EPA-AA-TEB-87-2
The Effects of Trip Distance on
Euaporatiue Hot Soak Emissions, Exhaust Emissions, and
Fuel Tank Pressures and Temperatures
William M. Pidgeon
June, 1987
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Sources
Environmental Protection Agency
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^-AA-TEB-87-2
The Effects of Trip Distance on
Euaporatiue Hot Soak Emissions, Exhaust Emissions, and
Fuel Tank Pressures and Temperatures
William M. Pidgeon
June, 1987
Test and Evaluation Branch
Emission Control Technology Division
Office of Mobile Sources
Environmental Protection Agency
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TABLE OF CONTENTS
1. EXECUTIVE SUMMARY 3
2. INTRODUCnON 6
3. TEST PROCEDURES 11
4. VEHICLE SELECTION 16
5. RESULTS, CONCLUSIONS, AND RECOMMENDATIONS 21
5.1 General 21
5.2 Emissions Tests Results 22
5.3 On-Road Data Discussion 38
Appendix 1: EMISSIONS DATA Al-1
Appendix 2: ON-ROAD MAXIMUM
TEMPERATURES & PRESSURES A2-1
Appendix 3: ON-ROAD THIRD CYCLE SUMMARY STATISTICS A3-1
Appendix 4: TEST FUELS ANALYSES A4-1
Appendix 5: SUMMARY OF REID VAPOR PRESSURE MEASUREMENTS A5-1
Appendix 6: PRESSURES AND TEMPERATURES
DURING DYNAMOMETER DRIVING A6-1
Appendix?: LA-4 ROAD ROUTE A7-1
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1.0 EXECUTIVE SUMMARY
The effects of trip distance and elevated ambient temperatures on the hot soak
emissions of fuel injected vehicles are important for two reasons: 1) the emission rates
used in MOBILES are not corrected for trip distance and ambient temperature, and,
2) the hot soak emission rates for 1978 and later light duty vehicles used in MOBILE3
are lower for fuel injected vehicles (1.55 grams) than for carbureted vehicles (3.98
grams). Similarly, MOBILES assumes that running loss emissions do not occur.
Engineering judgment suggested that these assumptions could lead to underestimating
the true emission rates.
The primary project objectives were to determine whether the hot soak emissions of
fuel injected vehicles were sensitive to trip distance when operated at elevated ambient
temperatures and to determine if today's high volatility fuels were causing running loss
emissions through fuel cap pressure relief valve opening (pop-off) during hot weather
driving.
Questions arose during the project which led to on-road testing and dynamometer
exhaust emissions testing. The on-road tests were performed to determine if the
dynamometer emission test conditions were representative, and to gather data concerning
the effects of summertime driving on fuel tank pressure and tank fuel temperature. The
exhaust emissions tests were performed to determine if HC and CO exhaust emission
rates were affected by trip distance.
This was intended to be a pilot program to determine whether a more extensive
Emission Factors test program is warranted. Only three vehicles were tested for
emissions. The on-road tests were performed with 11.5 psi RVP fuel and the
dynamometer tests were performed with 10.5 psi and 11.5 psi fuel. All tests began with
the fuel tank filled to 40 percent
The data strongly suggest that a follow-on project is justified to determine a
correction factor to adjust hot soak emission rates for trip distance at elevated ambient
temperatures. After a 30 mile trip, the hot soak emissions were 26.9 grams/test for the
port fuel injected vehicle and 2.13 grams/test for the throttle body injected vehicle - well
above the 1.55 gram rate used in MOBILES, even though the canisters were purged
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prior to the trips. The on-road tests indicated that the dynamometer test conditions were
representative of on-road conditions.
The data also show that hot soak emissions are more sensitive to increased fuel
volatility on a 30 mile trip than on an 11 mile trip. MOBILES assumes that changing
RVP from 9.0 to 11.5 psi causes hot soak emissions on carbureted vehicles to increase
by a factor of 1.45 and on fuel injected vehicles by a factor of 1.38, with no correction
for trip distance. The results of this project indicate that changing from 10.5 to 11.5 psi
fuel caused hot soak emissions after 30 miles to increase by factors of 5.9 for the
carbureted vehicle, 7.34 for the throttle body injected vehicle, and 107.6 for the port fuel
injected vehicle.
The test results from seven vehicles showed that running loss emissions from fuel
cap pop-off are unlikely on carbureted and throttle body injected vehicles. None of the
properly functioning vehicles with these fuel systems had fuel tank pressures that were
high enough to cause pop-off. The sole port fuel injected vehicle did approach pop-off
pressure during dynamometer driving. More port injected vehicles should be tested to
determine whether pop-off is a problem on these vehicles.
Running losses may occur from the fresh air port of the charcoal canisters.
Canister breakthrough was detected on most of the test vehicles, but the engine was off
during these checks, so canister running losses were not explicitly detected. The
canisters were not monitored during engine operation. However, canister breakthrough
would not occur unless gasoline vapor was being generated at a rate that exceeded the
canister purge rate for a sufficient duration to overcome the canister storage capacity.
So, the evidence suggests that running losses were occurring. The follow-on project
should monitor canister emissions during engine operation to characterize canister
running losses.
The exhaust HC and CO emissions of the fuel injected vehicles were not affected
by extended trip distance. However, the test procedure may have masked increases that
were expected to occur. Any follow-on project should consider the applicable points
discussed in Section 5.2.5 A defective air injection system diverter valve invalidated the
carbureted vehicle's emissions results.
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A follow-on project with a large test vehicle fleet is recommended to determine a
representative correction factor for the effect of trip distance on hot soak emissions.
Additionally, the follow-on project should determine if extended trips lead to running
loss emissions from pop-off on port fuel injected vehicles or the charcoal canisters of
any vehicles and quantify any such losses. Vehicle design variables will strongly
influence the results of a follow-on project. The Vehicle Selection section of this
document will provide insight into these design variables.
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2.0 INTRODUCTION
2.1 Background
Ozone is the Nation's number one air pollution problem. In most areas, motor
vehicles are one of the major contributors to ozone. Automotive hydrocarbon emissions
that contribute to ozone production have been considerably reduced as a result of the
Environmental Protection Agency's (EPA) requirement that motor vehicles must be
certified to meet emissions standards. But over 100 million people live in
"nonattainment" areas where the ambient ozone standard is violated more than once a
year. Because some major metropolitan areas are expected to continue to have high
concentrations of ozone, EPA is looking for hydrocarbon sources that can be practically
controlled. Vehicle evaporative hydrocarbon emissions is one such source.
2.2 Vehicle Operating Conditions
Trip distance and ambient temperatures are vehicle operating variables that can
affect vehicle hydrocarbon emissions which then contribute to the ozone problem. This
project was initiated to evaluate the effect of trip distance and elevated ambient
temperatures on vehicle evaporative and exhaust emissions.
The EPA's Federal Test Procedure (FTP) for certification of light duty vehicles
simulates automobile operation in an urban area on a summer day. The FTP conditions
represent typical conditions, as opposed to worst-case conditions, and these conditions
are rigorously controlled by the test procedure. But many vehicles operate under
conditions that are more likely to increase emissions. Trip distance, fuel volatility, and
elevated ambient temperatures are the three variables that deviated from FTP
requirements and are discussed in more detail below.
The FTP simulates an 11.09 mile vehicle trip. However, many vehicles make
longer trips. Likewise, the FTPs performed to certify vehicles at EPA's Motor Vehicle
Emissions Laboratory are usually performed at ambient temperatures between 75 °F and
80°F, but many "in-use" vehicles (vehicles used by the public rather than test vehicles
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operate under higher ambient temperatures.
The FTP also specifies using a lower volatility gasoline than the volatility of most
present day in-use gasoline. This discrepancy is not by design^ nor was it originally
true. The volatility of commercial gasoline has been increasing and is thereby adversely
affecting vehicle emissions. The FTP specified fuel is limited to a maximum volatility,
measured as Reid Vapor Pressure (RVP), of 9.2 psi; the permissible range is 8.7 to 9.2
psi. In 1970, when the Clean Air Act was amended to require 90 percent reductions in
vehicle HC and CO emissions, commercial summertime gasolines nationally averaged
around 9.0 psi. The current national summertime average is about 10.5 psi. The
average for the American Society for Testing and Materials (ASTM) Class C regions is
11.6 psi. ASTM issues monthly regional RVP recommendations that are based on
climate and altitude. The RVP of gasoline marketed in Class C regions is especially
pertinent because the climate in these regions most closely resemble the FTP conditions.
This project evaluates the effect of two deviations (distance and temperature) from
the FTP on vehicle emissions of ozone-producing hydrocarbons (HC). Carbon
monoxide (CO) and nitrous oxides (NOx) emissions were also measured. FTP tests
were performed with 9.0 psi and 11.5 psi fuels. Extended distance tests at high ambient
temperatures were performed with 10.5 psi and 11.5 psi fuels. Of primary interest was
the effect of distance and temperature on evaporative emissions from fuel injected
vehicles, although a carbureted vehicle was also tested. The effect of fuel volatility on
emissions has been quantified in previous studies, so fuel volatility effects are not
focused upon in this document.
Vehicle evaporative emissions (per mile), and exhaust emissions (per mile) were
expected to increase with increases in trip distance and ambient temperature. To evaluate
the magnitude of vehicle emission rate changes, dynamometer tests were performed.
On-road tests were performed to gather data on tank fuel temperatures and tank pressure
on hot days and to check whether the dynamometer tests were representative.
MOBILES is an EPA computer model that calculates vehicle fleet emission factors.
The fleet emission factors are used in air quality prediction models. The emission rates
used as MOBILES inputs are not corrected for trip distance and ambient temperature, and
the hot soak emission rates used in MOBILES for 1978 and later vehicles are lower for
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fuel injected vehicles (1.55 grams) than for carbureted vehicles (3.98 grams).
Engineering judgment suggested that these assumptions could be underestimating the
true hot soak emission rates. The logic behind this will be discussed next.
2.3 Vehicle Hardware
The effects of trip distance on evaporative and exhaust emissions are of special
concern on fuel injected vehicles because the number of fuel injected vehicles are
increasing and are expected to continue increasing. For reasons explained below, there
is concern that distance, volatility, and temperature influence evaporative emissions from
fuel injected vehicles more than from carbureted vehicles. This causes air quality
concerns, since vehicle emission rates may be increasingly underestimated as the number
of fuel injected vehicles increase.
All of the commonly used fuel injection systems pump more fuel to the engine
compartment than the engine requires, so the surplus fuel is returned to the fuel tank. In
contrast, some carbureted vehicles only deliver the volume of fuel required by the
engine. They do not return fuel to the tank. Carbureted vehicles that are equipped with
fuel return lines often have their return lines routed through cooler regions of the engine
compartment than fuel injected vehicles.
Engine compartments are generally hotter than fuel tanks, so vehicles that pump
fuel to the engine compartment and return a portion of this heated fuel to the fuel tank are
expected to have a larger increases in tank fuel temperature, than vehicles which do not
return fuel to the tank. This heating can be exacerbated by hot exhaust system
components that can radiate heat to the fuel line and return line. Hot exhaust system
components can also directly heat the fuel tank whether or not the vehicle is equipped
with a fuel return line.
Evaporative HC emissions are known to increase with increasing tank fuel
temperature. Increases in fuel temperature may also cause exhaust HC and CO
emissions to increase. The magnitude of fuel heating during the FTP is low, since an
FTP only simulates an 11 mile trip. Longer trips in hot weather were expected to cause
more significant fuel temperature increases. If correct, and if increased emissions result,
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then the vehicle emission rates used for air quality predictions are not accounting for
these phenomena.
A related issue is "running loss" HC emissions from fuel evaporating and escaping
from the fuel system while the engine is running. MOBILE3 currently assumes that
there are no running loss emissions. Two potential sources of running loss emissions
are from the fuel cap and the carbon canister. Fuel caps have pressure relief valves.
There was concern that gasoline with an RVP of 11.5 psi and at high temperature may
cause the fuel cap's pressure relief valve to open (pop-off) and thus cause running loss
emissions.
Vehicle fuel tanks are vented through carbon canisters that adsorb HC vapors as the
fuel in the tank evaporates. The canister purge system is designed to desorb the HC
from the carbon and burn it in the engine. However, higher volatility fuel and higher
ambient temperatures than specified for the FTP generate significantly more HC vapor
than encountered during a standard FTP. If vapor is being generated at a higher rate than
the purge system can handle, the excess vapor will flow to the canister. If this continues
for a sufficient duration, the canister will breakthrough and allow running loss HC
emissions. Additionally, rather than purging the canister, the canister is further loaded,
thus reducing the canister's capacity to adsorb HC when the engine is shut off. Thus, in
addition to running loss emissions, such conditions could also lead to higher diurnal and
hot soak evaporative emissions.
Increases in trip distance can also act to reduce evaporative emissions, since the
total purge volume increases proportionately with trip distance. The effect of trip
distance on evaporative emissions hinges upon whether the purge volume is higher or
lower than the volume of vapor generated during the trip.
HC and CO exhaust emissions can be adversely affected when a highly loaded
canister is purged. HC and CO emissions increase as the air/fuel mixture is enriched.
When the fuel vapors are purged from the canister, even vehicles with feedback fuel
systems are known to run richer than normal, resulting in higher HC and CO emissions
than for normally loaded canisters. The question is whether trip distance affects exhaust
emissions.
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Running losses were not considered a significant problem when the FTP test fuel
and the in-use fuel had similar volatilities, but now the in-use fuel has significantly
higher volatility. Carbon canisters are not designed to handle the additional vapor
volume, so they are more likely to breakthrough and cause running loss emissions. If
true, standard FTP results will not provide accurate data for predicting in-use vehicle
emissions and their effect on the atmosphere.
2.4 Objective
The primary project objectives were to determine if the hot soak emissions of fuel
injected vehicles were sensitive to trip distance when operated at elevated ambient
temperatures and to determine if today's high volatility fuels were causing fuel cap
pop-off during hot weather driving.
Questions arose during the project which led to on-road testing and exhaust
emissions testing. The on-road tests were performed to determine if the dynamometer
emission test conditions were representative, and to gather data concerning the effects of
summertime driving on fuel tank pressure and tank fuel temperature. The exhaust
emissions tests were performed to determine if HC and CO exhaust emission rates were
affected by trip distance.
This was intended to be a pilot program to determine whether a more extensive
Emission Factors test program is warranted, so only three vehicles were tested for
emissions. EPA's Emission Factors test programs are usually large scale efforts to
determine typical in-use vehicle emission rates.
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3.0 TEST PROCEDURES
3.1 General
The project was performed in two stages. Dynamometer tests were performed on
three vehicles and on-road tests were performed on seven vehicles. The dynamometer
tests were performed to measure the effects of trip distance, fuel volatility, and fuel
temperature on exhaust and evaporative emissions and to evaluate whether fuel caps
pop-off.
The on-road tests were performed to gather on-road tank fuel temperature and
pressure data on a variety of vehicles and to: 1) determine how well the dynamometer
conditions simulate on-road conditions; 2) evaluate the effects of ambient conditions on
fuel tank pressure and fuel temperature; and, 3) determine whether running losses occur
due to fuel cap pressure relief valve opening.
3.2 Dynamometer Test Procedure
Exhaust and evaporative emissions were measured on three vehicles using two test
procedures, a modified FTP with evaporative emissions and the Extended Trip Test
Sequence. Both procedures simulate driving in an urban area. The Extended Trip Test
Sequence was developed for this project and will be explained in a separate section
below. The data from both dynamometer procedures are summarized in Appendix 1.
A 24 inch auxiliary cooling fan was placed front of the car, six inches from the
front bumper. The fan was tilted so the outlet was facing downward 14.5° from vertical,
which left the lowest part of the fan shroud 11.5 inches above the floor. This is the
standard fan position for Emission Factors tests performed at EPA's Motor Vehicle
Emissions Laboratory.
An Esterline Programmable Recorder was used to continuously monitor the
following parameters or sensors during both the FTPs and the Extended Trip Test
Sequence:
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- fuel tank temperature at 20 percent volume
- fuel tank pressure
- canister environment temperature approximately halfway between the top and
bottom and on the engine side of the canister
- inlet temperature of auxiliary cooling fan
- trunk lid thermocouple - overhanging lid by 2 inches
- vehicle speed
3.2.1 Modified Federal Test Procedure
Each vehicle received two FTPs: the first test being a baseline test with the standard
test fuel whose nominal RVP is 9.0 psi, and the second with commercial fuel having a
nominal RVP of 11.5 psi. The FTPs (11.09 miles each) were run in accordance with the
provisions of 40 CFR 86 with the modifications listed below:
- Vehicle preconditioning was normal except that the canisters were purged before
the preconditioning LA-4 driving cycle. The canisters were purged for 30 minute
intervals at approximately 2 cfm until the canister weight decreased by 4 grams or less
over a 30 minute purge interval. Without this purging procedure, canister loading would
have been an uncontrolled variable.
- When the test fuel was changed from one RVP to another, the tank was drained
and filled to 40 percent with the new fuel and one LA-4 cycle was driven to allow the
original fuel to be purged from the fuel system. This driving cycle was performed
before purging the canister. The vehicle was then allowed to sit for at least two hours
before the normal LA-4 preconditioning cycle was performed. If the second LA-4 cycle
was performed directly after the first, fuel tank heating could have caused the canister to
load rather than purge, as was normally the case when a fuel change was not made.
3.2.2 Extended Trip Test Sequences
The Extended Trip Test Sequences were also performed with two fuels having
nominal RVPs of 10.5 psi and 11.5 psi. The Extended Trip Test Sequences also
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followed the provisions of 40 CFR 86, but included the following exceptions:
- As for the modified FTPs, vehicle preconditioning was normal except that the
canisters were purged before the preconditioning LA-4 driving cycle. The canisters were
purged for 30 minute intervals at approximately 2 cfm until the canister weight decreased
by 4 grams or less over a 30 minute purge interval.
- No diurnal heat build.
- The vehicles were fueled to 40 percent with 80°F fuel approximately 20 to 30
minutes before driving began.
- The Urban Dynamometer Driving Schedule (UDDS) was replaced with 4
consecutive LA-4 driving cycles for a total of 30 miles. The engine was shut off for one
minute between each LA-4 cycle (7.5 miles).
- Exhaust emissions were only monitored on the second and fourth LA-4s for tests
with 11.5 psi fuel. Test facility limitations do not allow any sample bags to be evacuated
while other bags are being filled. Since there were not enough bags for more than two
LA-4s, and the major emphasis was on hot soak emissions rather than exhaust
emissions, only the second and fourth LA-4s were used to collect exhaust emissions.
Exhaust emissions were not monitored for tests with 10.5 psi fuel.
- The hot soak evaporative test was extended to a duration of 2 hours, but
emissions readings were taken after one hour, as in the FTP, as well as at the end of 2
hours. Hot soak tests were performed with 11.5 and 10.5 psi fuels.
3.3 On-Road Test Procedure
The project was expanded to include on-road testing after tank fuel temperatures
exceeding 130°F and running loss emissions were observed on a 1983 Buick Skylark
during an Extended Trip Dynamometer Test Sequence. The running loss emissions
were from the fuel cap pressure relief valve. The on-road testing objectives were to
determine whether the dynamometer conditions that caused the Skylark gas cap to
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pop-off were representative of on-road conditions, to evaluate the effect of outdoor
ambient temperature on fuel tank temperature and pressure, and to determine whether
running losses occur. Six light duty vehicles and one light duty truck were tested. The
dynamometer tests were postponed until the conclusion of the on-road testing. The
on-road data are summarized in Appendix 2.
Although the test results will be discussed in a separate section, note that the gas
cap running losses on the Skylark were later found to be caused by a malfunction; the
fuel tank vent line was plugged. None of the other vehicles exhibited running losses
from the fuel cap.
The on-road test procedure was simply a repetitive driving cycle similar to the LA-4
dynamometer driving cycle. Emissions were not measured, so the FTP type vehicle
preconditioning was not performed and the canisters were not purged But, as for the
dynamometer tests, the vehicles were fueled to 40 percent before the first driving cycle.
Also, as in the Extended Trip Dynamometer Test Sequence, the engine was shut off for
one minute between on-road LA-4s.
The following parameters were continuously monitored with a chart recorder:
- The fuel tank temperature at the 20 percent volume level.
- The ambient temperature two inches behind the trunk lid at the trunk lid hori-
zontal surface height using a J-type thermocouple that was not shaded from the
sun.
- The fuel tank pressure.
- The carburetor bowl fuel temperature (interior) and the exterior bowl temperature,
only on the Skylark.
The initial and final ambient temperatures and cloud cover conditions were
monitored. These readings were provided by the University of Michigan's Atmospheric
and Oceanic Science Department's observation station in Ann Arbor. The ambient
temperature data differ from the trunk lid sensor data. This is because the observation
station sensor follows the National Weather Service guidelines for ambient temperature
measurement. The guidelines say that the sensor is to be located 2 meters above a grassy
area in a ventilated, highly reflective white box - so in effect, the sensor is shaded from
direct sunlight. In contrast, the trunk lid sensor was frequently exposed to direct
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sunlight and was always located above pavement rather than grass.
To simplify vehicle preparation, the fuel tank temperature and pressure
measurements for the on-road vehicles were taken by using adapters that screwed on in
place of the gas caps. The gas caps screwed onto the adapters which acted as extended
filler necks and allowed the fuel cap to function normally. The adapters were equipped
with a pressure tap and a fitting to allow a sinker style thermocouple (sits at the bottom
of the tank) to be placed in the fuel tank through the filler neck. Two adapters were
fabricated. Adapter 1 added 0.12 gallons to the volume of the fuel system and Adapter 2
added 0.16 gallons. The 1983 Skylark was equipped with a thermocouple at the 20
percent volume level, so its adapter was only used for pressure measurements. Due to
durability problems with an epoxy joint on the adapters, they were not used for the
dynamometer tests that followed the on-road tests.
Naturally, on-road driving cycles are more variable than the dynamometer cycles.
To permit informed comparisons of the data from both, the on-road cycle variables such
as miles and duration were monitored.
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4.0 VEHICLE SELECTION
4.1 General
This section discusses test vehicle selections for the project, emphasizing the
dynamometer phase selections. For the on-road tests, vehicle availability was the
determining factor since the decision to add on-road testing was made near the end of the
hottest period. However, two Escorts were selected because in addition to being
available, they were known to have large increases in hot soak emissions when tested
without a side cooling fan during the drive segment of the FTP. For that reason there
was interest in on-road tank fuel temperature and tank pressure data for the Escorts.
Also, two of the three vehicles selected for laboratory testing were also tested on the
road.
The selection criteria for the dynamometer vehicles was as follows. One of the
three test vehicles was to represent current technology fuel systems - feedback
carburetion. The other two test vehicles were to be equipped with fuel system
technology that will be representative of 1990's technology, which is projected to be low
pressure throttle body injection and high pressure port fuel injection. The fuel injected
test vehicle alternatives were limited to high sales volume GM, Ford, or Chrysler engine
families.
The vehicles selected for dynamometer testing included a feedback carbureted 1983
Buick Skylark, a 1985 throttle body injected Ford Topaz, and a 1986 port fuel injected
Ford Taurus. Problems with the Topaz caused it to be replaced with a 1986 throttle
body injected Buick Century.
The following subsections of the Vehicle Selection section provide background on
the vehicle selection considerations for the fuel injected vehicles. The Skylark selection
is not discussed - it was used simply because it had a feedback carburetor and was
available.
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4.2 Fuel Injection Systems
Fuel injection systems for gasoline engines are commonly subdivided into two
categories: port fuel injection systems (PFI), or throttle body injection systems (TBI).
These are also respectively referred to as port injection and single point injection. TBI
systems can be further subdivided into low pressure and high pressure systems. All
commonly used PFI systems are categorized as high pressure systems.
For recent model years up to 1985, all GM TBI systems were low pressure, 9-13
psi. All Ford TBI systems were high pressure, 39 psi, but they introduced a low
pressure, 14.5 psi, TBI system with their new 2.3L engines for the 1985 model year.
Chrysler only used high pressure TBI, 36 psi.
GM PFI systems operated between 26 and 46 psi, Ford PFI systems operated
between 35 and 45 psi, and Chrysler PFI systems, used only on turbocharged engines,
operated at 53 psi.
4.3 Vehicle Variables Affecting Fuel Temperature Increases
There are several vehicle design variables that affect the temperature increase of
tank fuel during vehicle operation. The magnitude of the temperature increase affects
evaporative emissions and determines the potential for running loss emissions. This
section provides a discussion of the vehicle design variables that influence fuel
temperature increases and points out how difficult it is to accurately predict the combined
influence of the design variables due to their interaction.
On the dyno, the tank fuel can be heated by the exhaust system, by hot engine
compartment air being blown toward the fuel tank and by the excess fuel that is returned
to the fuel tank from the engine compartment. All common fuel injected vehicles and
some carbureted vehicles return fuel from the engine to the fuel tank.
Fuel injected vehicles are expected to cause greater increases in tank fuel
temperatures than carbureted vehicles. This is based on the assumption that fuel injected
vehicles have higher fuel return volumes than carbureted vehicles and that the returned
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fuel is higher in temperature. On carbureted vehicles with mechanical fuel pumps, the
fuel is usually returned from the fuel pump, which is commonly located in a
comparatively cool area of the engine compartment. Some carbureted vehicles are not
even equipped with return lines.
Is there something inherent in the design of PFI or low pressure TBI that would
lead to higher fuel tank temperatures for one rather than the other? Three variables have
to be considered: 1) the amount of fuel heating that occurs while it's being circulated; 2)
the amount of heat actually transported to the fuel tank; and, 3) the ratio of fuel return
volume to fuel tank volume?
PFI vehicles are expected to transfer more heat to circulating fuel than TBI
vehicles. This is because PFI vehicles have fuel returned from components that are,
from a heat transfer standpoint, closer to the combustion chambers than for TBI
vehicles.
The quantity of heat transferred to the tank may vary with system pressure. All
common PFI systems use high pressure systems whereas TBI systems are expected to
be predominantly low pressure systems in the 1990s. High pressure injection systems
will tolerate higher gasoline temperatures before vapor lock occurs, so they can use
lower return flow rates and still avoid vapor lock. Assuming that reduced return flow
rates are used on high pressure systems, the circulating fuel will be higher in temperature
because there is more time to gain heat in the engine compartment However, this can be
partially offset by the higher temperature difference between the returning fuel and the
ambient air. As this temperature difference increases, the heat loss in the return line
increases. The higher heat losses with high temperature fuel and low flow rates will tend
to decrease the heat transferred to the tank. This can result in lower fuel tank
temperatures than with a low pressure high flow system, if the stated assumptions are
correct. System flow rates and pressures are highly interactive variables, so making
predictions on fuel tank temperatures without knowing the specifics for the vehicle in
question is not recommended.
Another variable is the ratio of fuel return volume to fuel tank volume. The fuel
tank temperature should increase as the ratio of fuel return volume to fuel tank volume
increases.
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Exhaust system proximity to the fuel system components is probably the most
significant design variable and can overshadow any of the considerations discussed
above. For example, a carbureted vehicle without a return line can have higher tank fuel
temperature increases than a PFI vehicle if a long length of the carbureted vehicle's
exhaust system is in close proximity and wraps around a large area of the fuel tank.
In summary, tank fuel temperature increases during vehicle operation are generally
expected to be highest on PFI vehicles, and lowest on carbureted vehicles, with TBI
vehicles in between. However, there may be many exceptions to the general case.
4.4 TBI Vehicles
This section discusses the vehicle selection criteria for the TBI test vehicle. The
first consideration was the system pressure. Since low pressure TBI systems are
potentially more economical, they are expected to predominate in the 1990's.
As discussed earlier, Chrysler's TBI vehicles only use a high pressure system, so
TBI vehicle selection was limited to GM and Ford low pressure systems. Ford's high
pressure TBI system was also disqualified. The Ford 2.3L inline 4 cylinder, the GM
2.5L inline 4 cylinder, and the GM 4.1L V-8 were the only high volume 1985 engine
families with low pressure TBI.
Engines with a V configuration are expected to cause greater throttle body heating
than an inline configuration and therefore be the worst case choice, But V-8s will be rare
in the 1990's, so they were disqualified.
The Ford 2.3L engine family FFM2.3V5HCF4 should better represent 1990's
technology than the 1985 GM 2.5L engine family F2G2.5V5TPG8 and was therefore
used for testing. Although its sales volume is less than GM's, it is a much newer
engine, so a Topaz equipped with this engine was originally selected on that basis.
Problems arose with the Topaz that made it unsuitable for emissions testing, although it
was used for on-road testing. The Topaz was replaced with a 1986 Buick Century
equipped GM's 2.5L engine family G2G2.5V5TPG9 with low pressure TBI.
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4.5 PFI Vehicles
Chrysler's PFI system is only used on turbocharged engines, so it was disqualified
on the basis of low sales volume.
V-8s will be rare in the 1990's and 60 degree V-6s are expected to concentrate the
heat in a smaller area than 90 degree V-6s. This leaves GM's 2.8L as their only PFI
equipped 60 degree V-6. The 1985 engine family F1G2.8V8XGZ9 is one of their
highest volume families, so it was GM's only contender. The 1986 Ford engine family
GFM3.0V5FEG5 is a new 3.0L 60 degree V-6 used in their Taurus/Sable vehicles.
Because the Ford engine was newer, it was judged to better represent 1990's
technology, so a 1986 model year Taurus was used.
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5.0 RESULTS. CONCLUSIONS. AND RECOMMENDATIONS
5.1 General
5.1.1 Overview
The primary project objectives were to determine whether the hot soak emissions of
fuel injected vehicles were sensitive to trip distance when operated at elevated ambient
temperatures and to determine if today's high volatility fuels were causing fuel cap
pressure relief valve opening (pop-off) during hot weather driving.
In addition to the hot soak tests, on-road tests and exhaust emissions tests were
also performed. The on-road tests were performed to determine if the dynamometer
emission test conditions were representative, and to gather data concerning the effects of
summertime driving on fuel tank pressure and tank fuel temperature. The exhaust
emissions tests were performed to determine if HC and CO exhaust emission rates were
affected by trip distance.
The exhaust and evaporative emissions test results are summarized in Appendix 1
and the on-road fuel tank pressures and temperatures are summarized in Appendix 2.
Appendix 2 lists the maximum temperatures and pressures for each driving cycle; the
end-of-cycle temperatures and pressures have also been tabulated and are available on
request The Test Procedures section explained the contents of these appendices.
Appendix 3 lists the summary statistics for Appendix 2. Appendix 6 lists the
temperatures and pressures for some of the dynamometer driving cycles; they are listed
in 30 second increments in most cases. These dynamometer data are also available on
computer disks. The computer files are more extensive than the printed data; the
readings vary between 2 and 4 second increments. Appendix 7 provides a listing of the
road route used for the on-road driving cycle.
5.1.2 Fuel Considerations
This document uses the nominal fuel RVP values in its discussion; the actual RVPs
21
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for the dynamometer tests are listed in Appendices 1 and 5. The fuel analyses of the
fuels used for both dynamometer tests and on-road tests are listed in Appendix 4.
The RVPs listed in Appendices 4 and 5 are not equivalent because the samples were
taken at different times and from different locations in the fuel distribution system. The
RVPs listed in Appendix 4 are from samples taken from the storage tank soon after the
fuel was delivered, so they are not representative of the RVP of the fuel when it was
dispensed to the vehicles. For the Extended Trip Test Sequences on the dynamometer,
and for the on-road tests, the vehicles were fueled from a fuel cart where the fuel was
heated to 80°F and circulated so that the fuel at the nozzle was also maintained at 80°
RVP losses occur in filling the fuel cart and in heating and circulating the fuel in the cart.
For the Modified Federal Test Procedure (emissions tests), the fuel was dispensed from
chilled dispensers. There are also RVP losses associated with using the dispensers, but
the losses are lower than with the fuel cart. The RVP also decreases over time regardless
of whether the dispensers or fuel carts are used. For these reasons, Appendix 5
provides the best information for the RVPs of the fuels that were dispensed to the
vehicles for the dynamometer tests.
For the on-road tests, reliable data are not available for the RVP at the fuel cart
nozzle, so a nominal value of 11.5 psi is used. This is somewhat below the 12 psi
listed in Appendix 4, but experience has shown that the RVP will drop to between 11.4
and 11.7 psi before the fuel is dispensed to the vehicles, when fuel carts are used.
5.2 Zmissions Tests Results
5.2.1 General
This was a pilot program to determine whether a more extensive Emission Factors
test program is warranted so only three vehicles were tested for emissions, with one
valid test performed for each configuration. The only exception is for the Taurus FTP
data for 11.5 fuel; two tests were performed and the results were averaged.
The following discussion is divided into subsections 5.2.2 through 5.2.5. Each
22
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subsection includes its own analyses, conclusions and if appropriate, recommendations.
5.2.2 Hot Soak Emissions Versus Trip Distance and Elevated Ambient
Temperatures
5.2.2.1 Discussion: The purpose was to determine whether the hot soak
emissions of fuel injected vehicles were sensitive to trip distance at elevated ambient
temperatures. The effects of trip distance and elevated ambient temperatures are
important for two reasons: 1) the emission rates used in MOBILES are not corrected for
trip distance and ambient temperature, and, 2) the hot soak emission rates for 1978 and
later light duty vehicles used in MOBILES are lower for fuel injected vehicles (1.55
grams) than for carbureted vehicles (3.98 grams). Engineering judgment suggested that
these assumptions could lead to underestimating the true hot soak emission rates. The
data shown in Figure 5.1 provide evidence that hot soak emission rates should be
corrected for trip distance and elevated ambient temperatures.
This discussion and Figure 5.1 are limited to tests with the 11.5 psi RVP fuel since
it was the only fuel used for trips of two different distances. The hot soak emission
comparisons are for tests performed after one Urban Dynamometer Driving Schedule
(UDDS), whose length is 11.1 miles, versus hot soak tests performed after the Extended
Trip Test Sequence, whose length is 29.8 miles.
23
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Trip Distance vs. Hot Soak Emissions
(11.5 RVP Fuel)
26.90
LE3 Rates:
3.98 grams
.55 grams
.13
1 0.24
• 11 Miles
D 30 Miles
Skylark
Century
Figure 5.1
Taurus
As shown in Figure 5.1, the carbureted Buick Skylark hot soak emissions
increased 123 percent from 6.2 grams per test to 13.7 grams per test. The throttle body
fuel injected Buick Century's hot soak emissions increased 545 percent from 0.3 g/test
to 2.1 g/test after four LA-4s. The port fuel injected Ford Taurus emissions increased
over 100 times from 0.2 g/test to 26.9 g/test.
Obviously, the data establishes that hot soak emissions markedly increase when trip
distance is increased from 11 miles to 30 miles. After a 30 mile trip, the hot soak
emissions are significantly higher than the respective emission rates used in MOBILE3.
A surprising result was that the carbureted Skylark was more sensitive to trip
distance than the throttle body injected Century. Whether this is generally true requires a
larger vehicle sample to determine, since other variables such as fuel return flow rate or
exhaust system proximity to fuel system components may be determining factors on one
of these vehicles while not being generally representative. Table 5.1 shows that after the
30 mile trip, the Century's tank fuel temperature increase was 29 percent lower than the
fuel temperature increases on the others and is probably the major reason why its hot
soak emissions following a 30 mile trip are so much lower than the others.
24
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Table 5.1
Dynamometer Trip Tank Fuel Temperature Changes versus Trip Distance
11 Mile Trip Tank Fuel Temp 30 Mile Trip Tank Fuel Temp
Initial Final AT Initial Final AT
83
80
85
98
95
108
15
15
23
79
78
84
124
110
129
45
32
45
Skylark
Century
Taurus
5.2.2.2 Temperature Simulation: This project's purpose was to determine
whether an emission factors test project with a larger vehicle sample is warranted.
Before additional testing can be justified, it is necessary to determine whether the
Extended Trip Test Sequence fuel tank temperatures reasonably simulated on-road tank
temperatures under elevated ambient temperature conditions.-
Table 5.2 provides a comparison of dynamometer versus on-road temperatures.
The Skylark and Century were both used in the on-road tests, but the Taurus was not.
On-road data for a Topaz is compared to the Taurus dynamometer data, since it was the
only fuel injected vehicle besides the Century that was used in the on-road tests.
However, the Topaz uses TBI rather than PFT, so less fuel tank heating would be
expected on the Topaz compared to the Taurus, if everything else were equivalent.
Table 5.2
Dynamometer Versus On-Road Peak Temperatures
Peak Tank Fuel Ambient Air Peak Trunk Lid Miles Driven
Temperature Temperature Air Temperature
Dyno On-Road Dyno On-Road Dyno On-Road Dyno On-Road
Skylark
Century
Taurus/Topaz
124
110
129
119
101
119
80
77
78
92
77
82
97
102
105
102
92
97
30
30
30
30
22
30
25
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The data in Table 5.2 indicate that the peak tank fuel temperatures were somewhat
higher for the dynamometer tests than for the on-road tests. However, the Skylark was
the only vehicle tested on-road at an ambient temperature higher than allowed in the FTP
- the weather didn't accommodate our need for higher temperatures. Also note (see
Appendix 2) that the on-road Century data are only for three LA-4s whereas four LA-4s
were completed on the dynamometer.
The dynamometer tests were run at normal ambient temperatures, which were
sensed at the inlet of the auxiliary cooling fan positioned in front of the vehicle radiator.
But the peak exterior trunk lid air temperatures show that 30 miles of dynamometer
driving significantly heated the area at the back of the vehicle even with the test cell set at
normal ambient temperature. The high trunk lid temperatures were achieved as a
byproduct of the extended trip distance.
The tank fuel temperature increases attained for the hot soak tests performed after
30 miles of dynamometer driving were close to the on-road tank fuel temperature
increases achieved on moderate temperature days. Therefore, tank fuel temperature
increases attained on the dynamometer were judged to be representative of on-road tank
fuel temperature increases on hot days.
5.2.2.3 Conclusion: An emission factors project with a larger test vehicle
sample is recommended to determine how trip distance and elevated ambient
temperatures affect fleet hot soak emission rates. The data show that the hot soak
emission rates used in MOBILE3, which were determined under FTP conditions, are
markedly lower than the emission rates for longer distance urban trips at higher
temperatures. Therefore, an emission factors test project with a larger test vehicle
sample size is justified to determine fleet representative hot soak emission rates for trip
distances and ambient temperatures that are higher than those used in the FTP.
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5.2.3 Hot Soak Emissions Versus Fuel Volatility
5.2.3.1 Discussion: MOBHJE3 incorporates emission factor hot soak
emissions data from 115 vehicles that were tested on both 9.0 and 11.5 RVP fuels.
These data showed that the hot soak emissions with 11.5 RVP fuel was 1.45 times the
emissions with 9.0 RVP fuel for carbureted vehicles. The same ratio was 1.38 for fuel
injected vehicles. These ratios were from FTP tests with 11 mile driving cycles.
The effect of fuel volatility on hot soak emissions after a 30 mile trip are shown in
Figure 5.2.
Hot Soak Emissions vs RVP
After a 30 Mile Trip
26.90
HC
Grams/Test
25.00 •
20.00 •
15.00 -
10.00 -
5.00-
0.00
13.74
2.33
10.5 RVP
11.5 RVP
Skylark
Century
Figure 5.2
Taurus
The graph shows that changing the RVP from 10.5 to 11.5 psi (9.0 RVP fuel was
not used on the Extended Trip Test Sequence) causes large hot soak emissions increases
on all of the vehicles, but the increases are much larger for the Skylark and Taurus than
for the Century. Also note that the port injected Taurus was much more sensitive to fuel
volatility after a thirty mile trip than the throttle body injected Century (Figure 5.2). The
27
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10.5 psi fuel was individually blended for each test, and the 10.5 target was not attained
for the Taurus test (see Appendix 5), the actual RVP was 9.6 psi. The Taurus 10.5 hot
soak emissions would be a little higher with an actual 10.5 psi fuel.
The effects of fuel volatility on hot soak emissions for the normal FTP 11 mile trip
are shown in Figure 5.3.
Hot Soak Emissions vs RVP
After an 11 Mile Trip
10 t
HC
Grams/Test
8-
6-
4-
2-
6.17
1.22
• 9.0 RVP
D 11.5 RVP
0.49 0.43 o.21 0.24
-Ul
Skylaric Century Taurus
Figure 5.3
Figure 5.3 shows that changing from 9.0 to 11.5 RVP did not change the hot soak
emissions for the fuel injected Century and Taurus using the UDDS cycle. But the
carbureted Skylark's emissions increased by five times when the RVP increased from
9.0 to 11.5.
The ratios of hot soak emissions for high volatility fuel to low volatility fuel are
compared in Table 5.3.
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Table 5.3
Hot Soak Emissions Ratios for Different Fuel Volatilities
11 Mile Trip* 11 Mile Trip 30 Mile Trip
11.5/9.0 11.5/9.0 11.5/10.5
Carburetion 3.98 5.06 5.90
Fuel Injection 1.45 1.01 57.47
Throttle Body Injection Not Available 0.88 7.34
Port Injection Not Available 1.14 1Q7.6
* Emission Factors data.
These data show that hot soak emissions are more sensitive to fuel volatility after a
thirty mile trip than after an 11 mile trip. The increased sensitivity to fuel volatility is
further reinforced by noting that there was only a 1 psi difference in RVP for the thirty
mile trip fuels, whereas the difference was 2.5 psi for the 11 mile trips.
Why was the Century so much less sensitive than the Skylark and Taurus to
increased fuel RVP after a thirty mile trip? Table 5.4 shows that the tank fuel
temperature increases are about 10°F less for the Century than for the Skylark and the
Taurus. Also note that the Century's tank fuel temperature increase was greater for the
10.5 RVP fuel than for the 11.5 RVP fuel. These differences in tank fuel temperature
changes at least partially explain why the Century was not as sensitive to increased RVP
as the Skylark and Taurus.
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Table 5.4
Thirty Mile Trip Temperature Changes
Tank Fuel Temperature
Skylark
Skylark
Century
Century
Taurus
Taurus
RVP
(psi)
10.5
11.5
10.5
11.5
10.5
11.5
Initial
81
79
77
78
82
86
Peak
126
124
113
110
125
129
AT
(°F
45
45
36
32
43
43
The sensitivity of the carbureted Skylark is not surprising. The fuel tank is the
only significant source of hot soak emissions on the fuel injected vehicles, but the
carburetor float bowl on the Skylark is probably the primary source of hot soak
emissions. The data in Table 5.5 show the tank fuel temperatures at the beginning and
end of the FTPs. Also listed for the Skylark are the initial and final float bowl
temperatures from an on-road 7.5 mile trip which was run at an ambient temperature of
91°F. Since the dynamometer and on-road fuel tank temperatures agree, the on-road
carburetor bowl temperatures are expected to be fairly representative of the dynamometer
carburetor bowl temperatures.
30
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Table 5.5
Eleven Mile Trip Tank Fuel Temperature Changes
Tank Fuel Temperature Float Bowl
Initial Final AT Initial Final AT
Skylark-FTP 83 98 15
Skylark - On-Road 82 99 17 84 111 25
Century-FTP 80 95 15
Taurus-FTP 85 108 23
The data show that the Skylark's carburetor bowl temperature had a higher
temperature rise than the fuel tank. This large carburetor bowl fuel temperature rise,
added to the fuel tank emissions, may indicate why increased fuel volatility has a
stronger effect on the carbureted Skylark's emissions compared to the fuel injected
vehicles' emissions, which were primarily affected only by the fuel tanks.
5.2.3.2 Conclusions:
1. After an 11 mile trip (1 FTP), the TBI and PFI test vehicles were equally
insensitive to RVP increases, but after a 30 mile trip (4 LA-4s), the PFI equipped Taurus
was much more sensitive to increased RVP.
2. Increasing fuel volatility from 10.5 RVP to 11.5 RVP caused hot soak
emissions after a 30 mile trip to markedly increase on all of the vehicles.
3. The TBI Century was markedly less sensitive to increased RVP after a 30 mile
trip than both the carbureted Skylark and the PFI Taurus, but it still had a sevenfold
emissions increase.
4. Vehicle hot soak emissions after a 30 mile trip are much more affected by RVP
increases than after an 11 mile trip.
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5.2.4 Trip Distance. Elevated Ambient Temperature, and Fuel Volatility
Versus Running Losses
5.2.4.1 Discussion: MOBILES does not account for HC running losses.
One of the original questions this project sought to answer was whether fuel caps
popped-off and thereby caused running loss emissions during vehicle operation on hot
summer days.
The fuel cap relief valves did not open. However, the PFI equipped Taurus, which
was anticipated to have the highest tank fuel temperature increases, came close to its fuel
cap relief valve's opening pressure (see Table 5.6) of 4.25 inches of mercury. During
the Extended Trip Test Sequence on 11.5 fuel, a peak pressure of 3.37 In. Hg was
attained. In any event, it appears likely that high temperature operation could lead to
running losses from the gas cap relief valve on the Taurus.
Table 5.6
Taurus Fuel Tank Peak Pressures
Peak Tank
Pressure
Peak Tank.
Fuel Temp
an. Hg)
Ambient
Air Temp.
Peak Trunk
Lid Temp.
Miles
Driven
-0.01 86 78 75 Initial
0.72 107 79 93 7.5
1.67 114 78 102 15
2.62 123 77 103 22.5
3.37 129 78 105 30
As discussed in Section 4, another potential source of running losses is from the
carbon canister's fresh air port. For this to occur, the gasoline vapor generated in the
fuel tank and the carburetor bowl would have to exceed the purge rate and continue long
enough to achieve canister breakthrough.
The on-road tests were initiated after the Buick Skylark exhibited fuel cap pop-off
32
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during an Extended Trip Test Sequence on the dynamometer. At the time it was not
known that the Skylark's tank vent line was plugged. Because the other vehicles had
significantly lower fuel tank pressures, an HC analyzer was intermittently used to check
for evaportive control system leaks. The leak checks were performed after one set of
three or more driving cycles were completed. The engine was off in all cases. Using a
0-2000 ppm HC analyzer, all of the on-road vehicle's canisters, except for the Reliant
Station Wagon's, were exhibiting breakthrough with full scale meter readings. Because
the vehicles were not fitted with HC analyzers while on the road, it is not known
whether running losses occurred. It likely that running losses will occur if the trip
distance is long enough since the vapor generation rate must have been exceeding the
canister purge rate.
Follow-on projects should monitor canister fresh air ports for running losses and
begin each test with the canister loaded to a representative level.
For the dynamometer tests, an HC analyzer probe was positioned near the canister
fresh air port to detect breakthrough, but it didn't work. The auxiliary cooling fan
dispersed the vapors too fast to allow detection. Not being a primary project objective,
the HC canister probe data were not reviewed until after all of the dynamometer tests
.were completed. At that point there was no opportunity to improve the technique.
5.2.4.2 Conclusion: The MOBILES assumption that running losses do
not occur is probably incorrect Although this project has not collected hard evidence
that running losses were occurring, the on-road tests, run for the most part under
relatively mild summertime conditions, indicate that the canisters were routinely breaking
through and the vehicles were probably having running loss HC emissions.
Additionally, the PFI equipped Taurus is likely to have running loss emissions from the
fuel cap pop-off, but only under severe temperature conditions. Additional PFI vehicles
should be tested to determine if this is a problem. Non-PFI equipped vehicles are not
expected to have running loss emissions from the fuel caps unless there is a malfunction,
however, this is based on the assumption that the two test vehicles are representative of
the fleet.
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5.2.5 Trip Distance Versus Bag 2 Exhaust Emissions
5.2.5.1 Discussion: MOBILE3 assumes that HC and CO emission rates
do not change after the engine reaches normal operating temperature. However, with
today's high RVP fuels, larger volumes of gasoline vapors are generated in the fuel tank
than previously. This additional fuel can be drawn into the engine through the canister
purge system. If the fuel system does not adequately compensate for this additional
source of fuel, the resulting enrichment will cause increases in HC and CO exhaust
emissions. The purpose of this section is to determine if trip distance affects HC and CO
exhaust emission rates.
These results only refer to HC and CO bag 2 exhaust emissions. LA-4 emissions
(bags 1 and 2) couldn't be used since the Extended Trip Test Sequence included a cold
start LA-4 which precludes comparison with the subsequent hot start LA-4s. In
contrast, bag 2 driving cycles were always preceded by at least 8.4 minutes of driving
(bag 1) and therefore allows direct comparison of all bag 2 results. Bag 1 emissions
were collected, but not used.
Another limitation is that the Skylark exhaust emission data are not presented. A
malfunctioning AIR System diverter valve made the exhaust emissions data unusable.
The results shown in Figures 5.4 and 5.5 and listed in Appendix 1 show that trip
distance and elevated ambient temperatures do not significantly affect bag 2 HC and CO
exhaust emission rates on fuel injected vehicles. These results are surprising since prior
projects have shown that closed loop fuel systems do not fully compensate for increased
RVP.
The hot soak emissions increased markedly with trip distance, so canister loading
apparently increases. Increased canister loading is expected to lead to increased HC and
CO emissions while the canister is being purged. So why didn't they increase? Three
possible explanations include: 1) the engines' canister purge strategy allowed most of
the purging to occur during bags 1 and 3; or, 2) a low purge rate led to the high hot
soak emissions and was also too low to affect exhaust emissions during purge; or,
3) the feedback fuel systems adequately compensated for the additional fuel vapors that
34
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accompanied canister purge. It was beyond the scope of this project to test these
possibilities.
Exhaust HC vs Trip Distance
(11.5 RVP)
0.5 i
Bag 2
HC 0.25 H
Grams/Mile
D 7.5 Miles
U 15 Miles
• 30 Miles
0.03 0.04 0.04
Century
Taurus
Figure 5.4
Figure 5.4 shows HC exhaust emissions for three trip distances; they were taken
from two different tests. Two different test results had to be combined because test
equipment limitations did not allow a previously used bag to be evacuated while
simultaneously filling another bag. To get around this limitation, the first data point (7.5
miles) for each vehicle is from bag 2 of the FTP test, which was preceded by bag i's
505 seconds (8.4 minutes) of driving over a distance of 3.59 miles. Bag 2 added an
additional 865 seconds (14.4 minutes) of driving over a distance of 3.91 miles which
completed a total trip distance of 7.5 miles. So the first data point is for the integrated
bag 2 emissions of the FTP test, wherein 7.5 miles of driving had been completed. But
this 7.5 mile data point only includes exhaust emissions from the final 3.91 miles which
constitute the bag 2 portion of the FTP. Bag 1 emissions are not included in the 7.5 mile
data point, nor in any of the following data points.
35
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The second data point is from bag 2 of the second LA-4 from the Extended Trip
Test Sequence, which is made up of a series of four consecutive LA-4 driving cycles.
Bags 1 and 2 of the LA-4 cycle are identical to bags 1 and 2 of the FTP cycle, but bag 2
completes an LA-4 cycle whereas the FTP includes additional operation. The engine is
shut off for one minute between each LA-4 of the Extended Trip Test Sequence. When
bag 2 of the second LA-4 has been completed, the vehicle has been driven 15 miles and
has operated for approximately 23 minutes.
Bag 2 of the second LA-4 was evacuated during the third LA-4, so emissions were
not collected during third LA-4.
The third data point for each vehicle is from the bag 2 portion of the fourth of a
series of four consecutive LA-4 driving cycles. At the completion of this third data
point, the vehicle had been driven 30 miles with approximately 92 minutes of engine
operation. The same is true of the CO bag 2 data in Figure 5.5.
Notice in Figure 5.5 that the exhaust CO emissions for the TBI equipped Century
after 30 miles were considerably higher than the PFI equipped Taurus's CO emissions,
but the HC hot soak evaporative emissions for the Taurus in Figure 5.3 after 30 miles
were considerably higher than those for the Century. These data may be examples of an
inherent tradeoff wherein high purge rates lead to low hot soak emissions and high CO
exhaust emissions whereas low purge rates lead to high hot soak emissions and low CO
exhaust emissions. The purge rates were not checked, so the hypothesis remains
unverified.
36
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3 •
4-
Bag2 3'
CO
Grams/Mile ^ •
I •
n .
4.58
3.38
fl
•^^£4
., -i f •*
Exhaust CO vs Trip Distance
(11.5 RVP)
4.60
D 7.5 Miles
15 Miles
30 Miles
Century
Taurus
Figure 5.5
5.2.5.2 Conclusion: Trip distance with elevated ambient temperatures did
not affect bag 2 HC and CO emissions on these two vehicles. The CO emissions for the
TBI equipped Century were considerably higher than the PFI equipped Taurus's CO
emissions at all three trip distances.
37
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5.3 On-Road Data Discussion
5.3.1 General
On-Road tests were performed to gather data as an aid in determining whether the
Extended Trip Test Sequence dynamometer tank fuel temperatures and tank presssures
were representative of on-road conditions and to determine if the fuel caps pop-off on
hot summer days while using fuel with an RVP of 11.5 psi.
The decision to perform on-road tests was not made until July. Since there was
little time remaining with high temperature days, the test vehicles were mainly selected
on the basis of availability. However, the Escorts were selected because they were
known to have large increases in hot soak emissions when tested without a side cooling
fan during the drive segment of the FTP. For that reason there was interest in on-road
tank fuel temperature and tank pressure data for the Escorts. Vehicles equipped with
port fuel injection were unavailable. The on-road test data are listed in Appendix 2.
Appendix 2 includes fuel tank temperature and pressure measurements along with
information on other variables that can affect these temperatures and pressures.
Each test consists of three to five continuous driving cycles with initial
measurements made immediately before the first driving cycle and final measurements at
the end of each cycle. Commercial unleaded fuel with a nominal RVP of 11.5 was used
for all on-road tests. All tests began with the fuel tank filled to 40 percent.
For the most part, Appendix 2 is self explanatory, but the three following
categories need further explanation: The Nominal Distance was the distance measured
with a fifth wheel fitted to the first test vehicle (Buick Skylark). The Odometer Distance
is the distance actually indicated by each test vehicle's odometer for each driving cycle.
Time constraints did not allow adapting the fifth wheel to the other test vehicles. The
first cycle starts at EPA, but the other cycles do not, which is why the first cycle is a
tenth of a mile less than the following cycles. Average Speed was determined by
dividing the nominal distance by the cycle duration. This method of calculating speed
has the advantage of not being subject to each vehicle's odometer inaccuracies, but has
the disadvantage of not indicating the actual distance, which will slightly vary from test
38
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to test The judgment was that using the vehicle odometer readings would generally
cause a larger error than the cycle to cycle distance changes. But all the relevant data are
in Appendix 2, so average speed can be calculated either way.
Appendix 3 is derived from Appendix 2, but only lists the third driving cycle
measurements from each test and the following third cycle summary statistics:
1. Average Tank Fuel Temperature
2. Average Trunk Lid Air Temperature
3. Average Tank Fuel - Ambient Temperature Difference
4. Average Tank Pressure
The standard deviation (sd) and the coefficient of variation
(cv% = sd / mean * 100) are also listed for each category and the minimum and
maximum values are highlighted with bold type. These statistics were calculated for the
separate vehicle categories listed below. The third cycle was chosen for analysis because
all but one test included three cycles whereas only three of the twenty six tests included
more than three cycles. The vehicle categories analyzed were:
1. All of the vehicles.
2. Only vehicles equipped with throttle body injection (Topaz & Century).
3. All of the vehicles with fuel return lines which only excludes the Escorts.
4. All of the vehicles with fuel return lines except for the Reliant Station Wagon
and the CIO Pickup Truck (Topaz, Century & Skylark).
5. All of the vehicles except for the Reliant Station Wagon and the CIO Pickup
Truck.
6. The Reliant Station Wagon and the CIO Pickup Truck only.
7. All of the vehicles without fuel return lines which only includes the Escorts.
39
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8. Escort number 746 only.
9. Escort number 743 only.
Three of the twenty six tests were not included in Appendix 3. The Century test on
August 11,1986 only included two driving cycles. The Escort tests on August 14 and
September 9,1986 had recorder problems that led to more mileage accumulation than for
the other tests. Additionally, the only Buick Skylark test was performed with a plugged
fuel tank vent line, so the tank pressure was not used in the statistics calculations, but the
temperatures were used.
5.3.2 Data Analysis
The fuel tank pressure was found to be below the opening pressure of the fuel cap
pressure relief valves during all of the on-road tests, except for the Buick Skylark, which
had a plugged vent line. Later dynamometer tests with an unplugged vent line showed
that pop-off would be unlikely without severely high temperatures.
The average tank fuel temperature for all of the vehicles was 101°F at an average
ambient temperature of 78°F after three driving cycles (22.4 miles). Since the vehicles
were tested at different ambient temperatures, the Tank Fuel Temperature To Ambient
Temperature Difference, becomes the variable of interest and is listed for each vehicle
category in Table 5.7.
40
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Table 5.7
Comparison of Ambient and Tank Fuel Temperature Differences
Tank Fuel
to Ambient
Temperature
Vehicle Category Difference
AU 24
All except 26
Reliant Wagon & CIO
Throttle Body Injection 25
Carbureted except 28
Reliant Wagon & CIO
Carbureted With 24
Return Lines
except Reliant & CIO (1 Skylark test)
Carbureted without 28
Return Lines - Escorts only
Reliant & CIO 20
Escort #746 23
Escort #743 36
The Reliant Station Wagon and the CIO Pickup Truck data are not included in most
of the categories in Table 5.7, but they are included in Appendix 3. These vehicle
configurations are not representative of the majority of light duty vehicles and their
average temperature difference of only 20°F reflects this.
Two items stand out from this data sample. The original hypothesis was that the
vehicles with fuel injection would have higher tank fuel temperatures than vehicles that
were carbureted and that carbureted vehicles with fuel return lines would have higher
fuel tank temperatures than those that did not Contrary to the original hypothesis,
vehicles with throttle body injection do not have higher tank to ambient temperature
differences than carbureted vehicles. And carbureted vehicles with return lines do not
41
-------
have higher tank to ambient temperature differences than vehicles without return lines.
However, this is a biased sample. With the Reliant Wagon and the CIO Pickup
excluded, the carbureted vehicle sample consists of six tests, one Skylark test and five
Escort tests. As previously discussed, the Escorts were included as test vehicles,
because in addition to being readily available from EPA's vehicle fleet, they were also
known to have very high hot soak emissions when tested without a side cooling fan. So
it was known that the Escorts were unusual. Additionally, the Escorts are the only
vehicles in the sample without return lines, so they also bias the sample from that
perspective.
The Escorts had the highest average tank to ambient temperature differences of any
of the vehicles tested. But the two Escorts differed markedly. Escort #743 had an
average tank to ambient temperature difference of 36°F whereas Escort #746 had an
average tank to ambient temperature difference of only 23°F. The cloud cover condition
was mostly sunny for all #743 tests. In contrast, it was mostly cloudy by the third
driving cycle for all the tests on #746. It would have been interesting to compare the
exhaust system proximity to the fuel system components, but they were removed from
EPA's fleet by the time the data analysis revealed the large differences.
5.3.3 Conclusion
The data indicate that the fuel cap pressure relief valves can be expected to remain
closed with ambient temperatures up to 92°F, on vehicles equipped with carburetors or
throttle body fuel injection using 11.5 RVP fuel. Also, vehicle design variations do not
allow confident prediction of a specific vehicle's tank fuel temperatures when the
independent variables are limited to: 1) ambient temperature; 2) carburetion or throttle
body injection; and 3) whether equipped with fuel return lines or not. To accurately
model fleet tank fuel temperatures, additional data are needed from vehicles that better
represent the fleet Also, additional variables such as exhaust system proximity to the
fuel system components, solar radiant energy measurements rather than cloud cover
conditions, and wind speed measurements would enhance such a model's quality.
42
-------
APPENDIX 1: EMISSIONS DATA
1983 Buick Skylark Dynamometer Multiple Trip Hot Soak Emissions
Veh. ID 1G4AB69X6DT40494 Eng. Fam: D1G2.8V2NNA9 Caifaureted
Evap. Fam: 3B6-1B
Test Date RVP
DSi
2/24/87 9.0
2/25/87 11.6
2/26/87 11.5
2/26/87 11.5
2/27/87 10.4
Procedure Hot SoakHot Soak Diurnal
1st Hour 2nd Hour
g/test g/test g/test
FTP 1.22 .NA 032
FTP 6.17 NA 1.58
NA NA NA NA
After4LA4s 13.74 1.75 NA
After4LA4s 2.33 0.79 NA
Procedure HC HC CO CO NOx NOx FE
FTP Bag2 FTP Bag2 FTP Bag2 FTP
g/mi g/mi g/mi g/mi g/mi g/mi mpg
FTP 0.47 0.08 13.63 6.68 0.25 0.12 21.1
FTP 0.68 0.14 19.75 8.80 0.35 0.15 21.4
2nd of 4 LA^ NA 0.72 NA 28.65 NA 0.09 NA
4thof4LA4 NA 2.11 NA 71.93 NA 0.07 NA
* AIR System diverter valve malfunction - after hot starts it dumped to atmosphere.
1986 Buick Century Multiple Trip Hot Soak Emissions
VehID:G4AH19RlGT444321 Eng. Fam: G2G2.5V5TPG9 Throttle Body Injection
Evap. Fam: 6AO-2A
Date
3/17/87
3/18/87
3/24/87
3/24/87
3/20/87
RVP
psi
9.0
11.6
11.5
11.5
10.6
- Evaoorative
Emissions
Procedure Hot SoakHot Soak Diurnal
1st Hour 2nd Hour
g/test g/test g/test
FTP 0.49
FTP 0.33
NA NA
After4LA4s 2.13
After4LA4s 0.29
NA
NA
NA
0.25
0.15
0.18
8.86
NA
NA
NA
Procedure
FTP
FTP
2nd of 4 LA'
4thof4LA4
-- Exhaust
HC HC
FTP Bag 2
g/mi g/mi
0.19 0.11
0.24 0.13
NA 0.11
NA 0.12
Emissions -
CO CO
FTP Bag 2
g/mi g/mi
2.12 1.77
4.65 438
NA 3.38
NA 4.60
NOx
FTP
g/mi
0.18
0.38
NA
NA
NOx
Bag 2
g/mi
0.09
029
024
0.15
FE
FTP
mpg
25.0
22.4
1986 Taurus Multiple Trip Hot Soak Emissions
Veh ID: 1FABP29U4GG249978 Eng. Fam: GFM3.0V5FEG5 Port Fuel Injected
Evap. Fam: 6HME
Date
3/5/87
3/6/87
4/2/87
Avgof3/6&4/2
3/10/87
3/10/87
3/11/87
RVP
psi
9.0
11.6
11.6
11.6
11.5
11.5
9.6
Evaporative Emission
Procedure Hot SoakHot Soak
1st Hour 2nd Hour
g/test gftest
FTP 0.21 NA
FTP 024 NA
FTP 0.24 NA
FTP Avg 0.24 NA
NA NA NA
After4LA4s 26.90 0.32
After4LA4s 0.25 0.14
Diurnal
g/test
0.15
0.13
0.54*
0.13
NA
NA
NA
Procedure
FTP
FTP
FTP
FTP Avg
2nd of 4 LA'
4thof4LA4
. Fi
HC
FTP
g/mi
0.34
0.39
029
0.34
NA
NA
haust
HC
Bag 2
g/mi
0.03
0.04
0.02
0.03
0.04
0.04
Emissions
CO CO
FTP
g/mi
3.73
4.05
3.17
3.61
NA
NA
Bag 2
g/mi
0.02
020
0.08
0.14
0.16
0.20
NOx
FTP
g/mi
0.45
031
0.40
0.46
NA
NA
NOx
Bag 2
g/mi
0.44
0.45
0.35
0.40
0.46
0.45
FE
FTP
mpg
19.2
19.4
202
19.8
NA
NA
* Four drops of fuel dropped on car during fueling.
Al-1
-------
Appendix 2: On-Road Maximum Temperature* ft Pressure*
Veh. ID: 1WEBP75X1FK602467
Test Data: 7/31/86
Driver Matt
1985 TBI Topaz On-Road Data
Eng. Fan: FFM2.3V5HCF4
Init Amb. Temp. - 86 Final Amb. Temp. • 81
Cloud Cover- Mostly sunny to mostly cloudy
Evap. Fam: 5FMF
Adapter No. 1
Fuel Return Una: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
4
5
88
103
112
116
119
120
Air Temp
at Trunk
93
95
95
96
97
95
Tank Tank-Amb Start
Pre* Difference Tim*
(In. Hg) (°F)
0.03
0.68
0.67
0.65
0.67
0.47
2
18
28
33
37
39
14:10:03
14:11:03
14:31:21
14:53:56
15:16:48
15:40:41
Finish Nominal Avg.
Tim* Distance Speed
(Miles) (MPH)
NA
14:3021
14:52:56
15:15:48
15:39:41
16:04:47
NA
7.4
7.5
7.5
7.5
7.5
NA
23.0
20.8
20.6
19.7
18.7
Odometer
Odometer Distance
(Miles) (Miles)
24.730.3
24.737.6
24.744.9
24.752.1
24,759.4
24,766.9
NA
7.3
7.3
7.2
7.3
7.5
Veh. ID: 1WEBP75X1FK602467
Test Date: 8/5/86
Driver: Hanneke
1985 TBI Topaz On-Road Data
Eng. Fam: FFM2.3V5HCF4
Init Amb. Temp. • 79 Final Amb. Temp. • 79
Cloud Cover: Mostly sunny to mostly cloudy
Evap. Fam: 5FMF
Adapter No. 1
Fuel Return Line: Yes
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
(°F)
84
97
104
105
Air Temp Tank Tank-Amb Start
at Trunk Pre* Difference Tim*
(°F) (In. Hg) (°F)
82
84
82
89
0.07
0.22
0.21
0.15
5
18
25
26
12:47:53
12:48:53
13:11:54
13:34:50
Finish Nominal Avg.
Tim* Distance Speed
(Miles) (MPH)
NA
13:10:54
13:33:50
13:56:06
NA
7.4
7.5
7.5
NA
20.2
20.5
21.2
Odometer
Odometer Distance
(Mile*) (Miles)
24,791.4
24,798.7
24.806.0
24,813.2
NA
7.3
7.3
7.2
Veh. ID: 1WEBP75X1FK602467
Test Date: 8/6/86
Driver: Hanneke
1985 TBI Topaz On-Road Data
Eng. Fam: FFM2.3V5HCF4
Init. Amb. Temp. - 78 Final Amb. Temp. - 78
Cloud Cover: Mostly cloudy to overcast
Evap. Fam: 5FMF
Adapter No. 1
Fuel Return Line: Yes
Fuel
Tank 20%
(°F)
Cycle No.
Initial
1
2
3
79
92
100
104
Air Temp
at Trunk
(°F)
80
83
84
83
Tank Tank-Amb Start
Press Difference Tim*
In. Hg (°F)
0.08
0.31
0.40
0.33
1
14
22
26
14:10:50
14:11:50
14:33:29
14:55:28
Finish Nominal Avg.
Tim* Distance Speed
(Miles) (MPH)
NA
14:32:29
14:54:28
15:17:11
NA
7.4
7.5
7.5
NA
21.5
21.4
20.7
Odometer
Odometer Distance
(Miles) (Miles)
24.814.2
24,821.5
24,828.8
24,836.0
NA
7.3
7.3
7.2
1. Nominal RVP-11.5 psi
2. Adapter 1 added 0.12 gallons to trie fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3, Initial doud cover conditions are stated for each test If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-1
-------
Appendix 2: On-Road Maximum Temperaturea & Praaauraa
Veh. ID: 1G4AH19R1GT444321
Test Date: 8/8/86
Driver: Matt
1086 TBI Bulck Cantury On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. • 77 Final Amb. Temp. • 77
Cloud Cover: Mostly cloudy
Evap. Fam: 6AO-2A
Adapter No. 1
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
79
90
98
101
Air Temp
at Trunk
(°F)
83
91
90
92
Tank Tank-Amb Start
Preaaure Difference Time
(In. Hg)
0.03
0.30
0.23
0.34
(°F)
2
13
21
24
1225:11
1226:11
12:47:56
13:13:19
Flnlah Nominal
Time Dlatance
NA
12:46:56
13:12:19
13:37
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.4
18.5
19.0
Odometer
Odometer Dlatance
(Miles)
9,450.6
9.458.2
9,465.8
9,473.4
(Miles)
NA
7.6
7.6
7.6
Times listed without seconds had to be estimated due to recorder malfunction.
Veh. ID: 1G4AH19R1GT444321
Test Date: 8/11/86
Driver: Matt
1986 TBI Bulck Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. - 66 Final Amb. Temp. - 67
Cloud Cover: Mostly cloudy
Evap. Fam: 6AO-2A
Adapter No. 1
Fuel Return Line: Yea
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
Cycle No.
Initial
1
2
77
84
86
73
78
80
(In. Hg)
0.10
0.18
0.18
11
17
19
12:46:55
12:47:10
13:10
Flnlah
Time
NA
13:09
13:32
Nominal Avg. Odometer
Distance Speed Odometer Dlatance
(Miles) (MPH) (Miles) (Miles)
NA
7.4
7.5
NA
20.3
20.5
9,495.0
9,504.7
9,512.1
NA
9.7
7.4
Third cycle was not run. Times listed without seconds had to be estimated due to recorder malfunction.
Veh. ID: 1G4AH19R1GT444321
Test Date: 8/12/86
Driver: Matt
1986 TBI Bulck Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. - 70 Final Amb. Temp. - 73
Cloud Cover: Mosdy sunny
Evap. Fam: 6AO-2A
Adapter No. 2
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
78
87
94
97
Air Temp Tank Tank-Amb Start
at Trunk Preaaure Difference Time
(°F)
76
84
82
85
(In. Hg)
0.10
0.20
0.21
0.15
(•F)
8
16
22
24
14:00:11
14:01:11
1421:55
14:44:16
Flnlah Nominal Avg.
Tlma Dlatance Speed
NA
1420:55
14:43:16
1 5:0525
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
22.5
21.1
21.3
Odometer
Odometer Dlatance
(Miles)
9,513.2
9,521.6
9,528.1
9,535.6
(Miles)
NA
8.4
6.5
7.5
1. Nominal RVP-11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial doud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-2
-------
Appendix 2: On-Road Maximum Temperatures & Pressures
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/13/86
Driver Matt
1086 TBI Bulck Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. - 75 Final Amb. Temp. - 76
Cloud Cover: Mostly doudy
Evap. Fam: 6AO-2A
Adapter No. 2
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
74
87
96
100
Air Temp
at Trunk
(°F)
78
86
89
87
Tank Tank-Amb Start
Pressure Difference Time
(In. Hg)
0.07
0.20
0.25
0.20
(°F)
-1
11
20
24
14:33:49
14:34:49
14:55:22
15:17:30
Finish Nominal
Time Distance
NA
14:54:22
15:16:30
15:41:00
(Mites)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.7
21.3
19.1
Odometer
Odometer Distance
(Mites)
9,536.5
9,543.9
9,551.4
9,558.9
(Mites)
NA
7.4
7.5
7.5
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/14/86
Driver: Matt
1986 TBI Bulck Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. - 77 Final Amb. Temp. - 77
Cloud Cover: Overcast
Evap. Fam: 6AO-2A
Adapter No. 2
Fuel Return Line: Yes
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
Cycle No. (°F) (°F) (In. Hg) (°F)
Finish Nominal Avg. Odometer
Time Distance Speed Odometer Distance
(Miles) (MPH) (Mites) (Mites)
Initial
1
2
3
76
87
96
96
86
86
83
82
0.13
0.27
0.25
0.25
-1
10
19
21
14:41:25
14:42:25
15:01:27
15:22:43
NA
15:00:27
1 5:21 :43
15:42:30
NA
7.4
7.5
7.5
NA
24.6
22.2
22.7
9,559.9
9,567.4
9,574.8
9,582.4
NA
7.5
7.4
7.6
Veh.lD: ZFABP1348EX123746
Test Date: 8/11/86
Driver: Matt
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
Init Amb. Temp. - 69 Final Amb. Temp. - 69
Cloud Cover: Mostly cloudy
Evap. Fam: 4CMB
Adapter No. 1
Fuel Return Line: No
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
(°F)
74
84
93
96
Air Temp
at Trunk
(°F)
75
78
83
82
Tank Tank-Amb Start
Pressure Difference Time
(In. Hg)
0.13
0.44
0.35
0.32
(°F)
5
15
24
27
14:46:42
14:47:42
15:07:07
1529:18
Finish Nominal Avg.
Time Distance Speed
NA
15:06:07
15:28:18
1 5:50:24
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
24.1
21.2
21.3
Odometer
Odometer Distance
(Miles)
20,850.0
20,857.4
20.864.8
20,872.3
(Miles)
NA
7.4
7.4
7.5
1. Nominal RVP-11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial doud cover conditions are stated for each test If conditions changed, the final doud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-3
-------
Appendix 2: On-Read Maximum Temperaturea & Preaaurea
Veh.lO: ZFABP1348EX123746
Test Date: 8/12/86
Driver: Hanneke
1084 Carbureted Escort On-Road Data
Eng.Fam: EFM1.6V260K7
Init Amb. Temp. - 73 Final Amb. Temp. - 74
Cloud Cover Mostly sunny to mostly cloudy
Evap. Fam: 4CMB
Adapter No. 1
Fuel Return LJne: No
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
77
86
92
94
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
75
84
83
77
(In. Hg)
0.03
0.32
0.30
0.22
(°F)
4
12
18
20
1229:26
12:30:26
12:51:00
13:14:22
Finish Nominal Avg.
Time Distance Speed
NA
12:50:00
13:13:22
13:36:42
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
22.7
20.1
20.1
Odometer
Odometer Distance
(Mites)
20,873.3
20,880.7
20,888.2
20,895.6
(Mies)
NA
7.4
7.5
7.4
Veh. ID: ZFABP1348EX123746
Test Date: 8/13/86
Driver: Hanneke
1984 Carbureted Escort On-Road Data
Eng.Fam: EFM1.6V26DK7
Init Amb. Temp. » 74 Final Amb. Temp.- 75
Cloud Cover: Mostly cloudy
Evap. Fam: 4CMB
Adapter No: 1
Fuel Return Line: No
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
78
86
93
98
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(«F)
83
83
85
85
(In. Hg)
0.01
0.25
0.35
0.23
fF)
4
11
18
23
12:48:55
12:49:55
13:10:22
13:33:53
Finish Nominal Avg.
Time Distance Speed
NA
13:09:22
13:32:53
13:56:10
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
22.8
20.0
20.2
Odometer
Odometer Distance
(Mites)
20,896.8
20,904.1
20,911.5
20,918.9
(Mites)
NA
7.3
7.4
7.4
Veh. ID: ZFABP1348EX123746
Test Date: 8/14/86
Driver: Hanneke
1984 Carbureted Escort On-Road Data
Eng.Fam: EFM1.6V26DK7
Init Amb. Temp. - 72 Final Amb. Temp. - 77
Cloud Cover: Overcast
Evap. Fam: 4CMB
Adapter No.: 1
Fuel Return Line: No
Fuel
Tank 20%
Cycle No.
Initial
1
Start 2
End 2
3
(°F)
74
83
91
96
101
Air Temp
at Trunk
(°F)
74
75
80
81
83
Tar Tank-Amb Start
Pressure Difference Time
(In. Hg)
0.07
0.35
0.03
0.41
0.38
(°F)
2
9
16
20
24
12:50:01
12:51:01
13:39:01
13:40:01
14:01:26
Finish Nominal Avg.
Time Distance Speed
NA
13:11:10
NA
14:00:26
1423:14
(Miles)
NA
7.4
NA
7.5
7.5
(MPH)
NA
22.0
NA
22.0
20.6
Odometer
Odometer Distance
(Miles)
20,920.0
20,927.4
20,935.8
20,943.3
20,950.7
(Miles)
NA
7.4
NA
7.5
7.4
Paper jam at start of cycle 2; drove back to MVEL, then started cycle 2 from MVEL
1. Nominal RVP = 11.5 psi
2.' Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-4
-------
Appendix 2: On-Road Maximum Temperatures & Pressures
Veh. ID: ZFABP1348EX123743
Test Date: 9/2/86
Driver: Matt
1984 Carburstsd Escort On-Road Data
Eng. Fam: EFM1.6V260K7
Inil Temp- 77 Final Temp.- 78
Cloud Cover: Mosdy sunny
Evap. Fam: 4CMB
Adapter No. 2
Fuel Return Line: No
Cycle
Fusl Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Tamp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (ln.H9)
Initial
1
2
3
74
93
103
108
81
93
93
94
73
85
90
94
4
15
15
16
0.14
0.38
0.39'
0.45
13:40:48
13:41:48
14:03:09
1424:17
Finish
Time
NA
14X32:09
1423:17
14:45:21
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.8
22.4
21.4
Odometer
(Miles)
16.075.0
16,082.5
16,090.0
16,097.5
Veh. ID: ZFABP1348EX123743
Test Date: 9/2/86
Driver: Matt
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V260K7
Inil Temp- 78 Final Temp.- 78
Cloud Cover: Mostly sunny
Evap. Fam: 4CMB
Adapter No. 2
Fuel Return Una: No
Cycle
Fuel Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Tamp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (In.Hg)
Initial
1
2
3
91
98
109
114
85
92
91
93
89
96
96
97
7
14
13
15
0.21
0.49
0.65
0.70
15:05:13
15:06:13
15:27:18
15:50:31
Finish
Time
NA
15:26:18
15:49:31
16:12:10
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.1
20.3
20.8
Odometer
(Miles)
17,075.0
17,082.5
17,090.2
17,097.5
Veh. ID: ZFABP1348EX123743
Test Date: 9/9/86
Driver: Matt
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
InitTemp- 71 Final Temp.- 72
Cloud Cover: Mostly sunny
Evap. Fam: 4CMB
Adapter No. 2
Fuel Return Line: No
Cycl«
Fuel Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Temp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (ln.Hg)
Finish
Time
Initial -2
2
3
4
81
89
91
93
83
83
82
83
78
80
81
79
12
11
10
11
0.03
0.06
0.06
0.11
13:40:47
13:41:47
14:02:48
14:23:58
NA
14.01:48
14:22:58
14:45:20
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.2
22.3
21.1
Odometer
(Mites)
Unknown
17,114.0
17,121.5
17,129.0
First cycle was not completed due to recorder problems.
1. Nominal RVP. 11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial doud cover conditions are stated for each test. If conditions changed, the final ctoud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-5
-------
Appendix 2: On-Ro«d Maximum Temperatures & Pressures
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/15/86
Driver: Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. - 72 Final Amb. Temp. • 77
Cloud Cover: Mostly cloudy
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Line: Yes
Cycle
Fuel Air Temp Tank Tank-Amb
Tank 20% at Trunk Pressure Difference
No. (°F) (°F) (ln.Hg) (°F)
Initial
1
2
3
83
93
100
104
92
96
96
98
0.17
0.40
0.38
0.36
11
19
25
27
Start
Time
Unknown
Unknown
12:45:18
13:08:06
Finish
Time
NA
12:44:18
13:07:06
1329:47
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
Unknown
20.6
20.8
Odometer
(Miles)
27.799
27.807
27.814
27,822
Odometer
Distance
(Miles)
NA
8
7
8
Recorder not started until approximately 5 minutes into the 1st cycle.
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/18/86
Driver: Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4 Evap. Fam: ECRVA
Init. Amb. Temp. - 81 Final Amb. Temp. - 82 Adapter No. 1
Cloud Cover: Mostly sunny Fuel Return Line: Yes
Cyclt
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
No. (°F) (°F) (ln.Hg) («F)
Initial
1
2
3
83
96
100
103
84
92
96
98
0.11
0.36
0.32
0.25
2
14
18
21
13:10:44
13:11:44
13:33:30
13:57:05
Finish
Time
NA
13:32:30
13:56:05
14:19:08
Nominal
Dlatance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.4
19.9
20.4
Odometer
(Miles)
27,823
27,830
27,838
27.845
Odometer
Distance
(Miles)
NA
7
8
7
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/19/86
Driver: Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. . 80 Final Amb. Temp. - 81
Cloud Cover: Mostly doudy
Evap. Fam: ECRVA
Adapter No. 1
Cycli
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
No. (°F) (°F) (ln.Hg) (°F)
Initial
1
2
3
82
93
100
105
82
94
95
97
0.07
0.38
0.32
0.32
2
13
19
24
14:00:18
14:01:18
14:21:54
14:45:04
Finish
Time
NA
1420:54
14:44:04
15:06:43
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.7
20.3
20.8
Odometer
(Miles)
27,846
27,854
27,861
27,869
Odometer
Distance
(Miles)
NA
8
7
a
1. Nominal RVP-11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-6
-------
Appendix 2: On-Road Maximum Temperatures & Pressures
Veh. ID: ZFABP1348EX123746
Test Date: 8/12/86
Driver: Hanneke
1984 Carburstad Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
Init Amb. Temp. - 73 Final Amb. Temp. - 74
Cloud Cover: Mostly sunny to mostly cloudy
Evap. Fam: 4CMB
Adapter No. 1
Fuel Return Line: No
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
77
86
92
94
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
<°F)
75
84
83
77
(In. Hg)
0.03
0.32
0.30
0.22
(°F)
4
12
18
20
1229:26
12:30:26
12:51:00
13:14:22
Finish Nominal
Time Distance
NA
12:50:00
13:13:22
13:36:42
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.7
20.1
20.1
Odometer
Odometer Distance
(Miles)
20,873.3
20,880.7
20,888.2
20,895.6
(Mies)
NA
7.4
7.5
7.4
Veh. ID: ZFABP1348EX123746
Test Date: 8/13/86
Driver: Hanneke
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
Init Amb. Temp. - 74 Final Amb. Temp.- 75
Cloud Cover: Mostly cloudy
Evap. Fam: 4CMB
Adapter No.: 1
Fuel Return Line: No
Fuel Air Temp Tank Tank-Amb
Tank 20% at Trunk Pressure Difference
Cycle No. (°F) (°F) (In. Hg) (°F)
Nominal Avg. Odometer
Distance Speed Odometer Distance
(Miles) (MPH) (Miles) (Mies)
Initial
- 1
2
3
78
86
93
98
83
83
85
85
0.01
0.25
0.35
0.23
4
11
18
23
12:48:55
12:49:55
13:10:22
13:33:53
NA
13:09:22
13:32:53
13:56:10
NA
7.4
7.5
7.5
NA
22.8
20.0
20.2
20,896.8
20,904.1
20,911.5
20,918.9
NA
7.3
7.4
7.4
Veh. ID: ZFABP1348EX123746
Test Date: 8/14/86
Driver: Hanneke
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
Init. Amb. Temp. - 72 Final Amb. Temp. » 77
Cloud Cover: Overcast
Evap. Fam: 4CMB
Adapter No.: 1
Fuel Return Line: No
Fuel
Tank 20%
Cycle No. (°F)
Initial
1
Start 2
End 2
3
74
83
91
96
101
Air Temp
at Trunk
74
75
80
81
83
Tank Tank-Amb Start
Pressure Difference Time
(In. Hg) (°F)
0.07
0.35
0.03
0.41
0.38
2
9
16
20
24
12:50:01
12:51:01
13:39:01
13:40:01
14:01:26
Finish Nominal Avg.
Time Distance Speed
(Miles) (MPH)
NA
13:11:10
NA
14:00:26
14:23:14
NA
7.4
NA
7.5
7.5
NA
22.0
NA
22.0
20.6
Odometer
Odometer Distance
(Miles) (Miles)
20,920.0
20,927.4
20,935.8
20,943.3
20,950.7
NA
7.4
NA
7.5
7.4
Paper jam at start of cycle 2; drove back to MVEL, then started cyde 2 from MVEL
1. Nominal RVP-11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stateo for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-4
-------
Appandlx 2: On-Road Maximum Temperatures & Pressures
Veh. ID: ZFABP1348EX123743
Test Date: 9/2/86
Driver: Matt
1084 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V260K7
IniLTemp- 77 Final Temp.* 78
Cloud Cover: Mostly sunny
Evap. Fam: 4CMB
Adapter No. 2
Fuel Return Une: No
Cycle
Fuel Air Tamp Canister Tank-Amb Tank Start
Tank 20% at Trunk Tamp Difference Pressure Time
No. (°F) (°F) <°F) (°F) (ln.Hg)
Initial
1
2
3
74
93
103
108
81
93
93
94
73
85
90
94
4
15
15
16
0.14
0.38
0.39
0.45
13:40:48
13:41:48
14X53:09
1424:17
Finish
Time
NA
14:02:09
1423:17
14:45:21
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.8
22.4
21.4
Odometer
(Miles)
16.075.0
16.082.5
16.090.0
16,097.5
Veh. ID: ZFABP1348EX123743
Test Date: 9/2/86
Driver: Matt
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
IniLTemp- 78 Final Temp.- 78
Cloud Cover: Mostly sunny
Evap. Fam: 4CMB
Adapter No. 2
Fuel Return Line: No
Cycle
Fuel Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Tamp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (ln.Hg)
Initial
1
2
3
91
98
109
114
85
92
91
93
89
96
96
97
7
14
13
15
0.21
0.49
0.65
0.70
15:05:13
15:06:13
15:27:18
15:50:31
Finish
Time
NA
15:26:18
15:49:31
16:12:10
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.1
20.3
20.8
Odometer
(Mies)
17,075.0
17.082.5
17,090.2
17,097.5
Veh. ID: ZFABP1348EX123743
Test Date: 9/9/86
Driver: Man
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
lnitTemp-71 Final Temp.. 72
Cloud Cover: Mostly sunny
Evap. Fam: 4CMB
Adapter No. 2
Fuel Return Line: No
Cycle
Fuel Air Tamp Canister Tank-Amb Tank Start
Tank 20% at Trunk Temp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (ln.Hg)
Finish
Time
Initial -2
2
3
4
81
89
91
93
83
83
82
83
78
80
81
79
12
11
10
11
0.03
0.06
0.06
0.11
13:40:47
13:41:47
14:02:48
14:23:58
NA
14X31:48
14:22:58
14:45:20
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.2
22.3
21.1
Rrst cycle was not completed due to recorder problems.
1. Nominal RVP- 11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
Odometer
(Miles)
Unknown
17,114.0
17.121.5
17,129.0
A2-5
-------
Appendix 2: On-Read Maximum Temperatures & Pressures
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/15/86
Driver Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng.Fam: ECR2.2V2HAC4
Init Amb. Temp. - 72 Final Amb. Temp. - 77
Cloud Cover: Mostly cloudy
Evap. Fan: ECRVA
Adapter No. 1
Fuel Return Line: Yes
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
(°F)
83
93
100
104
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
92
96
96
98
(In. Hg)
0.17
0.40
0.38
0.36
(«F)
11
19
25
27
Unknown
Unknown
12:45:18
13:08:06
Finish Nominal Avg. Odometer
Time Distance Speed Odometer Distance
NA
12:44:18
13:07:06
1329:47
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
Unknown
20.6
20.8
(Miles)
27,799
27,807
27,814
27,822
(Miles)
NA
8
7
8
Recorder not started until approximately 5 minutes into the 1st cycle.
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/18/86
Driver Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng.Fam: ECR2.2V2HAC4
Init Amb. Temp. - 81 Final Amb. Temp. - 82
Cloud Cover: Mostly sunny
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Line: Ye
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
(°F)
83
96
100
103
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
84
92
96
98
(In. Hg)
0.11
0.36
0.32
0.25
(°F)
2
14
18
21
13:10:44
13:11:44
13:33:30
13:57:05
Finish Nominal Avg.
Time Distance Speed
NA
13:32:30
13:56:05
14:19:08
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
21.4
19.9
20.4
Odometer
Odometer Distance
(Miles)
27,823
27,830
27,838
27,845
(Miles)
NA
7
8
7
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/19/86
Driver: Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. • 80 Final Amb. Temp. •
Cloud Cover: Mostly cloudy
81
Evap. Fam: ECRVA
Adapter No. 1
Cycle
Fuel Air Temp Tank
Tank 20% at Trunk Pressure Difference
No. (°F) (°F) (ln.Hg)
Initial
1
2
3
82
93
100
105
82
94
95
97
0.07
0.38
0.32
0.32
2
13
19
24
k-Amb
arence
(°F)
2
13
19
24
Start
Time
14:00:18
14:01:18
1421:54
14:45:04
Finish
Time
NA
1420:54
14:44:04
15:06:43
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.7
20.3
20.8
Odometer
(Miles)
27,846
27,854
27,861
27,869
Odometer
Distance
(Miles)
NA
8
7
8
1. Nominal RVP-11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-6
-------
Appendix 2: On-Road Maximum Temperatures & Pressures
Vert. ID: 1P3BP49CXEF187499
Test Date: 8/20/86
Driver: Hanneke
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. - 72 Final Amb. Temp. - 76
Cloud Cover: Mostly sunny to overcast
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return LJne: Yes
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
<°F)
79
87
93
96
Air Temp
at Trunk
(°F)
76
88
89
90
Tank
Pressure
(In. Hg)
0.12
0.24
0.22
0.20
Tank-Amb
Difference
(»F)
7
13
18
20
Start
Time
10:00:24
10X31:24
1021:58
10:45:21
Finish
Time
NA
1020:58
10:44:21
1 1 .07:37
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.7
20.1
20.2
Odometer
(Miles)
27.870
27,877
27,885
27,892
Odometer
Distance
(Miles)
NA
7
8
7
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/20/86
Driver: Hanneke
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. - 80 Final Amb. Temp. - 81
Cloud Cover: Mostly dudy to overcast
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Line: Yes
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
(°F)
84
94
101
104
Air Temp
at Trunk
(°F)
85
91
96
98
Tank
Pressure
(In. Hg)
0.08
0.31
0.31
0.25
Tank-Amb
Difference
(°F)
4
13
20
23
Start
Time
14:31:50
14:32:50
14:55:36
15:19:08
Finish
Time
NA
14:54:36
15:18:08
15:42:00
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.4
20.0
19.7
Odometer
(Miles)
27,893
27,901
27,908
27,916
Odometer
Distance
(Mies)
NA
8
7
8
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/21/86
Driver: Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init. Amb. Temp. - 80 Final Amb. Temp. - 83
Cloud Cover: Mostly sunny
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
75
89
99
102
Air Temp
at Trunk
(°F)
84
90
85
94
Tank Tank-Amb Start
Pressure Difference Time
(In. Hg)
0.04
0.34
0.28
0.30
("F)
-5
8
17
19
12:28:15
12:29:15
12:51:34
13:15:59
Finish Nominal
Time Distance
NA
12:50:34
13:14:59
13:37:06
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.8
19.2
21.3
Odometer
Odometer Distance
(Miles)
27,917
27,924
27,932
27,939
(Miles)
NA
7
8
7
1. Nominal RVP-11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial doud cover conditions are stated for each test If conditions changed, the final doud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-7
-------
Appandlx 2: On-Road Maximum Temperatures ft Pressures
1986 Carbureted Chevrolet CIO Pickup Truck On-Road Data
Veh. ID: 1GCDC14H7GF385644
Test Data: 8/20/86
Driver: Matt
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. . 79 Final Amb. Temp. • 79
Cloud Cover: Mostly sunny to parity cloudy
Evap. Fam: 604-8
Adapter No.: 2
Fuel Return Line: Yes
Cycle
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
No. (°F) (°F) (ln.Hg) (°F)
Initial
1
2
3
76
85
94
99
80
89
90
97
0.06
0.22
0.25
0.25
-3
6
15
20
13.02:49
13:03:49
1326:48
13:51:02
Finish
Time
NA
13:25:48
13:50:02
14:11:05
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.2
19.4
22.4
Odometer
(Miles)
1.625.8
1,633.4
1,640.8
1,648.3
Odometer
Distance
(Mies)
NA
7.6
7.4
7.5
1986 Carbureted Chevrolet C10 Pickup Truck On-Road Data
Veh. ID: 1GCDC14H7GF385644
Test Date: 8/21/86
Driver: Matt
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. - 83 Final Amb. Temp. - 84
Cloud Cover: Mostly sunny
Evap. Fam: 604-8
Adapter No. 2
Fuel Return Line: Yes
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
Cycle No.
Initial
1
2
3
78
85
96
99
87
88
86
87
(In. Hg)
0.13
0.28
0.27
0.23
-5
1
12
15
13:54:27
13:55:27
14:16:33
14:40:13
Finish
Time
NA
14:15:33
14:39:13
15:03:01
Nominal Avg. Odometer
Distance Speed Odometer Distance
(Miles) (MPH) (Miles) (Miles)
NA
7.4
7.5
7.5
NA
22.1
19.9
19.7
1,649.3
1,656.7
1,664.2
1.671.7
NA
7.4
7.5
7.5
1986 Carbureted Chevrolet C10 Pickup Truck On-Road Data
Veh. ID: 1GCDC14H7GF385644
Test Date: 8/25/86
Driver: Matt
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. - 68 Final Amb. Temp. • 70
Cloud Cover: Overcast to mostly doudy
Evap. Fam: 6D4-8
Adapter No. 2
Fuel Return Line: Yes
Cycle
Fuel Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Temp Difference Pressure Time
No. (°F) (°F) (°F) f?F) (ln.Hg)
Initial
1
2
3
70
74
80
84
70
77
76
77
71
91
97
100
6
1
5
14
0.28
0.30
0.33
0.35
13:16:58
13:17:58
13:39:32
14:03:02
Finish
Time
NA
13:38:32
14:02:02
14:24:51
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.6
20.0
20.6
Odometer
(Miles)
1,672.7
1,680.2
1,687.6
1.695.1
1. Nominal RVP> 11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-8
-------
Appendix 2: On-Road Maximum Temperature* A Pressures
Veh.lD: 1GCOC14H7GF385644
Test Date: 8/26/86
Driver: Hanneke
1986 Carbureted Chevrolet C10 Pickup Truck On-Road Data
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. • 73 Final Amb. Temp. - 74
Cloud Cover Mostly sunny to mostly cloudy
Fuel Air Temp Canlater Tank-Amb Tank Start
Tank 20% at Trunk Temp Difference Preaaure Tim*
Cycl* No. (°F) (°F) (°F) (°F) (In. Hg)
Initial
1
2
3
72
78
85
89
80
81
83
81
75
101
104
111
-1
4
11
15
0.29
0.31
0.35
0.35
10:09:27
10:10:27
10:32:47
10:56:04
Finish
Tim*
Evap. Fam: 6D4-8
Adapter No. 1
Fuel Return Line: Yes
NA
10:31:47
10:55:04
11:18:40
Nominal
Dlatancc
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.8
20.2
19.9
Odometer
(Mies)
1.696.1
1.703.6
1.711.1
1,718.5
Veh. ID 1G4AB69X6DT40494
Test Date: 7/18/86
Driver: Matt
1983 Carbureted Bulck Skylark On-Road Data
Eng. Fam: D1G2.8V2NNA9
Init Amb. Temp. - 91 Final Amb. Temp. - 92
Cloud Cover: Mostly cloudy to mostly sunny
Fuel Air Temp Int. Carb Ext. Carb Tank-Ami
Tank 20% at Trunk Bowl Tem| Bowl TempMUerenci
Cycle No.
Initial
1
2
3
4
82
99
111
116
119
100
100
103
101
102
84
111
122
113
128
81
111
123
126
126
-9
7
19
24
27
Tank
Prea
(In. Hg)
0.63
2.58
4.08
4.27
4.22
Duration Dlatance
(Mins.) (Miles)
NA
19
21
23
21
NA
7.4
7.5
7.5
7.5
Evap. Fam: 386-18
Adapter No. 1
Fuel Return Line: Yes
Avg.
Speed
(MPH)
NA
23.4
21.4
19.6
21.4
1. Tank vent line was inadverentfy plugged.
2. Gas cap pop-off is judged to have occured after approx. 18 minutes into the second cycle.
at a 20% tank temp of 109°F, and a tank pressure of 4.15 In. Hg. Running losses
appear to be continuous through the fourth cycle.
3. Starting time was 13:32 with finish at 15:02.
1. Nominal RVP-11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-9
-------
APPENDIX 3: ON-ROAD THIRD CYCLE SUMMARY STATISTICS
Vehicle
Topaz
Topaz
Topaz
Century
Century
Century
Century
Skylark
Escort #746
Escort #746
Escort #746
Escort #743
Escort #743
Reliant
Reliant
Reliant
Reliant
Reliant
Reliant
C10
C10
C10
C10
Date
7/31/86
8/5/86
8/6/86
8/8/86
8/12/86
8/13/86
8/14/86
7/18/86
8/11/86
8/12/86
8/13/86
9/2/86
9/2/86
8/15/86
8/18/86
8/19/86
8/20/86
8/20/86
8/21/86
8/20/86
8/21/86
8/25/86
8/26/86
Cycle
No.
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Fuel
Tank 20%
(°F)
116
105
104
101
97
100
98
116
96
94
98
108
114
104
103
105
96
104
102
99
99
84
89
Air Temp
at Trunk
(°F)
96
89
83
92
85
87
82
101
82
77
85
94
93
98
98
97
90
98
94
97
87
77
81
Tank-Amb
Difference
(°F)
33
26
26
24
24
24
21
24
27
20
23
33
39
27
21
24
20
23
19
20
15
14
15
Amb.
Temp
(«F)
83
79
78
77
73
76
77
92
69
74
75
78
78
77
82
81
76
81
83
79
84
70
74
Tank
Pros
(In. Hg)
.65
.15
.33
.34
.15
.20
.25
4.27*
.32
.22
.23
.07
.05
.36
.25
.32
.20
.25
.30
.25
.23
.04
.04
Cloud
Cover
MS-MC
MS-MC
MC-OC
MC
MS
MC
OC
MOMS
MC
MS-MC
MC
MS
MS
MC
MS
MC
MS-OC
MOOC
MS
MS-PC
MS
OC-MC
MS-MC
Return
Line
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Fuel
System
TBI
TBI
TBI
TBI
TBI
TBI
TBI
Garb.
Carfa.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Tank vent line was plugged - not included in calculations on following page.
A3-1
-------
APPENDIX 3: ON-ROAO THIRD CYCLE STATISTICS
Vehicle
All except
Reliant Wagon &C10
Throttle Body Injection
Carbureted except
Reliant Wagon & C10
Carbureted
With Return Lines
except Reliant &C10
Carbureted
No Return Lines
(Escorts only)
All
Carbureted
Carbureted With
Return Lines
Reliant & C10
Escort #746
Escort #743
Average Average Average Average Average
Fuel Air Temp Tank-Amb Amb. Tank*
Statistic Tank 20* at Trunk Difference Temp Pree
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Skylark
Only
104
8
7%
103
6
6%
104
10
9%
116
88
7
8%
88
5
6%
89
9
10%
101
26
5
20%
25
4
15%
28
7
26%
24
78
5
7%
78
3
4%
78
8
10%
92
.25
.16
64%
.30
.17
59%
.18
.12
66%
NA
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
102
9
8%
101
8
8%
101
8
8%
100
8
8%
99
7
7%
96
2
2%
111
4
4%
86
7
8%
90
7
8%
91
8
9%
93
8
8%
92
8
8%
81
4
5%
94
1
1%
28
8
27%
24
6
25%
23
7
29%
20
4
21%
20
4
21%
23
4
15%
36 .
4
12%
75
4
5%
78
5
6%
78
6
7%
80
6
7%
79
4
6%
73
3
4%
78
0
0%
.18
.12
66%
.24
.14
58%
.21
.11
53%
.22
.11
49%
.22
.11
49%
.26
.06
21%
.06
.02
31%
A3-2
-------
Appendix 4; Test Fuels Analyses
Fuel Type
In service date
Out of service date
Used for
ITEM
RVP (PSD
Distillation
initial boiling pt.
5% evaporated
10% evaporated
20% evaporated
30*o evaporated
40% evaporated
50% evaporated
60% evaporated
70% evaporated
80*o evaporated
90*o evaporated
95*o evaporated
End Point
Evaporated at 160 °F
Sulfur
Lead
<0.001
Manganese
Phosphorous
Hydrocarbon Comp.
olefins
aromatics
saturates
Research
Octane No.
Motor
Octane No.
Antiknock
Index
Sensitivity
Weight Frac-
tion Carbon
Net Heat of
Combustion
API GRAVITY
Specific
Gravity (60°F/60°F)
Fuel Economy Numerator
(g carbon/gal)
Fuel Economy
Numerator
(g carbon/gal) with R Factor
MFTHOD -
ASTM D 323
ASTM D 86
ASTM D 1266
ASTM D 3237
AA
ASTM D 3231
ASTM DS319
REMAINDER
ASTM D 2699
ASTM D 2700
ASTM D 439
RON-MON
ASTM D 3343
ASTM D 3338
ASTM D 1298
tTNTTS
°F
°F
°F
°F
°F
°F
°F
°F
°F
°F
°F
°F
°F
Vol *o
Wt*o
g/gal
g/gas
g/gal
Vol *o
Vol %
Vol *o
Vol *o
BTU/lb
°API
Commercial
5/18/86
10/31/86
On -Road
12.0
34
94
107
132
156
181
202
226
250
286
333
361
418
34.0
0.0320
<0.001
—
0.0004
9.2
29.5
61.3
92.0
83.2
87.6
8.8
0.8654
18463
60.3
Commercial
11/21/86
06/19/87
Dynamometer
11.8
83
103
114
136
162
192
220
246
272
303
343
377
421
29.2
.0051
<0.001
<0.001
0.0011
9.4
28.0
62.6
92.0
83.0
87.5
9.0
0.8650
18485
58.6
Unleaded
Test Fuel
12/16/86
3/22/87
Dynamometer
9.0
38
120
134
159
183
203
216
226
238
261
312
331
380
20.4
0.0028
<0.001
0.0007
0.8
28.9
70.3
97.4
89.1
93.3
8.3
0.865523
18468
58.9
0.7377
2412
2421
0.7443
0.745522
2432
2427
0.743172
2430
2428
AA-1
-------
APPENDIX 5: SUMMARY OF REID VAPOR PRESSURE MEASUREMENTS
Fuel: FTP Spec.
Fuel
Commercial Commercial Blend of
Fuel Fuel Commercial
& FTP Fuel *
Source:
Dispensed Temp:
Sample
Date
5-Feb-87
10-Feb-87
20-Feb-87
25-Feb-87
26-Feb-87
6-Mar-87
12-Mar-87
13-Mar-87
19-Mar-87
26-Mar-87
30-Mar-87
2-Apr-87
6-Apr-87
12-Apr-87
Dispenser
50°F
RVP
(psi)
9.08
8.92
9.04
9.04
9.05
9.03
Dispenser
50°F
RVP
(psi)
11.54
11.44
11.73
11.74
11.78
11.47
11.72
11.49
11.85
11.74
Fuel Cart
80°F
RVP
(psi)
11.44
11.47
11.35
11.56
Fuel Cart
80°F
RVP
(psi)
10.44
9.57
,
10.58
Average:
9.03
11.65
11.46
* Individually blended for each test, so it is inappropriate to average the RVPs.
A5-1
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE:02-24-87
PROCEDURE: FTP
RVP=9.0 ps1
TIME
11:02:26
11:02:38
11:02:54
11:03:22
11:03:50
11:04:18
11:04:46
11:05:14
11:05:42
11:06:10
11:06:38
11:07:06
11:07:34
11:08:02
11:08:30
11:08:58
11:09:26
11:09:54
11:10:22
11:10:50
11:11:08
11:11:36
11:12:04
11:12:32
11:13:00
11:13:28
11:13:56
11:14:24
11:14:52
11:15:20
11:15:48
11:16:16
11:16:44
11:17:12
11:17:28
11:17:30
11:17:40
11:17:54
11:18:00
11:18:08
TRUNK
AIR
TEMP.
(F)
74
76
75
75
75
75
75
75
76
76
77
78
78
77
77
79
78
79
78
77
77
78
79
79
78
78
78
79
79
79
79
80
79
80
81
80
80
80
80
80
TANK.
FUEL
TEMP.
(F)
85
84
85
84
84
84
84
84
84
84
83
84
84
84
84
84
84
85
85
85
86
86
86
86
86
87
87
88
89
89
89
89
89
89
89
89
89
89
CANISTER
SKIN
TEMP.
(F)
77
76
76
75
75
75
74
74
74
74
74
74
74
74
75
76
76
77
78
78
78
79
79
79
80
81
81
81
82
82
82
83
84
84
84
84
84
84
85
85
COOLING
FAN
TEMP.
(F)
72
72
72
73
73
73
72
72
72
73
73
73
74
73
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
75
75
75
75
75
75
75
75
TANK
PRES.
(IN-HG)
0.02
0.01
0.01
0.00
-0.00
0.02
0.02
0.01
0.01
0.03
0.01
0.02
0.04
0.03
0.02
0.03
0.04
0.05
0.03
0.05
0.04
0.04
0.05
0.03
0.07
0.04
0.06
0.04
0.05
0.06
0.04
0.07
0.06
0.07
0
0
0.06
0
0
0.07
VEHICLE
SPEED
(MPH)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
A6-1
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE:2-25-87
PROCEDURE:FTP
RVP=11.5 ps1
TIME
11:13:30
11:13:44
11:14:00
11:14:34
11:15:14
11:15:54
11:16:34
11:17:14
11:17:54
11:18:34
11:19:14
11:19:54
11:20:34
11:21:14
11:21:54
11:22:34
11:23:14
11:23:54
11:24:34
11:25:14
11:25:54
11:26:34
11:27:14
11:27:54
11:28:34
11:29:14
11:29:54
11:30:34
11:31:14
11:31:54
11:32:34
11:33:14
11:33:54
11:34:26
ALARM
11:35:34
11:36:14
11:36:54
11:37:34
TRUNK
AIR
TEMP.
(F)
75
75
75
76
76
76
76
77
77
76
77
77
77
77
78
78
77 ,
77
77
77
78
78
78
78
78
79
78
78
79
79
79
79
79
79
92
78
78
77
77
TANK
FUEL
TEMP.
(F)
82
82
82
82
82
82
82
82
82
82
83
83
84
84
84
84
85
85
85
86
86
86
87
87
88
88
88
89
90
90
91
91
91
92
87
92
92
9~
9^
CANISTER
SKIN
TEMP.
(F)
76
76
75
75
74
74
74
75
75
77
76
78
79
79
81
80
81
82
82
86
85
86
87
87
87
86
87
88
87
88
88
89
88
89
74
86
87
86
86
COOLING
FAN TANK
TEMP.
(F)
73
73
74
73
73
73
73
73
73
73
74
74
74
75
74
74
75
74
75
74
74
74
74
74
73
74
74
73
74
73
74
74
73
75
0
74
75
74
75
PRES.
(IN-HG)
-0.04
-0.01
0.00
0.02
-0.03
0.00
0.01
0.02
0.02
0.03
0.05
0.04
0.05
0.06
0.05
0.07
0.09
0.09
0.09
0.10
0.11
0.13
0.19
0.13
0.13
0.10
0.22
0.23
0.26
0.15
0.19
0.18
0.19
0.01
-0.39
0.49
0.60
0.72
0.82
VEHICLE
SPEED
(MPH)
31
30
-0
13
47
56
53
14
34
15
-0
34
24
-0
22
3
-0
1
0
33
23
27
25
19
25
-0
9
25
-0
12
-0
24
-0
-0
-0
-0
-0
-0
-0
A6-2
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK CENTURY
TEST DATE:2-25-87
PROCEDURE:FTP
RVP=11.5 psi
TIME
11:38:14
11:38:54
11:39:34
11:40:14
11:40:54
11:41:34
11:42:14
11:42:46
ALARM
11:43:30
11:43:54
11:44:34
11:45:14
11:45:54
11:46:34
11:47:14
11:47:54
11:48:34
11:49:14
11:49:36
11:49:54
11:50:34
11:51:14
11:51:30
11:51:32
11:51:40
11:51:44
TRUNK
AIR
TEMP.
(F)
78
78
78
78
78
78
79
78
94
78
78
81
81
81
80
82
81
82
83
84
83
82
83
82
82
81
81
TANK
FUEL
TEMP.
(F)
93
93
93
93
93
93
94
93
86
93
93
94
94
95
95
96
96
96
96
96
97
97
97
98
98
98
98
CANISTER
SKIN
TEMP.
(F)
86
86
86
86
86
86
87
86
77
86
86
85
87
88
88
88
90
92
93
94
94
94
94
95
96
94
94
COOLING
FAN
TEMP.
(F)
75
76
76
77
77
78
78
78
1
77
76
76
76
76
76
77
76
76
77
77
78
77
78
77
77
78
78
TANK
PRES.
(IN-HG)
0.88
0.93
0.96
1.05
1.07
1.06
1.06
1.08
-0.39
1.05
1.01
1.02
0.59
0.34
0.20
0.16
0.13
0.13
0.16
0.20
0.25
0.27
0.29
0.33
0.30
0.33
0.31
VEHICLE
SPEED
(MPH)
-0
-0
-0
-0
-0
-0
-0
-0
0
-0
-0
-0
20
25
31
-0
38
55
52
49
32
22
8
25
29
24
16
A6-3
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE 2-26-87
PROCEDURE: FIRST LA4
RVP=11.5 psi
TIME
09:32:00
09:32:44
09:33:34
09:34:14
09:34:54
09:35:34
09:36:14
09:36:54
09:37:36
09:38:16
09:38:56
09:39:36
09:40:16
09:40:56
09:41:36
09:42:16
09:42:56
09:43:34
09:44:14
09:44:54
09:45:34
09:46:14
09:46:54
09:47:34
09:48:14
09:48:54
09:49:36
09:50:16
09:50:56
09:51:36
09:52:16
09:52:56
09:53:36
09:54:16
09:54:56
09:55:24
09:55:28
TRUNK
AIR
TEMP.
(F)
76
75
75
75
75
75
76
77
77
77
79
78
78
81
79
80
80
80
80
81
81
82
84
83
82
83
84
81
82
85
87
84
83
85
87
89
89
TANK
FUEL
TEMP.
(F)
82
81
81
81
81
80
81
80
80
81
81
81
82
82
82
83
83
83
84
84
85
85
85
86
86
87
87
88
89
89
90
90
91
91
91
92
92
CANISTER
SKIN
TEMP.
(F)
76
75
75
74
74
74
75
75
75
75
76
77
78
78
79
80
81
81
81
82
83
84
85
85
86
86
86
86
87
88
87
87
86
87
88
88
88
COOLING
FAN
TEMP.
(F)
75
75
75
75
75
75
75
75
75
75
75
75
75
75
74
75
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
73
74
75
74
74
TANK
PRES.
(IN-HG)
0.97
0.86
0.28
0.12
0.06
0.06
0.05
0.02
0.04
0.07
0.06
0.08
0.07
0.09
0.09
0.10
0.10
0.08
0.10
0.11
0.10
0.11
0.12
0.11
0.15
0.12
0.13
0.14
0.15
0.16
0.14
0.15
0.16
0.14
0.18
0.20
0.19
VEHICLE
SPEED
(MPH)
-1
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
A6-4
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE:2-26-87
PROCEDURE: SECOND LA4
RVP=11.5 psi
TIME
09:56:36
09:57:16
09:57:56
09:58:36
09:59:16
09:59:56
10:00:36
10:01:16
10:01:56
10:02:36
10:03:16
10:03:56
10:04:36
10:05:18
10:05:58
10:06:38
10:07:18
10:07:58
10:08:38
10:09:16
10:09:56
10:10:36
10:11:16
10:11:56
10:12:36
10:13:18
10:13:58
10:14:38
10:15:18
10:15:58
10:16:38
10:17:08
10:17:16
10:17:58
10:18:38
10:19:18
10:19:20
10:19:24
TRUNK
AIR
TEMP.
(F)
87
86
87
90
88
87
89
92
95
95
95
91
93
88
95
93
92
93
94
93
93
93
94
97
94
94
94
95
96
98
94
98
98
93
97
95
94
94
TANK
FUEL
TEMP.
(F)
92
93
93
94
94
94
95
95
96
96
97
98
98
99
100
100
100
101
101
102
102
103
103
104
104
105
105
106
106
107
106
107
107
107
108
108
108
108
CANISTER
SKIN
TEMP.
(F)
85
86
86
87
87
88
90
93
93
93
92
93
93
92
92
91
91
91
91
92
92
93
93
92
92
92
93
92
92
93
92
92
91
91
92
91
91
91
COOLING
FAN
TEMP.
(F)
74
74
74
74
74
74
76
75
75
75
75
74
75
74
74
74
74
74
73
74
74
73
74
74
74
74
73
74
74
74
74
74
74
74
74
74
74
74
TANK
PRES.
(IN-HG)
0.48
0.29
0.22
0.17
0.18
0.14
0.17
0.23
0.24
0.27
0.29
0.29
0.31
0.29
0.35
0.32
0.33
0.34
0.34
0.35
0.37
0.39
0.40
0.41
0.47
0.41
0.41
0.45
0.46
0.44
0.45
0.48
0.46
0.45
0.47
0.49
0.50
0.50
VEHICLE
SPEED
(MPH)
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
A6-5
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE:2-26-87
PROCEDURE: THIRD LA4
RVP=11.5 psi
TIME
10:20:46
10:21:00
10:21:40
10:22:20
10:23:00
10:23:40
10:24:20
10:25:00
10:25:10
10:25:14
10:25:42
10:26:22
10:27:02
10:27:42
10:28:22
10:29:02
10:29:42
10:30:22
10:31:02
10:31:40
10:32:20
10:33:00
10:33:40
10:34:20
10:35:00
10:35:40
10:36:20
10:37:00
10:37:40
10:38:20
10:39:00
10:39:40
10:40:20
10:41:00
10:41:40
10:42:20
10:43:00
10:43:20
10:43:24
10:43:34
TRUNK
AIR
TEMP.
(F)
90
90
93
92
92
94
96
104
106
107
101
105
101
92
97
99
96
95
91
32
80
93
98
98
103
101
95
100
100
100
99
101
98
100
94
92
96
99
100
97
TANK
FUEL
TEMP.
(F)
109
109
109
109
110
110
110
110
110
111
111
111
111
112
112
113
113
113
114
114
115
115
115
116
116
116
116
117
117
117
118
118
118
118
119
119
119
119
119
119
CANISTER
SKIN
TEMP.
(F)
88
88
88
89
91
91
92
94
95
95
95
96
95
94
94
94
97
95
95
95
93
93
94
94
94
93
94
93
93
93
93
92
94
93
91
93
92
92
92
92
COOLING
FAN
TEMP.
(F)
73
73
74
74
74
74
74
74
75
75
74
75
75
74
75
74
32
32
61
64
64
73
74
73
73
73
73
73
73
73
73
73
73
73
73
74
74
74
74
73
TANK
PRES.
( IN-HG)
0.71
0.64
0.54
0.45
0.42
0.45
0.42
0.49
0.52
0.49
0.57
0.66
0.63
0.62
0.68
0.68
0.68
0.71
0.72
0.72
0.73
0.70
0.79
0.69
0.84
0.76
0.82
0.79
0.76
0.78
0.76
0.69
0.81
0.72
0.67
0.73
0.84
0.70
0.75
0.77
VEHICLE
SPEED
(MPH)
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-1
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
^0
-0
-0
-0
-0
-0
-0
-0
-0
A6-6
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE:2-26-87
PROCEDURE: FOURTH LA4
RVP=11.5 psi
TIME
10:42:38
10:42:42
10:43:00
10:43:02
10:43:20
10:43:34
10:44:50
10:45:00
10:45:40
10:46:20
10:47:00
10:47:40
10:48:20
10:49:00
10:49:40
10:50:20
10:51:00
10:51:40
10:52:20
10:53:00
10:53:42
10:54:22
10:55:02
10:55:42
10:55:50
10:55:52
10:56:22
10:57:02
10:57:42
10:58:22
10:59:02
10:59:42
11:00:22
11:01:42
11:02:22
11:03:02
11:03:42
11:04:22
11:05:02
TRUNK
AIR
TEMP.
(F)
93
94
96
95
99
97
94
95
97
98
97
98
97
100
104
99
102
98
101
103
95
100
102
103
106
106
96
98
99
100
95
101
98
103
99
100
102
101
105
TANK
FUEL
TEMP.
(F)
119
119
119
119
119
119
119
119
120
120
120
120
120
120
120
121
121
121
121
122
122
122
122
123
123
123
123
123
123
,123
124
124
124
124
125
125
125
125
125
CANISTER
SKIN
TEMP.
(F)
93
93
92
92
92
92
89
89
89
90
91
92
92
93
95
96
95
95
96
95
95
94
93
94
94
94
93
93
94
94
95
94
95
94
94
93
93
94
93
COOLING
FAN
TEMP.
(F)
74
74
74
74
74
73
74
74
74
74
74
75
75
75
75
75
75
74
74
75
75
75
74
74
75
75
75
74
74
74
75
75
74
74
75
74
74
74
74
TANK
PRES.
(IN-HG)
0.68
0.78
0.84
0.75
0.70
0.77
0.92
0.84
0.74
0.64
0.62
0.64
0.55
0.67
0.67
0.84
0.81
0.75
0.80
0.88
0.83
0.93
0.85
0.92
0.90
1.02
0.83
0.85
0.93
0.90
0.83
0.96
1.00
0.93
0.84
0.82
0.95
0.95
0.87
VEHICLE
SPEED
(MPH)
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-1
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
A6-7
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1983 BUICK SKYLARK
TEST DATE:2-26-87 Test from 2-27-87 was not written to data dfsk.
PROCEDURE: FOURTH LA4
RVP=11.5 psf
TRUNK TANK CANISTER COOLING
AIR FUEL SKIN FAN TANK VEHICLE
TIME TEMP. TEMP. TEMP. TEMP. PRES. SPEED
(F) (F) (F) (F) (IN-HG) (MPH)
11:05:20 105 126 92 74 0.83 -0
11:05:22 103 126 93 74 0.79 -0
11:05:42 99 125 92 73 0.84 -0
11:06:22 99 125 94 74 0.79 -0
11:06:34 99 126 93 74 0.88 -1
11:06:46 101 126 93 74 0.80 -0
A6-8
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE: 3-18-87 Test from 3-17-87 was not written to data disk.
PROCEDURE: FTP
RVP=11.5 psi
TIME
11:40:09
11:40:39
11:41:09
11:41:39
11:42:09
11:42:39
11:43:09
11:43:39
11:44:09
11:44:39
11:45:09
11:45:39
11:46:09
11:46:39
11:47:09
11:47:39
11:48:09
11:48:39
11:49:09
11:49:39
11:50:09
11:50:39
11:51:09
11:51:39
11:52:09
11:52:39
11:53:09
11:54:09
11:54:39
11:55:09
11:55:39
11:56:09
11:56:39
11:57:09
11:57:39
11:58:09
11:58:39
11:59:09
11:59:39
TRUNK
AIR
TEMP.
(F)
TANK
FUEL
TEMP.
(F)
76
74
75
75
75
75
75
75
76
76
76
76
78
77
77
77
79
80
78
77
80
80
81
80
80
82
83
82
83
82
82
84
84
85
83
83
85
86
85
80
80
80
80
81
80
81
80
80
80
80
80
80
81
80
81
81
82
82
83
82
83
83
83
83
84
84
85
86
86
86
87
87
87
87
88
88
89
89
CANISTER
AIR
TEMP.
(F)
79
76
75
75
75
75
75
75
75
75
75
76
76
76
76
77
77
77
77
77
77
78
78
78
78
78
78
78
78
78
79
79
79
79
80
79
79
79
80
COOLING
FAN
TEMP.
(F)
76
74
74
74
74
74
74
75
75
75
75
75
75
75
75
75
75
75
74
74
74
74
75
75
75
75
74
74
74
74
74
75
75
75
75
75
75
75
75
TANK
PRES.
(IN-HG)
0.03
0.02
0.04
0.03
0.01
0.01
0.03
0.03
0.02
0.02
0.02
0.01
0.02
0.03
0.03
0.02
0.04
0.04
0.04
0.03
0.06
0.05
0.06
0.06
0.07
0.06
0.07
0.07
0.07
0.08
0.11
0.11
0.11
0.11
0.12
0.10
0.11
0.11
0.11
VEHICLE
SPEED
(MPH)
-1
-0
-0
-0
22
25
30
8
-0
23
47
56
52
47
1
33
15
19
18
35
3
25
13
22
-0
26
-0
26
28
33
20
25
26
25
8
22
-0
-0
11
A6-9
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-18-87
PROCEDURE: FTP
RVP=11.5 psf
TIME
12:00:09
12:00:39
12:01:09
12:01:39
12:02:09
12:02:39
12:03:09
12:03:39
12:03:54
12:03:57
12:04:09
12:04:33
12:05:51
12:06:06
12:06:39
12:07:09
12:07:36
12:08:09
12:08:39
12:09:06
12:09:39
12:10:09
12:10:36
12:11:09
12:11:39
12:12:06
12:12:39
12:14:15
12:14:39
12:15:09
12:15:39
12:16:09
12:16:12
12:16:39
12:17:09
12:17:39
12:18:09
12:18:39
TRUNK
AIR
TEMP.
(F)
84
85
86
84
84
87
86
86
89
88
86
86
78
79
79
80
80
79
79
78
78
78
80
79
78
78
78
81
80
80
81
82
81
82
82
81
83
84
TANK
FUEL
TEMP
(F)
89
90
90
90
90
90
91
91
91
91
91
91
92
92
92
91
91
92
92
91
91
91
91
91
91
91
91
91
91
92
92
92
92
92
92
92
93
92
CANISTER
AIR
TEMP.
(F)
79
80
80
80
79
79
79
79
79
79
79
79
86
87
89
90
91
92
92
93
94
94
95
95
96
96
97
89
87
86
85
85
84
84
83
84
83
83
A6-10
COOLING
FAN
TEMP.
(F)
75
75
75
76
75
75
75
75
75
76
75
75
75
75
75
75
75
75
75
75
75
75
75
75
75
75
75
76
75
75
76
76
76
76
76
76
76
76
TANK VEHICLE
PRES. SPEED
(IN-HG) (MPH)
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
0.
,12
,13
,12
,12
0.12
0.12
0.12
0.14
.14
,14
,15
,13
.09
.09
.09
.09
0.07
0.07
0.07
0.06
0.07
0.05
.06
.06
.06
0.04
0.03
.04
.04
0.06
0.06
0.05
0.03
.05
.05
0.04
0.03
0.09
0.
0.
0.
-0.
0.
0.
0.
20
23
15
12
20
11
24
-0
-0
7
21
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
-0
6
19
26
30
32
-0
26
45
54
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE: 3-18-87
PROCEDURE:FTP
RVP=11.5 ps1
TIME
12:19:09
12:19:39
12:20:09
12:20:39
12:21:09
12:21:39
12:22:09
12:22:24
12:22:39
12:23:00
12:23:09
12:23:12
TRUNK
AIR
TEMP.
(F)
84
85
84
86
84
85
83
84
84
83
81
81
TANK CANISTER COOLING
FUEL AIR FAN
TEMP. TEMP. TEMP.
(F) (F) (F)
93
93
93
93
94
94
95
95
95
95
95
95
84
85
90
86
85
86
88
87
92
93
92
93
76
75
77
76
75
76
76
77
74
74
74
75
TANK
PRES.
(IN-HG)
0.06
0.10
0.13
0.10
0.15
0.13
0.07
0.05
0.14
0.14
0.10
0.18
VEHICLE
SPEED
(MPH)
53
50
22
15
35
27
-0
29
35
32
7
-1
A6-11
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-19-87 Void Test, Not Refueled after Prep cycle.
PROCEDURE .-FIRST LA4
RVP=10.5 psi
„
TIME
09:11:24
09:11:30
09:12:00
09:12:30
09:13:00
09:13:30
09:14:00
09:14:30
09:15:00
09:15:30
09:16:00
09:16:30
09:17:00
09:17:30
09:18:00
09:18:30
09:19:00
09:19:30
09:20:00
09:20:30
09:21:00
09:21:30
09:22:00
09:22:30
09:23:00
09:23:30
09:24:00
09:24:30
09:25:00
09:25:30
09:26:00
09:26:30
09:27:00
09:27:30
09:28:00
09:28:30
09:29:00
09:29:30
09:30:00
TRUNK
AIR
TEMP.
(F)
74
74
74
75
75
76
76
77
76
78
80
79
77
78
78
78
79
80
79
79
79
80
81
81
81
81
80
80
81
80
82
80
80
79
79
81
77
81
83
TANK
FUEL
TEMP.
(F)
76
77
76
76
76
76
76
77
76
77
76
76
76
77
77
77
77
77
77
78
78
78
79
78
79
78
79
79
80
80
80
80
80
80
81
81
81
82
82
CANISTER
AIR
TEMP.
(F)
75
76
76
76
76
76
76
76
76
77
77
78
78
78
78
78
78
78
79
79
79
79
80
80
80
80
80
80
80
80
80
80
81
81
81
81
80
80
80
COOLING
FAN
TEMP.
(F)
73
74
75
75
75
75
75
75
75
75
75
74
75
75
74
74
74
74
74
75
75
75
75
76
76
76
76
76
76
75
75
75
75
74
74
74
74
74
75
TANK
PRES.
(IN-HG)
0.03
0.01
0.02
0.01
0.02
-0.00
0.03
0.00
-0.01
-0.03
0.00
0.03
0.01
0.02
0.04
0.00
0.08
0.06
0.11
-0.02
-0.02
-0.01
0.14
-0.02
0.07
0.09
-0.00
0.12
0.02
0.12
0.05
0.16
0.07
0.17
0.01
0.10
0.14
0.09
-0.03
VEHICLE
SPEED
(MPH)
-0
-0
4
21
25
32
-0
24
45
55
53
50
23
12
37
1
-0
36
35
13
5
17
26
-0
23
12
8
10
27
31
26
29
25
24
22
24
-0
20
8
A6-12
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-19-87 Void Test, Not Refueled after Prep cycle.
PROCEDURE: FIRST LA4
RVP=10.5 ps1
TRUNK TANK CANISTER COOLING
AIR FUEL AIR FAN TANK VEHICLE
TIME TEMP. TEMP. TEMP. TEMP. PRES. SPEED
(F) (F) (F) (F) (IN-HG) (MPH)
09:30:30 84 82 80 75 0.01 23
09:31:00 81 82 80 75 0.02 9
09:31:30 82 83 80 75 0.09 17
09:32:00 80 83 80 75 0.02 15
09:32:30 81 83 80 75 0.14 7
09:33:00 81 84 80 75 0.10 13
09:33:30 81 84 80 75 0.05 28
09:34:00 81 84 80 75 0.09 -0
09:34:30 82 84 80 75 0.07 16
A6-13
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-19-87 Void Test, not Refueled after Prep cycle.
PROCEDURE: SECOND LA4
RVP=10.5 psi
TIME
09:11:24
09:11:30
09:12:00
09:12:30
09:13:00
09:13:30
09:14:00
09:14:30
09:15:00
09:15:30
09:16:00
09:16:30
09:17:00
09:17:30
09:18:00
09:18:30
09:19:00
09:19:30
09:20:00
09:20:30
09:21:00
09:21:30
09:22:00
09:22:30
09:23:30
09:24:00
09:24:30
09:25:00
09:25:30
09:26:00
09:26:30
09:27:00
09:27:30
09:28:00
09:28:30
09:29:00
09:29:30
09:29:42
TRUNK
AIR
TEMP.
(F)
TANK
FUEL
TEMP.
(F)
74
74
74
75
75
76
76
77
78
78
80
79
77
78
78
78
79
80
79
79
79
80
81
81
81
80
80
81
80
82
80
80
79
79
81
77
81
86
76
77
76
76
76
76
76
77
77
77
76
76
76
77
77
77
77
77
77
78
78
78
79
78
78
79
79
80
80
80
80
80
80
81
81
81
.82
81
CANISTER
AIR
TEMP.
(F)
80
80
80
80
80
80
80
80
81
81
80
80
80
80
81
80
80
80
81
80
80
80
80
80
80
80
80
79
79
79
78
78
78
78
78
78
78
78
COOLING
FAN
TEMP.
(F)
75
75
75
75
75
75
75
74
74
74
75
75
75
74
75
75
74
75
75
76
76
76
76
76
76
75
75
75
75
75
74
74
74
74
75
75
74
75
TANK
PRES.
(IN-HG)
0.15
0.16
0.05
0.02
0.09
0.05
0.02
0.07
0.17
-0.04
0.04
0.08
0.09
0.00
-0.02
0.16
0.02
0.00
0.16
0.14
-0.03
0.07
0.11
-0.04
0.07
0.10
0.14
0.07
0.01
0.07
0.02
0.08
-0.04
-0.02
0.01
0.06
0.02
-0.02
VEHICLE
SPEED
(MPH)
-0
13
19
26
23
-0
22
25
2
26
27
12
22
-0
25
24
-0
26
24
34
32
27
24
1
10
21
26
35
10
21
25
-0
23
26
23
43
50
49
A6-14
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-19-87 Void Test, not Refueled after Prep cycle.
PROCEDURE: SECOND LA4
RVP=10.5 ps1
TIME
09:29:45 86
09:30:00 83
09:30:30 84
09:30:36 86
09:31:00 81
09:31:30 82
09:32:00 80
09:32:30 81
09:33:00 81
09:33:30 81
09:34:00 81
09:34:21 82
09:34:30 82
09:34:33 81
TANK
FUEL
TEMP.
(F)
82
82
82
82
82
83
83
83
84
84
84
84
84
84
CANISTER
AIR
TEMP.
(F)
78
77
77
77
77
76
76
76
76
76
76
75
76
76
COOLING
FAN
TEMP.
(F)
75
75
75
75
75
75
75
75
75
75
75
73
74
74
TANK
PRES.
(IN-HG)
0.00
0.00
-0.03
-0.00
-0.01
0.01
0.01
0.03
0.01
0.02
0.01
0.03
0.03
0.01
VEHICLE
SPEED
(MPH)
54
52
55
57
47
-0
-0
-0
20
-0
15
-0
-0
-0
A6-15
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-19-87 Void Test, Not Refueled after Prep cycle.
PROCEDURE: THIRD LA4
RVP=10.5 ps1
TRUNK
AIR
TIME TEMP.
(F)
09:59:45 85
10:00:00 85
10:00:30 83
10:01:00 84
10:01:30 83
10:02:00 85
10:02:30 84
10:03:00 84
10:03:30 84
10:04:00 94
10:04:30 88
10:05:00 88
10:05:30 88
10:06:00 87
10:06:30 84
10:07:00 85
10:07:30 85
10:08:00 92
10:08:30 85
10:09:00 85
10:09:30 85
10:10:00 88
10:10:15 94
10:10:30 90
10:11:00 86
10:11:30 91
10:12:00 85
10:12:30 85
10:13:00 83
10:13:30 85
10:14:00 91
10:14:30 87
10:15:00 85
10:15:30 83
10:16:00 89
10:16:30 87
10:17:00 87
10:17:30 88
10:18:00 86
TANK
FUEL
TEMP.
(F)
95
96
96
96
96
96
96
97
97
98
98
98
98
98
98
98
98
99
99
99
100
100
100
100
100
100
101
101
101
101
101
101
102
102
102
102
102
103
103
CANISTER
AIR
TEMP.
(F)
81
82
82
82
82
82
82
82
82
86
85
85
85
84
84
83
83
85
84
83
83
83
83
83
83
84
83
83
83
83
84
84
83
83
83
83
85
84
83
COOLING
FAN
TEMP.
(F)
75
76
75
75
76
76
75
76
76
76
75
75
76
75
75
74
75
75
75
75
75
75
75
75
75
76
76
76
76
76
76
76
76
76
75
75
76
76
75
TANK
PRES.
(IN-HG)
0.17
0.19
0.17
0.16
0.15
0.16
0.17
0.17
0.14
0.17
0.20
0.22
0.24
0.22
0.26
0.25
0.22
0.26
0.28
0.28
0.29
0.27
0.23
0.27
0.28
0.30
0.32
0.31
0.30
0.32
0.34
0.35
0.36
0.35
0.34
0.32
0.34
0.36
0.36
VEHICLE
SPEED
(MPH)
-0
-0
14
25
30
-0
-0
24
50
54
56
36
-0
35
-0
-0
35
34
16
2
18
26
-0
-0
21
15
11
8
27
30
27
28
25
24
24
24
-0
21
9
A6-16
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-19-87 Void Test, Not Refueled after Prep cycle.
PROCEDURE:THIRD LA4
RVP=10.5 psi
TIME
10:18:30
10:19:00
10:19:30
10:20:00
10:20:30
10:21:00
10:21:18
10:21:21
10:21:27
10:21:30
10:22:00
10:22:30
TRUNK
AIR
TEMP.
(F)
85
84
83
84
84
83
83
83
83
83
88
87
TANK
FUEL
TEMP.
(F)
103
102
103
103
103
104
104
104
104
104
103
104
CANISTER
AIR
TEMP.
(F)
83
83
83
83
83
83
83
82
83
83
83
83
COOLING
FAN
TEMP.
(F)
75
75
75
75
75
75
75
75
75
75
76
76
TANK
PRES.
(IN-HG)
0.35
0.36
0.33
0.32
0.34
0.33
0.33
0.32
0.34
0.34
0.36
0.37
VEHICLE
SPEED
(MPH)
24
6
13
16
4
17
24
25
27
29
-0
15
A6-17
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-19-87 Void Test, Not Refueled after Prep cycle.
PROCEDURE: FOURTH LA4
RVP=10.5 psi
TIME
10:23:45
10:24:00
10:24:30
10:25:00
10:25:30
10:26:00
10:26:30
10:27:00
10:27:30
10:28:00
10:28:30
10:29:00
10:29:30
10:30:00
10:30:30
10:31:00
10:31:30
10:31:42
10:31:45
10:32:00
10:32:30
10:33:00
10:33:30
10:34:00
10:34:30
10:35:00
10:35:30
10:36:00
10:36:30
10:37:00
10:37:30
10:38:00
10:38:30
10:39:00
10:39:30
10:40:00
10:40:18
10:40:24
10:40:30
TRUNK
AIR
TEMP.
(F)
88
85
89
89
90
89
95
89
88
87
87
89
92
91
91
95
97
98
97
92
87
91
91
87
87
86
88
86
92
88
88
85
85
88
86
86
85
86
86
TANK
FUEL
TEMP.
(F)
103
104
103
104
103
103
104
103
104
104
104
104
104
104
104
104
105
105
105
105
105
105
105
106
106
106
106
107
106
108
108
107
107
108
107
107
108
108
108
CANISTER
AIR
TEMP.
(F)
83
83
83
83
83
83
83
83
83
88
87
87
87
86
85
85
86
86
86
85
85
85
85
85
84
84
83
83
84
84
84
83
83
84
84
84
84
84
84
COOLING
FAN
TEMP.
(F)
76
76
76
76
75
75
75
76
75
76
76
76
77
76
76
76
75
76
77
76
76
75
76
76
76
75
75
75
76
76 .
75
75
75
75
75
75
75
75
75
TANK
PRES.
(IN-HG)
0.34
0.36
0.37
0.36
0.35
0.37
0.33
0.33
0.32
0.37
0.39
0.40
0.45
0.40
0.43
0.44
0.42
0.43
0.43
0.44
0.49
0.49
0.52
0.53
0.49
0.50
0.48
0.48
0.48
0.50
0.51
0.57
0.55
0.52
0.48
0.57
0.53
0.55
0.52
VEHICLE
SPEED
(MPH)
-0
-0
14
24
30
-0
-0
21
51
55
55
37
-0
35
-0
-0
33
35
35
34
16
6
17
26
-0
22
13
8
8
28
31
26
30
25
24
22
. 23
23
23
A6-18
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-19-87 Void Test, Not Refueled after Prep cycle.
PROCEDURE: FOURTH LA4
RVP=10.5 psi
TIME
10:41:00
10:41:30
10:42:00
10:43:00
10:43:30
10:43:45
10:43:48
10:43:51
10:43:54
10:43:57
10:44:00
10:44:30
10:45:00
10:45:30
10:46:00
10:46:30
10:46:51
TRUNK
AIR
TEMP.
(F)
88
92
90
96
97
95
95
94
93
93
92
90
92
92
92
94
90
TANK
FUEL
TEMP.
(F)
107
107
108
107
108
108
108
108
108
108
108
108
107
108
107
108
108
CANISTER
AIR
TEMP.
(F)
84
83
84
83
85
85
84
84
84
84
84
84
84
84
84
84
84
COOLING
FAN
TEMP.
(F)
75
75
75
75
76
76
76
76
76
76
76
76
76
76
76
76
76
TANK
PRES.
(IN-HG)
0.60
0.53
0.45
0.44
0.49
0.45
0.49
0.52
0.51
0.57
0.54
0.47
0.56
0.51
0.36
0.39
0.45
VEHICLE
SPEED
(MPH)
-0
20
8
7
19
-0
1
10
13
13
16
6
13
29
-0
16
-0
A6-19
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-20-87
PROCEDURE: FIRST LA4
RVP=10.5 psi
TIME
09:31
09:31
:00
:30
09:32:00
09:32:30
09:33:00
09:33:30
09:34:00
09:34:30
09:35:00
09:35:30
09:36:00
09:36:30
09:37:00
09:37:30
09:38:00
09:38:30
09:39:00
09:39:30
09:40:00
09:40:30
09:41
09:41
09:42:00
09:42:30
09:43:00
09:43:30
09:44:00
09:44:30
09:45:00
09:45:30
09:46:00
09:46:30
09:47:00
09:47:30
09:48:00
09:48:30
09:48:42
09:48:45
09:48:48
:00
:30
TRUNK
AIR
TEMP.
(F)
73
73
72
73
74
74
74
74
75
76
78
78
77
76
76
75
75
75
75
75
74
77
75
74
74
76
75
75
79
76
79
77
77
76
77
76
80
80
81
TANK
FUEL
TEMP.
(F)
77
77
77
77
77
77
77
77
77
77
78
77
77
77
77
78
77
78
78
79
78
79
78
79
79
80
80
79
81
80
80
81
81
81
81
81
81
81
81
CANISTER
AIR
TEMP.
(F)
73
73
74
75
75
76
75
77
79
81
83
84
83
84
85
86
86
88
88
89
89
94
93
94
93
97
98
98
102
103
105
105
104
109
108
106
108
109
109
COOLING
FAN
TEMP.
(F)
72
72
72
72
73
73
73
73
74
74
74
74
74
75
74
74
74
74
74
74
73
73
74
75
74
74
74
74
74
73
74
74
73
74
74
74
74
74
74
TANK
PRES.
(IN-HG)
0.00
-0.10
0.09
-0.04
0.01
-0.05
-0.07
0.05
0.03
0.00
0.00
0.01
0.04
0.01
0.02
0.02
-0.01
0.03
0.02
0.02
0.02
0.04
0.03
0.03
0.02
0.03
0.03
0.03
0.05
0.04
0.04
0.05
0.05
0.02
0.01
0.01
0.01
0.01
0.02
VEHICLE
SPEED
(MPH)
-0
-0
14
26
31
-0
-0
24
51
54
56
35
-0
36
-0
-0
35
33
20
2
17
25
-0
19
16
12
3
27
30
27
28
26
24
26
25
-0
-0
-0
-0
A6-20
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-20-87
PROCEDURE: FIRST LA4
RVP=10.5 psi
TIME
09:49:00
09:49:30
09:50:00
09:50:30
09:51:00
09:51:30
09:52:00
09:52:30
09:53:00
09:53:30
09:53:33
09:53:51
09:54:00
78
76
75
77
76
76
79
77
77
77
77
76
77
81
82
82
82
82
83
83
83
83
83
83
84
84
CANISTER
AIR
TEMP.
(F)
108
105
105
109
106
105
107
104
108
107
107
106
105
COOLING
FAN
TEMP
(F)
74
74
74
74
74
74
74
75
74
74
74
74
74
TANK
PRES.
(IN-HG)
0.04
0.01
0.03
0.07
0.04
0.06
0.05
0.04
0.03
0.05
0.04
0.04
0.05
VEHICLE
SPEED
(MPH)
23
8
25
1
14
19
2
18
29
-0
-0
21
14
A6-21
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-20-87
PROCEDURE: THIRD LA4, second LA4 was not written to data disk.
RVP=10.5 psi
TIME
10:19:36
10:20:33
10:21:00
10:21:30
10:22:00
10:22:30
10:23:00
10:23:30
10:24:00
10:24:30
10:25:00
10:25:30
10:26:00
10:26:30
10:27:00
10:27:30
10:28:00
10:28:03
10:28:06
10:28:30
10:29:00
10:29:30
10:30:00
10:30:30
10:31:00
10:31:30
10:32:00
10:32:30
10:33:00
10:33:30
10:34:00
10:34:30
10:35:00
10:35:30
10:36:00
10:36:30
10:37:00
10:37:30
10:38:00
TRUNK
AIR
TEMP.
(F)
82
81
82
81
81
79
83
82
84
83
86
82
82
80
80
81
88
88
88
83
83
83
83
83
85
82
83
84
84
83
82
81
85
81
82
83
81
83
83
TANK
FUEL
TEMP.
(F)
98
99
99
99
99
99
100
100
100
100
100
101
101
101
101
101
102
102
102
102
102
102
102
102
103
103
103
103
103
104
104
104
104
104
104
105
105
105
105
CANISTER
AIR
TEMP.
(F)
79
79
80
79
79
80
80
80
83
82
81
81
82
82
82
81
82
82
82
82
81
81
81
81
81
81
81
80
81
81
81
81
81
81
81
81
81
81
81
COOLING
FAN
TEMP.
(F)
73
74
74
74
75
74
75
75
75
76
76
75
75
75
75
75
75
75
75
75
75
75
74
74
74
74
74
74
74
75
75
75
74
75
75
75
75
75
75
TANK
PRES.
(IN-HG)
0.08
0.04
0.05
0.05
0.06
0.06
0.05
0.05
0.07
0.12
0.13
0.07
0.10
0.10
0.08
0.07
0.17
0.18
0.08
0.18
0.11
0.11
0.11
0.13
0.18
0.10
0.20
0.18
0.20
0.17
0.19
0.25
0.18
0,13
0.16
0.14
0.19
0.12
0.17
VEHICLE
SPEED
(MPH)
-0
24
30
-1
-0
19
48
56
53
44
-0
34
5
9
25
35
10
12
17
21
16
22
-0
26
3
2
20
28
32
22
27
26
24
19
22
-0
9
9
20
A6-22
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-20-87
PROCEDURE: THIRD LA4
RVP=10.5 psi
TIME
10:38:30
10:39:00
10:39:30
10:40:00
10:40:30
10:41:00
10:41:30
10:41:42
10:41:51
10:42:00
10:42:09
TRUNK
AIR
TEMP.
(F)
80
82
81
82
83
82
83
84
82
82
82
TANK
FUEL
TEMP.
(F)
106
106
106
106
106
106
106
107
107
106
107
CANISTER
AIR
TEMP.
fp)
81
81
81
81
81
81
81
81
81
81
81
COOLING
FAN
TEMP.
(F)
75
75
75
75
75
75
75
75
75
75
75
TANK
PRES.
(IN-HG)
0.17
0.16
0.13
0.14
0.16
0.14
0.17
0.16
0.14
0.16
0.15
VEHICLE
SPEED
(MPH)
16
21
12
14
8
26
-0
-0
19
20
8
A6-23
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE
PROCEDURE
RVP=10.5
TIME
10:43:27
10:43:30
10:44:00
10:44:30
10:45:00
10:45:30
10:46:00
10:46:30
10:47:00
10:47:30
10:48:00
10:48:30
10:49:00
10:49:30
10:50:00
10:50:30
10:51:00
10:51:30
10:52:00
10:52:30
10:53:00
10:53:30
10:54:00
10:54:30
10:55:00
10:55:30
10:56:00
10:56:30
10:57:00
10:57:30
10:58:00
10:58:30
10:59:00
10:59:30
11:00:00
11:00:30
11:01:00
11:01:30
11:02:00
:03-20-87
: FOURTH
psi
TRUNK
AIR
TEMP.
(F)
85
85
81
82
81
84
84
83
81
83
86
85
90
84
85
83
85
85
84
85
82
83
84
83
85
86
86
85
86
85
85
84
83
84
85
84
89
86
82
LA4
TANK
FUEL
TEMP.
(F)
107
106
107
107
106
106
107
107
107
107
108
108
108
108
108
108
109
109
109
109
110
110
110
110
110
110
110
110
110
110
110
110
110
110
111
111
111
111
111
CANISTER
AIR
TEMP.
(F)
80
81
81
81
81
82
80
81
81
81
83
83
83
83
83
82
82
84
83
83
83
82
82
82
82
82
82
82
83
82
82
82
83
82
82
82
82
82
82
COOLING
FAN
TEMP.
(F)
74
74
75
75
75
75
76
75
75
75
76
76
75
76
76
76
75
76
76
76
75
76
76
75
76
75
76
76
76
76
76
76
76
76
76
76
76
76
76
TANK
PRES.
(IN-HG)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
VEHICLE
SPEED
(MPH)
-0
-0
20
24
30
-1
-0
18
48
56
53
44
-0
35
4
9
26
34
9
23
16
23
-0
25
5
2
20
29
32
23
28
26
24
18
22
-0
11
9
21
A6-24
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-20-87
PROCEDURE: FOURTH LA4
RVP=10.5 psi
TIME
11:02:30
11:03:00
11:03:30
11:04:00
11:04:30
11:04:39
11:05:00
11:05:21
11:05:30
11:05:33
11:05:36
11:05:39
TRUNK
AIR
TEMP.
(F)
83
85
82
82
81
81
81
84
91
93
91
90
TANK
FUEL
TEMP.
(F)
111
112
112
112
112
112
112
112
112
112
112
113
CANISTER
• AIR
TEMP.
(F)
82
82
82
82
82
82
82
82
83
82
82
82
COOLING
FAN
TEMP.
(F)
76
76
76
76
76
76
76
76
76
76
77
77
TANK
PRES.
(IN-HG)
0
0
0
0
0
0
0
0
0
0
0
0
VEHICLE
SPEED
(MPH)
16
22
12
15
9
22
26
-0
-0
-0
-0
-0
A6-25
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-24-87
PROCEDURE: SECOND LA4, First LA4 unavailable
RVP=11.5 psi
TIME
11:18:24
11:18:30
11:19:00
11:19:30
11:20:00
;20:30
: 21:00
:21:30
11
11
11
11:22:00
11:22:30
11:23:00
11:23:30
11:24:00
11:24:30
11:25:00
11:25:30
11:26:00
11:26:30
11:27:00
11:27:30
11:28:00
11:28:30
11:29:00
11:29:30
11:30:00
11:30:30
11:31:00
11:31:30
11:32:00
11:32:30
11:33:00
11:33:27
11:33:30
11:33:36
11:33:54
11:34:00
11:34:30
11:35:00
11:35:30
TRUNK
AIR
TEMP.
(F)
86
85
87
89
89
88
89
88
92
89
89
90
94
93
94
89
91
91
94
94
91
91
93
89
95
93
90
92
94
94
93
97
95
97
97
93
89
92
92
TANK
FUEL
TEMP.
(F)
81
85
88
88
84
85
83
84
92
91
89
90
91
91
87
87
86
90
93
90
92
93
92
94
94
93
89
89
90
96
95
96
95
96
94
90
89
94
89
CANISTER
AIR
TEMP.
(F)
77
80
79
76
77
80
78
80
84
98
88
87
87
83
79
79
81
83
83
81
83
83
78
84
86
80
78
78
90
86
83
81
81
81
84
81
81
84
77
COOLING
FAN
TEMP.
(F)
70
68
71
74
71
69
71
70
71
73
76
76
74
75
76
74
72
69
72
76
70
70
75
69
71
75
73
73
70
71
71
73
74
73
76
75
73
70
75
TANK
PRES.
(IN-HG)
0.07
0.08
0.10
0.06
0.05
0.03
0.07
0.07
0.04
0.05
0.10
0.11
0.08
0.07
0.08
0.10
0.08
0.10
0.10
0.09
0.11
0.11
0.11
0.10
0.12
0.10
0.11
0.11
0.11
0.13
0.16
0.14
0.13
0.17
0.14
0.13
0.13
0.12
0.11
VEHICLE
SPEED
(MPH)
-0
7
16
23
27
-1
22
33
53
52
49
19
17
28
24
-1
28
4
21
-1
16
-1
14
-1
20
23
17
25
24
24
23
20
21
22
22
11
23
20
-0
A6-26
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-24-87
PROCEDURE: SECOND LA4
RVP=11.5 psi
TIME
11:36:00
11:36:30
11:37:00
11:37:30
11:38:00
11:38:30
11:38:51
11:39:00
11:39:03
11:39:30
11:40:00
11:40:30
11:40:33
TRUNK
AIR
TEMP.
(F)
91
93
95
90
90
92
95
93
93
92
93
91
92
TANK
FUEL
TEMP.
(F)
90
95
92
91
96
95
98
97
98
96
93
93
94
CANISTER
AIR
TEMP.
(F)
79
90
80
80
84
80
84
82
82
79
78
79
79
COOLING
FAN
TEMP.
(F)
73
70
77
73
70
74
75
75
75
75
73
72
74
TANK
PRES.
(IN-HG)
0.12
0.12
0.14
0.11
0.10
0.09
0.14
0.12
0.12
0.12
0.11
0.13
0.05
VEHICLE
SPEED
(MPH)
23
1
24
-0
-1
20
-0
0
1
21
-0
14
16
A6-27
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-24-87
PROCEDURE: THIRD LA4
RVP=11.5 psi
TIME
11:41:54
11:42:27
11:42:36
11:43:03
11:43:30
11:43:57
11:44:24
11:44:51
11:45:18
11:45:45
11:46:12
11:46:36
11:47:03
11:47:30
11:47:57
11:48:24
11:48:51
11:49:18
11:49:45
11:50:03
11:50:30
11:50:57
11:51:09
11:51:24
11:51:51
11:52:18
11:52:45
11:53:12
11:53:39
11:54:06
11:54:33
11:55:00
11:55:09
11:55:27
11:55:30
11:55:54
11:56:21
11:56:48
11:57:15
TRUNK
AIR
TEMP.
(F)
78
89
88
87
89
87
88
89
87
93
95
97
95
94
93
96
91
97
95
96
96
94
100
96
93
90
92
92
92
90
93
95
94
100
100
94
90
96
90
TANK
FUEL
TEMP.
(F)
93
97
97
97
98
94
95
94
95
95
94
94
94
95
95
96
96
97
99
99
98
100
100
102
102
96
98
103
99
97
99
103
102
103
.103
100
98
104
99
CANISTER
AIR
TEMP.
(F)
79
87
86
84
84
82
81
80
82
90
86
95
89
90
85
81
79
87
85
82
79
85
86
84
85
81
78
83
87
81
79
81
81
91
89
85
80
83
89
COOLING
FAN
TEMP.
(F)
74
77
77
77
77
76
76
76
77
78
77
76
77
76
74
74
75
74
76
75
75
75
76
75
71
71
74
73
71
72
74
74
74
73
73
71
73
74
72
TANK
PRES.
(IN-HG)
0.05
0.12
0.12
0.14
0.12
0.10
0.12
0.11
0.12
0.11
0.13
0.15
0.13
0.18
0.17
0.17
0.17
0.16
0.16
0.17
0.19
0.17
0.18
0.19
0.19
0.20
0.18
0.18
0.20
0.19
0.18
0.20
0.19
0.19
0.20
0.21
0.22
0.22
0.24
VEHICLE
SPEED
(MPH)
-0
3
20
18
24
27
-1
9
22
35
54
51
49
17
13
29
10
-1
26
28
1
22
21
-1
16
23
-1
23
0
13
24
18
24
24
27
25
23
24
22
A6-28
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:03-24-87
PROCEDURE: THIRD LA4
RVP=11.5 psi
TIME
11:57:42
11:58:09
11:58:36
11:59:03
11:59:30
11:59:57
12:00:24
12:00:45
12:00:51
12:01:18
12:01:45
12:02:12
12:02:39
12:03:06
12:03:09
12:03:15
12:03:33
12:04:00
12:04:27
TRUNK
AIR
TEMP.
(F)
88
93
94
94
90
88
88
91
93
98
93
93
91
94
93
94
92
96
94
TANK
FUEL
TEMP.
(F)
100
104
98
105
98
99
102
105
105
103
100
100
101
105
106
106
103
102
100
CANISTER
AIR
TEMP.
(F)
81
84
80
87
83
83
83
84
84
86
80
80
82
84
84
83
80
82
79
COOL
FAI
TEMI
(F
75
73
73
74
72
71
70
71
71
76
75
72
70
70
71
71
74
76
74
TANK
PRES.
(IN-HG)
0.23
0.23
0.21
0.20
0.20
0.21
0.20
0.20
0.19
0.24
0.21
0.20
0.20
0.20
0.18
0.19
0.18
0.24
0.22
VEHICLE
SPEED
(MPH)
21
11
19
16
-1
24
1
21
22
1
20
12
18
5
10
10
21
-0
11
A6-29
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-24-87
PROCEDURE: FOURTH LA4
RVP=11.5 psi
TIME
12:05:57
12:06:00
12:06:30
12:07:00
12:07:30
12:08:00
12:08:30
12:09:00
12:09:30
12:10:00
12:10:30
12:10:57
12:11:00
12:11:03
12:11:30
12:12:00
12:12:30
12:13:00
12:13:30
12:14:00
12:14:30
12:15:00
12:15:30
12:16:00
12:16:30
12:17:00
12:17:30
12:18:00
12:18:30
12:19:00
12:19:30
12:20:00
12:20:30
12:21:00
12:21:30
12:22:00
12:22:30
12:23:00
12:23:30
TRUNK
AIR
TEMP.
(F)
91
90
94
90
92
93
94
94
93
96
95
102
102
101
97
100
99
95
99
97
94
96
93
90
91
93
95
96
90
96
95
94
95
95
94
95
94
94
94
TANK
FUEL
TEMP.
(F)
107
102
100
100
100
101
102
105
105
104
100
102
103
102
105
106
106
104
104
106
105
103
103
103
103
107
107
109
109
109
109
109
109
107
103
104
107
109
109
CANISTER
AIR
TEMP.
(F)
81
78
78
79
78
77
77
81
84
95
85
93
91
89
83
88
83
79
89
83
81
85
81
81
79
79
83
83
83
91
86
85
88
85
82
89
85
85
83
COOL
FAI
TEMI
(F
76
70
74
72
74
75
76
74
71
70
72
76
76
76
76
76
76
76
76
76
76
75
74
72
74
75
75
73
72
72
72
71
72
71
71
70
70
71
74
TANK
PRES.
(IN-HG)
0.17
0.18
0.20
0.20
0.21
0.21
0.19
0.21
0.18
0.22
0.24
0.27
0.28
0.31
0.31
0.30
0.30
0.35
0.33
0.35
0.35
0.35
0.39
0.35
0.37
0.37
0.35
0.35
0.35
0.36
0.39
0.39
0.37
0.41
0.41
0.40
0.41
0.39
0.39
VEHICLE
SPEED
(MPH)
-1
-0
5
17
23
26
-1
22
33
53
52
50
50
49
19
14
28
23
-1
28
7
21
-1
17
-1
14
-1
20
23
17
25
24
24
24
21
13
23
20
-1
A6-30
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 BUICK CENTURY
TEST DATE:3-24-87
PROCEDURE: FOURTH LA4
RVP=11.5 psi
TIME
12:24:00
12:24:30
12:25:00
12:25:30
12:26:00
12:26:03
12:26:30
12:27:00
12:27:09
12:27:12
12:27:30
12:27:51
TRUNK
AIR
TEMP.
(F)
97
90
94
90
96
97
92
96
97
96
94
94
TANK
FUEL
TEMP.
(F)
109
108
104
104
109
110
109
110
110
110
109
109
CANISTER COOLING
AIR
TEMP.
(F)
85
80
79
81
86
86
83
83
83
83
84
89
FAN
TEMP.
(F)
75
77
74
72
71
72
73
73
73
73
71
73
TANK
PRES.
(IN-HG)
0.39
0.40
0.37
0.40
0.37
0.37
0.36
0.36
0.35
0.37
0.33
0.35
VEHICLE
SPEED
(MPH)
23
0
23
-1
-1
-1
20
0
6
10
21
24
A6-31
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-5-87
PROCEDURE:FTP
RVP=9.0 psi
TIME
11:17:14
11:17:46
11:18:18
11:18:50
11:19:22
11:19:54
11:20:26
11:20:58
11:21:30
11:22:02
11:22:34
11:23:06
11:23:38
11:24:10
11:24:42
11:25:14
11:25:46
11:26:18
11:26:50
11:27:22
11:27:52
11:28:26
11:28:58
11:29:30
11:30:02
11:30:34
11:31:06
11:31:38
11:32:10
11:32:42
11:33:14
11:33:46
11:34:18
11:34:52
11:35:20
11:35:56
11:36:24
11:36:58
11:37:30
TRUNK
AIR
TEMP.
(F)
74
76
76
74
75
77
77
78
79
76
79
79
81
80
84
85
86
85
84
89
86
91
88
86
88
92
94
95
93
94
91
94
96
88
89
90
93
91
94
TANK
FUEL
TEMP.
(F)
80
80
94
90
91
82
93
91
99
96
98
93
97
90
95
98
100
101
88
104
91
104
91
104
104
105
108
107
107
107
106
107
109
100
110
103
111
100
104
CANISTER
SKIN
TEMP.
(F)
80
78
82
82
80
77
81
81
79
82
80
84
82
81
86
81
83
86
86
87
90
87
96
103
101
95
103
112
110
107
106
113
116
114
112
114
124
116
114
COOLING
FAN
TEMP.
(F)
76
72
74
77
76
72
74
72
76
72
75
70
72
73
70
75
76
74
70
75
69
77
70
75
73
76
75
75
74
72
71
75
77
71
72
73
73
73
75
TANK
PRES.
(IN-HG)
-0.01
0.01
-0.00
-0.00
-0.02
-0.02
0.01
-0.00
-0.04
0.02
0.02
0.03
0.07
0.10
0.12
0.14
0.14
0.19
0.28
0.24
0.21
0.22
0.34
0.20
0.27
0.38
0.38
0.29
0.20
0.39
0.22
0.32
0.36
0.33
0.35
0.28
0.35
0.36
0.37
VEHICLE
SPEED
(MPH)
-1
-1
19
22
26
-1
22
34
55
43
47
-1
28
-1
-1
28
25
20
-1
15
-1
17
-1
18
24
24
27
20
25
22
21
24
22
-1
24
2
23
-0
3
A6-32
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-5-87
PROCEDURE:FTP
RYP=9.0 psi
TIME
11:38:02
11:38:34
11:39:06
11:39:38
11:40:10
ALARM
11:41:42
11:41:46
11:42:18
11:42:50
11:43:22
11:43:54
11:44:26
11:44:58
11:45:30
11:46:02
11:46:34
11:47:06
11:47:38
11:48:10
11:48:42
11:50:14
11:50:46
11:51:18
11:51:50
11:52:22
11:52:54
11:53:26
11:53:58
11:54:18
11:54:30
11:54:50
11:55:02
11:55:30
11:55:34
11:56:06
TRUNK
AIR
TEMP.
(F)
92
94
95
94
90
102
83
83
84
83
83
84
85
81
82
85
84
85
84
83
85
89
91
90
91
90
87
88
91
96
96
99
98
98
98
94
TANK
FUEL
TEMP.
(F)
111
106
114
105
113
118
101
98
98
99
99
102
105
98
101
105
104
104
104
97
105
103
117
113
112
108
106
114
113
118
116
114
115
116
117
107
CANISTER
SKIN
TEMP.
(F)
119
121
120
118
121
76
118
117
115
113
111
110
112
110
107
107
107
107
107
104
104
108
111
114
114
116
112
115
113
123
126
122
118
117
117
120
COOLING
FAN
TEMP.
(F)
71
76
77
74
71
0
76
76
76
75
74
73
73
72
78
77
76
75
74
75
76
76
78
77
74
70
76
72
74 .
75
73
74
75
74
74
73
TANK
PRES.
(IN-HG)
0.36
0.37
0.37
0.36
0.36
-0.52
0.37
0.37
0.39
0.34
0.37
0.35
0.33
0.31
0.30
0.28
0.28
0.27
0.27
0.24
0.23
0.20
0.19
0.16
0.20
0.15
0.18
0.16
0.13
0.13
0.13
0.15
0.13
0.16
0.16
0.19
VEHICLE
SPEED
(MPH)
17
8
22
-1
17
-0
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
17
21
25
-1
-1
17
36
55
53
52
53
26
25
7
A6-33
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-5-87
PROCEDURE:FTP
RVP=9.0 psi
TIME
11:56:30
11:56:38
11:57:10
11:57:42
11:58:14
11:58:26
11:58:30
11:58:32
11:58:46
11:58:48
TRUNK
AIR
TEMP.
(F)
101
98
94
95
101
103
103
103
102
101
TANK
FUEL
TEMP.
(F)
119
116
115
104
118
116
115
114
106
110
CANISTER
SKIN
TEMP.
(F)
126
128
120
124
131
133
134
135
128
129
COOLING
FAN
TEMP.
(F)
76
74
77
72
76
73
72
71
73
72
TANK
PRES.
(IN-HG)
0.19
0.22
0.22
0.25
0.28
0.29
0.29
0.28
0.31
0.29
VEHICLE
SPEED
(MPH)
29
29
24
-1
28
28
26
22
-1
-1
A6-34
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-06-87
PROCEDURE:FTP
RVP=11.5 psi
TIME
10:55:42
10:56:00
10:56:32
10:57:04
10:57:36
10:58:06
10:58:40
10:59:12
10:59:44
11:00:14
11:00:46
11:01:18
11:01:50
11:02:22
11:02:54
11:03:26
11:03:58
11:04:30
11:05:02
11:05:34
11:06:06
11:06:38
11:07:10
11:07:42
11:08:14
11:08:46
11:09:18
11:09:50
11:10:22
11:10:54
11:11:26
11:11:58
11:12:30
11:13:02
11:13:34
11:14:06
11:14:38
11:15:10
11:15:42
TRUNK
AIR
TEMP.
(F)
76
77
77
77
75
77
75
75
78
76
75
75
75
76
77
77
81
81
83
82
80
82
82
82
83
83
86
88
86
87
87
92
95
88
89
88
94
93
89
TANK
FUEL
TEMP.
(F)
85
87
87
88
82
89
81
80
88
87
83
82
83
83
84
82
86
87
88
86
88
87
90
88
92
93
94
96
97
94
98
95
101
98
97
102
97
102
104
CANISTER
SKIN
TEMP.
(F)
83
82
82
84
81
83
84
80
80
82
79
77
76
75
74
73
74
77
77
79
77
79
77
78
78
80
83
104
103
92
94
107
113
103
95
111
117
109
106
COOLING
FAN
TEMP.
(F)
75
74
74
76
75
75
77
75
74
78
77
76
76
76
76
75
77
72
72
73
77
75
78
78
78
78
73
75
79
73
76
77
77
77
73
72
77
75
72
TANK
PRES.
(IN-HG)
0.01
-0.00
0.01
-0.01
0.02
-0.04
0.04
0.03
-0.07
-0.05
-0.06
-0.10
-0.01
-0.01
-0.00
0.02
0.10
0.10
0.17
0.16
0.21
0.25
0.28
0.30
0.35
0.35
0.39
0.42
0.39
0.46
0.50
0.47
0.56
0.55
0.55
0.58
0.62
0.64
0.65
VEHICLE
SPEED
(MPH)
-1
-1
-1
-1
-1
-1
19
22
26
2
-1
17
36
53
53
26
4
29
23
-1
28
-0
22
12
20
-0
22
13
11
1
23
25
24
24
22
-1
20
6
-1
A6-35
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-06-87
PROCEDURErFTP
RVP=11.5 psi
TIME
11:16:14
11:16:48
11:17:20
11:17:52
11:18:24
11:18:56
11:19:28
11:20:00
11:20:32
11:21:04
11:21:36
11:22:08
11:22:40
11:23:12
11:23:44
11:24:16
11:24:48
11:25:20
11:25:52
11:26:24
11:26:56
11:27:28
11:28:00
11:28:32
11:29:04
11:29:34
11:30:44
11:30:50
11:31:26
11:31:28
11:31:30
11:31:42
11:32:14
11:32:46
11:33:18
11:33:50
TRUNK
AIR
TEMP.
(F)
90
93
90
92
95
95 .
94
92
91
94
93
81
83
83
84
85
82
80
82
84
81
81
83
83
82
82
86
86
87
87
87
88
85
84
88
89
TANK
FUEL
TEMP.
(F)
101
101
99
100
103
105
105
106
102
102
100
98
106
99
103
105
103
98
101
104
100
97
100
100
102
102
103
102
105
105
105
107
101
105
107
103
CANISTER
SKIN
TEMP.
(F)
116
127
112
104
118
129
117
112
124
128
127
110
113
107
107
108
108
106
104
106
107
103
102
102
103
106
108
108
106
107
106
106
104
108
108
124
COOLING
FAN
TEMP.
(F)
71
72
73
75
75
75
75
73
71
74
75
79
80
76
76
75
73
73
76
76
73
75
77
78
78
76
77
77
76
76
75
75
76
80
76
75
TANK
PRES.
(IN-HG)
0.67
0.69
0.70
0.72
0.72
0.75
0.75
0.76
0.78
0.81
0.81
0.83
0.82
0.82
0.81
0.80
0.79
0.76
0.75
0.75
0.71
0.69
0.65
0.64
0.61
0.59
0.55
0.55
0.53
0.53
0.58
0.53
0.51
0.47
0.48
0.49
VEHICLE
SPEED
(MPH)
9
20
6
11
19
-1
22
6
12
-0
-0
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
-1
19
22
26
-1
-1
A6-36
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-06-87
PROCEDURE:FTP
RVP=11.5 psi
TIME
11:34:22
11:34:54
11:35:26
11:35:58
11:36:26
11:36:30
11:37:02
11:37:34
11:38:06
11:38:38
11:38:54
11:38:56
11:39:10
11:39:34
11:39:38
11:39:42
11:39:44
TRUNK
AIR
TEMP.
(F)
89
86
88
90
92
89
89
88
91
94
94
93
91
96
97
99
100
TANK
FUEL
TEMP.
(F)
103
103
106
109
111
111
107
104
106
110
111
111
108
105
106
107
107
CANISTER
SKIN
TEMP.
(F)
121
112
125
129
124
123
118
124
130
123
121
121
127
131
131
132
132
COOLING
FAN
TEMP.
(F)
76
75
76
76
75
75
73
74
76
77
75
75
73
76
77
77
77
TANK
PRES.
(IN-HG)
0.47
0.47
0.51
0.51
0.54
0.55
0.63
0.63
0.70
0.74
0.72
0.72
0.74
0.76
0.81
0.90
0.85
VEHICLE
SPEED
(MPH)
22
36
52
51
26
25
10
28
25
-1
28
29
28
7
-1
1
3
A6-37
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-10-87
PROCEDURE: FIRST LA4
RVP=11.5 psi
TIME
10:49:09
10:54:33
10:55:00
10:55:30
10:56:00
10:56:30
10:57:00
10:57:30
10:58:00
10:58:30
10:59:00
10:59:30
11:00:00
11:00:30
11:01:00
11:01:30
11:02:00
11:02:30
11:03:00
11:03:30
11:04:00
11:04:30
11:05:00
11:06:30
11:07:00
11:07:30
11:08:00
11:08:30
11:09:00
11:09:30
11:10:00
11:10:30
11:11:00
11:11:30
11:12:00
11:12:30
11:14:00
TRUNK
AIR
TEMP.
(F)
76
80
79
82
80
82
82
82
86
84
82
84
84
86
89
92
89
87
87
93
92
92
88
89
87
89
91
90
91
87
86
90
90
90
88
90
87
TANK
FUEL
TEMP.
(F)
82
89
81
92
83
86
92
83
89
93
86
87
89
97
94
98
97
93
97
100
99
101
96
95
96
102
105
104
100
97
100
103
101
105
103
101
102
CANISTER
SKIN
TEMP.
(F)
74
79
76
78
79
78
83
82
82
87
87
87
87
89
100
115
103
96
96
109
122
112
106
118
107
104
111
122
119
111
109
120
132
118
111
118
119
COOLING
FAN
TEMP.
(F)
72
76
75
73
76
72
75
76
72
75
77
76
74
73
72
74
73
72
72
76
78
73
71
75
75
76
75
73
72
72
70
71
71
74
72
71
70
TANK
PRES.
(IN-HG)
-0.01
-0.04
0.06
0.10
0.07
0.08
0.23
0.20
0.31
0.32
0.27
0.28
0.21
0.40
0.36
0.45
0.38
0.34
0.42
0.41
0.53
0.46
0.53
0.48
0.57
0.55
0.55
0.62
0.63
0.65
0.64
0.67
0.73
0.73
0.66
0.72
0.74
VEHICLE
SPEED
(MPH)
-1
49
24
6
29
21
-1
28
15
22
-1
15
5
8
0
19
22
9
24
25
25
23
20
22
-1
24
1
23
-1
-1
19
-1
22
10
1
-1
0
A6-38
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-10-87
PROCEDURE: SECOND LA4
RVP=11.5 psi
TIME
11:14:30
11:15:00
11:15:30
11:16:00
11:16:30
11:17:00
11:17:30
11:18:00
11:18:30
11:19:00
11:19:30
11:20:00
11:20:30
11:21:00
11:21:30
11:22:00
11:22:30
11:23:00
11:23:30
11:24:00
11:24:30
11:25:00
11:25:30
11:26:00
11:26:30
11:27:00
11:27:30
11:28:00
11:28:30
11:29:00
11:29:30
11:30:00
11:30:30
11:31:00
11:31:30
11:32:00
TRUNK
AIR
TEMP.
(F)
92
91
93
87
88
94
102
97
95
94
96
95
90
95
98
94
95
94
93
95
94
93
94
94
95
96
96
94
94
98
100
97
98
99
94
96
TANK
FUEL
TEMP.
(F)
107
102
101
97
107
101
108
100
107
100
109
103
101
106
111
107
107
104
111
111
108
. 104
109
102
110
108
104
108
103
108
112
113
110
107
104
112
CANISTER
SKIN
TEMP.
(F)
122
128
115
112
111
119
125
125
119
122
128
123
117
126
142
125
129
127
131
123
125
125
139
122
120
131
129
130
119
129
140
126
124
128
142
126
COOLING
FAN
TEMP.
(F)
73
71
76
72
72
73
74
73
75
74
73
76
72
71
73
72
71
74
76
73
70
75
73
72
75
72
75
72
74
77
77
76
77
76
73
74
TANK
PRES.
(IN-HG)
0.73
0.75
0.74
0.74
0.72
0.76
0.77
0.80
0.81
0.84
0.90
0.92
0.93
0.98
1.01
1.06
1.09
1.14
1.17
1.18
1.18
1.23
1.25
1.27
1.28
1.29
1.33
1.36
1.38
1.41
1.44
1.48
1.46
1.50
1.52
1.54
VEHICLE
SPEED
(MPH)
20
22
26
-0
20
33
54
53
50
23
10
29
22
-1
29
15
22
-1
15
3
12
0
20
23
13
24
24
24
23
21
18
23
^ w
21
t- A
_i
j.
24
t ~
-1
A6-39
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-10-87
PROCEDURE: THIRD LA4
RVP=11.5 psi
TIME
11:33:00
11:33:30
11:34:00
11:34:30
11:35:00
11:35:30
11:36:00
11:36:30
11:37:33
11:38:00
11:38:30
11:39:00
11:39:30
11:40:00
11:40:30
11:41:00
11:41:
11:41:
11:41:
11:41:45
11:41:57
11:42:00
11:42:12
:30
:36
:39
TRUNK
AIR
TEMP.
(F)
96
97
97
96
96
92
91
94
94
. 91
95
99
97
93
96
95
96
98
98
100
102
102
102
TANK
FUEL
TEMP.
(F)
104
113
113
108
107
105
105
106
115
106
106
114
115
111
106
106
112
116
116
116
115
114
115
CANISTER
SKIN
TEMP.
(F)
129
141
124
123
128
140
124
124
119
127
129
133
126
120
130
141
124
128
129
129
129
130
132
COOLING
FAN
TEMP.
(F)
71
73
75
75
74
73
72
72
76
77
75
77
75
72
72
74
76
76
76
75
74
75
74
TANK
PRES.
(IN-HG)
1.57
1.58
1.58
1.58
1.61
1.63
1.66
1.64
1.61
1.61
1.59
1.62
1.61
1.61
1.65
1.67
1.63
1.64
1.65
1.65
1.66
1.66
1.67
VEHICLE
SPEED
(MPH)
-1
-1
19
-1
21
9
4
-1
-1
1
20
23
26
-0
22
33
53
54
55
55
53
52
52
A6-40
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:03-ll-87
PROCEDURE: FIRST LA4
RVP=10.5 psi
TIME
09:23:33
09:24:30
09:25:00
09:25:30
09:26:00
09:26:30
09:27:00
09:27:30
09:28:00
09:28:30
09:29:00
09:29:30
09:30:00
09:30:30
09:31:00
09:31:30
09:32:00
09:32:30
09:33:00
09:33:30
09:34:00
09:34:30
09:35:00
09:35:30
09:36:00
09:36:30
09:37:00
09:37:30
09:38:00
09:38:30
09:39:00
09:39:30
09:40:00
09:40:30
09:41:00
09:41:03
09:41:06
09:41:09
09:41:30
TRUNK
AIR
TEMP.
(F)
74
74
74
74
74
74
74
75
76
77
78
81
80
81
82
82
83
83
83
84
86
87
85
86
83
84
87
87
87
89
88
88
89
88
91
93
94
94
88
TANK
FUEL
TEMP.
(F)
82
79
80
80
81
81
82
83
83
84
84
84
84
85
85
86
87
87
88
89
89
90
90
91
92
93
93
94
94
95
96
97
97
97
98
98
98
98
98
CANISTER
SKIN
TEMP.
(F)
76
74
74
74
74
74
74
74
74
74
74
74
74
75
75
76
77
78
79
81
82
83
84
86
87
96
102
99
97
97
106
109
106
105
109
110
110
111
114
COOLING
FAN
TEMP.
(F)
72
74
73
73
73
73
74
73
73
74
74
74
74
74
74
74
73
74
74
74
73
73
73
74
74
74
74
74
74
73
73
74
73
73
73
73
73
73
73
TANK
PRES.
(IN-HG)
0.00
-0.01
-0.08
0.01
-0.02
-0.02
-0.01
-0.02
-0.02
-0.02
-0.02
0.01
0.04
0.06
0.10
0.11
0.12
0.16
0.18
0.20
0.22
0.24
0.25
0.26
0.27
0.29
0.31
0.31
0.31
0.31
0.34
0.34
0.37
0.37
0.38
0.38
0.38
0.40
0.40
VEHICLE
SPEED
(MPH)
-0
-0
16
25
31
-0
0
25
51
53
55
34
-0
36
1
-0
36
32
20
-0
16
23
-0
17
16
12
2
27
30
26
27
25
24
27
25
25
23
22
-0
A6-41
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1987 FORD TAURUS
TEST DATE:3-11-87
PROCEDURE: FIRST LA4
RVP=10.5 psi
TRUNK TANK CANISTER COOLING
AIR FUEL AIR FAN TANK VEHICLE
TIME TEMP. TEMP. TEMP. TEMP. PRES. SPEED
(F) (F) (F) (F) (IN-HG) (MPH)
09:42:00 87 99 114 74 0.40 24
09:42:30
09:43:00
09:43:30
09:44:00
09:44:30
09:45:00
09:45:30
09:46:00
09:46:30
09:46:48
09:46:54
09:46:57
90
88
87
86
88
91
92
91
86
89
91
91
99
99
100
100
101
101
100
101 '
101
102
102
102
111
110
111
118
120
116
114
112
120
123
123
122
73
73
73
73
74
73
73
73
73
73
73
73
0.42
0.42
0.42
0.45
0.45
0.46
0.46
0.46
0.47
0.49
0.48
0.48
8
24
-1
12
19
1
19
29
-0
22
19
16
A6-42
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:03-11-87
PROCEDURE: SECOND LA4
RVP=10.5 psi
TIME
09:48:00
09:59:30
10:00:00
10:00:30
10:01:00
10:01:30
10:02:00
10:02:30
10:03:00
10:03:09
10:03:30
10:03:39
10:04:00
10:04:30
10:05:00
10:05:30
10:06:00
10:06:30
10:07:00
10:07:09
10:07:12
10:07:30
10:08:00
10:08:30
10:09:00
10:09:27
10:09:30
10:09:33
10:10:00
10:10:30
10:10:36
TRUNK
AIR
TEMP.
(F)
90
94
97
96
93
97
99
97
100
101
100
98
98
91
98
95
97
97
100
101
101
96
96
96
97
92
91
92
93
97
98
TANK
FUEL
TEMP.
(F)
100
106
106
106
107
107
107
107
107
107
107
107
108
109
108
109
109
109
110
110
109
109
110
110
110
111
111
111
111
111
111
CANISTER
SKIN
TEMP.
(F)
116
131
128
129
133
134
129
134
137
136
133
132
130
135
138
136
132
134
138
138
138
136
133
133
138
141
141
141
135
133
133
COOLING
FAN
TEMP.
(F)
73
75
74
74
74
75
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
75
74
74
74
TANK
PRES.
(IN-HG)
0.51
0.82
0.82
0.83
0.85
0.85
0.86
0.87
0.89
0.91
0.96
0.95
0.91
0.94
1.02
0.99
0.92
1.00
0.99
0.99
0.89
0.95
0.91
1.04
1.10
1.10
0.96
0.95
0.98
1.09
1.09
VEHICLE
SPEED
(MPH)
-0
19
17
13
2
27
30
26
28
27
25
24
24
27
24
-0
24
g
\j
24
t ~
27
27
-0
10
19
o
w
12
A t-
19
^ j
23
^ v
29
-0
3
A6-43
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:03-11-87
PROCEDURE: THIRD LA4
RVP=10.5 psi
TIME
10:12:00
10:12:30
10:13:00
10:13:30
10:14:00
10:14:30
10:15:00
10:15:30
10:16:00
10:16:30
10:17:00
10:17:30
10:18:00
10:18:30
10:19:00
10:19:30
10:20:00
10:20:30
10:21:00
10:22:00
10:22:30
10:23:00
10:23:30
10:24:00
10:24:30
10:25:00
10:25:30
10:26:00
10:26:12
10:26:30
10:27:00
10:27:30
10:28:00
10:28:03
10:28:06
10:28:30
10:29:00
10:29:30
TRUNK
AIR
TEMP.
(F)
96
92
95
98
96
92
96
97
99
100
98
102
101
99
98
96
100
96
97
100
99
99
103
99
102
101
102
107
107
105
100
102
107
107
107
100
95
101
TANK
FUEL
TEMP.
(F)
111
111
111 •
111
112
111
112
112
111
112
112
112
112
112
113
112
113
113
113
114
114
114
114
115
115
115
115
116
115
116
115
117
116
117
117
116
116
117
CANISTER
SKIN
TEMP.
(F)
134
136
138
140
135
132
131
135
138
134
133
136
139
137
135
138
142
138
141
144
139
137
141
144
141
137
142
144
145
142
138
143
144
145
145
141
138
144
COOLING
FAN
TEMP.
(F)
74
74
74
74
74
74
74
74
74
74
74
74
74
74
74
73
75
74
73
74
73
73
73
74
74
73
73
73
73
73
73
73
73
73
73
73
73
73
TANK
PRES.
(IN-HG)
1.02
1.01
0.95
1.04
0.93
0.98
0.96
0.99
0.96
1.00
1.01
1.03
1.09
1.10
1.12
1.16
1.19
1.22
1.25
1.30
1.33
1.35
1.36
1.39
1.39
1.40
1.42
1.42
1.43
1.45
1.45
1.47
1.48
1.49
1.49
1.49
1.49
1.51
VEHICLE
SPEED
(MPH)
-0
-0
15
25
30
-0
-0
22
50
53
56
37
-0
35
-0
-0
35
34
19
17
25
-0
20
15
10
6
27
30
27
26
28
26
24
25
24
26
24
-0
A6-44
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:3-11-87
PROCEDURE: THIRD LA4
RVP=10.5 psi
TIME
10:30:00
10:30:30
10:31:00
10:31:30
10:32:00
10:32:30
10:33:00
10:33:30
10:34:00
10:34:24
10:34:30
10:34:39
10:34:42
10:35 00
TRUNK
AIR
TEMP.
(F)
105
99
99
103
101
101
98
102
106
99
99
99
100
97
TANK
FUEL
TEMP.
(F)
117
117
118
118
118
118
118
118
118
118
118
118
118
118
CANISTER
AIR
TEMP.
(F)
145
141
139
142
145
141
138
143
144
141
141
140
140
138
COOLING
FAN
TEMP.
(F)
74
73
73
73
73
73
73
73
73
73
73
73
73
73
TANK
PRES.
(IN-HG)
1.51
1.52
1.53
1.52
1.52
1.53
1.54
1.54
1.53
1.53
1.54
1.53
1.53
1.53
VEHICLE
SPEED
(MPH)
22
8
24
2
15
18
2
16
29
-0
-0
10
14
15
A6-45
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:03-ll-87
PROCEDURE: FOURTH LA4
RVP=10.5 psi
TIME
10:36:15
10:36:30
10:37:00
10:37:30
10:38:00
10:38:30
10:39:00
10:39:30
10:40:00
10:40:30
10:41:00
10:41:30
10:42:00
10:42:30
10:43:00
10:43:30
10:44:00
10:44:30
10:45:00
10:45:30
10:46:00
10:46:30
10:47:00
10:47:30
10:48:00
10:48:30
10:49:00
10:49:30
10:50:00
10:50:06
10:50:30
10:51:00
10:51:30
10:51:39
10:51:45
10:52:00
10:52:30
10:53:00
10:53:30
TRUNK
AIR
TEMP.
(F)
96
98
99
101
96
99
102
102
95
95
102
102
97
101
100
99
100
100
102
105
103
99
100
104
105
103
102
107
108
108
101
98
105
108
108
108
99
95
103
TANK
FUEL
TEMP.
(F)
118
118
118
118
118
118
119
118
119
119
119
120
119
120
119
120
120
121
120
121
120
121
120
121
121
122
122
121
122
122
122
122
123
122
122
122
123
123
123
CANISTER
SKIN
TEMP.
(F)
136
139
142
143
138
136
141
143
140
140
141
142
140
137
142
144
143
140
143
145
145
141
139
144
146
142
139
144
146
146
142
139
144
145
145
146
142
141
145
COOLING
FAN
TEMP.
(F)
73
73
73
73
73
73
73
74
73
74
74
74
74
74
73
74
74
74
73
73
73
74
73
73
73
73
73
73
73
73
73
72
73
73
73
73
73
72
73
TANK
PRES.
(IN-HG)
1.48
1.49
1.48
1.46
1.45
1.46
1.45
1.45
1.45
1.46
1.48
1.51
1.56
1.57
1.61
1.64
1.66
1.68
1.70
1.72
1.74
1.76
1.77
1.79
1.79
1.82
1.83
1.81
1.86
1.79
1.86
1.86
1.78
1.82
1.92
1.79
1.95
1.82
1.82
VEHICLE
SPEED
(MPH)
-0
-0
16
25
30
-0
2
30
52
53
54
33
-0
35
3
-0
36
30
20
-0
16
21
-0
15
16
16
2
27
29
29
27
27
24
24
25
24
27
25
-0
A6-46
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:03-11-87
PROCEDURE: FOURTH LA4
RVP=10.5 psi
TIME
10:54:00
10:54:30
10:55:00
10:55:30
10:56:00
10:56:30
10:57:00
10:57:30
10:58:00
10:58:30
10:58:39
10:58:42
10:58:48
10:59:00
10:59:03
TRUNK
AIR
TEMP.
(F)
104
101
99
103
106
100
99
101
105
98
100
100
100
98
98
TANK
FUEL
TEMP.
(F)
123
123
123
123
124
123
124
124
123
124
125
125
125
124
124
CANISTER
SKIM
TEMP.
(F)
147
142
139
144
146
142
140
145
146
142
141
141
140
139
141
COOLING
FAN
TEMP.
(F)
73
73
73
73
74
73
73
74
74
74
74
74
74
73
73
TANK
PRES.
(IN-HG)
1.99
1.83
1.91
1.81
1.81
1.99
2.01
1.81
1.99
1.92
1.92
1.80
1.90
1.79
1.91
VEHICLE
SPEED
(MPH)
24
7
24
-0
5
20
-0
22
27
-0
14
20
23
8
1
A6-47
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:4-02-87
PROCEDURE:FTP
RVP=11.5 psi
TIME
13:25:33
13:26:00
13:26:30
13:27:00
13:27:30
13:28:00
13:28:30
13:29:00
13:29:30
13:30:00
13:30:30
13:31:00
13:31:30
13:32:00
13:32:30
13:33:00
13:33:30
13:34:00
13:34:30
13:35:00
13:35:30
13:36:00
13:36:30
13:37:00
13:37:30
13:38:00
13:38:30
13:39:00
13:39:30
13:40:00
13:40:30
13:41:00
13:41:30
13:42:00
13:42:30
13:43:00
13:43:30
13:44:00
13:44:30
TRUNK
AIR
TEMP.
(F)
74
73
73
75
74
72
74
75
73
75
76
80
79
77
76
76
77
77
78
77
78
80
81
81
79
78
78
77
80
76
78
79
80
80
84
84
82
80
78
TANK
FUEL
TEMP.
(F)
84
87
84
94
91
86
83
86
84
90
94
96
92
88
89
92
93
93
89
94 '
92
95
92
101
96
96
98
100
100
99
99
100
100
99
101
103
102
104
101
CANISTER
SKIN
TEMP.
(F)
81
85
80
82
85
81
75
74
73
73
73
66
67
69
68
68
68
71
72
75
80
81
83
83
82
82
90
91
99
103
101
100
99
99
106
115
113
113
113
COOLING
FAN
TEMP.
(F)
70
69
73
73
70
70
73
73
72
70
70
73
75
74
74
72
71
72
71
72
75
77
77
77
73
70
71
71
71
72
71
72
74
74
76
72
72
71
70
TANK
PRES.
(IN-HG)
-0.04
-0.01
-0.00
-0.01
-0.01
0.01
0.03
0.03
0.00
-0.07
-0.06
0.11
-0.02
0.17
0.01
0.05
0.24
0.15
0.27
0.15
0.21
0.20
0.22
0.31
0.32
0.38
0.27
0.31
0.32
0.32
0.39
0.42
0.36
0.48
0.41
0.53
0.48
0.50
0.47
VEHICLE
SPEED
(MPH)
-0
-1
20
21
25
14
-1
23
34
55
51
49
6
26
18
24
10
28
0
22
6
20
-1
23
-1
11
24
24
28
18
22
23
22
4
20
5
-1
15
17
A6-48
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:4-02-87
PROCEDURE:FTP
RVP=11.5 psi
TIME
13:45:00
13:45:30
13:46:00
13:46:30
13:47:00
13:47:30
13:48:00
13:48:30
13:51:00
13:51:30
13:52:00
13:52:30
13:53:00
13:53:30
13:54:00
13:54:30
13:55:00
13:55:30
13:56:00
13:56:30
13:57:00
13:57:30
13:58:51
13:58:57
13:59:00
13:59:30
14:00:00
14:00:30
14:01:00
14:01:30
14:02:00
14:02:30
14:03:00
14:03:03
14:03:15
TRUNK
AIR
TEMP.
(F)
78
82
80
81
81
80
78
79
82
81
81
81
79
80
82
80
79
81
79
80
82
82
79
81
81
81
81
79
78
80
80
77
81
82
87
TANK
FUEL
TEMP.
(F)
104
101
99
107
104
106
101
104
99
101
102
102
99
98
102
101
97
102
97
97
101
100
95
100
100
109
106
101
104
104
102
105
109
110
111
CANISTER
SKIN
TEMP.
(F)
113
117
117
116
118
117
116
120
105
103
104
105
104
99
100
102
96
98
99
94
94
95
102
102
102
103
104
104
109
110
108
115
123
123
123
COOLING
FAN
TEMP.
(F)
70
69
72
75
72
71
69
70
80
79
80
80
82
81
80
82
81
80
82
82
81
79
77
75
74
76
77
75
71
74
77
73
72
73
75
TANK
PRES.
(IN-HG)
0.50
0.48
0.51
0.53
0.52
0.54
0.51
0.55
0.59
0.56
0.58
0.51
0.53
0.55
0.49
0.48
0.44
0.43
0.42
0.36
0.35
0.36
0.30
0.28
0.27
0.26
0.25
0.20
0.21
0.15
0.18
0.17
0.16
0.18
0.21
VEHICLE
SPEED
(MPH)
23
7
6
18
6
22
-1
20
-1
-1
-1
-1
-0
-0
_1
-1
-1
-1
-0
-0
-1
-1
-0
-1
-1
16
18
26
23
-1
22
35
54
54
53
A6-49
-------
APPENDIX 6: PRESSURES & TEMPERATURES DURING DYNAMOMETER DRIVING CYCLES
1986 FORD TAURUS
TEST DATE:4-02-87
PROCEDURE:FTP
RVP=11.5 psi
TIME
14:03:30
14:04:00
14:04:30
14:04:54
14:05:00
14:05:03
14:05:30
14:06:00
14:06:30
14:06:42
TRUNK
AIR
TEMP.
(F)
87
83
84
89
89
89
82
80
84
87
TANK
FUEL
TEMP.
(F)
109
105
105
107
108
109
103
108
100
110
CANISTER
SKIN
TEMP.
(F)
118
115
122
123
122
123
120
123
126
126
COOLING
FAN
TEMP.
(F)
78
74
70
75
77
76
74
70
74
75
TANK
PRES.
(IN-HG)
0.21
0.25
0.26
0.32
0.34
0.33
0.37
0.38
0.42
0.42
VEHICLE
SPEED
(MPH)
51
49
15
12
24
26
24
25
0
26
A6-50
-------
Appendix 7
Multiple Trip Hot Soak Emissions
LA-4 Road Route
Turn on printer; burst print.
Record start time, odometer
EPA to Plymouth Road (left turn)
(a) to US 23 (South)
to Geddes (West)
to Earhart (North)
to Glacier Way (West)
to Markbarry (North)
Stop and idle for 30 seconds prior to next turn
to Windemere (West)
to Charter Place (Southwest)
to Bardstown Trail (North)
Stop and idle for 15 seconds prior to next turn
to Windemere (West)
to Barrister (North)
to Larchmont (West)
Stop and idle for 30 seconds prior to next turn
to Green (North)
to Hubbard (West)
to Dean (North)
Stop and idle for 30 seconds prior to next turn
to Baxter (West)
Stop and Idle for 15 seconds prior to next turn
to Huron Parkway (North)
to Nixon (South)
to Plymouth Road Mall (first entrance)
to North end of parking lot
Burst print
Engine off for 60 seconds
Record stop time, odometer
Next cycle:
Record start time
Start engine
Idle for 15 seconds
A7-1
-------
Plymouth Road Mall to Nixon (North)
to Huron Pkwy (South)
to Plymouth Rd (East)
to (a)
Note: To obtain desired average speed
a. Drive 5 mph below posted speed limit when possible.
b. Stop and idle for 5-10 seconds at all stop and yield
signs, traffic permitting. The route should take approximately
23 minutes and cover 7.45 miles. Your actual elapsed times may
be lower.
A7-2
-------
Appendix 2: On-Road Maximum Tamparatura* & Pressures
Veh. ID: 1P3BP49CXEF187498
Test Data: 8/20/86
Driver: Hanneke
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. • 72 Final Amb. Temp. • 76
Cloud Cover: Mostly sunny to overcast
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Une: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(«F)
79
87
93
96
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
76
88
89
90
(In. Hg)
0.12
0.24
0.22
0.20
(°F)
7
13
18
20
10:00:24
10:01:24
1021:58
10:45:21
Finish Nominal Avg.
Time Distance Speed
NA
1020:58
10:44:21
1 1 :07:37
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
22.7
20.1
20.2
Odometer
(Miles)
27.870
27,877
27.885
27,892
Odometer
Distance
(Miles)
NA
7
8
7
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/20/86
Driver: Hanneke
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. - 80 Final Amb. Temp. - 81
Cloud Cover: Mostly dudy to overcast
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
84
94
101
104
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
85
91
96
98
(In. Hg)
0.08
0.31
0.31
0.25
(°F)
4
13
20
23
14:31:50
14:32:50
14:55:36
15:19:08
Finish Nominal Avg.
Time Distance Speed
NA
14:54:36
15:18:08
15:42:00
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
20.4
20.0
19.7
Odometer
Odometer Distance
(Miles)
27,893
27,901
27,908
27,916
(Mies)
NA
8
7
8
Veh. ID: 1P3BP49CXEF187499
Test Date: 8/21/86
Driver: Matt
1984 Carbureted Reliant Wagon On-Road Data
Eng. Fam: ECR2.2V2HAC4
Init Amb. Temp. - 80 Final Amb. Temp. - 83
Cloud Cover: Mostly sunny
Evap. Fam: ECRVA
Adapter No. 1
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
("F)
75
89
99
102
Air Temp
at Trunk
(°F)
84
90
85
94
Tank Tank-Amb Start
Pressure Difference Time
(In. Hg)
0.04
0.34
0.28
0.30
(°F)
-5
8
17
19
12:28:15
1229:15
12:51:34
13:15:59
Finish Nominal
Time Distance
NA
12:50:34
13:14:59
13:37:06
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.8
19.2
21.3
Odometer
Odometer Distance
(Miles)
27.917
27.924
27.932
27,939
(Miles)
NA
7
8
7
1. Nominal RVP-11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-7
-------
Appendix 2: On-Road Maximum Temperature* & Pressures
1986 Carbureted Chevrolet C10 Pickup Truck On-Road Data
VerilD: 1GCOC14H7GF38S644
Test Date: 8/20/86
Driver Matt
Eng. Fam: G1G5.7T4HHC1
Init Arnb. Temp. « 79 Final Amb. Temp. - 79
Cloud Cover: Mostly sunny to partly cloudy
Evap. Fam: 604-8
Adapter No.: 2
Fuel Return Line: Yes
Cycle
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
No. (°F) (°F) (ln.Hg) (°F)
Initial
1
2
3
76
85
94
99
80
89
90
97
0.06
0.22
0.25
0.25
-3
6
15
20
13:02:49
13:03:49
13:26:48
13:51:02
Finish
Tim*
NA
1325:48
13:50:02
14:11:05
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.2
19.4
22.4
Odometer
(Miles)
1.625.8
1,633.4
1,640.8
1,648.3
Odometer
Distance
(Miles)
NA
7.6
7.4
7.5
1986 Carbureted Chevrolet CIO Pickup Truck On-Road Data
Veh.lD: 1GCDC14H7GF385644
Test Date: 8/21/86
Driver: Matt
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. - 83 Final Amb. Temp. - 84
Cloud Cover: Mostly sunny
Cycle
Fuel Air Temp Tank Tank-Amb Start Finish
Tank 20% at Trunk Pressure Difference Time Tim*
No. (°F) (°F) (ln.Hg) (°F)
Initial 78 87 0.13 -5 13:54:27 NA
1 85 88 028 1 13:55:27 14:15:33
2 96 86 027 12 14:16:33 14:39.13
3 99 87 0.23 15 14:40:13 15:03:01
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Evap. Fam: 6D4-8
Adapter No. 2
Fuel Return Line: Yes
Avg.
Speed
(MPH)
NA
22.1
19.9
19.7
Odometer
(Miles)
1.649.3
1,656.7
1,664.2
1,671.7
Odometer
Distance
(Miles)
NA
7.4
7.5
7.5
1986 Carbureted Chevrolet C10 Pickup Truck On-Road Data
Veh.lD: 1GCDC14H7GF385644
Test Date: 8/25/86
Driver: Matt
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. . 68 Final Amb. Temp. - 70
Cloud Cover: Overcast to mostly cloudy
Evap. Fam: 6D4-8
Adapter No. 2
Fuel Return Line: Yes
Cycle
Fuel Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Temp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (ln.Hg)
Initial
1
2
3
70
74
80
84
70
77
76
77
71
91
97
100
6
1
5
14
0.28
0.30
0.33
0.35
13:16:58
13:17:58
13:39:32
14:03:02
Finish
Time
NA
13:38:32
14:02:02
14:24:51
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.6
20.0
20.6
Odometer
(Miles)
1,672.7
1,680.2
1,687.6
1,695.1
1. Nominal RVP- 11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-8
-------
Appendix 2: On-Road Maximum Temperatures & Pressures
1086 Carbureted Chevrolet C10 Pickup Truck On-Road Data
Veh.lD: 1GCDC14H7GF385644
Test Date: 8/26/66
Driver: Hanneke
Eng. Fam: G1G5.7T4HHC1
Init Amb. Temp. - 73 Rnal Amb. Temp.» 74
Cloud Cover: Mosdy sunny to mostly cloudy
Evap. Fam: 604-8
Adapter No. 1
Fuel Return Line: Yes
Cycle
Fuel Air Temp Canister Tank-Amb Tank Start
Tank 20% at Trunk Temp Difference Pressure Time
No. (°F) (°F) (°F) (°F) (ln.Hfl)
Initial
1
2
3
72
78
85
89
80
81
83
81
75
101
104
111
-1
4
11
15
0.29
0.31
0.35
0.35
10:09:27
10:10:27
10:32:47
10:56:04
Finish
Time
MA
10:31:47
10:55:04
11:18:40
Nominal
Distance
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
20.8
20.2
19.9
Odometer
(Miles)
1,696.1
1,703.6
1.711.1
1,718.5
Veh. ID 1G4AB69X6DT40494
Test Date: 7/18/86
Driver: Matt
1983 Csrbureted Bulck Skylark On-Road Data
Eng. Fam: D1G2.8V2NNA9
Init. Amb. Temp. - 91 Rnal Amb. Temp. - 92
Cloud Cover: Mostly cloudy to mostly sunny
Fuel Air Temp Int. Carb Ext. Carb Tank-Ami
Tank 20% at Trunk Bowl Tamj Bowl TempHfferenci
Cycle No.
Initial
1
2
3
4
82
99
111
116
119
100
100
103
"101
102
84
111
122
113
128
81
111
123
126
126
-9
7
19
24
27
Tank
Pres
(In. Hg)
0.63
2.58
4.08
4.27
4.22
Duration Distance
(Wins.) (Miles)
NA
19
21
23
21
NA
7.4
7.5
7.5
7.5
Evap. Fam: 3B6-1B
Adapter No. 1
Fuel Return Line: Yes
Avg.
Speed
(MPH)
NA
23.4
21.4
19.6
21.4
1. Tank vent line was inadverentiy plugged.
2. Gas cap pop-off is judged to have occured after approx. 18 minutes into the second cycle.
at a 20% tank temp of 109° F, anda tank pressure of 4.15 In. Hg. Running losses
appear to be continuous through the fourth cycle.
3. Starting time was 13:32 with finish at 15:02.
1. Nominal RVP-11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-9
-------
APPENDIX 3: ON-ROAD THIRD CYCLE SUMMARY STATISTICS
Vehicle
Date
Topaz
Topaz
Topaz
Century
Century
Century
Century
Skylark
Escort #746
Escort #746
Escort #746
Escort #743
Escort #743
Reliant
Reliant
Reliant
Reliant
Reliant
Reliant
CIO
C10
C10
C10
7/31/86
8/5/86
8/6/86
8/8/86
8/12/86
8/13/86
8/14/86
7/18/86
8/11/86
8/12/86
8/13/86
9/2/86
9/2/86
8/15/86
8/18/86
8/19/86
8/20/86
8/20/86
8/21/86
8/20/86
8/21/86
8/25/86
8/26/86
Cycle
No.
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
3
Fuel
Tank 20%
116
105
104
101
97
100
98
116
96
94
98
108
114
104
103
105
96
104
102
99
99
84
89
Air Temp
at Trunk
96
89
83
92
85
87
82
101
82
77
85
94
93
98
98
97
90
98
94
97
87
77
81
Tank-Amb
Difference
33
26
26
24
24
24
21
24
27
20
23
33
39
27
21
24
20
23
19
20
15
14
15
Amb.
Temp
83
79
78
77
73
76
77
92
69
74
75
78
78
77
82
81
76
81
83
79
84
70
74
Tank Cloud Return Fuel
Pros Cover Line System
(In. Hg)
.65
.15
.33
.34
.15
.20
.25
4.27*
.32
.22
.23
.07
.05
.36
.25
.32
.20
.25
.30
.25
.23
.04
.04
MS-MC
MS-MC
MC-OC
MC
MS
MC
OC
MC-MS
MC
MS-MC
MC
MS
MS
MC
MS
MC
MS-OC
MC-OC
MS
MS-PC
MS
OC-MC
MS-MC
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
No
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
TBI
TBI
TBI
TBI
TBI
TBI
TBI
Carb.
Garb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
Carb.
* Tank vent line was plugged - not included in calculations on following page.
A3-1
-------
APPENDIX 3: ON-ROAD THIRD CYCLE STATISTICS
Vehicle
All except
Reliant Wagon &C10
Throttle Body Injection
Carbureted except
Reljant Wagon &C10
Carbureted
With Return Lines
except Reliant &C10
Carbureted
No Return Lines
(Escorts only)
All
Carbureted
Carbureted With
Return Lines
Reliant &C10
Escort #746
Escort #743
Average Average Average Average Average
Fuel Air Temp Tank-Amb Amb. Tank*
Statistic Tank 20% at Trunk Difference Temp Pres
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Skylark
Only
104
8
7%
103
6
6%
104
10
9%
116
88
7
8%
88
5
6%
89
9
10%
101
26
5
20%
25
4
15%
28
7
26%
24
78
5
7%
78
3
4%
78
8
10%
92
.25
.16
64%
.30
.17
59%
.18
.12
66%
NA
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
Avg
sd
COV
102
9
8%
101
8
8%
101
8
8%
100
8
8%
99
7
7%
96
2
2%
111
4
4%
86
7
8%
90
7
8%
91
8
9%
93
8
8%
92
8
8%
81
4
5%
94
1
1%
28
8
27%
24
6
25%
23
7
29%
20
4
21%
20
4
21%
23
4
15%
36
4
12%
75
4
5%
78
5
6%
78
6
7%
80
6
7%
79
4
6%
73
3
4%
78
0
0%
.18
.12
66%
.24
.14
58%
.21
.11
53%
.22
.11
49%
.22
.11
49%
.26
.06
21%
.06
.02
31%
A3-2
-------
Appendix 4; Test Fuels Analyses
tuei Type
In service date
Out of service date
Used for
TTPM KXTTTHOn TTNTTQ
i IIJM -ML inuiJ — un i ID—
RVP (PSI) ASTM D 323
Distillation ASTM D 86
initial boiling pt.
5% evaporated
10% evaporated
20% evaporated
30% evaporated
40% evaporated
50% evaporated
60% evaporated
70% evaporated
80% evaporated
90% evaporated
95% evaporated
End Point
Evaporated at 160 °F
Sulfur ASTM D 1266
Lead ASTM D 3237
<0.001
Manganese AA
Phosphorous ASTM D 3231
Hydrocarbon Comp.
ASTM DS319
olef ins
aromatics
saturates REMAINDER
Research
Octane No. ASTM D 2699
Motor
Octane No. ASTM D 2700
Antiknock
Index ASTM D 439
Sensitivity RON-MON
Weight Frac-
tion Carbon ASTM D 3343
Net Heat of
Combustion ASTM D 3338
API GRAVITY ASTM D 1298
Specific
Gravity (60°F/60°F)
°F
°F
°F
°F
°F
°F
°F
Op
°F
°F
'F
°F
°F
Vol %
wt%
g/gal
g/gas
g/gal
Vol %
Vol %
Vol %
Vol %
BTU/lb
°API
(.ommercia.
5/18/86
10/31/86
On-Road
12.0
84
94
107
132
156
181
202
226
250
286
333
361
418
34.0
0.0320
<0.001
--
0.000-4
9.2
29.5
61.3
92.0
83.2
87.6
8.3
0.8654
18463
60.3
0.7377
i commercial Unleaded
Test Fuel
11/21/86 12/16/86
06/19/87 3/22/87
Dynamometer Dynamometer
11.8
83
103
114
136
162
192 '
220
246
272
303
343
377
. 421
29.2
.0051
<0.001
<0.001
0.0011
9.4
28.0
62.6
92.0
83.0
87.5
9.0
0.8650
18485
58.6
0.7443
9.0
88
120
134
159
183
203
216
226
238
261
312
331
380
20.4
0.0028
<0.001
0.0007
0.8
28.9
70.3
97.4
89.1
93.3
8.3
0.865523
18468
58.9
Fuel Economy Numerator
(g carbon/gal)
Fuel Economy
Numerator
(g carbon/gal) with R Factor
2412
2421
0.745522
2432
2427
0.743172
2430
2428
A4-1
-------
APPENDIX 5: SUMMARY OF REID VAPOR PRESSURE MEASUREMENTS
Fuel: FTP Spec.
Fuel
Commercial Commercial Blend of
Fuel Fuel Commercial
& FTP Fuel *
Source:
Dispensed Temp:
Sample
Date
5-Feb-87
10-Feb-87
20-Feb-87
25-Feb-87
26-Feb-87
6-Mar-87
12-Mar-87
13-Mar-87
19-Mar-87
26-Mar-87
30-Mar-87
2-Apr-87
6-Apr-87 .
12-Apr-87
Dispenser
50°F
RVP
(psi)
9.08
8.92
9.04
9.04
9.05
9.03
Dispenser
50°F
RVP
(psi)
11.54
11.44
11.73
11.74
11.78
11.47
11.72
11.49
11.85
11.74
Fuel Cart
80°F
RVP
(psi)
11.44
11.47
11.35
11.56
Fuel Cart
80°F
RVP
(psi)
10.44
9.57
10.58
Average:
9.03
11.65
11.46
* Individually blended for each test, so it is inappropriate to average the RVPs.
A5-1
-------
APPENDIX 1: EMISSIONS DATA
1983 Buick Skylark Dynamometer Multiple Trip Hot Soak Emissions
Veh. ID 1G4AB69X6DT4Q494 Eng. Fam: D1G2.8V2NNA9 Carbureted
Evap. Fam: 3B6-1B
Test Date RVP
psi
2/24/87 9.0
2/25/87 11.6
2/26/87 11.5
2/26/87 11.5
2/27/87 10.4
Procedure Hot SoakHot Soak Diurnal
1st Hour 2nd Hour
6/test E/iest e/test
FTP 1.22 NA 0.52
FTP 6.17 NA 1.58
NA NA NA NA
After4LA4s 13.74 1.75 NA
After4LA4s 2.33 0.79 NA
Procedure HC HC CO CO NOx NOx FE
FTP Bag 2 FTP Bag 2 FTP Bag 2 FTP
E/mi R/mi R/mi R/mi g/mi gjmi mpg
FTP 0.47 0.08 13.63 6.68 0.25 0.12 21.1
FTP 0.68 0.14 19.75 8.80 0.35 0.15 21.4
2nd of 4 LA' NA 0.72 NA 28.65 NA 0.09 NA
4thof4LA4 NA 2.11 NA 71.93 NA 0.07 NA
' AIR System diverter valve malfunction - after hot starts it dumped to atmosphere.
1986 Buick Century Multiple Trip Hot Soak Emissions
Veh ID: G4AH19R1GT444321 Eng. Fam: G2G2.5V5TPG9 Throttle Body Injection
Evap. Fam: 6AO-2A
Date
3/17/87
3/18/87
3/24/87
3/24/87
3/20/87
RVP
psi
9.0
11.6
11.5
11.5
10.6
- Evaporative
Emissions
Procedure Hot SoakHot Soak Diurnal
1st Hour 2nd Hour
g/test g/test g/test
FTP 0.49
FTP 0.33
NA NA
After4LA4s 2.13
After 4 LA4s 0.29
NA
NA
NA
0.25
0.15
0.18
8.86
NA
NA
NA
Procedure
FTP
FTP
2nd of 4 LA'
4th of 4 LA4
— Exhaust
HC HC
FTP Bag 2
e/mi R/mi
0.19 0.11
0.24 0.13
NA 0.11
NA 0.12
Emissions •
CO CO
FTP Bag 2
E/mi g/mi
2.12 1.77
4.65 4.58
NA 3.38
NA 4.60
NOx
FTP
e/mi
0.18
0.38
NA
NA
NOx
Bag 2
R/mi
0.09
029
024
0.15
FE
FTP
mpe
25.0
22.4
1986 Taurus Multiple Trip Hot Soak Emissions
Veh ID: 1FABP29U4GG249978 Eng. Fam: GFM3.0VSFEG5 Port Fuel Injected
Evap. Fam: 6HME
Date
3/5/87
3/6/87
4/2/87
Avgof3/6&4/2
3/10/87
3/10/87
3/11/87
RVP
psi
9.0
11.6
11.6
11.6
11.5
11.5
9.6
Procedure Hot SoakHot Soak Diurnal
1st Hour 2nd Hour
R/test e/test
FTP 0.21 NA
FTP 0.24 NA
FTP 0.24 NA
FTP Avg 0.24 NA
NA NA NA
After4LA4s 26.90 0.32
After4LA4s 0.25 0.14
R/test
0.15
0.13
0.54*
0.13
NA
NA
NA
Procedure
FTP
FTP
FTP
FTP Avg
2nd of 4 LA*
4lhof4LA4
Pi
HC
FTP
e/mi
0.34
0.39
0.29
0.34
NA
NA
.haust
HC
Bag 2
e/mi
0.03
0.04
0.02
0.03
0.04
0.04
Emis.
CO
FTP
B/mi
3.73
4.05
3.17
3.61
NA
NA
CO
Bag 2
e/mi
0.02
0.20
0.08
0.14
0.16
0.20
NOx
FTP
e/mi
0.45
0.51
0.40
0.46
NA
NA
NOx
Bag 2
e/mi
0.44
0.45
035
0.40
0.46
0.45
FE
FTP
mpg
192
19.4
20.2
19.8
NA
NA
* Four drops of fuel dropped on car during fueling.
Al-1
-------
Appendix 2: On-Road Maximum Temperatures & Pressure*
Veh. ID: 1WEBP75X1FK602467
Test Date: 7/31/86
Driver Matt
1985 TBI Topu On-Road Data
Eng. Fam: FFM2.3V5HCF4
Init Amb. Temp. - 86 Final Amb. Temp. - 81
Cloud Cover- Mostly sunny to mostly cloudy
Fuel Air Temp Tank Tank-Amb Start Finish Nominal Avg.
Evap. Fam: 5FMF
Adapter No. 1
Fuel Return Line: Yes
Odometer
Tank 20% at Trunk Pres Difference Time Time Distance Speed Odometer Distance
(°F) (In. Hg)
(Miles) (MPH) (Miles)
(Miles)
Cycle No.
Initial
1
2
3
4
5
88
103
112
116
119
120
93
95
95
96
97
95
0.03
0.68
0.67
0.65
0.67
0.47
2
18
28
33
37
39
14:10:03
14:11:03
14:31:21
14:53:56
15:16:48
15:40:41
NA
14:30:21
14:52:56
15:15:48
15:39:41
16:04:47
NA
7.4
7.5
7.5
7.5
7.5
NA
23.0
20.8
20.6
19.7
18.7
24,730.3
24,737.6
24.744.9
24,752.1
24.759.4
24.766.9
NA
7.3
7.3
7.2
7.3
7.5
Veh. ID: 1WEBP75X1FK602467
Test Date: 8/5/86
Driver: Hanneke
1985 TBI Topaz On-Road Data
Eng. Fam: FFM2.3V5HCF4
(nil Amb. Temp. - 79 Final Amb. Temp. - 79
Cloud Cover: Mostly sunny to mostly doudy
Evap. Fam: 5FMF
Adapter No. 1
Fuel Return Line: Yes
Cycle No.
Initial
1
2
3
Fuel
Tank 20%
(°F)
84
97
104
105
Air Temp Tank Tank-Amb Start
at Trunk Pres Difference Time
(°F) (In. Hg) (°F)
82
84
82
89
0.07
0.22
0.21
0.15
5
18
25
26
12:47:53
12:48:53
13:11:54
13:34:50
Finish Nominal Avg.
Time Distance Speed
(Miles) (MPH)
NA
13:10:54
13:33:50
13:56:06
NA
7.4
7.5
7.5
NA
20.2
20.5
21.2
Odometer
Odometer Distance
(Miles) (Miles)
24,791.4
24,798.7
24,806.0
24,813.2
NA
7.3
7.3
7.2
Veh. ID: 1WEBP75X1FK602467
Test Date: 8/6/86
Driver: Hanneke
1985 TBI Topaz On-Road Data
£ng. Fam: FFM2.3V5HCF4
Init. Amb. Temp. - 78 Final Amb. Temp. • 78
Cloud Cover: Mostly cloudy to overcast
Evap. Fam: 5FMF
Adapter No. 1
Fuel Return Line: Yes
Fuel
Tank 20%
(°P)
Cycle No.
Initial
1
2
3
79
92
100
104
Air Temp
at Trunk
(°F)
80
83
84
83
Tank Tank-Amb Start
Press Difference Time
In. Hg (°F)
0.08
0.31
0.40
0.33
1
14
22
26
14:10:50
14:11:50
14:33:29
14:55:28
Finish Nominal
Time Distance
(Miles)
NA
14:32:29
14:54:28
15:17:11
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
21.5
21.4
20.7
Odometer
Odometer Distance
(Miles) (Miles)
24,814.2
24.821.5
24,828.8
24,836.0
NA
7.3
7.3
7.2
1. Nominal RVP-11.5psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test If conditions changed, the final cloud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-1
-------
Appendix 2: On-Road Maximum Temperaturea & Praaauraa
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/8/86
Driver: Matt
1986 T8I Bulek Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. » 77 Final Amb. Temp. • 77
Cloud Cover: Mostly doudy
Evap. Fam: 6AO-2A
Adapter No. 1
Fuel Return Line: Yes
Cycle
Fual Air Tamp Tank Tank-Amb
Tank 20% at Trunk Preaaure Dlffaranca
No. (°F) (°F) (ln.Hg) (°F)
Initial
1
2
3
79
90
98
101
83
91
90
92
0.03
0.30
0.23
0.34
2
13
21
24
Start
Tlma
1225:11
1226:11
12:47:56
13:13:19
Flnlah
Tlma
NA
12:46:56
13:12:19
13:37
Nominal
Dlatanca
(Miles)
NA
7.4
7.5
7.5
Avg.
Spaad
(MPH)
NA
21.4
18.5
19.0
Odomatar
(Miles)
9,450.6
9.458.2
9.465.6
9,473.4
Odomatar
Olatanca
(Miles)
NA
7.6
7.6
7.6
Times listed without seconds had to be estimated due to recorder malfunction.
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/11/86
Driver Matt
1986 TBI Bulek Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
IniL Amb. Temp. - 66 Final Amb. Temp. » 67
Cloud Cover: Mostly doudy
Evap. Fam: 6AO-2A
Adapter No. 1
Fuel Return Line: Yes
Fuel Air Temp Tank Tank-Amb Start
Tank 20% at Trunk Pressure Difference Time
Cycle No. (°F) (°F) (ln.Hg) (°F)
Initial
1
2
77
84
86
73
78
80
0.10
0.18
0.18
11
17
19
12:46:55
12:47:10
13:10
Flnlah
Time
NA
13:09
13:32
Nominal Avg. Odometer
Distance Speed Odometer Dlatance
(Miles) (MPH) (Miles) (Miles)
NA
7.4
7.5
NA
20.3
20.5
9,495.0
9,504.7
9,512.1
NA
9.7
7.4
Third cyde was not run. Times listed without seconds had to be estimated due to recorder malfunction.
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/12/86
Driver: Matt
1986 TBI Bulek Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. - 70 Final Amb. Temp. • 73
Cloud Cover: Mostly sunny
Evap. Fam: 6AO-2A
Adapter No. 2
Fuel Return Line: Yes
Fuel Air Temp Tank Tank-Amb Start Finish
Tank 20% at Trunk Preaaure Difference Time Time
Cycle No. (°F) (°F) (ln.Hg) (°F)
Nominal Avg. Odometer
Dlatance Speed Odometer Dlatance
(Miles) (MPH) (Miles) (Miles)
Initial
1
2
3
78
87
94
97
NA
7.4
7.5
7.5
NA
22.5
21.1
21.3
9,513.2
9,521.6
9,528.1
9,535.6
NA
8.4
6.5
7.5
76 0.10 8 14:00:11 NA
84 0.20 16 14:01:11 14:20:55
82 0.21 22 14:21:55 14:43:16
85 0.15 24 14:44:16 15:05:25
1. Nominal RVP- 11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
Initial doud cover conditions are stated for each test. If conditions changed, the final doud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-2
-------
Appendix 2: On-Road Maximum Temperature* & Pressure*
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/13/86
Driver Matt
1086 TBI Bulck Century On-Rosd Data
Eng. Fam:G2G2.5V5TPG9
Init Amb. Temp. • 75 Final Arab. Temp. • 76
Cloud Cover: Mostly doudy
Evap. Fam: 6AO-2A
Adapter No. 2
Fuel Return Line: Yes
Fuel
Tank 20%
Cycl* No.
Initial
1
Z
3
(«F)
74
87
96
100
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
78
86
89
87
(In. Hg)
0.07
0.20
0.25
0.20
(°F)
-1
11
20
24
14:33:49
14:34:49
14:55:22
15:17.30
Finish Nominal
Time Distance
NA
14:54:22
15:16:30
1 5:41 :00
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
22.7
21.3
19.1
Odometer
Odometer Distance
(Mites)
9.536.5
9,543.9
9,551.4
9,558.9
(Mites)
NA
7.4
7.5
7.5
Veh.lD: 1G4AH19R1GT444321
Test Date: 8/14/86
Driver: Matt
1986 TBI Bulck Century On-Road Data
Eng. Fam: G2G2.5V5TPG9
Init Amb. Temp. . 77 Final Amb. Temp. • 77
Cloud Cover: Overcast
Evap. Fam: 6AO-2A
Adapter No. 2
Fuel Return Line: Yes
Fuel
Tank 20%
Cycle No.
Initial
1
2
3
(°F)
76
87
96
98
Air Temp
at Trunk
CF)
86
86
83
82
Tank Tank-Amb Start
Pressure Difference Tim*
(In. Hg)
0.13
0.27
0.25
0.25
(°F)
-1
10
19
21
14:41:25
14:42:25
15:01:27
15:22:43
Finish Nominal
Tim* Distance
NA
15:00:27
15:21:43
15:42:30
(Miles)
NA
7.4
7.5
7.5
Avg.
Speed
(MPH)
NA
24.6
22.2
22.7
Odometer
Odometer Distance
(Mites)
9,559.9
9,567.4
9.574.8
9,582.4
(Mites)
NA
7.5
7.4
7.6
Veh.lD: 2FABP1348EX123746
Test Date: 8/11/86
Driver: Matt
1984 Carbureted Escort On-Road Data
Eng. Fam: EFM1.6V26DK7
Init Amb. Temp. - 69 Final Amb. Temp. - 69
Cloud Cover: Mostly cloudy
Evap. Fam: 4CMB
Adapter No. 1
Fuel Return Line: No
Fuel
Tank 20%
Cycle No.
. Initial
1
2
3
(°F)
74
84
93
96
Air Temp Tank Tank-Amb Start
at Trunk Pressure Difference Time
(°F)
75
78
83
82
(In. Hg)
0.13
0.44
0.35
0.32
(°F)
5
15
24
27
14:46:42
14:47:42
15:07:07
1529:18
Finish Nominal Avg.
Time Distance Speed
NA
1 5:06:07
15:28:18
15:50:24
(Miles)
NA
7.4
7.5
7.5
(MPH)
NA
24.1
21.2
21.3
Odometer
Odometer Distance
(Miles)
20,850.0
20,857.4
20,864.8
20.872.3
(Mites)
NA
7.4
7.4
7.5
1. Nominal RVP. 11.5 psi
2. Adapter 1 added 0.12 gallons to the fuel tank volume. Adapter 2 added 0.16 gallons to the fuel tank volume.
3. Initial cloud cover conditions are stated for each test. If conditions changed, the final doud cover is also stated.
4. Ambient Temperature readings were only made at the beginning and end of each test - intermediate temperatures
were interpolated for Tank-Amb Difference calculations.
A2-3
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