79-11
Evaluation of Applicability  of Inspection/Maintenance
          Tests on a Dodge Aspen Prototype
                     August 1979

                         by

                 Thomas J.  Penninga
    Technology Assessment and Evaluation Branch
        Emission Control Technology Division
         Office of Air, Noise and Radiation
        U.S. Environmental Protection Agency

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Abstract

This  report  presents testing  results  which were  gathered to determine
the suitability of existing I/M testing scenarios on a Chrysler car with
a computer based emission control system.  This car had a microprocessor
based three-way  catalyst  control  as well as computerized spark control.
After suitable baselines  were established,  various components were made
inoperative  in  the  emission control  system.   Complete FTP,  HFET,  New
York  City  Cycles, and  I/M tests were run for  each  vehicle condition.

This report presents the measured data taken during the tests.

Background

It  is anticipated that,  in the near  future,  electronics  and computers
will  control  many of  the vital  functions  of automotive  operation  now
regulated by  mechanical means.   As the Inspection/Maintenance effort is
expanded  it  is   a  prerequisite  that  the  test procedure  used  by  the
Inspection/Maintenance  program  be  capable  of  determining  equipment
failure and  parameter  misadjustraent.   With the advent of advanced elec-
tronics into automobiles, it is necessary to evaluate the suitability of
existing and  proposed  I/M tests to these future automobiles.  To accom-
plish  this  evaluation,  several prototype cars  containing  the best pro-
jected  electronics  of  the  future will be  tested  according to both the
Federal Test Procedures and I/M tests.  The derived data should indicate
which I/M  test best  suite these automobiles.   This  report presents the
data  collected on the second such  automobile  tested  by the EPA, a 1979
Dodge  Aspen  with an   EFC  and ESC  microprocessor controlled emission
control system.

History                   .

The Aspen  was a  late 1979  certification  vehicle which was delivered to
MVEL  for  I/M  testing  on March  20,  1979.  Three  baseline sets of data
were  run.   The  vehicle was  shipped to  Gulf  Research  Laboratory  on
March 29, J.979   where   it   underwent   ambient  emission   testing.   On
June  8, 1979  the  vehicle was delivered to MVEL.

The  I/M testing  began  on June 29,  1979.   After two baseline sequences
were  run,  the vehicle  was  tested  with five  different  system  deacti-
vations.  A final confirmatory baseline sequence was  then  run.

Testing Procedure

In  order  to   test the  vehicle, the  following test  scenario  was used:

      a.   Federal Test  Procedure  (FTP) 1979 procedure, non-evaporative,
          no  heat build.

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b.   Raw  HC/CO measurement,  hood  closed,  fan  off,  idle-neutral.

c.   Highway  Fuel  Economy  Test   (HFET)  immediately  after  FTP.

d.   Raw  HC/CO measurement,  hood  closed,  fan  off,  idle-neutral.

e.   New York City Cycle (NYCC) immediately after HFET.

f.   Raw  HC/CO measurement,  hood  closed,  fan  off,  idle-neutral.

g.   Federal  Three Mode.   The dynamometer  was  set  at  1750 Ibs.
     inertia and horsepower was set at 6.4 hp at 25 mph and  13.7  hp
     at 52.0 mph.   The hood was open and the auxiliary cooling  fan
     turned on.   Idle HC  and CO measurements were taken in drive
     and in neutral on a garage type analyzer.

h.   Loaded Two  Mode.  The  dynamometer was set at 17.3  IHP at  30
     mph   with the I.W.  =  1750  Ibs.   The hood  was open  and  the
     auxiliary cooling  fan turned on.   Idle HC and CO measurements
     were then taken in neutral.

i.   Two Speed Idle Test with raw HC/CO garage type analyzer tested
     at 2500 rpm (neutral) and idle (neutral).  The hood was closed
     and the auxiliary cooling fan  turned off.

j.   Abbreviated I/M Cycle with raw HC/CO garage analyzer tested  at
     idle  (neutral momentarily accelerated to  2500 rpm  (neutral),
     and then  tested  again at idle (neutral).  The hood was closed
     and the auxiliary cooling fan  turned off.

k.   Federal Three Mode (same as above).

1.   Loaded Two Mode  (same as above).

m.   Two Speed Idle Test (same as above).

n. '  Abbreviated I/M Cycle (same as above).

o.   Prolonged  Idle  Cycle.    With  the  cooling  fan  off  and hood
     closed, idle  (neutral) HC and  CO measurements  were taken every
     minute for 10 minutes on a garage  type analyzer.

A  work  sheet  recording  the  I/M   test   results  is  shown   in
Attachment 1.

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Vehicle Description

The Dodge  Aspen supplied  by Chrysler  for  this testing  was  not a pro-
duction  vehicle but  a  4000 mile  emission-data-vehicle.  Attachment 2
lists  specific  vehicle  parameters.   The most  important  aspect of this
automobile's  emission control system  were  the  sensors,  actuators, and
microprocessor  units.   A  complete  description of  these components  is
given in Attachment 3.

Baseline Data

To accurately determine the effect of  the various vehicle conditions it
was  necessary  to  have  an  accurate  baseline determined  for  each con-
stitutent  in  each  mode in every test type.  Confirmatory baseline  tests
were  run at  the  end of  the test program.   This  baseline data is dis-
played with the configuration data.

Test Configurations

After  the  baseline  testing  and sorting  out  of the testing procedures
several  components  of  the  emission control  system were,  one  by one,
deactivated prior  to  vehicle testing.

     a.   EGR Sensor  Disconnected - Test  Numbers 79-8152  and 79-8153 was
          done  with  the  exhaust  gas oxygen  (EGO) sensor disconnected.
          This  unit  supplies a voltage signal  to  the FBC  computer  based
          on  the oxygen  content of the  exhaust  stream.  By disconnecting
          the sensor  the output voltage goes  to  zero and  the closed loop
          system is  deactivated.   These  tests  are designated EGO  Sensor
          disconnected.

     b.   Coolant  Temperature Switch Disconnected  - Test  Numbers  79-8154
          and   79-8155  were  run  with  the  Coolant  Temperature  Switch
          disconnected.   Because the  EGO sensor  does  not perform pro-
          perly until it reaches temperature, the  coolant sensor  informs
           the FCC  to  operate in open-loop mode  until EGO  sensor tempera-
         ,  ture  is  reached.

     3.   Solenoid Actuated  Vacuum Regulatory Disconnected -  Test Num-
          bers  79-8156 and  79-8157 were  run  with the solenoid actuated
          Vacuum   Regulator  disconnected.    This  device connects the
          electrical  signal  from the FCC to  a  vacuum signal to  control
           the carburetor  in  maintaining the A/F ratio at  stoichiometric.
          Disconnecting  the  solenoid forces  the system to run  in a full
           rich  condition.

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     d.    Air Pump 100% Bypassed - Test Numbers 79-8158 and 79-8159 were
          run with the air pump diverted to atmosphere and both upstream
          and downstream  air injection lines plugged.   This  air injec-
          tion oxidizes HC and CO at the exhaust port during warm-up and
          at the oxidation catalyst during regular operation.

     e.    EGR Valve Disconnected - Test Numbers 79-8160 and 79-8161 were
          run with  Exhaust Gas  Recirculation  (EGR) valve  line discon-
          nected and plugged.  This device recirculates exhaust gas into
          the inlet manifold which reduces combustion temperature there-
          by reducing NOx formation.

     f.    Solenoid Actuated Vacuum Regulator - Full Lean   -  Additional
          tests were  attempted with  the  solinoid wired  to 12 volt DC.
          This condition  would  result in  driving the FCC to a full lean
          condition.   Because  the vehicle stalled over  15  times in the
          preconditioning  LA-4,   this  testing  mode  was  terminated.

Test Results

The test results are given in several attachments.

     a.    The  FTP,  HWFET,  and  NYCC  with  the corresponding  raw HC/CO
          readings  are   given  for  baseline  configuration studies  in
          Attachment 4.   The  HC,  CO,  CO   and  NOx  readings  are  in
          gms/mile while  the fuel economy is in  miles  per gallon.  The
          raw HC  readings are in ppm Hexane and the raw CO readings are
          in percent.
b.   Attachment 5  presents the  standard  I/M  test data.
     test was run twice, two sets of values are given.
                                                                 As each
     c.   Attachment 5  also  presents  the  Prolonged  Idle  Cycle Data.
List of Attachments

Attachment 1
Attachment 2
Attachment 3
'Attachment 4
Attachment 5
Attachment 6
                                   I/M Test Result Work Sheet
                                   Test Vehicle Description
                                   Chrysler FCC and ESC Description
                                   Dilute and I/M Sample Data
                                   I/M Sample Data
                                   I/M Prolonged Idle Test Data

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 • /•'.:' ro;•.-.!• vr-.;-  T ;.;:.-.••;.,..<•.:  ].'W ].: i.-i-sf.  HC,  CO T>.-:il;:  Sheet

'i c:i:!>n J •:.! .:\>'1.'.•:			^ Location.:	UrH.o :

Vehicle:	                    n;>5jc.!.ine.     Other:
                                                                         Attachment 1
                                                      CO
CO!'
 • Hood  closed,  fan oTf
  Xran :;r.ii 5; K i.on-n e ' ; t rn \

AFTER HWFF/f
  Ilood  clo?ecl, • fan off
  Traus ID if. s ion-nt'.u t r a 1

AFTP.R NYCH
  HooiJ  closed,  fan off
FEDERAL 3 MODE  jr. UJ.-
  Hooc.1 open,  fan on
  Set;  13.7 on thunihwb(;al
  52 ni'H-mrix  3  min.
Set  6.4 IMP '51 25 MTU
  ^^7.itll I'cuiuent
  25 Ml'Il-raax  3  nin.
  Iflle (Drive)
  Idle (Neutral)
LOADED 2 MODF. X.uJ . = I
   Hood open, fan en
   Set dyno at  f 7. 3
            l or
   on  Pendent  ac 30 -MPH
   30  MPH
   Idle (Neutral)

TWO SPI:ED IDLE CYCLE
   Hood closed,  fan off
   Idle (Neutral)
   Increase  Idle spoed to 2500
   +  100 1-PM
   Idle (HouLi-al)
 f        .   '
A^RllEVlATril I/M 1}^}:. CYCLE
   Hood clonocl,  fan off
   Idle GO
   ?'o:'iontr.ry rev.  to 2.100 RPM
   Idle (M)

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                                          lie:
CO
CO-IT1'NTS
ur "~~'TI  ra.'EiiAL  iruEE *;om;  jr.u1. -
          Hood open,  f;m on
          Sot  ''). 7 on Thniiil'n/iJ'jo.l.
          52 Mi'!!- "/ax 3 niin.
          Sst  6..'}  IUPC25 MPii
          u it'll PondcMit
          25 Ml'H-Max 3 rcin.
          Idle (Hrive)
          Idle (Neutral)

RI:PEAT  LOADED T'.JO MODE x.ux -175-0i
          Hood open,  fan on
          Set  'Jy.>o nr  17.3
                      or
          on Pendent at 30 TTH
          30 MPII
          Idle  (Keutral)

REPEAT  TWO SPEED IDLE CYCLE
          Eood  closed, fan off
          Idle  (Neutral)
          Incrr-.asc Idle Speed to
          2500  + 100 KPM
          Idle  (Neutral)

}V'~"V.  ABBREVIATED I/M CYCLE
          Hood  closed, fan off
          Idle  (Neutral)
          Momentary rev. to 2500  RPM
          Idle  (Neutral)

        PROLONGED IDLE CYCLE
          Hood  closed, fan off
          Idle  (Neutral)  Minutes
                              0
                              1
                              2
                              3
                              <4
                              5
                              6
                              7
                              8
                              9
                              10

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                                                        Attachment  2
                         Test Vehicle Description
Model Year
Make
Emission Control System

Engine Type
Bore x Stroke
Displacement
Rated Horsepower
Transmission
Axle Ratio
Chassis Type
Tire Size
Inertia Weight
VIN
AHP
40% Fuel Tank Volume
1979
Dodge Aspen
EGR, AI, OC, 3-Way, Closed Loop

Otto Spark
3.40 x 4.12 inches
225 CID
101 hp
A-3
2.94
Sedan
D78xl4
3500 Ibs.
B103
13.5
7.20

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      Clinics
Service & Parts Division
                                          (TVQ
                                                                SERVICE
Of lnt«**t 3 General Manager D Sales Manager D Service-Manager D Parts Manager CD Service Technicians
A new concept  in  controlling exhaust emissions has
been incorporated in  production.

The new system is called the Electronic Feedback
Carburetor Concept.   A unique feature is the use
of the Electronic Spark Control for the first time
on six-cylinder engines.  Both systems work together
as the combustion computer controlling ignition
timing and air-fuel ratios in the carburetor.  The
precise control of air-fuel ratio has permitted a
three-way catalyst to be used in this system to.
simultaneously reduce all three major exhaust
pollutants; hydrocarbons, carbon monoxide, and
oxides of nitrogens.

The attached information provides a complete detailed
description of the system, diagnosis, and service
procedures.  Testing  procedures and specifications
for the Electronic Spark Control portion are out-
lined in the 1979 Service Manual.
POLICY:  Information Only
                    J.  W.  Farley   C/
                    Manager - Service Planning
                                                           Models

                                                          1979  Volare/As]
                                                          Equipped  With
                                                          225-1BBL  and
                                                          California
                                                          Emissions
                                                          Package
                                                           Subject
                                                          Electronic
                                                          Feedback
                                                          Carburetor  (EF»
                                                           Index   •


                                                          FUEL



                                                           Date:

                                                          April 30, 1979
                                                           No. 14-05-79
                                                          P-2518-C
 CHRYSLER
 CORPORATION
               (THIS BULLETIN IS SUPPLIED AS
               TECHNICAL INFORMATION ONLY
               AND IS NOT AN AUTHORIZATION
              . FOR REPAIRS) REPRINT OF THIS
               MATERIAL NOT AUTHORIZED
               UNLESS APPROVED.
                                     niRYS!.i;K     Dodge

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   No.  14-05-79
- 1 -
      FEEDBACK
     CARBURETOR
     CONTROLLER
 FEEDBACK
CARBURETOR
          OXYGEN
          SENSOR
                                            REGULATOR
                                             VALVE
                                          MANIFOLD
                                           VACUUM
  ELECTRONIC FEEDBACK CARBURETOR CONCEPT

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     14-05-79               - 2 -
               ELECTRONIC FEEDBACK CARBURETOR

                        (EFC) SYSTEM '.
The EFC system is essentially an emissions control system
(Figure 1)  which utilizes an electronic signal generated
by an exhaust gas oxygen sensor to control, precisely, the
carburetor air-fuel mixture ratio.  This in turn allows the
engine to produce exhaust gases of the proper composition
to permit the use of a three-way catalyst, a device which
can convert all three types of pollutants -- hydrocarbons  (EC),
carbon monoxide (CO), and oxides of nitrogen  (NOx) — into
harmless substances.
SYSTEM COMPONENTS AND DESCRIPTION

The major components of the EFC system are as follows:

     o  Dual Catalytic Converters

           Oxidation catalyst
           3-way catalyst

     o  Oxygen Sensor

     o  Mileage Counter

     o  Combustion Computer

     o  Feedback Carburetor

     o  Solenoid-Operated Vacuum Regulator Valve


Dual Catalytic Converters

Catalytic converters are devices which decrease HC and CO
emissions, or NOx emissions, or all three of these exhaust
pollutants.  They are muffler-like in appearance and are
mounted on the underside of a vehicle as part of the exhaust
system.  Two converters, mounted in tandem, are used with the
EFC system  (Figure 2).

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No.  14-05-79
- 3 -
              OXIDATION
              CATALYST
   THREE-WAY
    CATALYST
                                                 MUFFLER
                   CATALYTIC CONVERTERS
Oxidation Catalyst:  The oxidizing catalytic converter
contains a platinum-coated, ceramic, honeycombed  structure.
Through a complex  chemical reaction, the platinum stimulates
the oxidation  (burning) of hydrocarbons and carbon monoxide
and converts them  to harmless carbon dioxide and  water  vapor.
Effective operation of this type of catalyst requires temper-
atures of 600°F  (315°C) or higher as well  as an adequate  supply
of oxygen in the exhaust gas.  Oxidation catalysts in current
use will normally  "light off"  (start oxidizing) within  two
minutes after  the  first start of a cold engine.

Three-way Catalyst;  Research scientists and catalyst supplier
companies determined that by adding rhodium, a rare  and costly
"noble" metal, the oxidizing converter could also "reduce",
or separate, oxides of nitrogen  into nitrogen and oxygen,
basic components of pure air.  This reducing action  provides
inherently better  exhaust emissions control that  was obtainable
using only exhaust gas reci'rculation, an oxidation catalyst.

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No.   14-05-79
 - 4 -
or engine modification techniques.  Its use also allows
richer air-fuel mixtures, more spark advance,  and less
'•xhaust gas  recirculation — which collectively improve
both drivcability  and fuel economy.

Effective catalytic control of all three pollutants  is
possible when  the  correct balance of excess CO is reached
icr reduction  and  excess oxygen is reached for oxidation.
It is necessary, therefore, to maintain precise control  of
the air-fuel mixture entering the engine, keeping it very
close to the stoichiometric level  (chemically correct for
theoretically  complete combustion).

Figure 3 shows the characteristics of a three-way catalyst.
The curve of efficiency as a function of air-fuel indicates
that when the  air-fuel ratio is lean  (excess of oxygen),
the control  of HC  and CO is very good, but control of NOx
is poor.  On the other hand, when  the air-fuel mixture  is
rich  (deficiency of oxygen), the control of NOx is very  good
but control  of HC  and CO is poor.  At the chemically correct
mixture, a narrow  window exists where the control of all
three pollutants  is quite good.  Maintaining the exhaust
constituents at this precise value at which the three-way
catalyst is  most  effective  is the  purpose of the EFC closed
loop system.
         100-1
            13:1
14:1           15:1

AIR — FUEL RATIO
16:1
      CHARACTERISTIC CONVERSION EFFICIENCIES
                   THREE-WAY CATALYST

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   No.  14-05-79
- 5  -
   A  downstream oxidation catalyst with oxygen supplied by an
   air  pump  is used to clean up the remaining HC and CO left
   after  the  exhaust gases have passed through the three-way
   catalytic  converter.
   Oxygen  Sensor

   If  the  air-fuel mixture is just a fraction above or below
   the ideal  ratio, the composition of exhaust by-products
   will be altered, impairing the efficiency of the three-way
   catalyst.   To provide the EFC system with an indication of
   the exhaust gas composition, an oxygen sensor (Figure 4)
   is  threaded into the exhaust manifold where it is directly
   in  the  exhaust gas  stream.

   The sensor is a sophisticated device supersensitive to the
   presence of oxygen.  This sensitivity to oxygen is crucial.
   With an  oxygen deficiency in the exhaust gas,  outside oxygen
   diffuses through the sensor, acting as an electrolyte and
   generating a voltage.
                ZIRCONUM
               DIOXIDE BODY
  PROTECTING SHIELD
                                      SHELL

  INTERNAL AND EXTERNAL
SURFACES PLATINUM PLATED
   HOUSING
                        OXYGEN SENSOR
   The  oxygen  sensor  is  essentially a galvanic battery consisting
   of a cylindrical electrolyte element of zirconium dioxide which
   is coated inside and  out with platinum.  The outer platinum
   electrode is  exposed  to the hot exhaust gases while the inner
   platinum electrode is exposed to the atmosphere  (Figure 5).
   A porous ceramic  (spinel) coating protects the fragile
   platinum against damage.

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No.   14-05-79
                             6  ~
      GASTIGHT ELECTRICALLY
         CONDUCTIVE SEAL
              AIR
            EXHAUST
             GASES
                                          HOUSING
        ZIRCONIUM DIOXIDE
          ELECTROLYTE
                SPINEL
               COATING
                                        PLATINUM
                                     INNER ELECTRODE
                 PLATINUM
              OUTER ELECTRODE
      OXYGEN SENSOR ELEMENT — SCHEMATIC
          900-


          800-


          700-


          600-

        I  500-
       LU
       CD
          400-
       o
       >  300-
          200-


          100-

           0
            13:1
           LEAN)
             V
14:1
15:1
16:1
                        AIR — FUEL RATIO
            CHARACTERISTIC OXYGEN SENSOR
                 OUTPUT VOLTAGE CURVE

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No.   14-05-79
- 7  -
When heated to operating temperature by the hot exhaust
gases, the sensor will generate a voltage.   When the oxygen
content is high  (lean mixture),  it puts out a low voltage.
When the oxygen content is low (rich mixture),  the voltage
output is high (Figure 6).  This relationship between available
oxygen and sensor output voltage causes the sensor to function
as a rich-lean switch.  The sensor output voltage is used by
the Feedback Carburetor Controller to calculate and adjust the
air-fuel mixture as needed for optimum catalytic converter
efficiency.

The sensor's internal impedance,  output voltage,  and time
response are all functions of temperature.   This temperature-
dependency is .an important consideration during cold  starts
and other low-temperature operating modes.

In addition to the spinel coating which protects  the sensor's
platinum-coated outer electrode  from exhaust gas  erosion, a
metal shield,  louvered to admit  exhaust gases,  protects  the
fragile zirconium dioxide body from abrasion by exhaust  parti-
culates and from breakage during handling.

In order to ensure good air-fuel ratio control  over the  life
of the vehicle, the sensor must  be changed  at  15,000* mile
(24 000 km) intervals.
                                         15,000 MILE
                                       REMINDER LIGHT
                                              SPEEDOMETER - ODOME7
                                              RUBBER SHIELD
                                     SPEEDOMETER
                                        CABLE
                  MILEAGE COUNTER

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No.   14-05-79
                         ~ 8
'•'. 11 o gc«; Cou r. t e r
A mileage counter  (Figure 7) in-line with the speedometer is
used  to'indicate when to replace the oxygen sensor.  When
lo.OOO .r.iles (24 000 km) have elapsed, the counter will actuate
an' "EFc' SYSTEM" instrument panel light.  The counter can be
reset at the time  the sensor is replaced.
                                              ELECTRONIC
                                             SPARK CONTROL
                                               COMPUTER
                                         HOUSING
                               FEEDBACK
                              CARaU.RETOR
                              COrJTROLLER
             COMBUSTION COMPUTER

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No.  14-05-79               ~ 9
Combustion Computer with Feedback Carburetor Controller

The Combustion Computer on the air cleaner houses both
the Electronic Spark Control Computer and the Feedback Carbu-
retor Controller  (Figure 8).

The electronic spark control computer interfaces with the
feedback carburetor controller and provides optimum engine
ignition timing through electronic control of the spark advance.
The feedback carburetor controller is the information processing
component of the EFC system.  It monitors the voltage generated
by the oxygen sensor and receives input signals from sensors
reporting engine coolant temperature, manifold vacuum, engine
rpm, and engine starting.  The controller interprets the various
inputs and then transmits the proper output signal to the
solenoid-operated vacuum regulator valve, which in turn forwards
a signal to the carburetor.


Feedback Carburetor

A single barrel feedback carburetor is used to maintain the
air-fuel ratio within the limits required for efficient catalysis
in the three-way catalyst.  The vacuum signal acts simultaneously
on two diaphragms  (Figure 9), one for controlling the idle system
and the other for controlling the main metering system.  The
diaphragms control tapered rods which vary the size of orifices
to adjust the idle system air bleed and the main metering system
fuel flow.  These variable controls complement and are used in
parallel with a fixed idle air bleed and main fuel metering jet.

A "lean" command from the Feedback Carburetor Controller to the
vacuum regulator will result in an increasing vacuum level to
the carburetor.  This will cause the diaphragm to move the idle
air bleed rod upward in its orifice causing increased idle air
bleed.  Simultaneously, the other diaphragm will move the main
metering rod upward in its orifice causing reduced fuel flow.
The result from both circuits is a leaner air-to-fuel ratio.
On the other hand, a "rich" command will result in a lower
vacuum level to the carburetor which will cause the spring-
loaded rods to move in the opposite direction and furnish a
richer mixture.  The range of mixture control is approximately
4 air-to-fuel ratios, 2 rich and 2 lean, or 14.7  (± 2.0) to 1.
The carburetor is calibrated so that the desired nominal flow
is obtained with a vacuum signal of 2.5 inches Hg  (8.5 kPa).

Other features of the feedback carburetor include  	

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   No.  14-05-79
- 10 -
       o  A throttle-actuated wide-open-throttle enrichment
          valve (not shown)

       o  An idle  mixture screw, concealed within the throttle
          body to  prevent tampering

       o  A separate nipple on the throttle  body to serve
          as a source for the air pump diverter valve vacuum
          signal.
           FIXED IDLE
           AIR BLEED
   FEEDBACK CONTROLLED
      IDLE AIR BLEED
                                                VACUUM CHANNEL
                                               FUEL BOWL
                                           FEEDBACK CONTROLLED
                                             MAIN SYSTEM FUEL
                                   RESTRICTOR
    ,  CONCEALED
IDLE ADJUSTMENT SCREW
     MAIN
 METERING JET
                 FEEDBACK CARBURETOR

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No.  14-05-79
~ 11
      VENT PORT
                                      ARMATURE
                                     RETURN SPRING
                                           VENT
                                                r SOLENOID
                                         ^   OUTPUT
                                           TO CARBURETOR
                                            VACUUM INPUT
                                          (MANIFOLD VACUUM)
           REGULATED
            VACUUM
                                          ,  VACUUM
                                            REGULATOR
           SOLENOID-VACUUM REGULATOR  VALVE
Solenoid-Operated Vacuum Regulator Valve

A solenoid-operated vacuum regulator valve  (Figure 10) con-
verts the electrical signal from the Feedback Carburetor
Controller to a vacuum signal to control the carburetor in
maintaining the air-fuel ratio at stoichiometric  (14.7:1).
Intake manifold vacuum is supplied to the regulator at the
lower port, and a regulated 5 inches of mercury  (Kg)(17 kPa)
is generated within the device.  The armature in  the electric
solenoid at the top of the unit is fitted with a  conical tip
at each end and functions as a valve.  When there is no
electrical signal to the solenoid, the spring-loaded armature
is held downward as shown to block off the port to the regulated
vacuum and open the vent port to atmosphere.  When the solenoid
is energized, the armature rises off its seat allowing the
regulated vacuum signal to pass to the carburetor while simul-
taneously closing the vent port.  The carburetor.control vacuum
signal can be regulated between 0 and 5 inches Hg by .varying

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No.  14-05-79               - 12 -
the length of time the armature rests in the on  (full 5
inches Hg  (17 kPa) vacuum) or off  (0 inches Kg  (0 kPa)
vacuum) position.  The rapid up-down motion of the armature
determines the average vacuum supplied to the carburetor.
Control of the ratio of time "on"  to time "off"  is deter-
mined by the feedback carburetor controller through the
electrical signal to the  solenoid.
SYSTEM OPERATION

Purpose

As was seen earlier  (Figure  3),  a three-way catalyst  is most
efficient  in  controlling  HC  and  CO when the air-to fuel ratio
is leanest and  there  is an excess of oxygen; however, under
this condition, control of NOx is poor.  On the other hand,
when the air-to-fuel  ratio is  rich and there is a deficiency
of oxygen, the  control of NOx  is good but  control of  HC and
CO is poor.   At the  chemically correct mixture, a narrow
"window" exists about the stoichiometric region  (14.7:1 air-
to-fuel ratio)  where  the  control of  all three pollutants  is
quite good.   Maintaining  the exhaust constituents at  this
precise value at  which the three-way catalytic converter  is
most effective  is the purpose  of the EFC system.
Operating  Modes

The  EFC  system can  operate  in  two distinct  modes,  open  loop
and  closed loop.  During closed  loop  operation,  the  system
is responsive to  exhaust gas oxygen levels  as  indicated by
the  oxygen sensor.   In the  open  loop  mode,  the system operates
in response to preprogrammed electronic commands and signals
other  than those  from the oxygen sensor.
 Closed'Loop Operation

 In the  closed loop mode,  the feedback system is operational
 and continuously corrects the air-to-fuel ratio toward a
 stoichiometric mixture.   Figure 11 shews a block diagram of
 sensing and actuating elements that interact to form a loop.
 Each component is sensitive to the performance of the upstream
 component and responds by communicating to the down-stream
 component.

 Closed  loop operation will not begin until the engine coolant
 temperature reaches 150°F (66°C).   This permits the oxygen
 sensor  and three-way catalyst to warm to operating temperatures.

-------
No.  14-05-79
- 13  -
  AIR
 INTAKE
                    I  ENGINE I
                       RPM
                    ESC COMPUTER

                    EFC CONTROLLER
                     COMBUSTION
                     COMPUTER
                      EFC SYSTEM BLOCK DIAGRAM
At exhaust  temperatures over 660°F {350°C),  the zirconium
dioxide  electrolyte allows the passage of oxygen ions from
one  electrode to the other while blocking the passage of
others.   The resulting oxygen pressure differential produces
a voltage output signal that varies in strength depending
on the relative availability of oxygen.

The  sensor  has the unique property of producing an abrupt
•change in voltage output precisely when the supply of exhaust
gas  oxygen  departs from the stoichiometric (14.7 tol) air-to-
fuel ratio  necessary for optimum three-way catalyst efficiency
 (Figure  6).  Because of this characteristic,  the sensor output
voltage  can be used as an indication of when the system is
operating richer or leaner than desired.

When the exhaust gas oxygen content is low,  as it would be
with a rich mixture, the voltage output will  be high, indicating
a  leaner mixture is required.  Similarly, a voltage output that
is low means the oxygen content is too high and that a richer-
mixture  is  needed.  Thus, the EFC system does not run at a
constant 14.7 to 1 air-to-fuel ratio, but fluctuates closely
about it.  It constantly corrects to stoichiometric by
monitoring  sensor voltage signals and issuing "rich" or
 "lean" commands to drive the system to stoichiometry.

-------
No.   14-05-79
             - 14 -
The output voltages from the sensor are  evaluated by the
controller along with signals from the other system sensors.
This processing results in an electrical output signal to
the solenoid-vacuum regulator valve.  By rapid switching of
the solenoid  and control of the relative "on" to "off" time,
vacuum levels between 0 and 5 inches  Hg  (17  kPa) can be
provided as control vacuum to the carburetor.  Figure 12
provides two  examples of the chain of events that occurs
continuously  to drive the air-to-fuel ratio  toward a stoi-
chiometric mixture.                   .

An added benefit of the EFC system is its built-in ability
to maintain mixture constant at varying  altitudes, eliminating
the mixture enrichment which normally occurs when a car is
driven to higher altitudes.
ENGINE
OPERATING— •-
CONDITION
RICH
OF
STOICHIOMETRY
EXHAUST GAS
OXYGEN
HIGH
OUTPUT
. VOLTAGE
(>.4 VOLT)
FEEDBACK
— CARBURETOR— •-
CONTROLLER
DIRECTS
VAC. SOL.-REG.
TO GREATER
"ON" TIME
SOLENOID
VACUUM 	 ..
REGULATOR
VALVE
INCREASED
DUTY CYCLE
RESULTS
IN HIGHER
OUTPUT
VACUUM
VACUUM SIGNAL
TO
FEEDBACK
CARBURETOR
INCREASING
SIGNAL PULLS
DIAPHRAGMS
UPWARD
POSITION
— — OF IDLE -1
DIAPHRAGM
HIGHER POSITION
FOR INCREASE
IN AIR BLEED
(INCREASES
ORIFICE)
POSITION
.._ OF MAIN m
CVCTCU ™""'^
DIAPHRAGM
HIGHER
POSITION
FOR DECREASE
IN FUEL FLOW
(DECREASES
ORIFICE)
RESULTANT
CORRECTIONS
TOWARD
LEAN
LEAN
          LOW
DIRECTS
DECREASED  DECREASING SIGNAL LOWER POSITION LOWER POSITION  TOWARD
                                   RICH
OF
STOICHIOMETRY
OUTPUT
VOLTAGE
((.4 VOLT)
VAC. SOL.-REG.
TO LESS
"ON" TIME
DUTY CYCLE
RESULTS
IN LOWER
OUTPUT
VACUUM
ALLOWS DIAPHRAGM
SPRINGS TO MOVE
DIAPHRAGMS
DOWNWARD
FOR DECREASE
IN AIR BLEED
(DECREASES
ORIFICE)
FOR INCREASE
IN FUEL FLOW
(INCREASES
ORIFICE)
               Oj SENSOR  OUTPUT
        RICH
            •LEAN
                  RPM

               MANIFOLD J
               VACUUM
          3 DUTY CYCLE
                                        AIR-
                       TEMP
                    CLOSED LOOP OPERATING SEQUENCE
Open Loop Operation

The  Feedback Carburetor  Controller also directs operation of
the  EFC system during  periods when the air-fuel ratio  informa-
tion from the oxygen sensor  is interrupted  (open  loop  modes).
This occurs under any  of the following conditions,  as  explained
below.

-------
No.  14-05-79              - 15 -


     o  Coolant temperature below 150°F  (66°C)

     o  Oxygen sensor temperature below 660°F (350°C)

     o  Low manifold vacuum

     o  Oxygen sensor default

     o  Hot engine starting

During start-up and acceleration, the controller is programmed
to ignore signals from the oxygen sensor, allowing the carbu-
retor to produce temporarily richer mixtures for good performance.
When the engine is warming up, the air injection system supplies
air to the exhaust manifold — upstream of both catalytic con-
verters — to provide extra oxygen for more complete burning
within the catalytic converter of hydrocarbons and carbon monoxide
emissions that tend to develop at lower operating temperatures.
(NOx is not a problem at this time since oxides of nitrogen
develop only at higher combustion temperatures).  This extra
burning raises temperatures within the exhaust system and causes
the oxygen sensor and three-way catalyst to warm up faster."
During this period, the three-way catalytic converter functions
as an oxidation catalyst.  After the engine is warmed up and
oxygen sensor and catalyst operating temperatures are reached,
an air switching valve diverts air flow from the exhaust ports
to enter the exhaust downstream from the three-way catalyst and
just ahead of the oxidation catalyst.  At this point, the exhaust
is hot enough to oxidize the unburned HC and CO.  Again, the addi-
tion of injected air is required in the oxidation process.

Low-Vacuum Sensor:  Upon acceleration with a cold engine, if
the throttle is open sufficiently so that manifold vacuum drops
below 4.5 inches Hg  (15 kPa), a vacuum signal will be supplied
to the Feedback Carburetor Controller which will enrich the
air-fuel mixture even further to prevent engine stalls, sags,
or stumbling and enhance driveability.  After the engine -has
warmed'up and the system is under the control of the oxygen
sensor  (closed loop mode), the system will revert to the open
loop mode whenever the manifold vacuum drops below 3 inches
Hg  (10 kPa).  This signal is to assure a sufficiently-rich
mixture for power and performance when accelerating  from
cruising speeds.  After acceleration, manifold vacuum will
return to a higher level and closed loop operation will resume.
Different vacuum signal values are used during open  and closed
loop modes because less enrichment is required for acceleration
when fully warmed up than for acceleration during warm-up.

-------
No.  14-05-79                ~ 16 -
Coolant Temperature Sensing Switch:  A coolant temperature
sensing switch, located in the cylinder head,
electrical circuit to the Feedback Carburetor Controller when
engine coolant reaches a temperature of 150°F (66°C).  At
this point, the oxygen sensor is sufficiently warm to start
functioning.  When this occurs, operation begins in response
to signals from the sensor.

Open loop operation terminates when there is sufficient vacuum
and the engine coolant and oxygen sensor are at their proper
operating temperatures.  It may happen, however, under pro-
longed idle at low ambient temperatures that the oxygen sensor
may cool off enough so that it will not function properly.
This condition will be detected electronically from the sensor
and the system will compensate accordingly until the sensor
is again warm.  The sensor will warm up very quickly once the
car is accelerated away from idle.

-------
No.  14-05-79               -  17 -
                         DIAGNOSTICS


The following test equipment is needed for diagnosis of the
EFC system:

     o  Vacuum gauge - 0-5" Hg (accurate within t 1/2"
        in that range)

     o  Vacuum gauge - 0-30" Hg

     o  Hand pump with vacuum gauge

     o  Two short length of 3/16" I.D. vacuum tubing

     o  Two 3/16" tee

     o  Jumper wire (approximately 5 feet)
In general a malfunction of the EF.C system can be diagnosed
by observing the action of a vacuum gauge connected so as to
observe the control vacuum from the solenoid-regulator to
the carburetor.

A malfunction of the EFC system can cause such problems as:

     o  Surge

     o  Hesitation

     o  Rough Idle

     o  Poor Fuel Economy

The following checks should be made prior to performing any
diagnostic tests:

     o  Check all vacuum hoses for proper hook up.   (Refer
        to hose routing label located underhood) and for
        kinks or other damage.

     o  Check all electrical connections and for frayed,
        cracked or broken wiring.  Refer to wiring diagram.

     o  Check the intake and exhaust manifolds for leakage.

-------
No.  14-05-79                - 18 -
Determining the Problem

With the vehicle fully warmed-up, the 0-5" Hg vacuum gauge
is teed into the control vacuum signal to the carburetor.
The vehicle is started and allowed to idle while the vacuum
gauge is observed.  The gauge should indicate a steady 2.5"
Hg reading for approximately 100 seconds after starting, drop
to 0", and then gradually rise to between 1.0 and 4.0" Hg
average.  The reading will oscillate about + 0.5" Hg.

If the gauge does not indicate in the above area, the engine
speed should be raised to approximately 2000 rpm and the
reading observed again.  If the reading is between 1.0 and
4.0" Hg, the engine should be returned to idle to determine
if the reading there is now between 1.0 and 4.0" Hg.  If
the reading at idle is within the proper range, it indicates
the oxygen sensor was not fully warmed originally and the
system is operating properly and other areas should be checked
to resolve the complaint.

If the gauge reads in the proper range at 2000 rpm and does
not at idle, it means the idle mixture is out of adjustment
and the carburetor must be replaced.

The following procedures should be undertaken to determine
the cause of the problem if the control vacuum is above  4"
Hg or below 1.0" Hg.  It should be noted that for most system
malfunction conditions the control vacuum is typically at
either 0" Hg or 5" Hg.
CONTROL VACUUM ABOVE  4" Ha

If in the previous tests the  control vacuum was consistently
above 4" Hg, the problem could be found in the following
components:

     o  Carburetor

     o  Carburetor Heat Shield

     o  Solenoid - Regulator
 r

     o  Combustion Computer

     o  Oxygen Sensor

-------
No.  14-05-79               - 19 -


The engine is started and with the transmission in Neutral,
the throttle is placed on the next to the lowest step of the
fast idle cam.  The following steps are then taken to deter-
mine the cause of the problem.
                           STEP 1
 •»            •     •                             •
Carburetor

Since a high control vacuum indicates:that the system is
trying to correct for a rich mixture, the following test
should be made to determine if the mixture, is in fact too
rich.  Remove the PCV hose from the PCV valve and cover the
end with your thumb.  Gradually uncover the end of the hose
until the engine begins running roughly indicating a very
lean mixture.  If the control vacuum to the carburetor gradu-
ally gets lower as more of the PCV hose is uncovered, it
indicates the carburetor was too rich and the carburetor
should be replaced; however, step 2 should be completed before
the carburetor is replaced.  If the control vacuum remains high,
the problem is in another area of the system.


                           STEP 2

Carburetor Heat Shield

Prior to replacing the carburetor as indicated by Step 1, an
inspection should be made to determine if an interference
exists between the carburetor heat shield and the mechanical
power enrichment valve actuating lever at the rear of the
carburetor.  If there is an interference, it will cause the
carburetor to be too rich.

     A new heat shield has been released for 1979
     model year.  This was done to provide clearance
     for the mechanical power enrichment lever and
     the throttle position transducer actuating
     lever.  The earlier heat shield is not recommended
     but could be used if modified for clearance.
                           STEP 3

Solenoid - Regulator

Disconnect the electrical connector to the device.  The control
vacuum to the carburetor should drop to zero.  If  it does not,
replace the solenoid - regulator.

-------
No.  14-05-79               - 20 -


                           STEP 4

Combustion Computer

Disconnect the oxygen sensor wire and with a jumper wire
connect the harness lead to the battery negative terminal.

CAUTION:  DO NOT CONNECT THE WIRE FROM THE OXYGEN SENSOR
          TO BATTERY OR GROUND.

The control vacuum should gradually lower to 0" in about 15
seconds.  If it does not, replace the computer.  If it does,
replace the oxygen sensor.

NOTE:  Prior to replacing computer or sensor, make sure wire
       between the two is okay.


CONTROL VACUUM BELOW 1.0" Hg

If in the preliminary tests the control vacuum was consistently
below 1.0" Hg, the problem could be found in the following areas:

     o  Lack of vacuum to the computer vacuum transducer

     o  Carburetor

     o  Air switching system

     o  Solenoid - Regulator

     o  Wiring Harness

     o  Combustion Computer

     o  Oxygen Sensor


                           STEP 1

Lack of Vacuum to Computer Vacuum Transducer,
 r
With engine at idle Neutral, disconnect the vacuum hose  at
the computer transducer  and connect the hose to a vacuum (0-30"  Hg)
gauge.  The gauge should .read manifold vacuum  (in excess of  12"  Hg)
If it does not, trace the hose to its source•and then  connect  it
properly  (to a source of manifold vacuum)*

     The  remaining steps should be performed with
     the  transmission in Neutral and the  throttle
     on the next to the  lowest step of the  fast
     idle cam, parking brake applied.

-------
No.  14-05-79                - 21 -



                           STEP 2

Carburetor

Since a low control vacuum is indicative of the system
trying to correct for a lean mixture, the following test
should be made to determine if the mixture is in fact too
lean.  The air cleaner cover is removed and the choke blade
is gradually closed until the engine begins running roughly
thus indicating a very rich mixture.  If the control vacuum
to the carburetor gradually increases to 5" Hg as the choke
is closed, it indicates either the carburetor was too lean
or the air switching system was not functioning properly
(go to Step 3). • If the control vacuum remains low, it
indicates the problem is in another area of the system
(go to Step 4).


                           STEP 3

Air Switching System

Disconnect the air injection hose at the metal tube that
leads to the rear of the cylinder head and plug the tube.
If the control vacuum remains below 1.0" Hg, replace the
carburetor.  If the control vacuum returns to the proper
range, reconnect the air injection hose and disconnect the
3/16" vacuum hose from the air switching valve.  If the
control vacuum remains below 1.0" Hg, replace the air
switching valve.  If the control vacuum returns to the
proper range, check the vacuum hose routings for proper
connections and if the connections are correct, replace
the vacuum coolant switch  (CCVES).


                           STEP 4

Solenoid - Regulator

     Before testing the solenoid - regulator, verify
     that the bottom nipple is connected to the
     manifold vacuum.

Disconnect the electrical connector to the solenoid - regu-
lator.  Connect a jumper wire from the positive terminal of
the battery to one terminal of the solenoid  - regulator lead.
Connect the other terminal of the solenoid - regulator lead
to ground.  The control vacuum should go above 5" Hg.  If it
does not, replace the solenoid - regulator.  If it does, go
to Step 5.

-------
No.  14-05-79
22 -
                           STEP 5
Wiring Harness
Disconnect the 5-way connector at the computer.  Connect
a jumper wire from terminal 2 in harness to ground.  The
control vacuum should go to 5" Hg.  If it does not, trace
the wire back to the battery to find where the voltage is
lost.  If it does, go to Step 6.
                             O
                             •MI
                             2
                             ©
                              ^
                              5
NOTE:  Almost all problems associated with the wiring harness
       will be caused by the connectors.  Make sure connectors
       are firmly snapped in place and there is no corrosion
       or frayed wires  causing poor contact.
                            STEP  6

Combustion Computer

Disconnect the oxygen  sensor wire and with  a  jumper wire,
connect the harness  lead  to the  battery positive  terminal.

CAUTION:  Do  not  connect  the wire from the  oxygen sensor
          to  battery or ground.

The control vacuum should gradually  rise  to 5"  Hg in  about
15 seconds.   If it does not, replace the  computer.  If  it
'does, replace the oxygen  sensor.

-------
No.  14-05-79                - 23 -
OXYGEN SENSOR - Removal and Installation
Removal

Disconnect battery cable, remove air cleaner.  Disconnect
oxygen sensor connector.  Remove sensor using Special
Tool C-4589.
Inspection

Inspect wire and connector for signs of degradation.  If
insulation is frayed to extent that connector or terminal
is visible, replace sensor.  Inspect water splash shield
which is a metal band running around the upper portion
(sleeve) of the sensor and covers the vent holes.  If
splash shield is not intact, replace sensor.
Installation

Coat threads of sensor with a nickel base anti-sieze compound
such as Loctite LO-607 or Never Seez NSN, or equivalent.
Do not use graphite or other type compounds as these could
electrically insulate the sensor from the manifold.  Start
sensor by hand and torque to (35 + 5 foot-pounds) using
Special Tool C-4589.  Install air cleaner assembly.  Recon-
nect battery cable.

-------
No.  14-05-79                - 25 -








                  CARBURETOR SPECIFICATIONS








Accelerator Pump                      1-3/4"



Dry Float Setting (± 1/32")    Flush with top of bowl cover gasket



Bowl Vent                             1/16"



Vacuum Kick                           .150"



Fast Idle Cam                         .080"



Choke Unloader                        .250"



Basic Timing                          15° BTDC



Idle set speed                        750



Fast Idle Speed                       1800

-------
No.  14-05-79              ~ 24 "


IGNITION TIMING PROCEDURE

1.   Ground the carburetor switch with a jumper wire.

2.   Connect a suitable timing light to ignition system.

3.   Start the engine.

4.   Wait one minute after step 3.

5.   With the engine running at a rpm not greater than the
     specified curb idle rpm, adjust timing to specifications,

6.   Remove ground wire and timing light.


CURB IDLE SET PROCEDURE*

1.   Start and run engine in Neutral on the second step of
     the fast idle cam until thermostat is open  (engine
     fully warmed up) and the radiator becomes hot.  This
     may take 5-10 minutes.

2.   Disconnect and plug the EGR hose at the EGR valve.

3.   Ground carburetor switch with a jumper wire.

4.   Adjust the idle rpm in Neutral to the curb idle rpm
     specification located on the Vehicle Emission Control
     Information Label.

5.   Reconnect the EGR hose and remove jumper wire from the
     ground switch.


*Only after timing is known to be within specification.

-------
           If I
 U LJ ELECTRIC r"7 ELECTRIC
     CHOKE  ^-f  CHOKE
I	(CONTROL   —
                                                                                     VACUUM
                                                                                    REGULATOR
                                                                                      VALVE
    MILEAGE
     SWITCH
 I
m
o
 i
                                                IGNITION
                                                  COIL
            THROTTLE
             POSITION
           TRANSDUCER
            CONNECTOR
COOLANT
SENSOR
                                                                     CARS
                                                                    SWITCH
                                                                                           SINGLE
                                                                                          COMPUTER
                                                                                         CONNECTOR
                                                  CHANGE
                                               TEMPERATURE
                                                  SWITCH
                                  TEMPERATURE
                                 GAUGE SENDING
                                      UNIT
                       DISTRIBUTOR
                       CONNECTOR
          OXYGEN
          SENSOR

-------
 No.   14-05-79
- 26  -
                  COMPONENT IDENTIFICATION
                      (EMISSION RELATED)
ITEM
Air Pump Pulley
   with Chrysler A/C
   with Sankyo A/C
   without A/C
Air Switching/Diverter Valve
Carburetor (Holley R-8286A)
CCEVS Switch
Choke Assembly
Charge Temperature Switch
Distributor
EGR Vacuum Amplifier
EGR Valve
   All except wagons
   Wagons
Electric Choke Control
Emission Control Information Label
Combustion Computer
Coolant Switch
Spark Plugs
EGR Timer
Vacuum Hose Routing Label
Vacuum Solenoid
Vapor Canister
            IDENTIFICATION NUMBER*

            "4173221
            4071720
            4071720
            4105053
            4095909
            4006587
            4095336
            4111482
            4091490
            4041732

            4104009
            4104008
            4091036
            4173883
            4111373
            4091719
            4091678 (RBL-16Y)
            4111481
            4173258
            3874027
            3577595
*This number  is  located on  either  a  label or  stamped
 into part.   It  does  not  represent a service  replacement
 number.  Refer  to  the appropriate Parts Catalog  for
 this information.

-------
FTP (gms/miiu)
Date
6-29- 7'J '
7-2-79
7-3-79
7-9-79
7-10-79
7-1L-79 :
7-13-79 7
7-16-79 7


Date
6-29-79
7-2-79
7-3-79
7-9-79
7-10-79
7-11-79
7-13-79
7-16-79
Note: HC
CO
^st Number HC CO
i-si.H.W .40 4.5
j-8150,51 .41 3.7
9-8152,53 .34 3.3
i-8154,55 .40 1.9
•J-8156.57 .62 7.6
V-8138.59 1.03 29.8
V-8160,61 .40 3.7
•j-8162,63 .43 3.7


Test Numbers
79-8148, 49
79-8150, 51
79-8152, 53
79-8154, 55
79-8156, 57
79-8158, 59
79-8160, 61
79-8162, 63
values in ppm Hexane.
C02 NOx
527 .91
518 .89
507 1.39
494 1.15
551 .60
473- .40
504 1.81
521 .89

HC/CO
F.E.
16.6
16.9
17.3
17.8
15.7
17.0
17.4
16.8

HC/CO
Raw
HC
65
60
28
85
33
230
50
30

(ppm/%)
CO HC
.02 .067
.02 .070
.03 .079
.03 .066
.04 .050 2
. 09 . 082 5
.03 .057
.03 .063
Federal Three
HC/CO HC/CO
52 mph
10/.02
10/.018
12/.025
10/.02
10/.15
15/.25
10/.05
10/.04

10/.02
10/.018
22/.035
10/.02
12/.15
12/.17
10/.03
10/.03

15/
15/
18/
10/
10/
13/
10/
10/

25 mph
.02 15/.018
.02 12/.02
.05 22/.055
. 02 10/ . 02
.06 12/.06
.45 12/.35
.04 10/.04
.03 10/.03

met (ems/mile)
CO C02 NOx
.276 415.3 1.848
.286 414.6 1.967
.121 404.6 3.566
.199 408.7 2.059
.134 490.5 .725
.543 396.8 1.185
.136 419.9 5.834
.174 405.5 2.021
Mode
HC/CO HC/CO
Idle (Drive)
20/.01 20/.011
25/.018 20/.011
22/.04 22/.055
15/.02 25/.02
30/.04 25/.02
85/.60 175/.70
50/.05 25/.03
20/.03 18/.025

Raw (ppm/X)
F.E. HC CO
21.3 55 .025
21.4 40 .02
21.9 25 .02
21.7 35 .02
18.0 18 .02
21.9 120 .7
21.1 20 .03
21.8 15 .02

HC/CO HC/CO
Idle (Neutral)
30/.01 28/.016
43/.018 30/.01
22/.04 33/.055
60/.02 30/.02
35/.02 30/.02
200/.80 250/.75
80/.05 70/.04
35/.03 35/.03

NYCC (ems/mile)
HC CO C02 NOx F.E.
.907 4.111 831.6
.898 3.745 829.2
1.090 8.340 817.25
.889 2.996 829.17
1.084 21.013 927.65
1.838 33.818 784.3
.691 2.572 830.4 1
.644 2.959 860.6
Loaded
HC/CO HC/CO
30 mph
10/.02 10/.02
11/.016 10/.017
25/.05 22/.055
10/.02 10/.02
18/.07 18/.07
18/.33 12/.25
10/.04 10/.04
10/.03 10/.03

.550 10.5
.630 10.6
.533 10.6
.726 10.6
.511 9.2
.664 10.5
.378 10.6
.748 10.2
Two Mode
HC/CO
Raw ppm/ Z
HC CO
49 .16
90 .022
43 .016
75 .02
42 .06
250 .65
50 .04
60 .04

HC/CO
Idle (Neutral)
15/.02
25/.015
20/.02
35/.02
25/.02
HO/. 55
70/.04
35/.03

30/.011
28/.014
22/.055
25/.015
30/.02
70/.50
35/.03
25/.02

Test Comments
*f:
B/L
EGO Sen. Disc.
CTS Disc.
Sol. Vac. Reg. Disc.
A.I. Bypassed
ECR Disc.
B/L



B/L
B/L
ECO Sen. Disc.
CTS Disc.
Sol. Vac. Reg. Disc.
A.I. Bypassed
ECR Disc.
B/L


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 Date
           Test Number
6-29-79
7-2-79
7-3-79
7-9-79
7-10-79
7-11-79
7-13-79
7-16-79
79-8148.
79-8150,
79-8152,
79-8154,
79-8156,
79-8158,
79-8160,
79-8162,
49
51
53
55
57
59
61
63
Two Speed Idle Cycle
HC/CO HC/CO
Neutral
40/.016
28/.015
28/.02
30/.1
30/.02
130/.55
60/.04
30/ . 03
40/.018
27/.016
38/.05
25/.02
30/.02
ISO/. 60
55/.04
30/.025
HC/CO
2500
10/.02
12/.017
22/.025
10/.02
25/.09
15/.45
10/.04
10/.03
HC/CO
rpm
15/.02
12/.020
18/.04
10/.02
20/.9
15/.35
10/.04
10/.03
HC/CO HC/CO
Idle (Neutral)
55/.13
22/.017
90/.03
45/.02
40/.03
140/.80
40/.03
25/.02
45/.016
20/.012
38/.04
25/.02
40/.02
80/.45
30/.03
30/.02
                                                                                                   Abbreviated I/K Idle Cycle
                                                                                               HC/CO
                                                                                              HC/CO
                                                                                     Idle  (Neutral)
                                                                                               35/.02
                                                                                               30/.018
                                                                                               30/.03
                                                                                               50/.02
                                                                                               40/.03
                                                                                              140/.80
                                                                                               40/.03
                                                                                             50/.02
                                                                                             22/.010
                                                                                             42/.04
                                                                                             35/.02
                                                                                             40/.02
                                                                                             80/.45
                                                                                             30/.03
                                                                                               HC/CO
                                                          HC/CO
                                                                                               25/.02   30/.02
                                                                                                Idle (Neiitral)   Test Comments

                                                                                               45/.10   30/.02    B/L
                                                                                               22/.018  24/.010   B/L
                                                                                               35/.03   SO/.05    ECO Sen. Disc.
                                                                                               35/.02   30/.02    CTS Dls.
                                                                                               40/.03   40/.02    Sol. Vac. Reg.bisc.
                                                                                              150/-.77   90/.50    A.I. Bypassed
                                                                                               40/.04   30/.03    ECR Disc.
                                                                                               30/.03   30/.025   B/L
Note:  HC values In ppm Hexane.
       CO values In percent.
                                                                   Prolonged Idle Cycle HC/CO
Date

6-29-79
7-2-79
7-3-79
7-9-79
7-10-79
7-11-79
7-13-79
7-!t>-79
Test Number

79-8148, 49
79-3150, 51
79-8152, 53
7-J-8154, 55
75-8156, 57
79-U158, 59
79-8160,
79-BJ62,
61
63
Int.
20/.02
20/.011
50/.05
40/.02
40/.02
100/.60
30/.03
1
30/.02
22/.017
38/.03
50/.02
35/.02
200/.65
55/.04
2
35/.02
"25/.017
44/.03
60/.02
38/.005
175/.60
60/.04
3
50/.02
35/.018
44/.03
70/.02
40/.05
225/.60
70/.04
4
55/.02
30/.018
40/.02
75/.02
40/.07
240/.55
80/.04
5
60/.
•SO/.
58/.
100/.
40/.
185/.
80/.

02
018
02
02
07
55
04
6
85/.02
45/.018
58/.02
85/.02
45/.07
230/.65
100/.05
7
80/.02
SO/. 012
45/.02
110/. 02
45/.07
2 SO/. 50
110/. 05
8
70/.03
so/.o:.6
SO/. 02
80/.02
40/.03
250/.60
95/.0*
9
80/.02
50/.015
53/.02
HO/. 02
42/.09
250/.60
100/.05
10 '
65/.02
50/.015
70/.02
95/.02
42/.09
250/.60
90/.04
                                                                      B/L
                                                                      B/L
                                                                      EGO Sen.  Disc.
                                                                      CTS Disc.
                                                                      Sol.  Vac.  Reg. Disc.
                                                                      A.I.  Bypassed
                                                                      EGR Disc.
                             30/.025  30/.03    40/.04   45/.04
65/.04
60/.04    60/.04    75/.04    90/.0.i   100/.045   100/.045  B/L
                                                                                                                                                               3-
                                                                                                                                                               a
                  * US. GOVERNMENT PRINTING OFFICE: 1979- 651-112/0070

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