68
Hot Soak
1.27
.95
1.12
1.62
1.81
1.03
1.10
.36
.91
.97
.69
.58
.65
.55
.55
4.34
4.11
2.63
2.93
1.63
1.87
1.23
1.28
Total
1.53
1.64
1.41
4.38
6.50
5.20
3.30
.64
1.76
1.89
1.59
1.30
1.90
2.70
3.56
9.33
11.68
4.18
4.94
3.44
5.46
3.12
2.96
It appears there is no appreciable difference in the diurnal or hot soak
emissions for this fleet of five vehicles between these two tests or
those using LA-4 preps on the dynamometer. However, as noted in Section
4.2, the tests with a road prep did not follow this trend.
Individual vehicles did show marked differences for these new test cycles
(e.g., Reliant low speed diurnal emissions were twice the moderate speed
diurnal emissions) but no consistent pattern was evident (e.g., Crown
Victoria showed opposite effect of Reliant on diurnal emissions). Hot
soak emissions were relatively unaffected by the two cycles.
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14
4.5 Test Results - Carry Over Evaporative Emission Test Results
Vehicles received extended road preconditioning between tests with
different fuels so as to eliminate any influence one fuel might have on
the results using another fuel. However, since it was desired to keep
this type of preconditioning as short as possible, the in-use test
programs would test vehicles with both Indolene and commercial fuel
without a vehicle preconditioning. Thus, it was desirable to quantify
any carry over effect. Therefore, one vehicle was used for a three test
FTP sequence to check on this potential problem.
Accordingly, the Reliant was tested using Indolene, then commercial, and
then Indolene to investigate this problem. There were no appreciable
differences in the exhaust emissions. The evaporative results are
tabulated in Table VII. From these results it appears that there are no
carry over effects. The differences observed are within normal
test-to-test variability.
Table VII
Carry Over Evaporative Emission Test Results
Evaporative - HC (gms)
Vehicle Standard Test Fuel Diurnal Hot Soak Total
1983 Reliant 2 gm Indolene 1.47 1.25 2.72
Commercial 2.87 1.33 4.20
Indolene 1.08 1.23 2.31
4.6 Test Results - Continuous Measurement of HC Levels During Diurnal
and Hot Soak Tests
A Flame lonization Detector (FID) is used to measure the HC levels in the
SHED at the beginning and end of both the diurnal and hot soak segments
of the evaporative test. These values are used to calculate the HC
evaporative mass emissions. For these tests the FID was used to
continuously monitor the HC levels throughout both the diurnal and hot
soak portions of the evaporative test to determine if and when canister
"breakthrough"* occurred. On most tests, HC emissions increased at a
relatively constant rate throughout the one hour test periods of both the
diurnal and hot soak. This pattern was seen in tests at all emission
levels.
4.7 Test Results - Comparison of Thermocouple Measurement Techniques
To test for diurnal evaporative emisions, the vehicle is fueled with
chilled fuel to 40 percent of tank capacity. The vehicle then undergoes
a heat build in the SHED to raise the fuel temperature from 60°F to 84°F
in one hour at a constant rate of increase.
Breakthrough refers to a condition where the rate of increase in HC
levels in the SHED increases markedly due to the overloading of the
evaporative control system of the vehicle.
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15
The fuel temperature of a certification vehicle is measured with a
thermocouple permanently mounted in the fuel tank at a proper height. To
install the thermocouple, the tank must be removed and purged. To avoid
this removal and purging of the fuel tank of test vehicles, the
thermocouple is installed through the fuel cap or attached to the
exterior of the tank.
For this testing, fuel temperature was monitored by means of a
thermocouple installed through the fuel cap. However, our large in-use
test programs use external thermocouples to preclude the need for extra
fuel caps and the risk of venting the fuel vapors through an incompletely
sealed thermocouple wire through the cap.
To gain experience with the use of external tank versus internal tank
(through the cap) fuel temperature measurements, both temperatures were
monitored during the latter stages of this test program. For these
tests, the fuel tank surface was cleaned to bare metal at the midpoint of
the 40% fuel fill. A thermal conducting paste was applied to the surface
and the thermocouple was then taped to the tank.
Typically, the externally mounted thermocouple initially read 2°F higher
than the internal one. However, the two were usually equal after 50
minutes of the heat build and within a degree after one hour (at this
time the internal temperature was usually slightly higher than the
external temperature). In those few instances where there was an
improper thermal bonding of the thermocouple to the tank, the problem was
immediately evident since the initial temperature of the external
thermocouple exceeded the initial temperature limit of the fuel.
4.8 Test Results - Measurement of the RVP of the Fuels
Throughout the test program the RVP of the test fuels was checked. Fuel
samples from the underground tank were obtained by lowering a sample
bottle into the tank. Fuel samples from the hose of the fuel cart were
obtained by first pumping out a half gallon of fuel to put fresh fuel in
the hose and then putting the nozzle into the sample bottle. Fuel
samples from the fuel cart and vehicles were obtained by the positive
displacement of water method in the sample bottle. This bottle was
chilled in an ice bath to reduce loss of the lighter hydrocarbons of the
fuel while obtaining the sample. The fuel samples were tested for RVP by
using ASTM procedure D323.
In order to monitor the RVP of the fuel throughout the fuel handling
process, fuel samples were taken from the underground tanks, the
refueling cart*, and the vehicle fuel tanks. The underground tanks were
sampled only once or twice since prior experience had shown the results
were repeatable over a several month period. The refueling cart was
sampled after each refilling of the cart. Also, samples were taken from
the vehicle fuel tanks to determine RVP changes during vehicle refueling.
Test fuel was pumped from the underground tank to a refueling cart.
The cart chilled the fuel for the diurnal heat build.
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16
The RVP test results are tabulated in Table VIII and plotted In Figure
2. The refueling cart samples are listed in the order sampled. It was
immediately evident that there was an appreciable drop in the RVP of the
commercial fuel sample taken from the hose. However, samples from the
cart showed only a small decrease. To determine if this was unique to
the hose sample and if the vehicle fuel in the vehicle experienced a
similar loss, vehicle fuel tank samples were also taken. The Crown
Victoria and Cutlass showed a loss in RVP of about .7 psi (from the
cart), the remaining vehicles experienced changes ranging from 0 to .3
psi. The change in RVP was considerably less with the blended fuel,
being 0 psi on two vehicles and .5 psi on the other tested.
Table VIII
RVP of Fuel at Noted Locations (psi)
Fuel
Underground tank Refueling Cart
Vehicle Fuel Tank
Commercial 11.70
Unleaded 11.60
10.70 (from hose)
10.10 (from hose)
11.35
11.50
11.00 (from hose)
11.55
11.60 (from hose)
11.70 (from hose)
11.60
11.40
11.10
11.60
11.70
11.50
Escort
Reliant
82 Citation
Crown Vic.
tt
Custom Cruiser
Pinto
80 Citation
Cutlass
••
11.5
11.35
11.50
10.80
11.10
11.20
11.50
11.15
10.70
10.75
Blend
10.60
10.35
10.25
10.35
10.30
Indolene
9.0
Cruiser 9.70
80 Citation 10.45
Cutlass 10.25
Cruiser 8.90
80 Citation 8.85
Cutlass 8.80
Note: There is not a one-to-one correlation between all of the above
values, e.g., the refueling cart was refilled and checked for
RVP numerous times and each fill was sufficient for four to six
vehicle tests. Thus, although the cart values given are in
chronological order, they do not necessarily represent the RVP
of the fuel in the vehicle fuel tank on the same line.
-------
RE D [RVP] P5
13.0
Ul
Q. l2'0
D_
II. B
o:
10.0
— 9 • 0
LJ
B . 0
A INDDLENE
Q IND/CDM BLEND
x CQMMERCIRL
INDOLENE
STORAGE
TANK
CHILLED
FUEL
CHART
PUMP
NOZZLE
Q
VEHICLE
FUEL
TANK
BLEND
FUEL 5RMPLE L D
-------
18
These changes noted in the RVP of the commercial fuel in vehicle tanks
did not correlate with the changes in emissions. The Crown Victoria and
Cutlass showed the largest RVP changes due to refueling but the Crown
maintained good evaporative control while the Cutlass did not. The 80
Citation showed very little RVP change, yet was the poorest vehicle in
maintaining total emission control.
5.0 Summary of Findings
The increase in fuel RVP significantly increased evaporative emissions.
For the group of vehicles, diurnal emissions with commercial fuel were
three times the level with Indolene. Hot soak emissions with commercial
fuel were 30% above the Indolene levels for the 2.0 gm vehicles and were
three times the Indolene levels for the 6.0 gm vehicles.
The use of a 10 minute road prep in lieu of the LA-4 dynamometer prep
further increased the evaporative emissions of the commercial fuel. Most
of this change occurred in the diurnal emissions and was therefore
probably due to incomplete purging of the canister during the prep.
The 50/50 blend of Indolene and commercial unleaded had a RVP of 10.4
which was midway between these fuels. However, although the evaporative
emission results fell between those with Indolene and commercial, the
results were much closer to the Indolene levels. This indicated that
although the evaporative emissions increase with increases in RVP, the
increases may be non-linear.
Differences in diurnal evaporative emissions were noted for both of the
two 10 minute modified driving cycles derived from the 23 minute LA-4.
However, no consistent overall pattern was evident. Hot soak emissions
were relatively unaffected by these two cycles.
There was no noticeable carry over effect between the two fuels for the
one vehicle tested.
The changes in fuel types/RVP did not cause a significant change in
exhaust emissions or fuel economy.
The continuous monitoring of HC levels during the SHED test showed very
few cases of HC "breakthrough." This pattern was seen in tests at all
emission levels.
External thermocouples appeared to reasonably track thermocouples
installed through the fuel cap.
During refueling, some vehicles experienced a relatively large change in
fuel tank RVP, whereas others experience very little. Unlike the changes
in fuel RVP due to change in fuel, the changes in RVP during refueling
did not correlate with the changes in evaporative emissions.
-------
19
Appendix Contents
Appendix A
Test Sequence Descriptions
RVP Effects on Vehicle page A-l
RVP Effects on a Vehicle Using a 10 Minute Road Prep page A-2
RVP Effects of Indolene/Commercial Blend page A-3
RVP Effects on a Vehicle Using Modified Driving Cycles page A-4
Carry Over RVP Evaporative Emission Effects page A-5
Appendix B
Table B-l 2.0 gm Test Vehicle Description page B-l
Table B-2 6.0 gm Test Vehicle Description page B-2
Table B-3 Comparison of Two 10 Minute Cycles page B-3
Appendix C
Test Matrix for RVP Project page C-l
Test Results - FTP - Baseline, Commercial, 10 Minute Road page C-2, 3
Prep and Blend
Test Results - Modified Driving Cycles " page C-4
-------
20
Test Sequence
RVP Effects on Vehicle
1. Check vehicle.
2. Drain vehicle 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 Indolene.
5. Dynamometer prep using LA-4 driving cycle.
6. Standard soak (a minimum of 12 hours to a maximum of 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 (uses LA-4 driving cycle with repeat of first
half of cycle).
10. Hot soak evaporative emissions test (one hour soak in SHED
enclosure).
11. Repeat numbers 4 through 10 above.
12. Repeat numbers 2 through 11 above using commercial unleaded.
Notes: All tests use Indolene unleaded for first two tests and
commercial unleaded for next two.
Test vehicles for this test sequence are given below. Detailed
descriptions of these vehicles are given in Tables V and VI.
1981 Ford Escort
1983 Plymouth Reliant
1982 Chevrolet Citation
1983 Ford Crown Victoria
1983 Oldsmobile Custom Cruiser
1979 Ford Pinto
1980 Chevrolet Citation
1979 Oldsmobile Cutlass
-------
21
Test Sequence
RVP Effects on a Vehicle Using a 10 Minute Road Prep
1. Start sequence after standard tests with commercial unleaded.
2. Drain vehicle and 40% refuel with commercial unleaded.
3. Road prep - 10 minute road route.
(no dynamometer prep)
4. Standard soak.
5. Drain and 40% refuel with chilled commercial unleaded.
6. Diurnal evaporative emissions test.
7. Test using FTP.
8. Hot soak evaporative emissions test.
9. Repeat numbers 2 through 8 above.
Test vehicles for this test sequence are given below. Detailed
descriptions of these vehicles are given in Tables V and VI.
1983 Plymouth Reliant
1982 Chevrolet Citation
1983 Ford Crown Victoria
1983 Oldsmobile Custom Cruiser
1980 Chevrolet Citation
-------
22
Test Sequence
RVP Effects of Indolene/Commercial Blend
1. Check vehicle.
2. Drain vehicle and refuel with blended test fuel.
3. Road preconditioning - #1 Adrian Road Route (a 125 mile road route).
4. Drain and 40% refuel with blended fuel.
5. Dynamometer prep with LA-4.
6. Standard soak.
7. Drain and 40% refuel with chilled blended fuel.
8. Diurnal evaporative emissions test.
9. Test using FTP.
10. Hot soak evaporative emissions test.
11. Repeat numbers 4 through 10 above.
Test vehicles for this test sequence are given below. Detailed
descriptions of these vehicles are given in Tables V and VI.
1983 Oldsmobile Custom Cruiser
1980 Chevrolet Citation
1979 Oldsmobile Cutlass
-------
23
Test Sequence
RVP Effects on Vehicle Using Modified Driving Cycles
1. Drain vehicle and refuel with commercial unleaded.
2. Road preconditioning - #1 Adrian Road Route (a 125 mile road route).
3. Drain and 40% refuel with commercial unleaded.
4. Dynamometer prep with Low Speed Cycle (test cycle A).
5. Standard soak.
6. Drain and 40% refuel with chilled commercial unleaded.
7. Diurnal evaporative emissions test.
8. Test using Low Speed Cycle.
9. Hot soak evaporative emissions test.
10. Repeat numbers 3 through 9 above.
11. Repeat numbers 1 through 10 above using Moderate Speed Cycle (test
cycle B).
Notes: All tests use commercial unleaded gasoline.
Low Speed Cycle - LA-4 driving cycle from 625 to 1251 seconds,
3.02 miles.
Moderate Speed Cycle - LA-4 driving cycle from 0 to 630 seconds,
4.04 miles.
Test vehicles for this test sequence are given below. Detailed
descriptions of these vehicles are given in Tables V and VI.
1981 Ford Escort
1983 Plymouth Reliant
1982 Chevrolet Citation
1983 Ford Crown Victoria
1983 Oldsmobile Custom Cruiser
-------
24
Carry Over Test Sequence
RVP Evaporative Emission Effects
1. Vehicle delivered.
2. Drain vehicle and 40% refuel with Indolene.
3. Ten minute dynamometer prep, moderate speed - cycle B.
4. Standard soak.
5. Drain and 40% refuel with chilled Indolene.
6. Diurnal evaporative emissions test.
7. Test using FTP.
8. Hot soak evaporative emissions test.
9. Repeat numbers 2 through 8 above using commercial unleaded.
10. Repeat numbers 2 through 8 above using Indolene.
Moderate speed, cycle B - LA-4 from 0 to 630 seconds, 10.5 minutes, 4.04
miles.
The test vehicle for this test sequence is the 1983 Plymouth Reliant
described in Table V.
-------
Table B-l
Test Vehicle Description
2.0 Gram Evaporative Standard Vehicles
Make/Model Ford Escort
Model Year
Type
Veh. ID
In. Odom.
Engine
Type
Config.
Disp.
Fuel Met.
Plymouth Reliant Chevrolet
1983 1982
4 dr sedan 4dr hatchback
Ford LTD Crown Vic. Olds Custom Cruiser
1981 1983 1982 1983 1983
2 dr hatchback 4 dr sedan 4dr hatchback 4dr sedan station wagon
1FABP0524BW158832 1P3BP26C9DF251538 1G1AX68R6CT102873 2FABP432DB148513 1G3AP35Y5DX34364
29900 miles 2500 miles 35200 miles 10700 miles 22400 miles
Spark Ignition
transverse 4
1.6 liters
2V Garb
Eng. Fam 1.6AP
Evap. Fam CM
Spark Ignition
transverse 4
2.2 liters
2V Garb
DCR2.2V2HAC3
DCRKA
Spark Ignition
transverse 4
2.5 liters
Fuel Injection
C2G2.5V5TPG5
2BO-2A
Spark Ignition
V-8
5.0 liters
Fuel Injection
DFM5.0V5HLF8
3FQ
Emission
Control
System
Trans.
Tires
Test Para.
inertia wt
HP @ 50 mph
EGR
3-way cat.
air pump
automatic
3-speed
P155/80R13
2375 Ibs.
6.4hp
EGR
3-way cat
closed loop
oxid. cat.
air pump
automatic
3-speed
P175/75R13
2750 Ibs.
8.0hp
EGR
3-way cat
closed loop
automatic
3-speed lock-up
P185/80R13
3000 Ibs.
7.3hp
EGR
3-way cat.
closed loop
oxid. cat.
air pump
automatic
4-speed lock-up
P215/75R14
4250 Ibs.
12.8hp
Spark Ignition
V-8
5.0 liters
4V Garb
D3G5.0V4ARA9
3B4-3A
EGR
3-way cat.
closed loop
oxid. cat.
air pump
automatic
4-speed lock-up
P225/75R15
4750 Ibs.
12.7hp
-------
26
Table B-2
Test Vehicle Description
6.0 Gram Evaporative Standard Vehicles
Make/Model
Model Year
Type
Vehicle ID
Initital Od.
Engine:
Type
Config.
Disp.
Fuel Metering
Engine Fam.
Evap. Fam.
Emission Cont.
System
Transmission
Tires
Test Parameters:
Inertia Wt.
HP @ 50 MPH
Ford Pinto
Chev Citation
Olds. Cutlass Supreme
1979
2 dr hatchback
9T11Y186165
26750 miles
Spark Ignition
In-line 4
2.3 liters
2V Garb.
2.3A1X92EGR/CAT
B
EGR
Oxid. Cat.
Pulse Air
Automatic
3 speed
BR78X13
2750 Ibs
9.7hp
1980
4 dr hatchback
1Y687AW139507
37030 miles
Spark Ignition
Transverse V-6
2.8 liters
IV Garb.
01C2EY2.8L
OB6-1
EGR
Oxid. Cat.
Pulse Air
Automatic
3 speed
P185/80R13
3000 Ibs
7.3hp
1979
2 dr hardtop
3R47A9M523280
37700 miles
Spark Ignition
V-6
231 CID
2V Garb.
3.8L940B2
9B3-4
EGR
Oxid. Cat.
Pulse Air
Automatic
3 speed
P195/75R13
3500 Ibs
9.5hp
-------
27
Table B-3
Comparison of Two 10 Minute Cycles
With Standard Cycles
Length Average Top # of % Time Cycle Time
Cycle Miles Speed (MPH) Speed (MPH) Modes Idle Seconds
Low Speed
(Cycle A) 3.02 17.4 34.3 9(1) 16.9% 626
Moderate Speed
(Cycle B) 4.04
Bag(l) LA-4 3.59
Bag(2) LA-4 3.91
LA-4 7.45
HFET 10.24
(1) Modes 8 thru 16 of LA-4 (LA-4 cycle from 625 to 1251 seconds).
(2) Modes 1 thru 7 of LA-4 (LA-4 cycle from 0 to 630 seconds).
(3) Idle time equals time (§1.0 mph or less.
23.1
25.6
16.2
19.7
48.2
56.7
56.7
34.3
56.7
59.9
7(2)
5
13
18
1
20.6%
18.8%
19.1%
19.0%
.5%
630
505
867
1372
765
-------
28
Test Matrix for RVP Project
Car
2.0 gm Std
81 Escort
83 Reliant
82 Citation
83 Crown
Victoria
83 Olds
6.0 gm Std.
79 Pinto
80 Citation
79 Cutlass
Baseline
(Indolene)
X
X
X
X
X
X
X
X
FTP Test Status
Commercial Commercial Blend
11.5 RVP 10 min. prep 10 RVP
X
X X
X X
X X
XX X
X
XX X
X X
Modified
Low
speed
cycle(l)
X
X
X
X
X
Driving Cycle
Moderate
speed Carry
cycle(2) Over
X
X X
X
X
X
(1) Low speed cycle-LA-4 from 625 to 1251 seconds, 10.4 minutes, 3.02 miles.
(2) Moderate speed cycle-LA-4 from 0 to 630 seconds, 10.5 minutes 4.04 miles.
-------
FTP - Baseline, Commercial, 10 Minute Road Prep and Blenc
VEHICLE.ID
TEST.PROCEDURE
1FABP0524BU15883
CVS.75-l.ATR
1981 FORD ESCORT
TEST,NUMBER TEST.DATE TEST.DISP ODOMETER
HC
CO
NOX
MI/GAL DIURNAL HOT.SOAK TOTAL.EVAP
840645
840646
840397
840396
03-83-11
05-83-11
07-83-11
08-83-11
BASE. CONFIG
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
30044.0
30073.6
30227.0
30247.0
2.47538
2.30295
2.39867
2.32125
94.6267
93.0661
94.3369
87.4842
.6144
.5605
.5757
.5470
21.5478
21.8664
21.7431
22.6325
.30
.24
.28
.24
1
1
1
1
.45
.29
.26
.27
1.74
1.53
1.54
1.51
VEHICLE.ID
TEST.PROCEDURE
1G1AX68R6CT10287
CVS.75-LATR
1982 CHEVROLET CITATION
TEST.NUMBER TEST.DATE TEST.DISP ODOMETER
HC
CO
NOX
MI/GAL
DIURNAL HOT.SOAK TOTAL.EVAP
840723
840781
840799
841064
841128
07-83-11
10-83-11
15-83-11
23-83-11
29-83-11
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
COMM.10.MIN
COMM.10.MIN
35350.0
35520.0
35539.0
35556.0
35574.0
.18280
.17844
.18279
.21315
.18791
2
4
3
5
3
.9754
.6254
.9200
.0528
.9304
.3287
.4518
.3748
.4204
.3772
28.0403
28.0778
28.1760
30.7268
27.7326
.13
.27
.28
.57
1.13
.34
.30
.42
.55
1.27
.47
.57
.70
1.12
2.40
VEHICLE.ID
TEST.PROCEDURE
1G3AP35Y5DX34364
CVS.75-LATR
1983 OLDSMOBILE CUSTOM CRUISER
TEST.NUMBER TEST.DATE TEST.DISP ODOMETER
HC
CO
NOX
MI/GAL
DIURNAL HOT.SOAK TOTAL.EVAP
840862
840863
840864
840865
841148
841158
841187
841188
17-83-11
18-83-11
22-83-11
23-83-11
01-83-12
02-83-12
06-83-12
07-83-12
BASE. CONFIG
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
COMM.10.MIN
COMM.10.MIN
IND/CQM.MIX
IND/COM.MIX
22532.0
22551.0
22703.0
22721.0
22744.0
22760.0
22909.0
22928.0
.37687
.34629
.41936
.00000
.38637
.39988
.40835
.38462
2
3
3
o
3
3
2
.9628
.3397
.3322
.0000
.8488
.8110
.3299
.8515
.7816
.8008
.7721
' .0000
.7015
.7427
.6952
.7164
15.9830
15.7698
16.0491
.0000
16.2211
16.4146
16.4064
16.3709
.65
.79
2.98
7.00
5.11
10.02
2.07
1.35
2.49
2.98
4.60
4.08
3.89
4.33
3.51
2.93
3.15
3.76
7.58
11.08
9.00
14.35
5.58
4.28
VEHICLE.ID
TEST.PROCEDURE
1P3BP26C9DF25153
CVS.75-LATR
1983 PLYMOUTH RELIANT
TEST.NUMBER TEST.DATE TEST.DISP ODOMETER
HC
CO
NOX
MI/GAL
DIURNAL HOT.SOAK TOTAL.EVAP
840383
840384
840385
840387
840386
840390
841743
841744
841745
20-83-10
21-83-10
26-83-10
31-83-10
05-83-11
07-83-11
06-83-01
09-84-01
10-84-01
BASE. CONFIG
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
COMM.JO.MIN
COMM.10.MIN
BASE. CONFIG
COMM.UNLEAD
BASE. CONFIG
2632.0
2651.0
2814.0
2841 .0
2858.0
2876.0
3043.0
3446.0
3462.1
.14653
.15812
. 26237
.29027
. 25377
.30415
.18471
.19730
.17931
1.5161
1.6924
3.1953
3 . 8293
3.5948
3.1396
1.8202
2.2543
1 .6136
.6649
.6670
.7065
.7484
.7733
.4695
.7858
.7895
.8202
25.0614
25.1823
25.5669
24.7065
24.8096
29.9701
22.5970
24.5545
24.4235
1.28
.97
2.58
2.94
4.52
4.86
1.47
2.87
1.08
1 .27
1.40
1.20
2.03
2.47
1.14
1.25
1.33
1.30
2.55
2.37
3.79
4.97
6.99
6.00
2.72
4.20
2.38
to
vo
-------
VEHICLE.ID
TEST.PROCEDURE
1X687AW139507
CMS.75-l.ATR
1980 CHEVROLET CITATION
TEST.NUMBER TEST.DATE TEST.DISP ODOMETfR
HC
CO
NOX
MI./GAL
DIURNAL HOT.f'SIW Illlrtl
840176
840177
840178
840080
840179
840180
840379
840776
840855
07-83-10
12-83-10
14-83-10
02-83-11
03-83-11
05-83-11
07-83-11
10-B3-11
16-83-11
BASE. CONFIG
BASE. CONFIG
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
COHH.10.MIN
COMM.10.MIN
IND/COM.MIX
IND/COM.MIX
371614
37203
37222
37386
37408
37425
37442
37590
37611
.0
.0
.0
.0
.0
.0
.0
.0
.0
.40111
.43229
. 39295
.42608
.43251
.51067
. 42059
.00000
.42061
3
3
2
3
3
4
3
4
.3814
.6346
.6738
.1988
.7431
. 5455
.9697
.0000
.4145
1
1
1
1
1
1
1
.1940
. 0957
.2182
.0796
.0767
.0598
.9762
.0000
.1327
IV. 5512
19.8359
19.8639
19.6903
19.5225
19.8939
19.8137
.0000
19.9613
1 . 37
1 .63
1.07
4.56
4.26
5.04
4.39
1.98
1.61
4.0:1
4.10
4.77
14.98
18.53
22.66
22.26
8.47
8.45
. i vr\r
f>.04
19.53
22.79
27.70
26.65
10.45
10.06
VEHICLE.ID
TEST.PROCEDURE
2FABP43F2DB14851
CVS.75-LATR
1983 LTD CROWN VICTORIA
TEST.NUMBER TEST.DATE TEST.DISP ODOMETER
HC
CO
NOX
MI/GAL
DIURNAL HOT.SOAK TOTAL.EVAP
840643
840644
840720
840742
840775
840800
03-83-11
04-83-11
07-83-11
08-83-11
10-83-11
15-83-11
BASE
BASE
COMM
COMM
COMM
COMM
.CONFIG
.CONFIG
.UNLEAD
.UNLEAD
.10.MIN
.10.MIN
10865.0
10883.0
11032.0
11054.0
11070.0
11087.0
.31219
.31205
.35950
.30680
.33814
.36595
5.3174
5.9754
5.9702
6.6205
6.4590
9.1289
.6419
.6430
.6502
.7231
.6204
.7285
15.6033
15.8533
16.1378
16.2308
16.4461
16.2268
.24
.58
.90
.54
1.53
.97
.50
.42
.58
.57
.64
.66
.74
1.00
1.48
1.11
2.17
1.63
VEHICLE.ID
TEST.PROCEDURE
3R47A9M523280
CVS.75-LATR
TEST.NUMBER TEST.DATE
1979 OLDSMOBILE CUTLASS
TEST.DISP ODOMETER HC
CO
NOX
MI/GAL DIURNAL HOT.SOAK TOTAL.EVAP
822397
840181
840182
840183
840184
840185
840868
VEHICLE. ID
TEST. PROCEDURE
30-83-09
04-83-10
06-83-10
27-83-10
03-83-11
16-83-11
17-83-11
BASE. CONFIG
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
COMM.UNLEAD
IND/COM.MIX
IND/COM.MIX
9T11Y186165 1979
CVS.75-LATR
TEST. NUMBER TEST. DATE
822399
840186
840187
840188
840377
30-83-09
04-83-10
05-83-10
31-83-10
01-83-11
TEST.DISP
BASE. CONFIG
BASE. CONFIG
BASE. CONFIG
COMM.UNLEAD
COMM.UNLEAD
37854.0
37873.0
38018.0
38057.0
38080.0
38225.0
38247.0
FORD PINTO
ODOMETER
26903.0
26922.0
26941.0
27068.0
27109.0
1.18670
1.40030
.99930
1.28210
.95480
1.42140
1.27710
HC
1.55980
1.60820
1.43740
1.51690
1.43980
12
16
14
17
12
18
16
14
18
12
14
12
.8680
.7870
.9630
.6410
.7730
.2410
.4620
CO
.4800
.4720
.7650
.8650
.3040
2.3905
2.3258
2.6362
2.3159
2.4779
2.4445
2.6706
NOX
1.2922
1 .1889
1.4157
1.2898
1.2521
18.6679
18.9960
19.2474
18.9199
19.4421
19.2741
19.1128
MI/GAL
21.9652
22.3841
22.8158
22.4375
22.7448
1.80
1.98
2.81
12.65
6.03
2.46
1.65
DIURNAL
.11
.28
.30
.48
.25
1.85
1.70
1.68
1.48
1.83
1.76
1.66
HOT. SOAK
.50
.73
.81
.90
.93
3.66
3.68
4.49
14.13
7.86
4.22
3.31
TOTAL. EVAP
.62
1.01
1.11
1.37
1.18
U)
o
-------
Modified Driving Cycles
VEHICLE.ID
TEST.PROCEDURE
1FABP0524BU15883
HAG.BY.
1981 FORD ESCORT
TEST.NUMBER TEST.DATE ECTD.TEST.DISP ODOhETER
HC
CO
NOX
MI/GAL. DIURNAL HOT. SOAK TOTAL.EVAF
840395 12-83-12 LOU.SPD-A
840394 15-83-12 _u«i.3Pli-A
840398 20-83-12 MED.SPD-B
840393 22-83-12 MED.SPD-B
30410.0
30430.0
30561.0
30573.0
VEHICLE. ID 1G1AX68R6CT10287 198-, CHEVROl ET
TEST, PROCEDURE BAG. BY. BAG
TEST. NUMBER TEST. DATE ECTD. TEST. DISP
841345 13-83-12 LOU.SPD-A
841346 14-83-12 LOU.SPD-A
841347 21-83-12 MED.SPD-B
841348 04-84-01 MED.SPD-B
ODOMETER
35723.0
35740.0
35872.0
35889.0
2 . 221
.000
1.491
.000
CITATION
HC
.669
.000
.522
.488
VEHICLE. ID 103AP35Y5DX34364 1983 OLDSMOBILE CUSTOM
TEST. PROCEDURE BAG. BY. BAG
TEST. NUMBER TEST. DATE ECTD. TEST. DISP
841195 09-83-12 LOU.SPD-A
841196 12-83-12 LOU.SPD-A
841197 16-83-12 MED.SPD-B
841198 19-83-12 MED.SPD-B
841622 10-84-01 MED.SPD-B
ODOMETER
23073.0
23079.0
23221.0
23229.0
23258.0
VEHICLE. ID 1P3BP26C9DF25153 1983 PLYMOUTH
TEST. PROCEDURE BAG. BY. BAG
TEST. NUMBER TEST. DATE ECTD. TEST. DISP
841199 15-83-12 LOU.SPD-A
841200 19-83-12 LOU.SPD-A
840389 21-83-12 MED.SPD-B
840388 22-83-12 MED.SPP-B
841624 04-84-01 MED.SPD-B
ODOMETER
3235.0
3241.0
3384.0
3392.0
3417.0
VEHICLE. ID 2FABP43F2DB14851 1983 LTD CROUN
TEST. PROCEDURE BAG. BY. BAG
TEST. NUMBER TEST. DATE ECTD. TEST. DISP
841344 12-83-12 LOU.SPD-A
841349 14-83-12 LOU.SPD-A
841351 19-83-12 MED.SPD-B
ODOMETER
11231.0
11237.0
11373.0
HC
.916
.869
.675
.633
.653
RELIANT
HC
.975
.535
.498
.483
.382
VICTORIA
HC
.855
.570
.758
51.595
.000
46.278
.000
CO
7.523
.000
9.372
12.020
CRUISER
CO
13.767
15.914
12.316
10.126
9.507
CO
19.489
11.667
11 .501
11.259
7.299
CO
16.326
11.088
18.965
.903
.000
1.176
.000
NOX
.637
.000
.814
.771
NOX
.938
.934
1.083
1.207
1.157
NOX
.517
.584
.979
.971
.970
NOX
.738
.649
.626
22.8
.0
23.5
MI/GAL
24.4
.0
24.5
24.7
MI/GAL
13.7
13.7
15.1
14.8
14.6
MI/GAL
21.5
21.8
21.9
22.4
22. 1
MI/GAL
12.1
12.3
13.6
.51
.86
.34
.23
DIURNAL
1.03
.82
.62
1.18
DIURNAL
1.24
1.88
2.42
1.07
2.54
DIURNAL
3.92
4.41
2.52
2.19
1 .88
DIURNAL
2.74
1.56
3.01
.97
.93
1.11
1.13
HOT . SOAK
.91
1.02
.71
.67
HOT. SOAK
2.60
2.64
3.04
2.81
2.94
HOT. SOAK
.97
1.09
1.17
1.09
1.04
HOT. SOAK
.57
.53
.55
1.48
1.79
1.45
1.36
TOTAL. EVAP
1.94
1 .84
1.33
1.85
TOTAL . EVAP
3.84
4.51
5.46
3.89
5.48
TOTAL. EVAP
4.89
5.51
3.69
3.28
2.92
TOTAL. EVAP
3.30
2.10
3 * 5o (
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