EPA-AA-TEB-86-01
Vehicle Fuel Weathering Effects
With Operating Temperatures on the
Road and Dynamometer
by
Edward Anthony Barth
March 1986
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Sources
Environmental Protection Agency
-------
ABSTRACT
Several short test programs were conducted to investigate
the effect of gasoline fuel weathering, as measured by Reid
Vapor Pressure (RVP), as the vehicle was driven. In the first
program, one vehicle was driven on a dynamometer through
repetitive sequences of FTPs and LA-4s until three quarters of
the fuel was used. This was followed by a road test program of
four vehicles. Finally, a series of FTP temperature studies
were conducted with two of these vehicles for comparison with
the road temperature data and to quickly quantify the
temperature effects due to placement of the cooling fan and due
to the auxilary fan used for testing.
The overall conclusion for the fuel weathering tests on
the dynamometer was that a typical summer blend of commercial
unleaded fuel (RVP of 11.7 psi) would weather to approximately
9.0 psi as a vehicle was driven from full to the 40% level. In
the road tests the 11.7 psi fuel weathered to an average of
10.7 psi at the 40% level.
For the road tests, a road route similar to the LA-4 but
with less idle time was developed. The fuel RVP was
periodically measured as the vehicle was operated. Fuel and
vehicle operating temperatures were recorded on the road for
later comparisons with dynamometer data.
The FTP temperature study of two vehicles on a dynamometer
showed that lowering the fan to the floor reduced the tank fuel
temperature rise on the two vehicles by 3 to 6°F. The use of
an auxiliary fan at the side of the vehicle reduced the
temperature rise by 8 to 12°F.
-------
Background
During the past two decades, commercial fuel volatility,
as measured by Reid Vapor Pressure (RVP), has been increasing.
Higher levels of RVP are known to cause increases in the levels
of evaporative emissions. However, estimates of the in-use
evaporative effects have been difficult to quantify due to
interactive effects of both temperature and fuel RVP on
emissions.
These short test programs were undertaken to quantify
these effects and to provide input for current in-use test
programs. These included several road and chassis dynamometer
studies of fuel weathering and fuel temperatures and a
refueling emissions test.
Test Vehicles
Four typical late model vehicles were used for these
programs. However, all of the vehicles were only used in the
fuel weathering study on the road.
1984 Ford Escort, 1.6 liter, 4-cylinder
1983 Plymouth Reliant, 2.2 liter, 4-cylinder
1983 Buick Skylark, 2.8 liter, v-6
1979 Ford Granada, 302 CID, V-8
All of these vehicles were equipped with automatic
transmissions. A more detailed description of each vehicle,
including its evaporative emission family, is given in Appendix
A.
Although the fuel weathering tests did not directly
require temperature measurements, the vehicles were
instrumented to provide a data base of operating temperatures
to support subsequent test efforts and analysis. All four
vehicles were instrumented to monitor several internal fuel
tank temperatures, ambient temperature underneath the fuel
tank, vehicle ambient, external carburetor bowl temperature,
and oil temperature. The Escort, Reliant, and Skylark
catalysts had been previously instrumented to monitor six
internal catalyst temperatures.
-------
Test Programs and Results
The individual test programs and results are summarized in
the sections below in chronological order. Detailed
descriptions of the individual test programs and test results
are given in the appendices. To insure the integrity of these
volatile fuel samples, all samples were drawn off through the
fuel line near the tank using the positive displacement of
water technique. The RVP analysis was done according to ASTM
procedure D323.
Fuel Weathering During Dynamometer Tests
The evaporative emissions and the tank fuel RVP data were
obtained on the 1983 Buick Skylark as it was driven from 100
percent fill down to 40 percent full.* All driving was done on
the dynamometer using the LA-4 cycle. The basic test sequence
used to simulate vehicle operation was a diurnal heat build
from 60°F to 84°F in the SHED, an FTP, hot soak in the SHED,
three consecutive LA-4s, and then a soak at 55°F in a cooled
SHED to chill the fuel for the next diurnal heat build.** The
sequence was repeated until 40 percent fuel remained.and the
vehicle was soaked at 55°F between test sequences.
The FTP followed by a soak and three consecutive LA-4s
does not mimic the typical in-use operation of trips with
intervening soak periods. This type of vehicle operation would
tend to heat the fuel more, thus increasing fuel weathering.
The sequence was followed to minimize test time and determine
the worst case emissions. The detailed test plan is given in
Appendix B.
The results are tabulated in Appendix C. They show that
the key test parameter, vehicle fuel tank RVP, did exhibit a
marked change. It went from an initial 11.37 psi RVP at the
100% fill to 9.94 psi RVP at 52% full and ended at 8.83 psi RVP
at the 31% fill level. No post-test RVP analysis was possible
* The LA-4 fuel consumption was estimated from the FTP data
and then both of these were used to estimate the vehicle
fuel tank level.
** The cooling in the SHED permitted two FTP's to be
conducted each day.
-------
since there was insufficient fuel in the vehicle to obtain a
valid fuel sample. In this drive down test sequence, the
vehicle did not return to the pretest baseline evaporative
emission levels, presumably, due in part to the combination of
small vapor volume in the initial tests after the 100 percent
fill and of the continued fuel weathering. However, this does
not appear to adequately explain the change in hot soak
emissions. Exhaust emissions and fuel economy were reasonably
consistent. The spread in baseline evaporative emissions, 9.17
grams to 14.96 grams, should be viewed with caution since the
canister was air purged prior to the 9.17 gram level and,
therefore, may have been at an uncharacteristic level.
To confirm the baseline emission levels and permit direct
comparison of the 100% fill test with standard evap tests,
three additional tests were added. These were two evap tests
with standard vehicle soak temperature and one at a 55°F soak
temperature. These results are also tabulated in Appendix C.
They show that the vehicle did return to the much higher
baseline evap levels and that the two 100% fill tests (chilled
and unchilled vehicle) are reasonably consistent.
Although the preceding showed a fuel weathering effect
(change in RVP), the use of an FTP, hot soak and three
consecutive LA-4s (without soaks) for mileage accumulation was
known to have exaggerated the worst case condition by tending
to excessively heat the fuel and possibly cause it to boil.
Therefore, additional testing was conducted using actual road
route with soak time between mileage accumulation segments.
Fuel Weathering.Road Test
As noted above, the principal difference between the road
testing and the dynamometer tests was that there was soak time
between the individual mileage accumulation segments. A route
was developed to meet the emission factor criteria of three
trips per day (26 total miles) with an average speed of 25
mph. This was to simulate one trip to work and a two trip
segment home. The morning trip was later lengthened to 12.1
miles to more closely approach the FTP distance of 11.1 miles.
Approximately 20 different routes were laid out and
checked with vehicle equipped with a fifth-wheel to record
vehicle speed and actual driving patterns for each route. The
final selection was 8.9 miles long with three 30-second idle
periods interspersed to make the trip time 25 minutes. To
-------
facilitate comparisons with dynamometer data, the speeds and
driving patterns of this cycle were chosen to approximate the
LA-4. The principal difference was that the LA-4 has
considerably more idle time. For the longer morning route,
three miles of start-stop driving were added to this basic
cycle. Copies of these two routes are given in Appendix D.
For this test program, the four instrumented vehicles were
driven over the 12.1 mile route in the morning and twice over
the 8.9 mile route in the late afternoon until 60 percent of
the fuel was consumed. To minimize the number of RVP samples
and the volume of fuel removed from the tank as samples, only
six RVP samples were taken. These consisted of replicates
immediately after filling, at 70 percent full, and at 40
percent full. All vehicle soaks would be outside in a sunny
parking area. The detailed test plan is given in Appendix E.
The vehicles were driven in convoy for the three trips
each day. Vehicle operating temperatures were recorded as
recorder availability permitted. The Escort developed
driveability problems and was deleted from the test program
after the 70 percent sample point. The results are summarized
below.
Road Test Trip Summary
Trip
7:00 a.m.
4:00 p.m.
5:00 p.m.
12.1 miles
8.9 miles
8.9 miles
Average Trip Time
34 minutes
25 minutes
25 minutes
Fuel Analysis
RVP at (%) full
July 23 July 30
Estimate
at 40% August 2 August 5 August 7
Escort
Reliant
Skylark
11.6 11.2
(100%)
11.4
(100%;
11.4
(100%;
11.2
(68%;
11.1
(63%;
10.6
(40%;
10.8
(40%;
10.7
(33%)
10.4
(30%)
Granada 11.6 11.0 10.7 10.1
(100%) (53%) (40%) (8%)
Note: Fuel at dispensing nozzle was 11.7 psi
10.1
(21%)
9.8
(14%)
-------
A detailed listing of the trips and days driven for each
vehicle is given in Appendix F. The fuel levels were estimated
from the individual trip mileage, total mileage, and total fuel
consumption. The RVP at 40% was estimated by interpolating
these results. The official meteorological data for this time
period is given in Appendix G. Some of the temperature data
for the Reliant and Skylark were later tabulated for the
analysis of vehicle fuel temperatures and are listed in
Appendix H.
For comparison, the results of a previous study of the
loss of fuel volatility are summarized, below. For this effort
the 60 gallons of fuel in a fuel cart were heated to 92°F and
maintained at that temperature. The fuel vapors were vented to
the atmosphere through a carbon canister.
Days Since Filling Average RVP
0 11.85
1 11.27
3 10.51
Although this test did not have diurnal temperature
changes, it shows that the fuel weathering is sensitive to
temperature (weathering is also sensitive to fuel RVP, i.e. the
more volatile fuels can weather more) since the fuel had
remained at a relatively constant RVP while stored underground.
FTP Temperature Studies
Several months after the fuel weathering effects on the
road testing, there was a need to quantify the heating of the
fuel during the FTP and to establish the effect of fan
placement and an auxiliary fan. Of particular interest was the
effect on hot soak evaporative emissions. The road test
temperature data for the Reliant and Skylark were tabulated for
those data near the 40% fuel level.* FTP tests with
evaporative emissions were then conducted on these two vehicles
to quickly quantify the effect of fan placement. These results
are summarized below and tabulated in Appendix I.
* For the FTP, the vehicle is drained and refueled to the
40% fuel level with chilled fuel. A diurnal heat build to
84°F precedes the FTP driving cycle.
-------
8
;-- Fuel Tank Temperatures
Plymouth. Reliant START FTP END FTP AT
Standard Fan 86.0°F 99.0°F 13.0°F
Floor Fan 86.0°F 92.5°F 6.5°F
Std. plus auxiliary 87.0°F 88.5°F 1.5°F
Buick Skylark
Standard Fan 86.0°F 100.0°F 14.0°F
Floor Fan 86.0°F 97.0°F 11.0°F
Std. plus auxiliary 85.5°F 91.5°F 6.0°F
These results show that lowering the fan to the floor
reduced the tank fuel temperature rises in the Reliant by 6°F
and in the Skylark by 3°F. Adding an auxiliary cooling fan
reduced the tank fuel temperature rise in the Reliant by 12°F
and in the Skylark by 8°F.
The comparable road test data that most closely
approximated these test conditions had a temperature rise of
16°F on the Reliant and 12°F on the Skylark. Road test data we
have observed generally yield a tank temperature rise on the
order of 15 to 20°F during trips approximating the LA-4.
For these FTP temperature studies several tank
thermocouples were used. The data presented here were for the
thermocouple installed in the fuel tank at the 20% fuel level.
An external thermocouple was also attached to the fuel tank
with a magnet and used a thermal paste to insure thermal
bonding. This magnetic thermocouple is used to monitor fuel
temperatures on in-use vehicles and was used to sense the fuel
temperature for the fuel heat blanket during the diurnal heat
build. It was noted that when the vehicle with chilled fuel
was initially hooked up to the temperature recorders, the
internal thermocouple read 3 to 6°F lower than the external
unit. As the fuel was heated to 60°F for the heat build, the
internal unit read 1 to 2°F lower. At 84°F, the end of the
diurnal heat build, the internal thermocouple was 1 to 2°F
higher than the external thermocouple. Thus the temperature
change for the heat build for these tests ranged from 26 to
30°F and are higher than the 24°F standard.
Although hot soak emissions were lower when the improved
cooling reduced the heating of the fuel during the FTP, the
results were highly vehicle specific. The Reliant had the
-------
largest reduction in fuel tank temperature rise yet the hot
soak emissions were reduced only slightly. However, for the
Buick, the small change in the tank temperature reduced hot
soak emissions by over 50% using the floor fan and by over 90%
with auxiliary cooling. These large differences in emissions
are probably due to the effects of canister loading and excess
capacity.
-------
10
Appendixes
Appendix A Test Vehicle Description
Appendix B Fuel Weathering Effects Detailed
Dynamometer Test Plan.
Appendix C Fuel Weathering Results for Dynamometer
Appendix D Morning and Afternoon Road Routes
Appendix E Fuel Weathering Effects Detailed Road
Test Plan
Appendix F Fuel Tank RVP Versus Driving Distance
Appendix G-1,-2 July and August Meteorological Data
Appendix H-1,-2 Reliant and Skylark Road Test
Temperature Data
Appendix I-l,-2 Reliant and Skylark FTP Temperature
Study Results
-------
Make/Model
Test Para.
inertia wt
HP@ SOmph
Fuel Tank
Capacity
Ford Escort
APPENDIX A
Plymouth Reliant
Buick Skylark
Ford Granada
Model Year
Type
Veh. ID
In. Odom.
Engine
Type
Config.
Disp.
Fuel Met.
Erig. Fam
Evap. Fam
Emission
Control
System
Trans .
Tires
1984
4 dr hatchback
2FABP1342EX12355
6742 miles
Spark Ignition
tranverse 4
1.6 liters
2V Carb
EFM1.6V2GDK7
CM
air pump
EGR
3 -way cat
automatic
3-speed
P165/80R13
1983
4 dr sedan
1P3BP26C9DF251538
21224 miles
Spark Ignition
tranverse 4
2.2 liters
2V Carb
DCR2.2V2HAC3
DCRKA
air pump
EGR
oxid cat
3 -way cat
automatic
3-speed
P175/75R13
1983
4 dr sedan
1G4AB69X6DT404941
20985 miles
Spark Ignition
tranverse V-6
2.8 liters
2V Carb
DIG2.8V2NNA9
3B6-1B
air pump
EGR
oxid cat
automatic
3-speed
P185/80R13
1979
4 dr sedan
9W82F123952
37995 miles
Spark Ignition
V-8
302 CID
2V Carb
2V Carb
air pump
EGR
oxid cat
automatic
3-speed
ER 78x14
2375
6.4 hp
13 gal.
2750
8.0 hp
13 gal.
3000
7.3 hp
15 gal.
4000
11.1
19 gal.
-------
Appendix B
Fuel Weathering Effects
Detailed Test Plan
I. Introduction
The evaporative emissions and fuel tank RVP data are to be
obtained on the 1983 Buick Skylark as it is driven from a 100%
fill down to 40% fill. All driving will be done on the
dynamometer using the LA-4 cycle. The vehicle will be soaked
overnight in the E&D SHED at 55°F between driving cycles. The
vehicle will undergo the standard diurnal heat build in an EOD
SHED, three LA-4s, and then soaked at 55°F. This sequence
will be repeated until 40% of the fuel remains.
II. Vehicle Prep
Insure thermocouples are still installed in fuel tank and
that they function.
Install thermocouple in engine oil.
Install top heating blanket.
Install tee in fuel line near gas tank. Route a line to
side of vehicle for fuel tank RVP samples and install a
shut off valve. Provide a cap for valve outlet.
Check integrity of fuel system. Pressure check gas cap.
III. Testing
A. Pretest heat build check
1. Drain-vehicle
2. 100% fill with chilled commercial unleaded.
3. Heat build from 60°F to 84°F in one hour. Use
both blankets. Record settings for later use.
4. Draw off two samples from vehicle for RVP analysis
and then top off tank
5. Prepare vehicle for heat build
6. When fuel temperature reaches standard test point
(60°F) begin heat build for diurnal emissions.
Use upper blanket to assist as necessary.
7. FTP (Do not stop test if exhaust emissions test is
voided.
8. Hot soak emissions evap test
9. Three LA-4s on dyno. No exhaust emissions. Car
may be driven on dyno and off dyno to E&D SHED
-------
for soak. Do not use vehicle to set dyno
horsepower.
10. Soak vehicle in E&D SHED until fuel and oil
temperatures are at approximately 55°F.
11. Repeat 5 through 10 until fuel is at approximately
70% level .(end of 3rd. sequence)
12. At 70% level draw off two samples of fuel from fuel
tank for RVP analysis.
13. Repeat 5 through 10 until fuel is below 40% level
(See Tony Earth, Project Engineer)
14. Repeat 12 once.
B. Preconditioning
1. Drain vehicle
2. Refuel to 40% with commercial unleaded
3. Single LA-4 prep
4. Soak in SHED until fuel and oil are at 55°F.
5. Standard diurnal (test to include normal fuel
draining and 40% fill with chilled commercial
unleaded gasoline), FTP with exhaust emissions
and hot soak test emissions
6. Repeat 1 through 5 once.
7. Drain and 40% fill with chilled commercial
unleaded gasoline.
8. Single LA-4 prep.
9. Soak at 55"F until 100% fill test.
NOTE 1: Once the vehicle is fueled for this 100% fill test, do
not drain or refuel vehicle for subsequent diurnal tests.
NOTE 2: Gas cap is put on vehicle for diurnal test immediately
following 100% fill. Do not remove gas cap for subsequent
diurnal heat builds.
-------
APPENDIX C
Fuel Weathering
1983 Buick Skylark
11.8 psi RVP Commercial Unleaded
06-05-85
06-06-85
06-14-85
FTP Emissions
gms/mi
Evaporative Emissions
gms/test
Date
05-15-85
Teat No.
85-3637
HC
.24
CO
1.91
NO*
.32
MPG
21.8
Diurnal
3.03
Hot
6.
Soak
14
Total
9.17
Comments
baseline
05-16-85
05-21-85
05-21-85
05-21-85
05-22-85
05-22-85
05-23-85
05-23-85
05-23-85
05-24-85
05-24-85
05-30-85
05-31-85
85-3636
Fuel Supply
Vehicle 100%
85-3744
85-3745
85-3757
85-3758
Vehicle 57%
85-3759
85-3760
Vehicle 31%
85-3761
85-3850
.29
Full
.27
.21
.33
.27
Full
.31
.27
Full
.27
.30
3
1
1
3
1
2
2
2
2
.37
.99
.86
.08
.80
.89
.34
.09
.86
.35
.33
.30
.33
.35
.37
.35
.37
.31
21
21
21
21
21
21
21
21
21
.5
.4
.4
.1
.5
.1
.1
.2
.8
4.15
.73
1.40
.63
1.65
.64
1.62
.50
.71
10
2
2
3
2
2
1
1
1
.80
.67
.70
.14
.50
.43
.60
.48
.00
14.96
3.40
4.10
3.77
4.15
3.07
3.22
1.99
1.71
Insufficient fuel for post-test RVP sample
85-3852
85-3853
85-4080
.26
.19
.28
3.01
1.78
2.53
.46
.36
.40
21.4
21.7
21.4
2.46
.86
1.53
9.85
2.03
7.68
purged prior to prep
baseline
11.45 psi RVP at
dispenser
11.37 psi RVP
100% fill, chilled vehicle
89% full
79% full
68% full
9.94 psi RVP
52% full
41% full
8.83 psi RVP
26% full
15% full
12.31 baseline
2.89 baseline w 100% fill
9.22 baseline w 55°F soak
-------
APPENDIX D
Morning Route
US 23/Highway Safety/Fire Station Route
Initial odometer miles, reset and start stopwatch
EPA to Plymouth Road (left turn)
to US 23 (South)
to Geddes (West)
to Earhart (North)
to Glacier Way west
to Marksbarry (North)
stop and idle for 30 seconds prior to next turn
to Windemere (West)
to Charter Place (Southwest)
to Bardstown Trail (North)
to Windemere (West)
to Barrister (North)
to Larchmont (West)
to Green (South)
to Vintage Valley Loop (Circle)
Stop and idle for 30 seconds prior to next turn)
to Green (North)
to Hubbard (West)
to Dean (North)
Stop and idle for 30 seconds prior to next turn)
to Baxter (West)
to Huron Parkway (North)
to Nixon (South)
to Plymouth Road (West)
to EPA
EPA to Plymouth Road (left turn)
to Green (South)
to Baxter (West)
to Dean (South)
to Hubbard (West)
to Beal (North)
to Fire Station (Left to Plymouth Road)
Plymouth Road (East) to EPA
to EPA
Final Odometer miles. Total Time
-------
APPENDIX D
Afternoon Route
US 23/Highway Safety/Route
Initial odometer miles, reset and start stopwatch
EPA to Plymouth Road (left turn)
to US 23 (South)
to Geddes (West)
to Earhart (North)
to Glacier Way West
to Marksbarry (North)
stop and idle for 30 seconds prior to next turn
to Windemere (West)
to Charter Place (Southwest)
to Bardstown Trail (North)
to Windemere (West)
to Barrister (North)
to Larchmont (West)
to Green (South)
to Vintage Valley Loop (Circle)
Stop and idle for 30 seconds prior to next turn
to Green (North)
to Hubbard (West)
to Dean (North)
Stop and idle for 30 seconds prior to next turn
to Baxter (West)
to Huron Parkway (North)
to Nixon (South)
to Plymouth Road (West)
to EPA
Final Odometer miles. Total Time
-------
APPENDIX E
Fuel Weathering Effects
Detailed Test Plan
I. Introduction
The evaporative emissions and fuel tank RVP data are to be
obtained on four vehicles as they are driven from a 100% fill
down to 40% fill. The sequence will consist of an 11-mile road
route, soak outside, eight mile road route, soak outside, eight
mile road route, overnight soak outside. This sequence will
also be repeated until 40% of the fuel remains. The average
speed on the road route will be approximately 25 miles per hour.
II. Vehicle Prep
Insure thermocouples are still installed in fuel tank and
that they function.
Install thermocouple in engine oil.
Install a thermocouple beneath fuel tank.
Install an ambient thermocouple shielded from the sun.
Install tee in fuel line near gas tank. Route a line to
side of vehicle for fuel tank RVP samples and install a
shutoff valve. Provide a cap for valve outlet.
Check integrity of fuel system. Pressure check gas cap.
III. Testing - 100% Fill without evap or emissions test
1. No preconditioning required
2. Drain vehicle
3. 100% fill with unchilled commercial unleaded
4. Draw off two samples of fuel for RVP analysis from
refueling facility through nozzle.
5. Draw off two samples from vehicle for RVP analysis
and then top off tank
6. About 7:00 am, drive vehicle over 11 mile morning
road route and record temperature
7. Soak outside until approximately 4:00pm
8. Drive vehicle over eight mile afternoon road route
and record temperatures
9. Soak outside until approximately 5:00pm
10. Drive vehicle over eight mile road route and record
temperatures
11. Soak outside until next mornings road driving
12. Repeat 6 through 11 until fuel is at approximately
-------
the 70% level, (end of 4th sequence)
13. At 70% level draw off two samples of fuel from fuel
tank prior to the initial driving cycle of the day
14. Repeat 6 through 11 until fuel is a approximately the
40% level. (See Tony Barth, Project.Engineer)
15. Repeat 13 once.
Note 1: Once the vehicle is fueled for this 100% fill test,
do not drain or refuel vehicle for subsequent tests.
Note 2: Gas cap is put on vehicle immediately following 100%
fill. Do not remove gas cap.
Note 3: Testing will take about two weeks.
-------
APPENDIX F
Reid Vapor Pressure (RVP) of Fuel in Vehicle Tank
vs
Driving Distance
Date
Trip No.
Ford Escort
Plymouth Reliant Buick Skylark Ford Granada
7-23
7-24
7-25
7-26
7-30
7-31
8-1
8-2
8-5
8-6
8-7
8-29
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
1
1
% Fuel RVP % Fuel RVP
100% 11.6 100% 11.4
x 96
x 93
x 91
x 87
x 84
x 81
x 77
x 74
x 72
x 68
11.2 11.2
61
58
54
51
48
45
42
39
35
32
30
10.4
21
10.1
9.4
% Fuel RVP
100% 11.4
96
92
89
85
82 .
78
74
71
68
63
11.1
56
53
49
44
41
38
33
10.7
26
23
18
14
9.8
% Fuel RVP
100% 11.6
94
90
86
81
77
73
67
63
59
53
11.0
46
42
36
32
28
22
18
14
8
10.1
Note: % full is at end of trip
Trip ttl Morning 7:00 am 12.1 miles
Trip #2 Afternoon 4:00 pm 8.9 miles
Trip #3 Afternoon 5:00 pm 8.9 miles
Escort mileage accumulation suspended after 7-30 due to driveability
problems. No fuel guantity data available.
-------
APPENDIX G-l
DEGREE DAY RECORD FOR PERIOD
1 JULY 1985 TO 31 JULY 1985
MIDNIGHT TO MIDNIGHT OBSERVATIONS (EST)
UNIVERSITY OF MICHIGAN, ANN ARBOR
DATE MAXIMUM(F) MINIMUM(F) MEAN(F)
' DEGREE DAYS
HEATING COOLING COOLING
(65F BASE) (65F BASE) (75F BASE)
JULY
1
2
3
k
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
2k
25
26
27
28
29
30
31
76.
81.
82.
84.
79.
76.
79.
92.
Bk.
77.
77-
Bk.
85-
Bk.
82.
75.
76.
80.
82!
79-
Ik.
73.
83.
89.
78.
81.
8k.
86.
7k.
57-
62.
58.
58.
61.
60.
53-
71.
6U.
61.
58.
62.
6k.
68.
61.
58.
5k.
56.
63.
67.
68.
56.
50.
51.
71.
62.
57-
61.
65-
60.
59.
66.5
71-5
70.0
71.0
70.0
68.0
66.0
81.5
74.0
69.0
67.5
73-0
7k. 5
76.0
71-5
66.5
65.0
68.0
73-5
74.5
73-5
65.0
61.5
67.0
80.0
70.0
69.0
72.5
75-5
67.0
61.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0.
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.5
1.5
6.5
5.0
6.0
5.0
3.0
1.0
16.5
9-0
k.O
2.5
8.0
9.5
11 .0
6.5
1.5
0.0
3.0
8.5
9.5
8.5
0.0
0.0
2.0
15.0
5.0
k.O
1.5
10.5
2.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
6.5
0.0
0.0
0.0
0.0
0.0
1 .0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
. 0.0
0.0
0.0
5.0
0.0
0.0
0.0
0.5
0.0
0.0
SUMMARY
AVERAGE MAXIMUM= 80.1 F
AVERAGE MINIMUM" 60-5 F
AVERAGE MEAN- 70.3 F
TOTAL DEGREE DAYS
HEATING(65F BASE)- 7.0
COOLING(65F BASE)- 172.0
COOLING(75F BASE)= 13.0
-------
APPENDIX G-?
DEGREE DAY RECORD FOR PERIOD
1 AUG. 1985 TO 31 AUG. 1985
MIDNIGHT TO MIDNIGHT OBSERVATIONS (EST)
UNIVERSITY OF MICHIGAN, ANN ARBOR
DEGREE DAYS
HEATING COOLING COOLING*
DATE MAXIMUM(F) MINIMUM(F) MEAN(F) (65F BASE) (65F BASE) (75F BASE)
AUG. 1 77-
2 77-
3 80.
4 8k.
5 73.
6 79.
7 85.
8 86.
9 85.
10 84.
11 79.
12 79-
13 89.
14 82.
15 70.
16 77-
17 79-
18 81.
19 69.
20 66.
21 70.
22 73-
23 75-
2k 67.
25 75-
26 73.
27 77.
28 81.
29 79.
30 72.
31 71.
SUMMARY
AVERAGE MAXIMUM- 77.2 F
AVERAGE MINIMUM- 58.6 F
AVERAGE MEAN- 67.9 F
TOTAL DEGREE DAYS
HEATING(65F BASE)- 17-5
COOLING (65F BASE)- 108.5
COOLING (75F BASE)- 1.5
56.
51.
54.
58.
65.
63.
64.
59.
62.
63.
56.
53-
64.
66.
61.
55.
56.
61.
54.
53.
56.
51-
57.
63.
59.
60.
59.
63.
64.
58.
54.
66.5
64.0
67.0
71.0
69.0
71.0
74.5
72.5
73-5
73.5
67-5 '
66.0
76.5
74.0
65.5
66.0
67.5
71.0
61.5
59-5
63.0
62.0
66.0
65.0
67.0
66.5
68.0
72.0
71.5
65-0
62.5
0.0
1.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3.5
5.5
2.0
3.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2.5
1.5
0.0
2.0
6.0
4.0
6.0
9.5
7.5
8.5
. 8.5
2.5
1.0
11.5
9-0
0.5
1.0
2.5
6.0
0.0
0.0
0.0
0.0
1.0
0.0
2.0
1.5
3.0
7.0
6.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1.5
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
-------
Appendix 1-1
1983 Plymouth Reliant
2.2 Liter 4 cylinder
Commercial Unleaded
DIURNAL
FTP
HOT
Test No. and Fan
Position Start End
No. 86-1522 59.0
Std. Position
No. 86-1715 61.0
Std. Position
No. 86-1714
Fan on Floor
No. 86-1815 58.0
Aux. Fan
No. 86-1816 58.0
Std. Position
WT
86.0 27.0
88.0 27.0
57.5 86.5 29.0
87.0 29.0
88.0 30.0
Start 23 Min End WT
85.0 94.0 98.0 13.0
SOAK
86.0
86.0
87.0
86.5
94.0
89.5
88.0
95.0
99.0 13.0
92.5
6.5
88.5 1.5
Start End
99.0 94.0
99.0 94.0
93.0 91.5
89.0 87.0
100.0 13.5 100.5 95.0
gin/mi
FTP Emissions
Evaporative Grams
Date
Test No.
1-30-86 86-1522
Fan Standard Position
2-07-86 86-1715
Fan at Floor
HC
.53
CO NOx
6.73 .77
.56 6.92 .76
MPG
26.9
27.0
Diurnal Hot Soak Total
6.83
1.11
6.34 1.18
2-13-86 86-1714 .53 5.93 .80 26.8
Fan Standard position, metal drain fittings
2-14-86 86-1815
Auxiliary Fan
.62
2-19-86 86-1816 .57
Fan Standard Position
6.10 .79 27.2
7.07 .75 27.5
6.18
10.26
.91
.88
8.95 1.68
7.94
7.52
7.09
11.14
10.63
Trit
Fuel Temperatures on Road During Summer
Ambient Start End Fuel Level at End
7:00 am 12.1 miles 60°F 61°F 77°F 45%
4:00 pm 8.9 miles 79°F 82°F 98°F 42%
5:00 pm 8.9 miles 80°F 91°F 101°F 39%
Notes: Front wheel drive vehicle with fuel tank in front of rear axle.
8.9 mile road route driving pattern is similar to LA-4 but with
reduced idle time. 12.1 mile road route has 3 miles of low speed
start/stop driving added to 8.9 mile road route. FTP at 23 minutes is
at the end of bag 2 and start of the 10 minute soak. Typically
driving times were 25 minutes for the 8.9 mile route and 34 minutes
for the 12.1 mile routs.
-------
APPENDIX 1-2
1983 Buick Skylark
2.8 Liter V-6
Commercial Unleaded
Internal Fuel Tank Temperatures During FTP
DIURNAL
FTP
Test No. and Fan
Position Start End
86-1520
Std. Position
58.0
WT
84.0 26.0
Start 23 Min End
WT
HOT SOAK
Start End
101.0 96.5
86-1531 59.
FTP Emissions
86-1579 59.
Fan to Floor
86-1612
Std. Position
86-1817 60.
Aux . Fan
86.1818
Std. Position
Date Test No.
1-23-86 86-1520
Fan Standard Position
1-24-86 86-1531
Fan Standard Position
1-28-86 86-1579
Fan at Floor
1-29-86 86-1612
Fan Standard Position
2-14-86 86-1817
0 86.5 27.5
0 86.0 27.0
85.0 --
0 87.0 27.0
gin/mi
HC CO NOx
.21 3.30 .59
.20 2.95 .62
.22 3.74 .60
.20 3.50 .53
86.0
86.0
84.0
88.5
87.5
MPG
21.1
21.3
21.6
22.1
95.0 101.0 14.0 102.0
93.0 97.0 11.0 98.0
93.0 100.5 16.5 102.5
89.0 91.5 6.5 91.0
96.0 101.5 14.0 101.5
Evaporative Grams
Diurnal Hot Soak Total
4.93 10.85 15.78
5.02 10.43 15.46
5.03 4.80 9.83
5.91 12.72 18.63
97.5
93.0
97.5
89.0
97.0
, metal drain fittings
.16 1.86 .53
21.6
6.69 .96 7.65
Auxiliary Cooling Fans
2-19-86 86-1818
Fan Standard Position
.24 5.98 .61
Fuel Temperatures on
Trip Ambient Start
7:00 am 12.1 miles
4:00 pm 8.9 miles
5:00 pm 8.9 miles
63°F 61°F
73°F 80°F
75°F 87°F
21.3
5.69 14.22 19.91
Road During Summer
End Fuel Level at End
82°
92°
99°
F 44%
F 41%
F 38%
Notes: All notes. Eor Reliant also apply to Skylark.
-------
APPENDIX H-l
1983 Plymouth Reliant
2.2 Liter Inline 4-cylinder
Carb Bowl Temp °F
: Fuel Temp °F Post Test
Date Trip t % Full Ambient °F Initial Final Initial Final Peak
07-24
07-24
07-24
07-25
07-25
07-25
07-26
07-26
07-26
07-30
07-30
07-30
07-31
07-31
07-31
08-01
08-01
08-01
08-02
08-02
08-02
08-06
0
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
1
2
3
1
96%
93%
91%
87%
84%
81%
77%
74%
72%
68%
61%
58%
54%
51%
48%
45%
42%
39%
35%
32%
30%
21%
89
89
74
91
91
66
81
81
— _
77
75
66
65
66
60
79
80
59
81
80
65
85
95
75
90
97
71
81
90
__
77
86
66
67
74
61
82
91
59
79
92
67
__
89
93
84
77
80
77
98
101
78
99
101
84
92
153
74
91
162
72
87
157
__
80
148
66
72
143
62
85
150
60
83
143
68
107
111
107
105
110
94
108
100
96
97
84
85
84
83
100
100
82
100
99
87
—
174
156
162
157
149
157
156
148°
148°
154°
143°
141°
128°
151°
156°
145°
155°
157°
148°
NOTE :
% full is at end of trip. Ambient measured at vehicle.
TRIP f 1 Morning 7:00 am 12.1 miles
2 Afternoon 4:00 pm 8.9 miles
3 Afternoon 5:00 pm 8.9 miles
-------
APPENDIX H-2
On-Road Fuel Temperatures
EPA Weathering Study
1983 Buick Skylark
2.8 Liter V-6
Date
Trip I % Full Ambient °F
Fuel Temp °F
Initial Final
Carb Bowl Temp °F
Post Test
Initial Final Peak
7-24
7-24
7-24
7-25
7-25
7-25
7-26
7-26
7-26
07-30
07-30
07-30
1
2
3
1
2
3
1
2
3
1
2
3
96%
92%
89%
85%
82%
78%
74%
71%
68%
63%
56%
53%
90
89
79
93
95
68
75
73
60
70
70
85
95
76
90
100
68
72
77
65
70
80
75 70 112 154
80 80 109 155
86 150 114 160
07-31
49%
08-01
08-01
08-01
08-02
08-02
08-02
08-06
08-07
1
2
3
1
2
3
1
1
44%
41%
38%
33% •
26%
23%
18%
14%
63
78
75
67
80
80
70
70
61
80
87
60
81
91
70
70
82
92
99
80
100
106
70
92
162
65
96
172
112
120
125
120
123
130
162
163
173
162
172
176
NOTE!
TRIP I
% full is at end of trip. Ambient measured at vehicle.
1 Morning 7:00 am 12.1 miles
2 Afternoon 4:00 pm 8.9 miles
3 Afternoon 5:00 pm 8.9 miles
------- |