79-9
Evaluation of Applicability of Inspection/Maintenance
Tests on a Ford EEC-II Prototype
June 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
-------
Abstract
This report presents testing results which were gathered to determine
the suitability of existing I/M testing scenarios to a Ford car with
computer based emission control system. This car had a microprocessor
based three-way catalyst as well as computer controlled spark timing,
exhaust gas recirculation, charcoal cannister purging, air injection,
and altitude compensation. After suitable baselines were established,
various components were made inoperative in the emission control system.
Complete FTP, HFET, New York City Cycle, Federal Short Cycle, and I/M
tests were run for each vehicle condition. Methane measurements were
also taken during the later stages of the testing program.
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 misadjustment. 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 tests best suit these automobiles. This report presents the
data collected on the first such automobile tested by the EPA, a 1979
Mercury with an EEC-II micro-processor controlled emission control
system.
History
A 1979 Ford Motor Company, Mercury Marquis was delivered by Ford Motor
Company to EPA-MVEL on March 2, 1979.
The vehicle was checked out, a vehicle identification sheet filled out,
pressure taps installed in each exhaust pipe, and thermocouples, (K type),
installed before and after each catalyst. The following Monday the
vehicle was preconditioned and baseline testing began.
Testing Procedure
In order to test the vehicle the following test scenario was followed:
-------
-2-
a. Federal Test Procedure (FTP) 1979 procedure, non-evaporative,
no heat build.
b. Highway Fuel Economy Test (HFET) immediately after FTP.
c. New York City Cycle (NYCC) immediately after HFET.
d. Federal Short Cycle (FSS), two cycles immediately after NYCC.
e. 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.
f. 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.
g. Federal Three Mode. The dynamometer was set at 1750 Ibs.
inertia and horsepower was set at 9.5 hp at 25.0 mph and 18.0 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. 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.
Methane measurements were recorded for the last half of the test program
but were not figured in the hydrocarbon results.
Vehicle Description
The Mercury Marquis supplied by Ford for this testing program was not a
production car but very close to a 1979 certified production vehicle.
Attachment 2 lists the specific vehicle parameters. The most important
aspects of this automobiles 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-
stituent in each mode of every test type. Confirmatory baseline tests
were run at the middle and at the end of the test program. A summary of
-------
-3-
the baseline test data is presented in Attachment 4.. Although some of the
first baseline tests were incorrectly preconditioned, it was felt that o
the actual test data was representative and so was included in the
baseline average. Ford Motor Company also ran baseline tests on the car
prior to supplying it to EPA. The Ford data is presented in Attachment 5.
Test Configurations and Results
After the baseline testing and sorting out of the testing procedures,
several components of the emission control system were, one by one, de-
activated prior to vehicle testing. Correspondence with Ford Motor
Company aided in determining what effect on the electronic system various
deactivations would have.
1. Limited Operating Strategy (LOS) Rich
Test numbers 79-7183, and 79-7184 were run with the Ford Rotunda
EEC-II Electronic Emission Control Tester installed. This unit,
which tees in between the microprocessor and its connector cable
linkage, displays when different actuators and sensors are operating,
and measured various parameters in the sensors and actuations such
as resistance and voltage. The Ford microprocessor has a "Limited
Operating Strategy" which is utilized if problems occur in the
processor itself. This LOS mode locks the Feedback Carburetor
Actuator (FBCA) stepper motor in place, sets all timing at a
static 10ฐ BTDC, stops all EGR, stops cannister venting, and
bypasses air injection. The Rotunda unit could artificially lock
the car into a LOS mode. During an acceleration, when the F/A
ratio would probably be rich, the car was locked in the LOS mode.
The car was then tested in this mode. These tests are designated
LOS Rich. i
2. Exhaust Gas Oxygen (EGO) Sensor
The next test, numbers 79-7185 and 79-7186, were conducted with the
EGO Sensor disconnected. This resulted in a lean condition. When
asked why this deactivation resulted in a lean condition, Ford said
that it was due to internal tolerances of the microprocessor
itself.
3. LOS Lean
The EGO sensor was disconnected to achieve a lean condition, then
the Rotunda unit was locked in LOS mode and the EGO sensor re-
connected. This should achieve a LOS Lean condition for test
numbers 79-7187 and 79-7188.
-------
-4-
4. EGR Valve Vacuum Line Disconnected
This configuration deactivated all EGR valve flow for test numbers
79-7189 and 79-7190.
5. Air Pump Locked in the Bypass Mode
This deactivation was performed by disconnecting the vacuum line to
the air injection bypass valve and plugging it. This configuration
resulted in no air injection during the test numbers 79-7191 and
79-7192.
6. Engine Coolant Temperature Switch
Test numbers 79-7193 and 79-7194 were run with the engine coolant
temperature switch disconnected. This configuration made the
vehicle run in "cold mode" during the entire test sequence.
7. Manifold Vacuum Disconnected
Test numbers 79-7197 and 79-7198 were run with the manifold vacuum
sensor reading atmospheric pressure and the vacuum line plugged.
This configuration made the microprocessor operate in wide open
throttle (WOT) mode during the complete test.
8. Throttle Position Sensor
Test numbers 79-7199 and 79-7200 were run with the throttle posi-
tion sensor disconnected.
9. Removed Catalysts
The tests, run on May 5, 1979, numbers 79-7201 and 79-7202, were
run with new exhaust manifold pipes which duplicated the stock
exhaust manifold and catalyst pipe. This data demonstrated total
catalyst removal.
10. Removed Catalyst with Equivalent Back Pressure
Test numbers 79-7203 and 79-7204 were run with the catalyst removed
and with a restrictor valve in the exhaust system which made the
engine see exhaust back pressure equivalent to when the catalysts
were installed.
11. Four Percent Misfire
Test numbers 79-7205 and 79-7206 were run with all systems operating
and an artificial misfire introduced at 4% by a "black box".
-------
-5-
12. Eight Percent Misfire
Teat numbers 79-7485 and 79-7486 were run with the misfire in-
creased to 8%.
13. Twelve Percent Misfire
Test numbers 79-7487 and 79-7488 were run with the misfire in-
creased to 12%.
14. Feedback Carburetor Actuator (FBCA) Motor Locked in Lean
Position
Ford Motor Company informed us that to achieve a maximum lean
condition, one should hold the choke rod down for 30 seconds and
then disconnect the FBCA stepper motor. Test numbers 79-7489 and
79-7490 were run in this condition.
15. Feedback Carburetor Actuator (FBCA) Motor Locked in Maximum
Rich Condition
To achieve a maximum rich condition the FBCA motor was disconnected
while the air pump was supplying injection air up stream of the EGO
sensor. This caused the computer to "believe" a lean condition
existed and drive the FBCA motor "full rich" where it was locked in
place by disconnecting it. Two additional sets of I/M tests were
run with this test. These were with air injection locked in the
bypass mode, and with the FBCA motor then reconnected. These
results are presented under test numbers 79-7493 and 79-7494.
Due to the magnitude of the data collected the test results are
presented in five sections.
1. Attachment 6 displays the dilute sample data for the
Federal Test Procedure (FTP), Highway Fuel Economy Test
(HFET), New York City Cycle (NYCC), and Federal Short Cycle
(FSS). The hydrocarbon (HC), carbon monoxide (CO), carbon
dioxide (CO ), and oxides of nitrogen (NOx) are presented in
gms/mile. The average fuel economy is presented in miles/gallon.
Due to the computer system at the MVEL, one test number was
assigned to the FTP and one test number assigned to the rest
of the tests run in that configuration.
2. Attachment 7 presents the standard I/M idle test data.
The data on these charts are self explanatory.
3. Attachment 8 presents the data taken during the Prolonged
Idle Cycle.
-------
-6-
4. Attachment 9 is a listing of the comments made
during each test including drivability evaluation,
component deactivation, and problems noted during
the test sequence. Again, the FTP has one test
number, and the rest of the test sequence has a
second number.
5. Attachment 10 displays the methane data for those tests
run. Included are total hydrocarbons (THC), hydrocarbons-
non-methane (HC-NM) and methane (METH) in units of gms/mile.
List of Attachments
Attachment Number 1 I/M Test Result Worksheet
Attachment Number 2 Test Vehicle Description
Attachment Number 3 Ford EEC-II Component Description
Attachment Number 4 EPA Baseline Data Summary
Attachment Number 5 Ford Baseline Data Summary
Attachment Number 6 Dilute Sample Data
Attachment Number 7 I/M Test Data
Attachment Number 8 I/M Prolonged Idle Test Data
Attachment Number 9 Test Comments
Attachment Number 10 Methane Test Results
-------
Attachment 1
I/M PROTOTYPE TESTING: RAW EXHAUST HC,CO DATA SHEET
Technicians: . Location_
Date
Vehicle:
QBaseline Qother_
TOO SPEED IDLE:
Hood closed,fan "OFF"
2500+100 RPM (neutral)
Idle (N)
ABBREVIATED I/M IDLE CYCLE:
Hood closed, fan "OFF"
Idle (N)
Monentary rev. to 2500 RPM
Idle (N)
FEDERAL THREE MODE: set 1750 Ibs. IW
Hood open, fan "ON", set on
thumbwheel ( AHP @ 52 MPH)
52 MPH - max. 3 min.
_ IHP @ 25 MPH ( AHP) with
Set_
pendent
25 MPH - max.3 min.
Idle (Drive)
Idle (N)
PROLONGED IDLE:
Hood closed, fan "OFF"
Minutes
0
i
2
3
A
5
6
7
8
9
10
HC
CO
Comments
-------
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
Prototype
Mercury Marquis
EEC-II with EGR, AI, Dual Three
Cat, Spark Control, Evap.
V-8
351
A-3
2.26
Sedan
FR78-14
4500
9Z65H620944
12.0 hp
7.6 gallons
-------
Attachment 3
HOW ELECTRONIC
ENGINE CONTROL WORKS
EC
"EEC" (Electronic Engine Control) was developed to
use computer technology to provide vehicles with
good performance that meet emissions and fuel
economy standards.
Four main engine operating factors affect emissions,
fuel economy and performance ...
Ignition timing
Air/fuel ratio
Exhaust Gas Recirculation (EGR) flow rate
Thermactor air control
The EEC-II system controls all of these factors more
accurately than previous methods. Accurate control of
these factors makes it possible to set the engine to the
best settings for various conditions of load, speed,
temperature and altitude. In effect, the EEC-II system
uses computer technology to "re-tune" the engin
while the vehicle is being operated. The result is irr
proved fuel economy, emission levels and perfoi
mance under varying driving conditions.
The EEC-II system can be divided into three group
according to function. All are described on the follow
ing pages:
Sensors collect and send operating informatio
to the Electronic Control Assembly.
Electronic Control Assembly (EGA) "brain" o
the system.
Actuators carry out instructions from the Elec
tronic Control Assembly.
Electronic Control Assembly (EGA)
OCATED UNDER INSTRUME
BRAKE PEDAL*Wrm:CpNNECrp.
THROUGHiRREWA
PROCESSO
The EGA (Electronic Control Assembly) controls the
entire EEC system and can be described as the "brain"
of the system.
The EGA is a solid-state micro-computer that is divided
into two parts: the Processor Assembly (the aluminum
housing) and the Calibration Assembly (the black plas-
tic housing attached to the Processor Assembly).
The Processor Assembly contains the micro-
computer and the solid-state circuitry that permits it to
receive and send out signals. It is designed to ...
Supply some sensors with a reterence voltage.
Receive the incoming signals from sensors.
Calculate the proper spark advance, air/fuel ratio,
EGR flow and thermactor air flow.
Send out control signals to adjust spark timing
air/fuel ratio, EGR flow, thermactor air mode, evap
oration canister purge and idle speed.
The Calibration Assembly contains the "memory" anc
programming used by the Processor Assembly. Th<
Calibration Assembly is designed to provide-operatinc
information for that particular vehicle line for use b}
the micro-computer located in the Processor Assem-
bly. Different calibration information is used in differ
ent vehicle lines, such as 49 states and California.
The Power Relay is activated by the ignition switch to
supply battery voltage to the ECA and other EEC sys
tern components. The relay also protects the ECA f rorr
damage due to reversed voltage polarity. It is mountec
on the ECA mounting bracket under the instrument
-------
B/MAP |SENSORs
-i-
SENSORS
NOTE: The EGA supplies five of the sensors (BP, MAP,
EVP, ECT and TP) with a "reference" voltage (VREF) of
8.0 to 10.0 volts. Each of these sensors "steps down"
the reference voltage to form its signal. The EGA
measures sensor signal voltage relative to this VREF.
Thus an important test measurement is to be sure the
reference voltage is within proper limits.
B/MAP (Barometric/Manifold Absolute
Pressure) Sensors
The B/MAP sensor housing contains two sensor sec-
tions. The BP (Barometric Pressure) section senses
barometric pressure of atmospheric air in the engine
compartment. The MAP (Manifold Absolute Pressure)
section senses the absolute pressure of the mixture in
the intake manifold. Manifold absolute pressure is de-
fined as atmospheric pressure minus manifold vac-
uum. (Both use VREF to form their signal.)
The BP sensor section supplies the EGA with a signal
proportional to the barometric pressure of underhood
air. The EGA uses this signal to compensate spark
advance and EGR rate for changes in altitude.
The MAP sensor section is connected to the intake
manifold by a hose and supplies the EGA with a signal
proportional to the absolute pressure of the air/fuel
mixture in the manifold. The EGA uses this signal to
compensate spark advance and exhaust gas recircula-
tion rate to fit engine load.
Both sensor sections use a capacitive sensing element
to sense pressure. The sensor voltage signal changes
proportional to pressure applied to the capacitive
sensing element. Higher pressure results in higher
sensor voltage.
-------
-2-
Posltion) Sensor
The CP sensor and "pulse" ring pressed on the vibra-
tion damper work together to supply the EGA with a
signal indicating crankshaft position. (The CP sensor
generates its own voltage and is not supplied with
VREF.)
The steel pulse ring ...
is carefully positioned on the damper during man-
ufacture and cannot be removed or adjusted.
has four lobes spaced 90ฐ apart and is positioned
10ฐ before TDC (top dead center). (Only four lobes
are required since only four cylinders fire during
each crankshaft revolution.)
The pulse ring lobes pass by the tip of the sensor,
"cutting" the magnetic field at the sensor tip and
generating a voltage-pulse signal that indicates
crankshaft position (similar to the operation of a
breakerless distributor stator and rotor).
CP'SENSOft
PSENSORANDPULS
ENG
MOUNTED AT RJGHT FRONt"jp
N6AR VIBRATJON DAMPERS
-------
EGO I
SENSORS
-3-
ECT (Engine Coolant Temperature) Sensor
The EOT sensor is located in a cooling system passage
near the engine thermostat. It senses the temperature
of the engine coolant. The ECT sensor contains a
thermistor (a thermal resistor whose resistance varies
with temperature). When the thermistor is exposed to a
low temperature, its resistance is high. As the tempera-
ture rises, the thermistor's resistance decreases pro-
portionally. The EGA interprets the resistance of the
ECT to determine the temperature of the engine cool-
ant. (The ECT sensor is not supplied directly with
VREF, but the ECA uses VREF internally to measure
the ECT resistance.)
EADEDINTOTUBE ATRIGHTFR
SSf^lNTAKEMANI
EGO (Exhaust Gas Oxygen) Sensor
The EGO sensor supplies the ECA with a signal which
represents rich or lean engine operation by generating
a voltage corresponding to the amount of oxygen in
the exhaust gas. (It is not supplied with VREF.)
The EGO sensor operates by comparing the oxygen
content of the exhaust gas with the oxygen content of
atmospheric air. When the air/fuel ratio is lean, the
sensor detects that the oxygen content of the exhaust
gas is near that of atmospheric air and generates low
voltage (-0.5 to 0.2V). When the air/fuel ratio is rich,
the EGO sensor detects a low oxygen content in the
exhaust gas and generates a higher voltage (0.6 to
1.1V).
CAUTION: Be careful not to set the DVOM to "ohms"
when hooked directly to the EGO sensor lead during
testing. The EGO sensor resistance cannot be meas-
ured by connecting an ohmmeter directly to its output
lead. Sensor damage will result if this is attempted.
REAOED INTO REAR OF RIGHT EXHA
"- MANIFOLD ^ -
-------
-4-
EVP (EGR Valve Position) Sensor
The EVP sensor provides the EGA with information
about the amount of EGR flow entering the intake
manifold. The EVP sensor does this by supplying a
signal proportional to the position of the exhaust gas
recirculation (EGR) pintle valve. This position signal is
interpreted by the EGA as a measure of EGR flow. (The
EVP sensor uses VREF.)
The EVP sensor is a variable resistor that moves with
the EGR pintle valve stem. As the pintle valve opens,
the pintle stem moves, and the resistance in the EVP
sensor increases. This increases the voltage of the EVP
signal to the EGA.
TP (Throttle Position) Sensor
The TP sensor supplies the EGA with a signal propor-
tional to the opening angle of the carburetor throttle
plates. (It uses VREF.)
TP SENSOR
The TP sensor is a variable resistor attached to thซ
carburetor throttle shaft. As the throttle opens, the Tl
sensor resistance increases, increasing the voltage o
the TP sensor signal.
MOUNTED ON BRACKET ON-1
SIDE OF CARBURETOf
-------
Ml* I
CANP
VALVES
-5- .
ACTUATORS
"Sensors" send information to the EGA. "Actuators"
carry out adjustments on command from the EGA.
and creating a magnetic field that attracts the plunger
and moves the valve stem to open or close it.
Six of the actuators are solenoid valves consisting of a
wire coil and a plunger attached to the valve stem. One
end of the coil is supplied with battery voltage by the
power relay. The other end is connected to the EGA so
the valve does not move unless instructed to by the
EGA. To energize the solenoid, the EGA switches this
coil end to ground, allowing current to flow in the coil
One type of solenoid valve is normally open when no
power is applied and a spring holds the valve open.
Applying power closes the valve. The other type is
normally closed and needs power applied to open it
against spring tension.
CANP (Canister Purge) Solenoid Valve
The CANP solenoid valve is a normally closed valve
that controls vacuum from the intake manifold to the
fuel vapor collection canister:
.?3M>3&.
IP
''^'}f
''"','''<:.
In the de-energized position it seals the fuel vapor
collection canister from manifold vacuum.
In the energized position it allows the intake man-
ifold vacuum to draw fuel vapors from the fuel
vapor collection canister to be burned in the
engine.
Otf HOSE FROM EVAPORATIVE CANISTE
: :^m
-------
-6-
ft fc
EGRC & EGRV {EGR Control & Vent)
Solenoid Valves Assembly
: ./-."tf?*f*y-f
-------
I
ACTUATOR
-7-
FBCA (Feedback Carburetor Actuator)
The FBCA controls air/fuel ratio on signal from the EGA
by adjusting the position of a vacuum bleed metering
rod in the carburetor. This actuator is not a solenoid
but a combination motor and leadscrew. The
leadscrew changes the rotary motion of the motor to a
linear (in and out) motion of the actuator shaft.
The FBCA actuator shaft can be set by EGA signal to
any position between fully retracted and fully ex-
tended. When the actuator shaft is fully extended, the
vacuum bleed metering rod is seated, permitting the
slightly rich mixture to enter the engine unchanged.
When the actuator shaft is retracted, the metering rod
bleeds vacuum from the control vacuum chamber into
the fuel bowl. This lowers the air pressure in the fuel
bowl, which leans the air/fuel mixture.
(The FBCA is mounted on the Motorcraft model 7200
carburetor. The model 7200 is used on all EEC-II vehi-
cles. FBCA air/fuel ratio control is the only major dif-
ference between the model 7200 carburetor and the
2700 Variable Venturi carburetor used on other vehicle
lines.)
THREADED ON RIGHT SIDE OF
CARBURETOR
-------
-8-
IM (Ignition Module)
The Dura-Spark III Ignition Module controls ignition
primary current to the ignition coil to produce spark
plug firings.
The Dura-Spark III Ignition Module differs from earlier
breakerless ignition modules in that it does not control
"dwell." The dwell function is controlled by the EGA.
In effect, the Dura-Spark III Ignition Module acts as a
switch, turning the ignition primary current on and off
at the command of the EGA.
-------
TAD|VALVES
TAB & TAD (Thermactor Air Bypass &
Diverter) Solenoid Valves Assembly
The TAB & TAD solenoid valves are identical, normally
closed, vented valves.
The TAB solenoid valve controls manifold vacuum to
the Thermactor Air Bypass (Dump) valve, which in turn
controls whether air from the Thermactor pump is
bypassed to atmosphere or routed to control of the
diverter valve.
In de-energized position, Thermactor air is
"dumped" to the atmosphere.
When energized by the EGA, Thermactor air is al-
lowed to pass to Diverter (TAD) valve control.
The TAD solenoid valve controls manifold vacuum to
the Thermactor Air Diverter valve which in turn con-
trols which direction ("upstream" or "downstream")
the Thermactor air is diverted.
In de-energized position, Thermactor air is diverted
"downstream"' to the bed of the catalytic converter.
When energized by the EGA, Thermactor air is di-
verted "upstream" to the exhaust manifold.
TAB
SOLENOID?
VALVE
A
^SOLENOI
VALV
SOLENOIDV
ONRIGHTFEN
AB.SOCENOI
MANIFO
VACUU
SOLENOID VALVE
DOWNSTREAM
^THERMACTOR SYSTEM
REVISED 11/78
-------
-10-
TKS (Throttle Kicker) Solenoid Valve
The TKS solenoid valve is a normally closed, vented
valve that controls manifold vacuum to the throttle-
kicker actuator. (Not all EEC-II engines are equipped
with a throttle kicker.)
The TKS solenoid valve ...
In de-energized position vents off any existing vac
uum in the hose to the throttle-kicker dashpot.
When energized by the EGA, allows manifold vac
uum to pass to the throttle-kicker actuator to in
crease idle speed.
The TKS valve is energized by the EGA when thi
vehicle air conditioning is on or the engine is cole
(to prevent stalling), or when the engine is over
heating (to increase idle speed for improvec
cooling).
Note on Sensors and Actuators
Defective ECA's, sensors and actuators are re-
placed, not repaired. Therefore, the diagrams and
explanations of their operation presented on
these pages were for background information,
not as a guide to repairing them.
CAUTION:
Shorting the wiring harness across a solenoid
valve can burn out circuitry in the EGA that con-
trols the solenoid valve actuators.
-------
ia acr-cs a a *> o 'a
-11-
As this section examines the total operation of the
EEC-II system, it may be helpful to refer back to the
descriptions of EGA, sensors and actuators.
There are two basic conditions for the EEC-II system:
o Limited Operation Strategy (LOS): functions dur-
ing engine start, or upon failure of the EGA de-
tected by a "safeguard" circuit in the EGA.
o Normal Operation: functions during normal vehicle
driving conditions and provides full-range EGA
control of all EEC-II System functions.
The LOS condition sets the actuator functions as
follows:
ฐ Ignition Module timing: Minimum spark advance
(10ฐ BTDC).
o Feedback Carburetor Actuator (FBCA): Locked at
last controlled position. (On startup, the FBCA is
driven full rich and then .slightly lean.)
o EGR: No EGR (Exhaust Gas Recirculation).
o Thermactor Air (TAB): Bypass (dump) position.
o Canister Purge (CANP): Canister sealed, no purge.
o Throttle Kicker (TK): Low RPM idle.
The LOS condition is normally engaged for START by
the presence of battery voltage on the CRANK (Starter
relay) wire. During start, the LOS condition provides
the actuator settings, described above, that are best for
starting the engine.
The LOS function on EGA failure provides a "limp
home" condition that lets the driver get the vehicle in
for service.
The Normal Operation Strategy condition is engaged
during normal engine operation. During normal opera-
tion the EGA performs the calculations and carries out
control of all functions previously described. (Seฎ
"Sensors" and "Actuators.")
The EGA controls Computed Timing by monitoring
the CP sensor signal and sending out the Ignition
Module Signal (IMS) at the proper crankshaft position
for the required spark advance. (See diagram below.)
The EGA also uses the Ignition Module Signal to con-
trol the percentage of time (from one ignition firing to
the next ignition firing) that current flows in the coil
primary. (This is equivalent to "dwell".) Thฉ percen-
tage that primary current flows remains constant for
any engine speed or condition except during LOS
mode.
During LOS mode, primary current flows for a fixed
time: .002 seconds (2 millisec), rather than for a per-
centage of the time.
35ฐ TOTAL ADVANCE
= 10ฐ REFERENCE0
TIMING + 25ฐ
COMPUTED TIMING
IMS-SIGNAL
FIRES)
*CP PULSE RING
POSITIONED
BTDC
PARK ADVANCE OPERATION
-------
-12-
EEC-II System Schematic Typical
^Hf*&W,^;*Tiฃ^S
ปj>'7cii^:-.7-'-7,7w .*>->-.';,-,$*
<+Vi>tthK&ia&ay;vt.-3&'iฃl
^m&^^sฎ
RO
KICKER''
SOLENOID
_rt
SOLENOID VAt
EGR VALVE
POSITION (EVP)
SENSOR
ELECTRONiq
ti
; ASSEMBLY
ENGIN
COO
TEMRE
EXHAUSTTGAS
OXYGEN (EGO)
IC/MANIFOL
IS
o
ISTEFPRURG
-------
Attachment 4
BASELINE SUMMARY
HC
Average .24
STD DEV. .022
3 TTป TlW Q 42!
as a. percent
of mean
?.- -.. =.ซ -..
Average
STD DEV.
as a percent "
of the mean
Average
STD DEV.
FTP
CO C02 NOX
1.33 593 1.32
.315 13.3 .128
o i 7J o -)v q jv
Tw<5 Speed Idle*
2500 RPM Neutral
HC1 CO HC CO
4.7 .003 1.7 .003
3.5 .005 2.2 .004
*HC in PPM Hexane
CO in Percent
Int Imin. 2
1.43 1.0 -2.0
1.902 1.53 2.45
Dilute Samples*
HFET
F.E. HC CO C02 NOX F.E.
14.9 .0264 .0024 411 .986 21.3
. .35 .0021 .0042 15.6 .179 .36
2- Any 7 fly _____ ^ fly ift oy 1 72
INSPECTION/MAINTENANCE TES
Abbreviated I/M Cycle Federal
Initial Final 52 MPH
HC CO HC CO HC/CO
3.0 .003 3.1 .003 3.37. 0026
2.9 .007 3.9 .006 3.87. 004
_ /
PROLONGED IDLE CYCLE
HC
3 4 .5.6 7 8 9 10 Int
2.0 2.57 2.14 2.67 3.28 2.57 * * .005
2.24 2.14 2.91 1.36 3.3 2.76 3.04 * .006
NYCC F.S.S.
HC CO C02 NOX F.E. HC C02 CO NO F.E
2831 1.39 1187 1.602 7.46 .069 .062 464 .690 19.0
026 1.02 47.1 .145 .28 .007 .072 12.0 .099 .59
912! 7 "* "^2! L. 02! 0 1 TL ^ R7 Q 72! 7 fiฅ 1A A? *
*3.0%
TS*
Three Mode Cycle
25 MPH Drive Idle Neutral Idle
HC/CO HC/CO HC/CO
3/.0027 1.28/.004 1.43/.0025
2. 9/. 0046 1.6/.005 1.9/.0046
/ _ / _ _ /
CO
1 .23 4- 5 67.89 10
.0047 .0036 .010 .009 .005 .004 .004 .003 .003 .003
.006 .0055 .01 .006. .005 .007 .005 .005 .005 .005 j
STD. DEV/meaa
* 2.71 * 3.43
* HC i& PPM Hexane
V CO in percent
\
-------
Attachment 5
Date
Ford Baseline Data
Test Type HC CO
NOx
F.E.
Comments
B/L
B/L
w/EGO
w/EGO
w/EGO
HW FGT
Comments are not very self explantory but the tests on 3-1-79 were said
to be the relevant Ford baseline data. Compared to the MVEL FTP baseline
averages:
2-26-79
2-26-79
2-27-79
2-27-79
3-1-79
3-1-79
FTP
HFET
FTP
HFET
FTP
HFET
28
03
25
04
21
03
1.9
.01
1.42
.02
1.48
.01
630
411
660
460
618
422
1.41
1.11
4.28
4.52
1.34
1.15
13.99
21.57
13.37
19.27
14.28
21.01
Ford
MVEL
HC
.21
.24
CO
1.48
1.33
618
593
NOx
1.34
1.32
F.E.
14.28
14.90
Difference
.03
.15
25
.02
.62
-------
Attachment 6
FTP (gins/mile)
Ford Inspection/Maintenance Prototype Testing Study
Dilute Sample Tests
HFET (gms/mile)
NYCC (gms/mile)
FSS (gms/mlle)
Test Number
3-6-79 79-7171
3-6-79 79-7172
3-7-79 79-7173
3-7-79 79-7174
3-8-79 79-7175
3-8-79 79-7176
3-9-79 79-7177
3-9-79 79-7178
3O 7O 7O 71 7O
y /y /y /i/y
3-13-79 79-7180
3-14-79 79-7181
3-14-79 79.-7182
3-15-79 79-7184
3-15-79 79-7183
HC
.24
.27
.23
.22
.21
3.34
CO
1.5
1.4
1.2
1.0
1.0
110.4
co2
605
591
598
571
vUJ.1/
581
563
NOx
1.43
1.37
1.41
1.41
1.30
.45
F.E.
14.6
14.9
14.8
15.5
15.2
11.9
HC
.029
.025
.025
.026
..026
.024
1.738
CO C02
.003 420
.0 407
.0 414
.0 412
.012 413
.0 418
90.298 410
NOx
1.162
1.192
1.097
1.064
1.000
.899
.077
F.E.
21.1
21.8
21.4
21.5
21.5
21.2
15.9
HC
.258
.261
.295
.279
.333
.301
7.628
CO
1.048
.830
2.451
.236
3.231
1.189
284.401
co2
1129
1136
1129
1212
1211
1228
1036
NOx
1.699
1.698
1.616
1.794
1.488
1.666
.167
F.E.
7.8
7.8
7.8
7.3
7.3
7.2
5.9
HC
.074
.074
.072
.061
.078
.064
2.618
CO
.07
.03
.23
.02
.07
.01
96.11
co2
436
470
465
463
470
470
444
NOx
.753
.788
.776
.734
.689
.693
.136
F.E.
20.3
18.9
19.0
19.1
18.9
18.8
14.7
-------
2 of 3
FTP (gms/mlle)
Ford Inspection/Maintenance Prototype Testing Study
Dilute Sample Tests
HFET (gins/mile)
NYCC (gins/mile)
FSS (gins/mile)
Test Number
3-16-79
3-16-79
3-20-79
3-20-79
3-21-79
3-21-79
3-22-79
3-22-79
3-23-79
3-23-79
3-26-79
3-27-79
3-28-79
4-3-79
79-7185
79-7186
79-7187
79-7188
79-7189
79-7190
79-7191
79-7192
79-7193
79-7194
79-7195
79-7196
79-7197
79-7198
79-7199
79-7200
79-7201
79-7202
HC
.22
1.98
.23
.69
4.02
.26
3.09
.22
2.70
CO
1.1
51.3
1.0
10.7
104.1
1.3
77.5
1.4
19.2
co2
623
630
604
592
498
602
529
611
571
NOx
3.97
.31
2.61
.70
.93
1.07
.61
.98
1.94
F.E.
14.2
12.4
14.6
14.5
13.2
14.7
13.4
14.4
14.5
HC
.032
1.349
.026
.020
2.655
.026
1.988
.027
1.441
CO
0.0
57.93
0.0
.28
86.51
0.0
53.30
0.0
9.57
co2
442
441
428
431
341
427
358
435
403
NOx
3.26
.06
2.87
. .74
.63
.70
.95
.68
1.55
F.E.
20.1
16.5
20.7
20.6
18.3
20.7
19.8
20.4
21.0
HC
.415
5.209
.280
.372
9.568
.260
4.50
.166
5.927
CO
4.18
117.84
.21
12.88
289.27
.46
59.23
.14
53.02
co2
1307
1181
1299
1250
1001
1237
1172
1235
1152
NOx
4.05
.279
3.427
.889
1.178
1.339
.465
1.570
3.329
F.E.
6.7
6.4
6.8
7.0
6.0
7.2
6.9
7.2
7.1
HC
.095
1.684
.065
.049
3.557
.061
1.582
.063
2.343
CO
.01
43.71
0.0
.66
104.38
.01
23.46
0.0
11.87
co2
513
489
490
482
392
483
449
487
460
NOx
2.40
.11
1.74
.43
.70
.51
.15
.48
1.21
F.E.
17.3
15.7
18.1
18.4
15.6
18.3
18.0
18.2
18.2
-------
3 of 3
Test Number
4-5-79
4-6-79
4-9-79
4-10-79
4-11-79
4-12-79
4-13-79
79-7203
79-7204
79-7205
79-7206
79-7485
79-7486
79-7487
79-7488
79-7489
79-7490
79-7491
79-7520
79-7521
79-7522
HC
2.54
.47
.66
.89
.21
1.04
.26
CO
18.8
1.8
2.2
1.4
.7
17.4
1.9
FTP
co2
555
618
627
641
589
589
606
NOx
1.83
1.16
1.15
1.19
1.17
.78
1.25
F.E.
15.0
14.3
14.0
13.7
15.0
14.3
14.5
Ford Inspection/Maintenance Prototype Testing Study
Dilute Sample Tests
HFET
HC
CO
CO,,
NOx
F.E.
1.373 9.361 401
.050 .003 442
.074 .021 448
.072 .036 462
.243 3.581 425
1.536 35.681 375
.030 .004 375
HC
NYCC
CO CO,
1.385 21.1 -
.-721 20.1 .316 1.59 1266
.440 19.8 .329 1.85 1248
.499 19.2 .366 2.64 1287
.390 20.6 .252 .62 1173
.175 20.3 5.192 94.39 1106
.777 20.9 .279 1.66 1216
NOx
F.E.
HC CO
FSS
C02 NOx F.E.
1.330 7.0 .085. .071 499 .516 17.8
1.019 7.1 .074 .043 497 .459 17.8
.870 6.9 .095 .212 512 .415 17.3
1.865 7.5 .068 .058 432 .527 20.5
.156 7.0 1.864 34.68 437 .044 17.8
1.518 7.3 .065 .056 476 .574 18.6
-------
Attachment 7
Two Speed Idle
Test Number
3-6-79 79-7171
3-6-79 79-7172
3-7-79 79-7173
3-7-79 79-7174
3-8-79 79-7175
3-8-79 79-7176
3-9-79 79-7177
79-7179
3-9-79 79-7178
3-13-79 79-7180
3-14-79 79-7181
3-14-79 79-7182
3-15-79 79-7184
.3-15-79 79-7183
2500 RPM Neutral
HC CO HC CO
9 .01 5 .008
8 0.0 4 0.0
3.0 0.0 0.0 0.0
8.0 0.0 0.0 0.0
2.0 0.0 0.0 0.0
35.0 4.15 175.0 6.5
All HC readings in ppm (Hexane)
All CO readings in percent
Ford Inspection/Maintenance Tests
Abbreviated I/M Idle Cycle
Initial
Final
HC O) HC CO
I
.005
0.0
0.0 0.0
175 6.5
.008
5 0.0
0.0 0.0 0.0 0.0
5.0 0.0 1.0 0.0
0.0 0.0
25 5.4
Federal
Three Mode
Drive
25 mph Idle
HC/CO
Neutral
Idle
HC/CO
11
.01
5.0
0.0
0
0
3
0
2
0
55
4.1
3
.01
9.0
0.0
2
0
4
0
1
0
100
4.6
1
.01
4.0
0.0
0
0
3
0
0
0
180
5.5
1
.01
5.0
0.0
0
0
3
0
0
0
160
5.4
-------
Ford Inspection/Maintenance Tests
2 of 3
Test Number
Two Speed Idle
2500 RPM Neutral
UC
CO HC
3-16-79 79-7185
3-16-79 79-7186 20 .002 300
3-20-79 79-7187
3-20-79 79-7188 20 4.8 270
3-21-79 79-7189
3-21-79 79-7190 00 0
3-22-79 79-7191
3-22-79 79-7192 50 1.5 10
3-23-79 79-7193
3-23-79 79-7194 145 5.4 325
79-7195
3-26-79 79-7196 00 0
79-7197
3-27-79 79-7198 100 4.5 360
79-7199
3-28-79 79-7200 00 0
79-7201
4-3-79 79-7202 28 .6 325
All HC readings In ppm (Hexane)
All CO readings in percent
CO
3.4
7.2
7.2
5.0
.7
Abbreviated I/M Idle Cycle
Initial Final
HC CO HC CO
300 2.6 30 .01
260 7.0 240 5.9
00 00
10 0 10 0
350 6.8 350 6.6
00 00
i
300 4.0 325 4.8
00 00
325 .7 325 .6
Federal
Three Mode
52 mph
HC/CO
10
0
65
2.4
3
.005
0
0
165
4.9
ฐ,
0
145
2.1
0
0
100
.55
25 mph
HC/CO
10
0
100
2.7
1
.002
0
0
190
5.4
0
0
165
1.9
0
0
0
130
.45
Drive
Idle
HC/CO
200
1.2
150
.8
0
0
0
0
a
220
5.0
0
.005
210
.6
0
0
160
.55
Neutral
Idle
HC/CO
165
.8
75
.3
0
0
3
0
240
4.2
0
0
60
1.25
. 0
0
230
.6
-------
3 of 3
Ford Inspection/Maintenance Tests
- - - Federal
Abbreviated I/M Idle Cycle
Two Speed Idle
Test Number 2500 RPM Neutral Initial Final
4-5-79
4-6-79
4-9-79
4-10-79
4-11-79
4-12-79
4-13-79
HC CO HC CO HC CO HC CO
79-7203
79-7204 200 .5 200 .6 250 .6 275 .6
79-7205
79-7206 450 3 10 .01 2 .02 0 .01
79-7485
79-7486 8 .001 0 .005 10 .005 0 .002
79-7487
79-7488 10 .002 100 .25 67 .15 50 .1
79-7489
79-7490 65 1.4 25 .01 20 .01 15 .01
79-7491
79-7520 80 3.4 185 2.5 190 2.4 . 220 3.2
100 5.0 260 3.5 235 3.0 270 3.8
60 2.0 18 .035 18 .02 15 .02
79-7521
79-7522 3 .01 3 .01 7 .018 10 .015
52 mph
HC/CO
100
.5
0
.015
20
.002
60
.003
65
.65
105
2.7
140
3.1
3
.02
2
.008
Three
25 mph
HC/CO
105
.4
0
.015
9
.002
20
.005
3
.02
125
2.8
155
2.8
0
.02
2
.009
Mode
Drive
Idle
HC/CO
160
.55
0
.012
10
.004
50
.005
0
.018
150
1.1
190
1.1
0
.02
1
.012
Neutral
Idle
HC/CO
200
.55
0
.03
8
.004
170
.23
0
.018
0
.1
50
.20.
0
.025
1
.01
All HC readings in ppm (Hexane)
All CO readins in percent
-------
Attachment 8
Ford Inspection/Maintenance Prototype Testing Study
Prolonged Idle Cycle
Carbon Monoxide in Percent
Test Number
3-6-79 79-7171
3-6-79 79-7172
3-7-79 79-7173
3-7-79 79-7174
3-8-79 79-7175
3-8-79 79-7176
3-9-79 79-7177
3-9-79 79-7178
7,9-7179
3-13-79 79-7180
3-14-79 79-7181
3-14-79 79-7182
3-15-79 79-7183
Int. 1 min. 2 3 456 7 8 9 10 Int.
1.0 1 3 2 233 3 2 2 2 .01
5.0 4.0 7.0 5.0 5.0 3.0 2.0 5.0 4.0 3.0 5.0 0
0 0 1 0202 022 30
3 0 0020352350
0 0 12111100 00
190 230 250 245 255 240 240 280 220 240 245 6.8
1 min. 234567 89 10
.01 .01 .009 .01 .008 .012 .01 .009 .012 .01
0 0 0.01 0.01 0 00 0 00
.01 0 .005 .002 0 00 0 0 0
0 000000000
0 .002 .03:. . .02 .01 0 .005 0 00
7.15 7.4 7.9 7.2 7.1 7.1 6.9 7.2 6.4 6.8
3-15-79 79-7184
-------
2 of 3
Test Number
Ford Inspection/Maintenance Prototype Testing Study
Prolonged Idle Cycle
Hydrocarbon in ppm (Hexane)
Int. 1 min. 2
456
8 9 10 Int. 1 min.
Carbon Monoxide in Percent
23456789 10
3-16-79 79-7185
3-16-79 79-7186 160
3-20-79 79-7187
180 195 225 260 290 300 325 300 300 275 .8' .85 1.2 2.3 2.7 3.1 3.6 4.0 3.2 3.2 2.7
3-20-79 79-7188 30 55 80 80 93 100 105 101 110 115 115 .05 .1
3-21-79
3-21-79
3-22-79
3-22-79
3-23-79
3-23-79
3-23-79
3-26-79
3-26-79
3-27-79
3-27-79
3-28-79
3-28-79
4-3-79
79-7189
79-7190
79-7191
79-7192
79-7193
79-7194
79-7195
79-7196
79-7197
79-7198
79-7199
79-7200
79-7201
79-7202
0000000 00
53 6534 5 3 3
.7 1.0 1.2 1.3 1.6 1.5 1.8 2.0 l.ฃ
000000000
000000000
230 235 250 265 290 350 360 315 300 300 300 3.9 4.1 4.6 5.3 5.8 6.6 6.9 -5.9 5.8. 5.6 5.6
0000000 00
0 0 .01 .005 00 0 0 0
50 130 170 200 220 240 260 265 260 245 230 .1 .55 1.0 2.0 2.2 2.8 3.0 3.2 3.0 2.7 2.3
0111100 00
200 230 240 250 270 300 350 300 325 350 275 .55 .7
00 0000000
.6 .55 .7 .8 .7 .6 .7 .6 .6
-------
3 of 3
Ford Inspection/Maintenance Prototype Testing Study
Prolonged Idle Cycle
Hydrocarbon In ppm (Hexane) Carbon Monoxide in Percent
Test Mumber Int. 1 mln. 2 3 4 5 _6_ 7 8 9 10 Int. 1 min 2 3 4 5 6 7 8 9 10
4-5-79 79-7203,4 225 225 225 225 275 240 280 280 290 275 275 .5 .55 .55 .55 .5 .5 .55 .55 .6 .6 .6
4-6-79 79-7205,6 5 8 ---_____ 8 .02 .012 - .02
4-6-79 79-7485
4-9-79 79-7486 20 10 L 5 10 3 12 14 5 12 10 6 .008 .003 .003 .002 .002 .004 .005 .003 .003 .002 .002
4-9-79 79-7487
4-10-79 79-7488 140 190 140 150 130 150 70 110 70 70 55 .23 .24 .21 .20 .20 .22 .17 .21 .15 .18 .16
4-10-79 79-7489
4-11-79 79-7490 0 36 9 10 10 10 10 10 10 10 .018 .019 .02 .018 .018 .017 .015 .013 .015 .015 .015
4-11-79 79-7491
4-12-79 79-7520 75 180 210 200 230 220 230 210 215 200 200 .45 1.4 2.4 2.2 2.7 2.4 2.5 2.2 2.1 1.8 2.1
20 35 140 175 210 230 230 250 220 200 200 .05 .15 .7 1.1 2.6 2.2 2.0 2.4 2.3 1.5 1.5
10 18 20 25 28 25 30 28 27 30 29 .02 .05 .02 .02 .02 .01 .01 .015 .02 .008 .005
4-13-79 79-7521
4-13-79 79-7522 1 2 256859899 .012 .013 .013 .015 .01 .01 .015 .01' .01 .01 .01
-------
Attachment 9
Ford Inspection/Maintenance Prototype Testing Study
Testing Comments and Description
Test Number Comments
3-6-79 79-7171 PREPS with full fuel tank - Baseline
3-6-79 79-7172 Baseline
3-7-79 79-7173 PREP with incorrect HP and I.W. - Baseline
3-7-79 79-7174 Ran out of N-, Bag Analysis Time = 40 min., DISTANCE = INCORRECT - Baseline
3-8-79 79-7175 PREP with incorrect IW and HP - Baseline
3-9-79 79-7176 Baseline
3-9-79 79-7177 Baseline
3-9-79 79-7178 Baseline
3-9-79 79-7179
3-13-79 79-7180 No FTP (Voided) Varian broke - Baseline
3-14-79 79-7181 Baseline
3-14-79 79-7182 Baseline
3-15-79 79-7184 LOS Rich
3-15-79 79-7183 LOS Rich
-------
2 of 3
Ford Inspection/Maintenance Prototype Testing Study
Testing Comments and Description
Test Number Comments
3-16-79 79-7185 EGO Sensor Disconnected, Full Lean, Good Driveability
3-16-79 79-7186 EGO Sensor Disconnected, Full Lean, Good Driveability
3-20-79 79-7187 EGO Disconnected, Locked in LOS Then EGO Reconnected.
3-20-79 79-7188 EGO Disconnected, Locked in LOS Then EGO Reconnected.
3-21-79 79-7189 Disconnected EGR Vacuum Line.
3-21-79 79-7190 Disconnected EGR Vacuum Line
3-22-79 79-7191 Air Pump Locked in By-Pass Mode.
3-22-79 79-7192 Air Pump Locked in By-Pass Mode.
3-23-79 79-7193 Engine Coolant Temp. Disconnected.
3-23-79 79-7194 Engine Coolant Temp. Disconnected
3-23-79 79-7195
3-26-79 79-7196 Baseline Data.
3-26-79 79-7197
3-27-79 79-7198 Manifold Vacuum Disconnected.
3-27-79 79-7199
3-28-79 79-7200 Throttle Body Sensor Disconnected.
3-28-79 79-7201
4-3-79 779r7202 Removed Catalysts, No Flow Restrictor, Air Pump Downstream Diverted.
-------
3 of 3
Ford Inspection/Maintenance Prototype Testing Study
Testing Comments and Description
Test Numbers Comments
4-5-79 79-7203,4 Catalyst removed with restrictor in line to equalize EGBP, CO. readlns out on NYCC and HFET.
4-6-79 79-7205,6 Four percent misfire, noticable vibration at idle, rough accels.
4-6-79 79-7485
4-9-79 79-7486 Eight percent misfire, .good driveability, rough idle and accels.
4-9-79 79-7487
4-10-79 79-7488 Twelve percent misfire vibrations on accels, driveability good.
4-10-79 79-7489
4-11-79 79-7490 FBCA stepper motor locked in lean position.
4-11-79 79-7491
4-12-79 79-7520 FBCA stepper motor locked in maxrlch position.
I/M tests with air by-pass hose blocked. FBCA stepper motor locked in maxrich position.
I/M tests with air by-pass hose blocked, normal F/A control background at end = 28/.01.
4-13-79 79-7521
4-13-79 79-7522 Baseline.
-------
Ford I/M Methane Results
Attachment 10
Test ff Date
79-7181 3-14-79
79-7182 3-15-79
79-7190 3-21-79
79-7192 3-22-79
79-7193 3-23-79
79-7194 3-23-79
79-7195 3-26-79
79-7196 3-26-79
79-7197 3-27-79
79-7198 3-27-79
79-7199 3-28-79
79-7200 3-28-79
79-7201 4-3-79
/9-/202 4-3-79
FTP
THC HC-NM
HFET
/9-i!03
79-204
1-5-79
4-5-79
0.21 0.13
4.02 3.74
0.26 0.17
3.09 2.86
0.22 0.15
2.61
2.54 2.45
0.08
0.28
0.09
0.23
0.07
0.09
0.09
THC
0.301
0.280
0.372
9.568
0.260
NYCX
HC-NM
0.098
'0.095
0.220
B.833
0.06
Meth
0.202
0.185
0.152
0.734
0.20
THC
0.064
0.065
0.049
3.557
0.061
FSS
HC-NM
0.020
0.027
0.015
3.287
0.02
Meth
0.044
0.038
0.024
0.269
0.041
Comments
Baseline.
Baseline.
EGR disco;
Air pump
mode.
Engine coi
uisconn&c
Engine coi
connected
the HFET <
Baseline.
Baseline.
1.988 1.841 0.147 4.496 4.217 0.279 1.582 1.469 0.113
0.027 0.010 0.017 0.166 0.071 0.095 0.063 0.026 0.037
1.441 1.390 0.051 5.927 5.727 0.2 2.343 2.282 0.061
1.373 1.321 0.052 5.758 5.568 0.191 2.389 2.331 0.058
Map vacuum line blocked,
rough 2-3 upshifts.
Map vacuum line blocked.
Throttle position sensor
disconnected, downshift at
195 sec.
Throttle position sensor
disconnected.
Catalysts removed. No
restrictor.
No catalysts, restrictors
in line.
No catalysts, restrictor
in line, CO. ball valve
went on after FET. No
C02 on NYCC & FSS.
-------
* 2 of 2
O
o
m
I
Z
5 '.'I1.' ' HFET NYCC l-'i'S
-ซ Test y Date THC HC-NM Meth THC HC-NM Meth THC HC-NM Meth THC HC-NM Meth Comments
o "~'-~
33
Z 79-7205 4-6-79 0.47 0.40 0.07 4% misfire, catalysts
^ reinstalled, rough
^ running on accel.
O 79-7206 4-6-/9 " 0.050 0.039 0.011 0.316 0.164 0.133 0.085 0.049 0.036 4% misfire, catalysts
5 reinstalled.
* 79-7485 4-9-79 0.66 0.60 0.06 8% misfire, driveability
good, rough idle & accel.
;9-7486 4-9-79 0.074 0.064 0.010 0.329 0.210 0.120 0.074 0.052 0.023 Engine runs rough, drive-
ability good, 8% misfire.
o
i
g 79-7487 4-10-79 0.89 0.84 0.05 12% misfire, vibrations on
^ idle & accel., drive-
jo ability good.
^ 79-7488 4-10-79 0.072 0.068 0.009 0.366 0.296 0.070 0.095 0.076 0.019 Engine runs rough, drive-
ฐ ability good, 12% misfire.
o
79-7289 4-11-79 0.2i 0.14 0.07 fBCA stepper locked max.
lean position.
79-7490 4-11-79 0.243 0.187 0.056 0.2i2 0.099 0.152 0.068 0.023 0.045 FBCA stepper motor locked
in max. lean position.
79-7491 4-12-79 1.04 0.8y 0.15 FBCA stepper motor locked
in max. rich position.
79-7520 4-12-79 1.536 1.431 0.104 5.192 4.860 0.332 1.864 1.742 0.121 FBCA stepper motor locked
in max. rich position
79-7521 4-13-79 0.26 0.17 0.09 Baseline.
79-7522 4-13-79 ".030 0.012 0.019 0.279 0.076 0.202 0.065 0.020 0.045 Baseline.
------- |