EPA-AA-TSS-83-2
The Emission Effects of Misfueling
Five 1981-82 Model Year Automobiles With
10 Continuous Tankfuls of Leaded Gasoline
R. Bruce Michael
August 1983
NOTICE
Technical reports do not necessarily represent final EPA
decisions or positions. They are intended to present
technical analyses of issues using data which are currently
available. The purpose in the release of such reports is to
facilitate the exchange of technical information and to
inform the public of technical developments which may form
the basis for a final EPA decision, position or regulatory
action.
U.S. Environmental Protection Agency
Office of Air, Noise and Radiation
Office of Mobile Sources
Emission Control Technology Division
Technical Support Staff
2565 Plymouth Road
Ann Arbor, Michigan 48105
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2
Table of Contents
Section Page
Background 3
Vehicle Types 4
Vehicle Preparation 4
Fuels Used 6
Mileage Accumulation 6
Emission Tests Conducted 7
Test Conditions 7
Results 8
Conclusions 12
References 22
Appendix 23
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Background
Misfueling of catalyst equipped vehicles (the use of leaded
gas instead of unleaded) has been known to substantially
increase the regulated emissions of pre-1980 model year (MYR)
vehicles. Even one tankfu^ of leaded gasoline can cause
emission levels to double or triple.(1-3)* The early vehicle
catalysts controlled only two of the three major regulated
emissions - hydrocarbons (HC) and carbon monoxide (CO) .
These catalysts are usually referred to as "oxidation
catalysts", because they add oxygen to the HC and CO
molecules to form H20 and C02- Starting in 1981, most
catalysts controlled oxides of nitrogen (NOx) emissions as
well as HC and CO. The control of NOx is a "reduction"
process, because oxygen is subtracted from the NOx molecules
to form N2. Catalysts which perform both the oxidation and
reduction catalyst functions are referred to as three-way
catalysts.
Three-way catalysts differ from earlier oxidation catalysts
in three main ways. First, three-way catalysts contain a
third precious metal for the reduction function, rhodium
(Rh) , as well as platinum (Pt) and palladium (Pd) which are
used in oxidation catalysts. Second, the support material
differs in that current three-way catalysts have larger pores
and higher surface areas than older catalysts, which affects
the chemical reactions. Third, the ratio and amounts of Pt
and Pd have often changed.(4) In addition, there are
important differences in the vehicles on which three-way and
oxidation catailysts are used. Three-way catalysts are most
often used in combination with closed-loop fuel control,
which results in a different exhaust gas composition than
typically enters an oxidation catalyst. Finally, closed-loop
fuel systems depend on catalyzed exhaust gas oxygen sensors
which themselves may be influenced by misfueling. These
differences moan that the effects of misfueling three-way
catalyst vehicles require separate quantification from those
of misfueling oxidation catalyst vehicles. Because it is
likely that most of the vehicles produced in the 1980's will
have three-way catalysts, this test program focused mainly on
them. There have been previous misfueling studies of
three-way catcilyst vehicles (1,2) but these were limited to
early generation systems or to only one or two current
generation vehicles.
*Numbers in parentheses refer to references at the end of the
report.
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The rate of misfueling of passenger cars has been recently
estimated at eibout 10%. (5) This is a substantial percentage
which has a significant environmental impact. EPA wanted to
determine the effect of misfueling on late model vehicles in
order to help predict the effect on fleetwide emission levels
in the 1980's, A test program was therefore initiated with
Automotive Test Laboratories (ATL) in Ohio, which had a
contract with EPA to perform work assignments as required.
This task was Work Assignment No. 1 to EPA Contract No.
68-03-3157.
Vehicle Types
Five vehicle types were designated by EPA as test vehicles.
The 1981 MYR vehicles were to have accumulated at least
25,000 miles prior to testing and the 1982 MYR vehicles at
least 15,000 miles. The vehicles recruited are listed in
Table 1 (more specific information is given in the
Appendix) . Each conforms to the types originally designated
by EPA, except, for the Plymouth Reliant. EPA had desired a
three-way catalyst closed-loop emission control system for
this vehicle type, but ATL could only obtain a vehicle with
the alternate engine size which had an oxidation catalyst.
EPA agreed to the use of this vehicle. EPA also agreed to
allowing the use of two 1981 MYR vehicles which had less than
25,000 miles.
Vehicle Preparation
All test vehicles had their as-received tank fuels measured
for the presence of leaded gas and the tailpipes checked with
a lead detection paper. No vehicles appeared to have been
misfueled prior to the test program.
Vehicles were thoroughly inspected prior to testing and none
were found to require more than minor adjustments. All
vehicles were then set to the manufacturer's tune-up
specifications. All vehicles were left in this condition for
the entire test program and did not appear to change in any
manner.
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5
Table 1
MYR MFR
Closed-
Make./Model Engine Fuel System Catalyst Loop?
Air
Injection? Odometer
1981
QVl
Buicx
Regal
231 CID
6 cyl
Carbureted
3-way
Yes
Pump
25,902
1981 Ford Mercury
Lynx
1981 Chrysler Plymouth
Reliant
1981 VW
1982 CM
Rabbit
Chevrolet
Citation
98 CID Carbureted
4 cyl
156 CID Carbureted
4 cyl
105 CID Port F.I.
4 cyl
151 CID TBI
4 cyl
Ox+3-way No
Oxidation No
3-way Yes
3-way Yes
Pump 24,850
Pulse 42,620
No
No
21,657
16,934
Definitions:
MYR
CID
Port F.I.
TBI
Closed-Loop
Ox+3-way
Oxidation
Pump
Pulse
- Model year
- Cubic inch displacement
- Port fuel injection
- Throttle body fuel injection
- Emisision system which senses the exhaust gas
and sends the information to a computer which
uses the information in controlling the fuel
system; sometimes called "feed-back" system.
- Oxidation catalyst plus three-way catalyst, in
two separate containers
- Oxidation catalyst
- Air pump driven by the engine
- Pulse air injection utilizing only suction
pulses in the exhaust
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Fuels Used
All emissions testing was performed with indolene unleaded
test fuel. The leaded fuel used for mileage accumulation was
a commercially obtained fuel with a lead content of 1.02
grams per gallon. This closely matches the national average
lead content of leaded regular gasoline which was recently
measured at 0.99 grams per gallon.(6)
Mileage Accumulation
Vehicles were driven on the test track at the Transportation
Research Center (TRC) for all mileage accumulation. This is
the test track in Liberty, Ohio where ATL has its
laboratory. The mileage accumulation speed averaged about 50
mph and the vehicles were driven up to 16 hours per day. The
driving cycle consisted of driving at 55 mph with a stop
every 10 miles. Because the test intervals were separated by
numbers of tankfuls, rather than specific mileages, and this
process involved estimation, the mileage between test points
varied slightly, and was different for each vehicle. The
average mileage for each tankful varied between 250-360 miles
for the different vehicles. Table 2 shows the total miles
driven on leaded fuel, and the estimated numbers of gallons
used with the associated amounts of lead, for each vehicle.
The total number of gallons of lead used by each vehicle had
to be estimated, due to the fact that between each test each
vehicle was driven for two approximate tankfuls, and the
exact amount of fuel used during only the first tankful was
known. A method was used to approximate the number of
gallons used :Ln the second tank. Because the vehicle was
filled at the beginning of the mileage accumulation interval
and refilled after one tank of driving, it was known exactly
how many gallons were used during the first tank. Miles per
gallon (mpg) were then calculated for that tank. After the
second tank, the tank was not refilled, and therefore the
amount of fuel consumed was not known, but the number of
miles driven was known. The same mpg was assumed as during
the first tank, and the number of gallons used was
estimated. Th:.s calculation was performed separately at each
interval for each vehicle. Due to the type of driving being
consistent during both tanks, it is estimated that the number
of gallons calculated is very accurate.
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7
Table 2
Miles Driven and Amounts of Leaded Fuel
Used During the 10 Tankfuls of Misfueling
Miles No. of No. of
Vehicle Driven Gallons Leaded Grams Lead
Regal 3010 133.7 136.4
Lynx 2914 87.2 88.9
Reliant 2514 103.1 105.2
Rabbit 2979 91.2 93.0
Citation 3597 112.4 114.6
Emission Tests Conducted
The following test sequence was performed on each vehicle at
each test stage.
1. Federal Test Procedure
2. 50 mph Cruise Test
3. Highway Fuel Economy Test
4. Four-Speed Idle Test
5. Loaded Two-Mode Test
6. Engine Restart Idle Test (Ford Idle Test)
Test Conditions
Emission Test sequences were performed at the following
conditions:
Vehicle Condition No. Test Sequences
Baseline 2
Catalyst removed (with straight pipe) 1
After 2 tankfuls leaded (catalyst on) 1
After 2 more tankfuls leaded (4 total) 1
After 2 more tankfuls leaded (6 total) 1
After 2 more tankfuls leaded (8 total) 1
After 2 more tankfuls leaded (10 total) 2
With new catalyst 1
With new oxygen sensor (when applicable) 1
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Results
All vehicles generally produced increasingly more FTP EC, CO
and NOx emissions as they were exposed to more leaded fuel.
Table 3 shows the average FTP emissions at each test stage
for the five vehicles. Table 4 shows the average emission
levels for the three closed-loop 3-way catalyst vehicles
(which have oxygen sensors). The degree of emission increase
varied considerably from vehicle to vehicle, however. For
example, the CO emissions of the five vehicles after 10
tankfuls of leaded gasoline were approximately 300%, 240%,
60%, 10% and 290% greater than the baseline levels. Data
from the tests with the catalyst removed also show
considerable variation in emission levels, particularly for
CO. The vehicles with closed-loop, three-way catalysts,
though, all emitted relatively low CO levels with the
catalyst removed. This indicates the generally good CO
control associated with closed-loop sytems.
Figure 1 graphically shows the HC, CO and NOx emissions at
each stage for each vehicle, along with graphs showing the
conversion loss at each test stage. The percent conversion
loss was determined by dividing the change in emissions from
baseline by the difference between the baseline emission
level and the level with the catalyst removed. HC emissions
increased fairly steadily for all five vehicles, although not
to the same degree. CO emissions increased for only four of
the five vehicles, and often leveled off after a few tankfuls
of leaded, rather than continually increasing. NOx emissions
increased for all five vehicles to varying degrees. The HC
increases are more dramatic than those of CO and NOx,
similarly to past observances. This is because the catalysts
generally are more negatively affected by misfueling in their
HC conversion efficiency than their CO and NOx conversion.
(Individual test scores are shown in the Appendix.)
It is not possible to predict the emission increases from
observing just the amount of lead passing through the
catalyst, even if the catalyst volume and size of the vehicle
are considered. For example, the two vehicles which used the
most leaded fuel (the Regal and Citation) had very different
emission increases. Their catalyst and emission control
designs are similar, yet the Regal's HC emissions increased
much more than the Citation's. It may be possible, though,
that a formula could be devised which would predict the
effects if it included other factors such as engine-out
emissions, air injection, type of fuel system, fuel
consumption, vehicle weight, etc.
Figures 2-3 show bar charts of the average misfueling
emission levels as a percent of baseline levels. Figure 2 is
based on all five vehicles for HC and CO, and just the four
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three-way catalyst vehicles for NOx. Average HC and CO
emissions increase most substantially for about the first
four tanks of leaded and then increase more slowly; this is
only a generalization, however. Average HC emissions are 4.4
times the baseline levels after 10 tanks of leaded gas,
average CO emissions are 2.g times the baseline levels and
average NOx emissions are 1.9 times the baseline levels. The
baseline amount of emission control (conversion efficiency)
is 82% for HC (550-100/550) and after 10 tankfuls of leaded
it is 20%; the conversion efficiency for CO is 80% at
baseline and 44% after 10 tankfuls of leaded; for NOx it is
76% at baseline and 54% after 10 tankfuls of leaded. This
represents a loss in conversion efficiency due to 10 tankfuls
of leaded of 76% for HC (82-20/82) , 45% for CO and 29% for
NOx.
In Figure 3 emission levels are shown for just the three
3-way catalyst vehicles with feedback control. The changes
are similar to those in Figure 2, although the percentage
increases over baseline levels are slightly greater after 10
tanks of leaded. This may be due to the effect of leaded gas
on the oxygen sensors, which causes some loss of feedback
control. It is apparent, though, that the main effect was on
catalyst poisoning, not oxygen sensor poisoning, since the
emission levels returned to near baseline levels when new
catalysts were installed. With the new oxygen sensors, HC
and CO decreased further on all three vehicles, but NOx
increased on two of the vehicles. This indicates that the
poisoned oxygen sensors were sending incorrect signals
indicating a greater (richer) fuel-air ratio was needed when
it really was not. This occurrence is logical, because as a
sensor is poisoned it would be expected that its voltage
output would become less as it loses its ability to measure
oxygen in the exhaust gas, and a lower voltage signal is read
by the computer as meaning the fuel-air ratio needs to be
richer.
Figure 4 shows the average emission levels of the four
three-way catalyst vehicles from this program at a few test
conditions, and compares them to the average levels of nine
early model year three-way catalyst vehicles which were
misfueled in two test programs in 1979 and 1980. (1, 2) As
can be seen in Figure 4, emission levels due to misfueling
are similar for the two groups. There are several problems
in making a direct comparison with these two programs,
however, such that we can only say that misfueling had a
similar effect on the two groups. The earlier test programs
used fuel with a higher average lead content than the present
one; six of the nine vehicles used fuel with 2.5 grams of
lead per gallon and the other three used fuels with lead
averaging about 1.0 grams per gallon. Knowing this, it would
be expected that the vehicles in the earlier programs would
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10
have higher average emissions after a similar number of tanks
of leaded gas than in the present program. Other factors
lead to lower emissions, though. Most of the vehicles tested
in the earlier program began their test programs at lower
mileage than the vehicles in this program and six of the
vehicles had new catalysts installed at (or just prior to)
the beginning of the misfueling test program, whereas in this
program the original catalysts were used. These latter
differences are probably the cause of the usually lower
baseline and no-catalyst emissions of the earlier models seen
in Figure 4, but complicate the misfueling comparisons.
A simpler comparison is shown in Figure 5, which presents
just the results from one of the early model year programs
(1) with the four three-way catalyst vehicles in this
program. Both the three-way catalyst vehicles and the
oxidation catalyst vehicles from that early program (all were
1979 MYR) are shown. This single earlier program can be
compared more directly to the present one (as opposed to
combining both earlier programs), because this one program
used gasoline having a nearly identical average lead content
as the present one, and the original catalysts. The average
emissions of the early three-way catalyst vehicles showed
similar trends with misfueling to the current vehicles. The
HC and CO emissions of the oxidation catalyst vehicles
increased with misfueling more than either of the three-way
groups on an absolute basis, but not on a percentage basis.
The fact that the percentage increases were greater for the
three-way groups is because their baseline emissions were
much lower, such that even smaller absolute increases
affected the percentage increases more greatly. It is
interesting to note that the average emissions of the 1979
MYR three-ways with the catalyst removed were lower for HC
and CO, but higher for NOx. Because the earlier vehicles
generally were first generation designs, definitive
conclusions cannot be made about these differences, however.
Another concern with misfueling is whether it affects cold or
warm operation to different degrees. The FTP is divided into
three segments of driving and one of these is driving from a
"cold" condition (the vehicle not having been operated for at
least 12 hours) . The emissions from each of the three
segments is collected into separate "bags" and analyzed
separately. Figures 6-8 show the effects on the three
segments (bags) of the FTP from 10 tankfuls of leaded
gasoline, for each pollutant. Two graphs are shown for each
pollutant on each page. The top graph shows the percentage
increase in emissions for the total FTP and also each segment
(bag) of it. The bottom graph shows the contribution which
each bag of the FTP contributes to the total. Noticeable
trends occur for both HC and CO. Bag 1 emissions increase
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11
the least amount, and bag 2 the most. Also, whereas before
misfueling bag 1 contributed the most to the FTP, after
misfueling bag 2 does. The larger increase seen in bag 2
emissions is logical, because normally the catalyst is only
operating effectively part of the time in bag 1 (due to the
cold initial condition) whereas in bag 2 it is normally
operating all of the time. Therefore, a reduction in
catalyst effectiveness would be a greater detriment to bag
2. The bag 3 driving cycle is the same as bag 1 except that
the vehicle is started warm. As can be seen, bag 3 emissions
also increase more than bag 1, but not as greatly as bag 2.
The bag 3 percentage contribution to the FTP remains nearly
the same. The different driving cycles in bags 2 and 3 are a
possible cause for the difference in percentage increases.
Bag 3 (and bag 1) has a higher average speed and less stops
per mile than bag 2. Apparently, the decrease in catalyst
effectiveness from misfueling varies with the driving
condition.
Concerning I/M short tests, most of the vehicles continued to
have relatively low short test emissions with misfueling, low
enough to pass most state I/M standards. This is not
surprising, because I/M tests are designed to catch only
those vehicles which are emitting at very high emission
levels, generally higher than produced by these well tuned
vehicles even after misfueling. Also, the I/M tests do not
check vehicles under conditions which require much catalyst
activity. Short test results are shown in the Appendix for
the individual vehicles along with the FTP results. Three of
the five vehicles passed all the short tests after 1C tanks
of leaded gas, using 207(b) cutpoints. However, two of the
five passed all the short tests with the catalyst removed.
After 10 tankfuls of leaded, only one vehicle (the Regal)
would have failed the simple Idle Test using 207(b) cutpoints
of 220 ppm HC and 1.2% CO; the same vehicle was the only one
to fail the 207(b) cutpoints for the Loaded Two-mode test;
the Reliant was the only vehicle to fail the cutpoints for
the Two-Speed Idle test; and no vehicles failed the Idle Test
cutpoints after an engine preconditioning of 2500 rpm.
Vehicles were also tested for lead deposits at the tailpipe
using Plumbtesmo lead sensitive paper. Table 5 presents the
results. After two tanks of leaded fuel, only two of the
vehicles showed a positive lead reading at the tailpipe.
After four tanks of leaded fuel, four of the vehicles showed
a positive reading and after eight tanks all of the vehicles
showed a positive reading.
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12
Conclusions
All catalyst equipped vehicles experience greatly increased
emission levels when run on leaded gasoline. Three-way
catalyst vehicles experience similar increases in HC and CO
emissions as do older oxidation catalyst equipped vehicles,
plus they have increased NOx emissions.
For the five vehicles in this study, emission levels were
found to steadily increase with misfueling such that after 10
tankfuls of leaded gasoline, HC emissions were over four
times the baseline levels and CO emissions nearly three
times. For the four vehicles with three-way catalysts, NOx
emissions were nearly double the baseline levels.
Most catalyst deactivation occurs within four tankfuls of
leaded gasoline. HC and CO emissions continue to increase
with further misfueling, but not to the same degree. After
10 tankfuls of leaded gasoline catalysts are not completely
deactivated, but only about one-fourth of the original HC
control, and one-half of the original CO control remains;
nearly three-fourths of the original NOx control remains.
Table 3
Average FTP Emission Levels of
the Five Kisfueled Vehicles
(Only the Four 3-Way catalyst vehicles for NOx)
Emissions in grams per mile
Test
Stage
No catalyst
Baseline
After 2 tanks leaded
After 4 tanks leaded
After 6 tanks leaded
After 8 tanks leaded
After 10 tanks leaded
New catalyst
HC
1.92
0.35
0.86
,20
.22
,38
.55
1
1
1,
1
0.29
CO
25.6
5.1
9.5
11.7
10.5
12.0
14.3
3.9
NO_X
2.87
0.70
0.74
1,
1
1.
1
07
26
32
32
0.30
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13
Table 4
Average FTP Emission Levels of
the Three 3-Way Catalyst Vehicles with Oxygen Sensors
Emissions in grams per mile
HC CO NOx
No Catalyst 1.99 11.0 3.33
Baseline 0.30 2.30 0.73
After 2 tanks leaded 0.80 7.01 0.75
After 4 tanks leaded 1.10 6.47 1.19
After 6 tanks leaded 1.25 6.29 1.44
After 8 tanks leaded 1.37 5.74 1.48
After 10 tanks leaded 1.54 7.19 1.49
New Catalyst 0.33 3.10 0.26
New Catalyst and New Oxygen Sensor 0.20 1.46 0.36
Table 5
Plumbtesmo Test Results
(x = positive lead detection)
Test Regal Lynx Reliant Rabbit Citation
Baseline - - - - -
2 Tanks - - - x x
4 Tanks x - x x x
6 Tanks x - x x -
8 Tanks x x x x x
10 Tanks x x x x x
Note: Some readings which showed positive lead prior to 8
tanks of leaded fuel were marginally detectable.
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3.0
2.5
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1.0
O.S
HC EMISSIONS FOR THE S VEHICLES
0.0
DO CUT I TANKS * TANKS 10 TANKS NCM
6H3CI.N » TANKS C TANKS NCM CAT
MISFUELINS CONDITION
14
Figure 1
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-------
HC EMISSIONS flS PERCENT OF BflSELINE
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Figure 2
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16
Figure 3
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17
Figure 4
Comparison of Current 3-Way Catalyst Vehicles
With Two Earlier Programs
HC
2.6
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2.2
2.0
•M.S
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° 1 S
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6 TANKS LEHOED*
NO .CATALYST
1977-79 HTR (N-91 1981-82 NTR (N-H)
28
21
z
o
CO
21.3
11.0
9. 1
3.1
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9.6
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2.87
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1977-79 NTH (H-31 1981-82 NTR (N-«H
1977-79 HTR (N-91 1981-82 HTR (N-1)
Data for the 1981-82 MYR cars were taken after 6 tanks of leaded fuel.
For the 1977-79 MYR cars, the tests were not conducted at specific
tanks of leaded fuel, but averaged 6 tankfuls.
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18
Figure 5
Comparison of Current 3-Way Catalyst Vehicles
With 3-Ways and Oxidation Catalyst Vehicles
From One Earlier Program
HC
3.2
2.«
s2*'
o
32.°
n
Hi..
0.0
9.7
\
0.2
I.
0.3
BASELiMC
1-2 7BXH3 LtdOtO
8 TANKS LEAOEO
IZ] NO CA7ALT3T
•79 OX JO (41 '78 3HAT (31 *»l-2 3HAT I
CO
NOX
28
211
220
£16
/ ^y
^
a.
3.8
3.2
2.8
n
°2.«
n
«r*
^2.0
yj
X1.S
o
z
1.2
*.
^0.8
0.1
0.0
S
e
l.St
t.i7
0.7«
•79 0X10 1H) '79 3MRT (3) '81-2 SMflT (U)
'79 OXJO (U) '79 SMflT (3) >81-2 SHflT (H)
-------
FTP HC Bag Emissions (N=5!
FTP HC BRG INCREflSES
OUC TO 10 TSNUU OF HISFUELINC
700
Z600
. .
S300
200
100
345
357
TOTflL FTP BflG 1 BAG 2 BflG 3
19
Figure 6
HC - BflG CONTRIBUTIONS TO TOTflL FTP
60
SO
z30
a
u
10
25
BflC 1
3t
BflG 2
22
BflG 3
CI3 BEFORE MISFUEUNG
RFTER 10 TflNKS LEftOEb
-------
FTP CO Bag Emissions (N=5)
20
Figure 7
700
= 600
£500
:i|00
•300
'200
:ioo
FTP CO BflG INCBEflSES
DUE TO 10 TflHWTULS OF HISFUEUNG
H35
77
21U
TOTflL FTP BflC 1
BflG
BflG 3
60
50
z
o
£20
10
CO - BflG CONTfllBUTIONS TO TOTBL FTP
37
BflG t
142
22
BflG 2
BflG 3
BEFORE MISFUEL1NG
IZJ flFTEB 10 TflNKS LEflOEO
-------
21
Figure 8
FTP NOx Bag Emissions (4 3-Way Catalyst Vehicles)
700
ZSOO
_i
u
en
5500
FTP NOX BAG INCREASES
DUE TO 10 TflNKFULS OF HI3FUEUNG
t
S3 00
c
u
"200
100
89
TOTAL FTP BBC 1
127
106
BAG 2 BAG 3
NOX - BRC CONTRIBUTIONS TO TOTflL FTP
60
SO
30
u
c
10
39
31
BRC 1
37
31
BAG 2
30
32
BflG 3
BEFORE MISFUELING
IZ3 AFTER 10 TNKS LEADED
-------
22
References
1. "A Study of the Effects of Fuel Switching on Catalyst
Equipped Vehicles", Final Report on Tasks #4 and #7 to
EPA Contract #68-03-2693, Automotive Testing
Laboratories, Inc., August 1980.
2. "Catalyst Poisoning and Catalyst Recovery Due to
LMisf ueling", Final Report on Tasks #2 and #3 to EPA
Contract #68-03-2783, California Air Resources Board,
October 1979.
3. "Casual Misfueling of Catalyst Equipped Vehicles", EPA
Report No. EPA-AA-TAEB-80-1, by James Long, October 1979.
4. "Improved Pelleted Catalyst Substrates for Automotive
Emissions Control," SAE Paper 800084, Adomaitis, Smith
and Achey, February 1980.
5. Motor Vehicle Tampering Survey - 1982, EPA-330/1-83-001,
National Enforcement Investigations Center, April 1983.
6. "Motor Gasolines, Winter .1981-82," DOE/BETC/PPS-82/3,
U.S. Department of Energy, July 1982.
-------
23
APPENDIX
Test Vehicle Information
Vehicle
Item
Manufacturer
Make
Model
Model Year
Eng. Displacement (CID)
Fuel System
No. of Cylinders
Transmission Type
Catayst Type
Supplementary Air
V.I.N.
Engine Family
Test Inertia Weight
Test tip
Initial Odometer
Tire Size
EPA Fuel Economy
City
Highway
(3-1
Buick
Regal
1981
231
Car b (2V)
6
Auto (Lockup)
CL-Loop
3-Way
Pump
1G4AJ47A6BG1-
18373
14E2TM
3750
11.2
25,902
P195/75R14
21
30
Ford
Mercury
Lynx
1981
98
Carb(2V)
4
Auto
Open-Loop
3-Way
Pump
1MEBP6527-
BW606833
1.6AP
2625
6.5
24,850
P165/80R13
26
36
Chrysler
Plymouth
Reliant
1981
156
Car b (2V)
4
Auto
Oxidation
Pulse
1P313K46D5-
BF129193
BCR2.6V2BJ2
2750
7.5
42,620
P175/80R13
23
31
Volkswagen
VW
Rabbit
1981
105
Port F.I.
4
4-speed
CL-Loop
3-Way
None
1VWBB0179-
BV010897
BVW1.7V6-
FF537F
2375
7.7
21,657
155SR13
28
42
GM
Chevrolet
Citation
1982
151
TBI
4
Auto (Lockup)
CL-Loop
3-Way
None
1GIAX68R3C-
6106894
C2G25V5 -
TPG5
3000
7.3
16,934
P185/80R13
25
40
-------
FTP Data
Four-Modo Idle Test
1st I
------- |