EPA-AA-TSS-85-0 7

                   Technical Report
               Inspection and Maintenance
               of New Technology Vehicles
                 in Washington, B.C.
                    Jonathan Adler


                      July  1985
                        NOTICE

Technical Reports  do  not  necessarily represent  final  EPA
decisions  or  positions.    They  are  intended  to  present
technical   analysis   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.
                Technical  Support  Staff
         Emission Control Technology Division
               Office of Mobile Sources
             Office  of  Air  and Radiation
        U.  S.  Environmental  Protection Agency

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                   INSPECTION AND MAINTENANCE
                   ON NEW TECHNOLOGY VEHICLES
                      IN WASHINGTON, D.C.
1.0  Introduction
     In 1978 and  1979, EPA  conducted an emissions test  program
in  Portland,  Oregon.   The  Portland Study  provided  data  which
have been useful in the development of mobile  source models and
public  policy   regarding   inspection  and  maintenance  (I/M)
programs.   Among these data  is  information about the  emissions
behavior  of   a  fleet  influenced  by   I/M,   the  costs   and
effectiveness  of  emission-related  repairs,  and  how  well  I/M
short   tests   can   identify  excess   emissions.    Since   the
completion of the Portland Study, many changes have  occurred in
the  emission control  technology  of cars.   The  new  technology
alters the way cars perform on the short tests of  I/M  programs,
respond to  repairs,  and behave  in  a fleet.   Since  the  changes
have  included  the  addition of  complex  electronic  controls,
questions have  arisen  about whether most mechanics  can  conduct
effective repairs on these vehicles.

     EPA desired to have  information about new technology  cars
which  would be comparable  to  the  information  gained  in  the
Portland  Study,  subject  to more  restricted  resources.    EPA
initiated a  test  program  in Washington,  D.C.  to  analyze how new
technology vehicles  respond to I/M.  Washington  was  chosen as
the  sample   site  because  testing  facilities   were  already
available, because  the I/M  program  there does  not  allow  cost
waivers  (which  would  introduce  recruiting and  data  analysis
complications),   and   because   its   centralized  format   made
recruiting  easier.   The program  was conducted  by the  testing
firm  of EG&G  Automotive Research   (EG&G)  under  EPA  contract
number  68-03-3202  during the  spring and  summer of 1984.   The
contractor   completed   testing   on   seventy-eight   light-duty
vehicles.    Twenty-four  vehicles  were  of the  1980 model  year,
and fifty-four were of the 1981 model year.

     In this program,  new technology vehicles  which failed the
I/M  test  in D.C. were given two or three series of  emissions
tests, each including a Federal Test Procedure (FTP),  a  Highway
Fuel  Economy  Test,  and  the  following short  tests:  50  mph
cruise,  four-mode  idle,   engine  restart  idle,   and   loaded
two-mode  idle.   Each test  series also   included an  examination
and diagnosis by  an  in-house mechanic.   The seventy-eight  cars
were recruited  for  EG&G testing  after  they failed  the  initial
I/M test at a District-operated test lane.  The  first  series of
EG&G  tests  provided   information about  the  condition  of  the
vehicles as  they failed.   After  the first  test,  the  vehicles
were  returned  to their  owners,  who  then completed  the  I/M

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                              -2-

process.  The cars were brought  back to the test  facility after
they had been  repaired  and  passed  District or District-licensed
reinspection.   Each  received   a   second  test  series.    The
difference between the  emission  results  in the first and second
series  shows  the  amount of  emission  reduction  achieved  for
these   vehicles   by   the  repairs.   As  part  of   his   second
examination,  the  contractor's  mechanic   described  the  repairs
which appeared to have  been done,  and those which were reported
by the owner.  Most of the vehicles were  then  released from the
program,  but  twenty-two were   retained  for  further  repairs,
which were conducted by  the  contractor's  mechanic.   Originally,
the  contractor was  to  have  chosen  vehicles which  had  high
emissions  (at  least twice  the   FTP  standard  for one or  more
pollutant) during the  second  test  to receive these  repairs.  In
retrospect,  it appears  that  this criterion was not  followed in
all  cases.   All  of the  cars  chosen for  contractor  repairs had
emission-related malfunctions during the second  test  sequence,
but  not all had high  FTP emissions.   After the  contractor's
repairs, these vehicles were tested a third time.

     In June,  1984,  EPA became  aware of some quality  control
problems  being experienced  at  the  D.C. inspection  stations.
Because of  these  problems,  EPA  became concerned that  some of
the  vehicles  being  tested  by  the  contractor  may  have  been
inappropriately failed  at  their  initial D.C.  inspection  and
others  may  have  been inappropriately  passed  upon reinspection.
In order to  allow the results of this study to be applicable to
I/M  programs without these problems, some  vehicles  should be
removed  from  the analysis.   Data  analysis  techniques  which
accomplish this removal are discussed in the next  section.

2.0  Data Preparation

     The  results  of this  project will  show  approximately the
emission reductions  that were achieved  from  these   vehicles by
the  I/M  program   in  Washington,  D.C.  during the  spring  and
summer  of  1984.   At  that  time,  the  program was  experiencing
some  quality   assurance  (QA)   problems.    Because  of  these
problems,  some decisions  which were made  by  the  inspection
stations during the  inspections  and  reinspections may have been
incorrect.   Such  decisions  affect  the  emissions  reductions
achieved by the  I/M  program; they  also  affect  the  results of
this study.  In order to estimate the results  of  an  I/M program
without these  QA  problems,  cases  in which  these  decisions were
incorrect  should  be  removed from  the   analysis.   While  this
study cannot compensate  for  cases  in which vehicles incorrectly
passed the initial inspection (they are not part  of  the study),
cases in which vehicles  incorrectly  fail  the inspection or pass
the  reinspection  may be evaluated.   It  would be impossible to
re-create the  condition of  each car at   the  inspection  station

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                               •J

at  either  the  initial  or  the  post-repair  I/M test,  but  the
car's actual performance  there may  be inferred from the results
of  the  four  idle-neutral segments  among  the short  tests  which
were  conducted by  the  contractor.   Emission  readings of  the
D.C. inspection are taken during the idle-neutral mode.

     During  the  second  (post-repair)  test  sequence,   sixteen
vehicles failed  at  least one of the  contractor's  idle  tests at
the  1.5% CO  and 300  ppm HC cutpoints  used in  D.C.   They  and
their scores  are listed in Appendix E.   Eight of  the sixteen
failed decisively  in all four  segments,  with  all  CO  readings
over  3.0%  or  all  HC  readings  over 350  ppm.   These  vehicles
(numbers 002,  004,  042, 049, 126,  127,  133, and  231)  probably
should  not  have   passed  the   reinspection,   based  on  their
consistently high idle  scores.  Vehicle 231  received subsequent
repairs  by  the  contractor which  reduced  its  idle  emissions
below the cutpoints, so it  receives special  note  in the results
section.  The  results section of this  report  includes  analyses
of  the  data both  with  these  vehicles included  and with  them
removed.   The  other  eight may  have  legitimately passed  the
reinspection,  because  each  came close  to  passing  at least  one
of   the   contractor's   idle  tests.    They  are   not   treated
separately from the rest of the data.

     There were also  several  cars  which probably should  not
have  failed   their  initial  inspections.   Vehicle   24,   for
example, had FTP scores of  0.11  g/mi  of HC  and  1.09 g/mi  of CO
and  idle test  scores of 0.2% CO and  20 ppm  HC  during  the first
contractor   test   sequence.   However,   there   is  no   clear
distinction  in  the  data  between  cars  that  should   not  have
failed the D.C. test and cars that could have properly failed.

     This  lack of  a distinctly clean  group  of   cars  dictates
that  one can only arbitrarily define a criterion  for whether a
vehicle   correctly   failed  the   initial   D.C.   inspection.
"Screening" based  on the contractor's  idle  test  results  is an
attempt to apply such a criterion.   It assumes that a car which
has  consistently low   idle  scores  at  the  laboratory  probably
should have  had  low scores  at  the  D.C.   lanes.    By  applying
conservative  cutpoints  to  all   four  idle  segments it may be
possible to identify and  remove falsely failed  cars.  Screening
extrapolates a low  idle score from four other  low idle scores.
There are  several  cases  in the data where three of   the  four
known idle  scores  are low  (much  less  than the  I/M cutpoints)
and  the fourth is high (exceeding  the cutpoints).   It  is  also
possible that  all  four  idle  tests  at the lab could be low  and
the   D.C.   inspection  score  legitimately  high   due   to   an
intermittent problem.   Despite this  shortcoming,   screening is
the  best available  method  to identify  cases of vehicles  which
should not  have failed the initial  inspection  or participated
in this testing program.

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                              -4-

     The data from this project were  analyzed  with  combinations
of the following conditions applied:

-    The  eight  vehicles which  clearly should  not  have  passed
     reinspection are excluded.   This determination is  based on
     idle  scores  above 3.0%  CO  or 350  ppm  HC  in  all  four
     idle-neutral  segments of  the  second  test  sequence.   By
     comparing  results with  and  without this  condition,  the
     importance of proper  reinspection becomes  clear.

     Vehicles are excluded which have low emissions in  all four
     idle  segments  of  the initial test  sequence.  Conservative
     screening cutpoints of  0.3%  CO  and  60  ppm HC were  chosen
     because  higher  cutpoints  further  reduce  the  sample size,
     and  lower  readings approach  the tolerance  limits  of  the
     measurement system.

     These  conditions  are  intended to  remove  from  analysis
vehicles which appear to have received  incorrect  inspections or
reinspections.   However,   they  may,  when  applied,   introduce
sampling bias to  the  results.   It  is not possible  to  determine
the exact effects of this  bias.

     The  results  include   average  emissions  for  the  first  and
second  tests,  and  average emissions of  the  vehicles  as  they
left the  program  (the third test,  when performed, otherwise the
second.)

3.0  Results

     Commercial maintenance reduced avarage emissions of  HC and
CO   and  raised   emissions  of   NOx  from  the   test  fleet.
Maintenance by  the contractor  further  reduced emissions  of HC
and CO.   The  contractor was also able to reduce  NOx to a level
below  that of  the as-received  fleet.    Fuel  economy  improved
slightly   on   average  with  maintenance,   but   there   was
considerable variation among vehicles.

     Tables  1 through  6  summarize  the  average  FTP  scores of
groups  of  vehicles in  this  program.   Results  are  separated by
model year.  Within the 1980 model year,  the results  of General
Motors  (GM)  vehicles  and  non-GM vehicles  are  separated because
of the  sealed carburetor   technology  which only  GM applied in
that year.   This separation is not useful among  vehicles which
received  repairs  at  the  laboratory  (Table  2),   as only three
1980  cars received such  repairs.   When  reviewing the  tables,
the reader should consider the following notes.

     The  values  listed depend heavily  on the  performance  of  a
small  group  of  the  vehicles in  the sample.   The results  are

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                              -5-

average  values,   and  a  single  vehicle  which  has  very  high
emissions will  influence  them considerably.   A few of  the cars
have emissions  which  are high  enough  to classify  them  in  EPA
terms  as "super  emitters"  (at  least   12  g/mi HC  or  180  g/mi
CO).   In some  of  the  smaller  samples,  large changes  in  the
average  emissions  could be caused by the influence of  one such
vehicle.  Note  the difference  between  Tables  5 and  6  in  the
"changes  1-2"  result  for  the  1981 vehicles.  The  difference
between the samples represented in these tables  is  attributable
to one vehicle,  #231.

     The  additional  reductions  which  were  achieved  by  the
contractor's repairs were affected by the following  factors:

        -  The mechanic is  competent and especially well-versed
           in emission  control.   He  also  had the  use  of  the
           vehicles' FTP scores as a diagnostic indicator.

        -  Vehicles  were  often  chosen  for  this   maintenance
           because  they  had   problems,   evident  from   the
           mechanic's observations, for  which  the repairs would
           reduce emissions.

        -  The goal of  the mechanic  was to reduce the vehicles'
           emissions during the FTP.

        -  The  reductions  may  have  been  limited  by  the  fact
           that the test contract did  not  allow  the  contractor
           to repair  all  of the  cars,  and that   some repairs
           were  omitted  in  order  to  isolate  the effects  of
           others.

     Table  1  lists the  average emissions for  all  vehicles  in
each  category  of  the  sample.  The  values  listed  for  "test  1"
and  "test 2" are the average emissions  during the  initial ("as
received")  test  and the second  (after  commercial  repair) test.
The "final" values are the average emissions of  the vehicles as
they  left  this  testing program; i.e.,   the results  of the third
(after  contractor  maintenance)  test in  cases  where  such tests
were  done,  and  the results of the  second test  in the other
cases.   The values  listed  for "change  1-2" are  the percentages
by  which   emissions   changed   as  a   result  of   commercial
maintenance (i.e.,  the  change from test 1 to test  2).   The  net
change  values  show  the   percentage   difference  between  the
emissions of the vehicles as received and those  of  the vehicles
as they left the program.

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Model
Year

81
N
54
80
24
80      10
GM only
80
Non-GM
14
                               -6-
                             Table  l
                Average FTP Scores, All Vehicles
Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change
  HC
(q/mi)

 1.70
 1.22
  -28%
 1.01
  -41%

 1.59
 1.25
  -21%
 1.19
  -25%

 1.80
 1.43
  -21%
 1.33
  -26%

 1.43
 1.12
  -22%
 1.10
  -23%
  CO
(q/mi)

 30.71
 22.28
   -27%
 17.08
   -44%

 27.57
 19.53
   -29%
 18.85
   -32%

 30.43
 17.04
   -44%
 15.24
   -50%

 25.53
 21.31
   -17%
 21.42
   -16%
 NOx
(q/mi)

 1.12
 1.19
  + 6%
 1.07
  - 4%

 1.90
 2.03
  + 7%
 1.83
  - 4%

 2.22
 2.51
  + 13%
 2.10
  - 5%

 1.67
 1.68
  + 1%
 1.63
  - 2%
Fuel
Economy
(mi/gal)

 19.79*
 19.96
   + 1%
 20.23
   + 2%

 19.63
 19.60
     0%
 19.59
     0%

 16.23
 16.38
   + 1%
 16.39
   + 1%

 23.09
 22.78
   - 1%
 22.75
   - 1%
*    Average  fuel  economy  represents  the  harmonic  mean  of
individual  fuel  economies;  the  inverse  of  the mean  of  the
inverses of the individual values.
     The  scores  listed  in Table  1  for  the  first  and  second
tests  should  approximate  those  of  same  model year  vehicles
which   failed  the   inspection  and   were  repaired   in   the
Washington,  D.C.  I/M  program during  the spring and summer of
1984.  The  emission  reductions shown between the two tests are
probably  close  to  the  actual  reductions which  the  program
achieved at that time.

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                               -7-

     Table 2 shows  the  average emissions of the  vehicles  which
received   contractor   repairs.     The   contractor   was   more
successful  at   reducing  emissions  than the  commercial  repair
facilities.  It should  be noted  that the contractor  tended to
repair those vehicles which had evident  problems  even after the
commercial repairs.


                            Table  2
                 Average FTP Scores of Vehicles
                Receiving Contractor Maintenance

                                                       Fuel
Model                       HC        CO       NOx     Economy
Year    N                 (g/mi)    (g/mi)    (g/mi)   (mi/gal)

81      19  Test 1         2.01      36.02     1.43     17.74
            Test 2         1.86      36.74     1.55     17.55
            Change 1-2      - 7%       +2%     +8%      - 1%
            Final          1.26      21.98     1.19     18.16
            Net Change      -37%       -39%     -17%      + 2%

80      3   Test 1         2.39      51.64     2.64     18.78
            Test 2         1.52      26.25     3.71     19.49
            Change 1-2      -36%       -49%     +41%      + 4%
            Final          1.06      20.77     2.11     19.42
            Net Change      -56%       -60%     -20%      + 3%

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                              -8-

     Table 3  shows the emission values  and reductions  for  the
vehicles which were  correctly failed in the  initial  inspection
of  the I/M  program  (as  predicted  by  the screening  technique
described earlier).   A comparison of these results with  those
in Table 1 shows  the importance of quality assurance during the
initial inspection.   The  increased  reduction  figures from  the
correctly failed  vehicles are a result  of  their  higher  average
emissions during  the  initial  test.   The  total  reduction  from
this  group  is  roughly the  same  as  that  of the  whole  sample,
because these are the vehicles from  which the  reductions may be
obtained.   Repairs  of  the  falsely   failed  vehicles which  are
excluded from this group yield  little benefit,  as their  already
low emissions are difficult to reduce further.
                             Table  3
              Average FTP Scores, Correct Failures
Model
Year

81
80
N
40
21
80      9
GM only
80
Non-GM
12
Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change
  HC
(q/mi)

 2.10
 1.24
  -41%
 1.16
  -45%

 1.69
 1.26
  -25%
 1.20
  -29%

 1.75
 1.25
  -29%
 1.14
  -35%

 1.64
 1.27
  -23%
 1.24
  -24%
  CO
(q/mi)

 38.82
 21.20
   -45%
 18.91
   -51%

 30.17
 20.47
   -32%
 19.69
   -35%

 31.20
 15.13
   -52%
 13.13
   -58%

 29.39
 24.47
   -17%
 24.60
   -16%
 NOx
(q/mi)

 1.15
 1.29
  + 12%
 1.10
  - 4%

 1.88
 2.03
  + 8%
 1.80
  - 4%

 2.18
 2.54
  + 17%
 2.08
  - 5%

 1.65
 1.65
    0%
 1.60
  - 3%
Fuel
Economy
(mi/gal)

 18.67
 19.28
   + 3%
 19.48
   + 4%

 19.34
 19.38
     0%
 19.37
     0%

 16.25
 16.55
   + 2%
 16.56
   + 2%

 22.55
 22.23
   - 1%
 22.20
   - 2%

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                              -9-
     Table 4 shows  the  emission reductions for vehicles  in the
sample which  legitimately passed  the I/M  reinspection.   These
vehicles  had  lower  average  emissions  after  repair  than  the
average for the whole  sample,  because the vehicles which should
not   have  passed   the  reinspection   tended  to  have   high
after-repair FTP emissions.

                             Table  4
       Average FTP Scores, Correctly Reinspected Vehicles
lodel
Year

81

N

HC
(g/mi)

CO
(g/mi)

NOx
(g/mi)
Fuel
Economy
(mi/gal)
50
80
20
80      8
GM only
80
Non-GM
12
Test l
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change

Test 1
Test 2
Change 1-2
Final
Net Change
1.74
1.07
 -38%
1.00
 -42%

1.39
0.99
 -29%
0.93
 -33%

1.72
1.21
 -30%
1.08
 -37%

1.17
0.85
 -27%
0.82
 -30%
31.26
18.72
  -40%
16.63
  -47%

24.60
13.98
  -43%
13.16
  -47%

29.36
12.05
  -59%
 9.80
  -67%

21.42
15.27
  -29%
15.39
  -28%
1.12
1.25
 + 12%
1.11
 - 1%

1.91
2.09
 + 9%
1.85
 - 3%

2.13
2.53
 +19%
2.02
 - 5%

1.77
1.79
 + 1%
1.73
 - 2%
19.77
20. 11
  + 2%
20.25
  + 2%

20.27
20.35
    0%
20.33
    0%

16.37
16.58
  + 1%
16.59
  + 1%

24.09
23.97
  - 1%
23.93
  - 1%

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                              -10-

7Table 5 shows the  average  emissions for vehicles in the sample
which  correctly  failed  the  initial inspection  and  correctly
passed the  reinspection,  combining  the  effects  shown in Tables
3 and 4.
                            Table  5
                       Average FTP Scores
            Correct Failure and Correct Reinspection

Model
Year N
81 37



80 17



80 7
GM only

80 10
Non-GM



Test 1
Test 2
Change 1-2
Final
Net Change
Test 1
Test 2
Change 1-2
Final
Net Change
Test l
Test 2
Change 1-2
Final
Net Change
Test 1
Test 2
Change 1-2
Final
Net Change

HC
(q/mi)
2.17
1.23
-43%
1.15
-47%
1.48
0.96
-35%
0.88
-41%
1.65
0.94
-43%
0.80
-52%
1.36
0.98
-28%
0.94
-31%

CO
(q/mi)
39.76
20.60
-48%
18.12
-54%
27.28
14.16
-48%
13.19
-52%
30.20
8.89
-71%
6.32
-79%
25.23
17.85
-29%
18.00
-29%

NOX
(q/mi)
1.17
1.35
+ 15%
1.15
- 2%
1.89
2.10
+ 11%
1.82
- 4%
2.07
2.57
+24%
1.98
- 4%
1.76
1.77
+ 1%
1.71
- 3%
Fuel
Economy
(mi/gal)
18.58
19.25
+ 3%
19.46
+ 5%
20.00
20.20
+ 1%
20.19
+ 1%
16.43
16.83
+ 2%
16.85
+ 2%
23.58
23.49
0%
23.44
- 1%

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                              -11-
     Vehicle #231 correctly failed the  initial  test,  but should
not  have passed  the  reinspection.   It  is the  only such  car
which received contractor maintenance.  The  contractor was able
to  reduce  its  idle  emissions  so  that  it  would have  passed.
Table 6  shows the  average  emissions  for the group described in
Table 5 with vehicle tt23l included.

                            Table 6
                       Average FTP Scores
             As Table 5, but including Vehicle K231
Model
Year

81
N
38
Test l
Test 2
Change 1-2
Final
Net Change
  HC
(q/mi)

 2.14
 1.42
  -34%
 1.13
  -47%
  CO
(q/mi)

 39.06
 24.82
   -36%
 17.77
   -55%
 NOx
(q/mi)

 1.19
 1.32
  + 11%
 1.14
  - 4%
Fuel
Economy
(mi/gal)

 18.62
 19.11
   + 3%
 19.50
   + 5%

-------
                              -12-

4.0  Repair Comments

     The  comments  of  the contractor's  mechanic  (Appendix  B)
list the  results of  his  examinations of the cars for  each test
sequence.    The  examinations  provide   information   about  the
condition of  the  cars at the time of each test.  In  the first
examination, the mechanic described the vehicle  as received,  in
the condition in which it failed the I/M test.   The  examination
gives   clues   about  why   it   failed.    In  his   examination
accompanying  the  second  test,   the  mechanic   described  the
condition  of  the  car  as   it  passed  the  reinspection.   He
assessed  any new  or  continuing problems  which were  present.
The comments on the second test  sequence also list what repairs
were done,  as  reported  by  the  vehicle owner,  and  attempt  to
include their  cost.   The comments  accompanying  the  third test
sequence  list  repairs done  by the contractor and any problems
which were not repaired.   This section  summarizes the  comments,
discussing  the common  emission-related  malfunctions  and  the
effectiveness of  commercial   repairs.   The  complete sample  of
twenty-four  1980 model  year   vehicles and  fifty-four 1981 model
year vehicles is discussed.

     Of particular  interest  in  this  study are   design  features
which distinguish  the 1980  and  later model year vehicles from
older models  such  as  closed  loop  control  systems   and limited
adjustment    carburetors.     There   were   three   cases   of
malfunctioning closed loop systems  among the forty-one vehicles
which have  such systems.   Two  of  these caused  extremely high
FTP emissions, and were  successfully  repaired by replacement of
the  oxygen  sensors.   Both  vehicles had  been   super  emitters,
among the worst in the whole group,  and  were brought  close to
the FTP standards  by the repairs.  They also showed  roughly 40%
improvements  in fuel  economy after  the  repairs.    It must  be
noted that  one  of  these  vehicles did not have high  emissions as
received;   it  became  a super-emitter  after   the   commercial
repairs.   (See  comments  on  vehicle #231 in Appendix B for more
details.)    The third case   of   a  closed-loop   system  problem
caused  higher  than  average   emissions,  and  was  successfully
repaired through replacement  of an unspecified "three-way" part.

     Sealed parameter carburetors  were  used in   1980 model year
GM  cars  and  are  used  on  all  later model  year cars.   These
carburetors  have   plugs  which discourage  the  novice  mechanic
from  adjusting  the  air-fuel  mixture.   Mechanics  are able  to
permanently remove the plugs.  A carburetor  missing  these plugs
has  probably  been  adjusted.   Four  of  the  ten 1980 GM cars
entered this study with missing mixture plugs.   A fifth had its
plugs removed during  the commercial repairs.  Of the fifty-four
1981 cars, ten (18.5%) entered the  study without  the plugs, and
two more  had  them  removed by commercial repair  facilities.  The

-------
                              -13-

FTP emissions of this  group  were not significantly higher  than
the average  for  the whole sample.  The proportion of  the group
within the sample,  roughly 20%  for  1981 cars, agrees  with  that
found in recent EPA tampering surveys.

     Though  not  a  new  technology,  air injection became  common
in the late seventies.   Problems with air  injection  systems are
a  known  cause of   I/M  failures.  Twenty-two  (92%)  of  the  1980
vehicles  and  forty-seven  (87%)  of  the  1981  vehicles  were
equipped  with these  systems.   The mechanic  noted that  these
systems were malfunctioning  in  four (18%)  of  the 1980  cars and
sixteen  (34%)  of  the  1981   cars.   The FTP  emissions of  this
group  were   not   significantly  different   from  the   sample
average.    Most  of  these  malfunctions  were  associated  with
diverter  valves,  which tended  to  stick  or  were not  properly
actuated.

     The  mechanic  reported  that  thirty-seven  (47%)  of  the
vehicles  had timing misadjustments of  at least two  degrees.
The range  of misadjustment  was +8° to  -14°.   More  vehicles had
retarded  timing   than  advanced.   Twenty-five  vehicles   had
misadjusted timing  after the commercial repairs.

     Eight vehicles (10%)  arrived with  excessively  dirty air
filters.    Some  of these   were   replaced   during   commercial
maintenance.   Other less  dirty  air filters were also replaced.
Thirteen  (17%) cars had dirty or worn  spark  plugs.   Commercial
repair facilities  usually did  not specify  that they replaced
the plugs,  beyond  stating  that  major  or  minor tune-ups  were
done.   As  with the air filters,  spark  plugs  were replaced that
perhaps  did  not need  to be.    Twelve cars  (15%)  entered the
program  with damaged,  leaking,  or misrouted  hoses.  Some  of
these cases  were repaired, but  five new cases were noted after
the  commercial  repairs.   Ten   cars  (13%)  had  malfunctioning
heated  air  systems.   Some  were repaired,  but  two  more  were
noted after  commercial  repairs.   There  were nine cases (12%) of
choke  problems.    Again,   some  were   repaired   and   two  more
appeared.    Seventeen   cars   (22%)   arrived   with   faulty  EGR
systems.    Twelve  cars  (15%)  showed  evidence  of  misfueling
(damaged  inlet  restrictor,   fuel  lead  above  unleaded standard,
or lead  deposits detected in the tailpipe —  these  indications
were usually not recorded in the comments, as  they  were coded
into the  computerized  dataset).   None  of  these problems  can be
singled  out  as  causing  emissions  to  be  higher than  others,
because the sample  sizes are so small.

     The  average repair  bill  was   about  $95  for  both  model
years.    This figure  is  approximate,   as  the  comments  do  not
include cost data  for  all cars, and some of  the  bills included
costs for non-I/M  repairs.   Major carburetor  repairs were among

-------
                              -14-

the most expensive, often costing over  $200.   Commercial  repair
facilities  conducted  twelve  of  these  repairs.   One of  these
caused  a  large decrease  in  FTP  emissions,  and  one  caused  a
large increase.  The rest had mixed small changes.  Four  of the
cars which  received major  carburetor  work scored close  to  or
below the  standards  on  the   first  FTP,   and  another has  been
classified  as  a  false  I/M  failure,   indicating  that   these
expensive repairs were unnecessary in some cases.

     Twenty-five  cars  (32%)   received  tune-ups,  which  cost
roughly $50 -  $100.  Tune-ups were  often  done  after carburetor
repair  work,   further   boosting  repair costs.    Some  vehicles
received   more   than   one    tune-up    before   passing   the
reinspection.    It   is  not  evident  how a  second  tune-up  would
differ from the first.

     Maintenance  by  the  contractor  was  more  successful  in
reducing  FTP  emissions  than  that  of  commercial  facilities.
Again,  it should  be  noted that  the goal of  the contractor's
mechanic  was  to  reduce  FTP  emissions of HC, CO,  and NOx  rather
than  to pass  the  I/M  test.   There were  not  enough of  these
repairs  to  allow  statements  about the  success  of particular
types of  repairs.   The mechanic  avoided  tune-ups in favor  of
specific  adjustments.   In  some  cases  he  did not  perform all
possible  repairs,   in  an  attempt  to   isolate  the  effects  of
individual  repairs,  so even  more  reductions  than  he  achieved
were  available.   Some  cars left the  program  with  unexplained
high emissions.

     The  following general  conclusions can be drawn from the
mechanic's comments:

     1.     The  problems  addressed  by   both   the   commercial
           mechanic and the contractor's  mechanic tended to be
           related  to traditional I/M  problems  (e.g.,  ignition
           timing,   air  filters, tune-ups,  etc.)  rather than to
           new technology components.   This is  despite  the fact
           that malfunctioning closed-loop systems  caused very
           high emissions in some cases.

     2.     Many cars had  their air/fuel mixture plugs  removed.
           However, it  is not clear whether the removals  caused
           lower emissions by  allowing  proper  adjustment  of the
           mixture  or  whether  they caused higher emissions  by
           allowing improper adjustments.

     3.     The contractor's mechanic noted some problems  during
           the  second  test  seguence   which  were not present
           during  the  first,   indicating  poor  work  during  the
           commercial repairs.

-------
                              -15-

     4.    In  some  cases  emissions  increased after  commercial
           repairs.

     5.    Some  vehicles   received   expensive  repairs   which
           probably were  not necessary.   Other  less  expensive
           repairs were also unnecessarily conducted.

     6.    Some vehicles had  to  undergo  repairs  more  than once
           in order to pass reinspection.

This evidence  indicates that some commercial repair  facilities
may not be competent,  equipped,  or motivated  to  perform correct
diagnosis and repair.

5.0  Conclusions

     This   study   showed   that   average  emissions   from  new
technology  vehicles  were  reduced   by   the  I/M  program  in
Washington, D.C. during the spring and summer of 1984.  It also
showed  that  this  benefit would  be  increased  with  improved
quality  assurance.    Individual  vehicles  within the  study had
increased  idle and FTP emissions  after  I/M,   indicating  that
they  received  possibly  inappropriate repairs.   Many  of  the
vehicles   in   the  program  seemed   to   have  problems   with
conventional  emission-related components.   The few  which had
malfunctions  in  new   technology  components were   among  the
highest  of   emitters.    They   showed  large  reductions   when
properly  repaired.    This  study  also indicates that  the  air
quality  benefit  and  the  cost-effectiveness of  I/M  for  new
technology  vehicles,  like old  technology vehicles,  could  be
improved by efforts  being directed  at improving  the  diagnosis
and repair of vehicles which fail I/M tests.

-------
                           Appendices
A    Miscellaneous Information About the Vehicles
B    Comments of the Contractor's Mechanic
C    Results of Federal Test Procedures
D    Results  of  Idle-Neutral  Modes  of  Short  Tests  during  the
     First Test Sequence
E    Results  of  Idle-Neutral Modes  of Short Tests  of Vehicles
     Which had High Idle Emissions After Commercial Repairs

-------
Appendix A:  Miscellaneous Information
           About  the  Vehicles

-------
VEHICLE
NUMBER
2
4
5
a
14
17
19
20
21
24
26
28
29
39
40
41
42
43
46
47
48
49
51
52
102
103
104
105
108
109
1 1 1
1 15
120
121
124
126
127
130
131
133
134
135
139
144
145
146
156
157
158
159
161
162
169
171
172
175
177
179
182
192
199
204
21 1
213
221
223
228
230
231
234
245
257
258
266
268
270
272
274
MANUF.
/YEAR
FOROyBO
FORD/80
TOYOTA/ 80
VWA/80
FORD/80
GM/80
VWA/80
NISSAN/80
FORD/80
VWA/80
FUJI/80
NISSAN/80
NISSAN/80
GM/80
GM/80
GM/80
GM/80
GM/80
GM/80
GM/80
GM/80
GM/80
MITSUBISHI/BO
FORD/80
FORD/81
GM/81
GM/81
CHRY/81
GM/81
GM/81
GM/81
GM/81
MITSUBISHI/81
TOYOTA/81
FORD/81
TOYO.KOGYO/81
GM/81
FORD/81
GM/81
FORD/81
GM/81
HONDA/81
NISSAN/81
GM/81
NISSAN/81
GM/81
FORD/81
GM/81
NISSAN/81
FORD/81
FORD/81
NISSAN/81
GM/81
GM/81
GM/81
GM/81
GM/81
FIAT/81
GM/81
GM/81
CHRV/81
VOLVO/81
TOYO.KOGYO/81
BMW/81
CHRV/81
GM/81
NISSAN/81
CHRY/81
NISSAN/81
GM/81
GM/81
GM/81
FORD/81
FORD/81
FORD/81
CHRV/81
GM/81
AUDI/81
ENGINE
SIZE
250
140
108
89
98
301
97
91
200
97
97
as
75
350
231
301
301
231
173
368
260
301
156
140
302
307
173
135
98
307
173
151
86
89
302
120
98
255
98
302
231
107
75
98
91
98
200
231
91
200
302
1 19
231
98
97
231
231
122
173
98
135
130
91
108
135
98
146
225
168
98
231
98
302
302
98
135
307
105
MILEAGE -
59676
13900
45336
40063
62437
32110
45281
97562
79754
42925
63230
46063
57791
68604
48217
38025
33654
59602
53097
37135
59599
35004
60793
39522
47179
33374
19234
19959
28216
29266
36665
35171
37061
39336
45461
36245
60627
55593
32638
25784
33280
72567
25294
39314
19237
27372
29254
46775
40758
36314
61 153
50479
29235
43422
25189
27100
34777
6679
55150
341 13
35296
49743
21004
12330
57332
59709
67031
43937
44804
39697
26575
28240
67516
49614
40693
21443
70147
27574
FUEL
SYSTEM
CARB
CARB
CARB
CARB
CARB
CARB
PORT FI
CARB
CARB
PORT FI
CARB-
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
PORT FI
CARB
CARB
CARB
PORT FI
CARB
PORT FI
CARB
CARB
PORT FI
CARB
PORT FI
CARB
CARB
CARB
CARB
CARB
CARB
CARB
CARB
PORT FI
CATALYST
TYPE
OXID
OXID
OXID
OXID
OXIO
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OXID
OX3W
OX3W
3WAY
OX3W
3WAV
OX3W
OX3W
OX3W
OXIO
OXIO
3WAV
3WAV
3WAV
OX3W
3WAY
OX3W
3WAY
OXIO
OXID
3WAV
OXID
3WAV
OX3W
3WAY
OXID
OX3W
3WAV
OXIO
3WAV
3WAV
3WAV
3WAY
3WAV
3WAV
3WAV
3WAV
OX3W
3WAV
OX3W
3WAV
OX3W
SWAY
3WAY
OXID
3WAY
3WAY
3WAY
3WAY
3WAY
OX3W
OX3W
3WAV
OX3W
3WAY
CONTROL.
CONFIG.
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
N/A
N/A
CL.LOOP
OP. LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
N/A
N/A
CL.LOOP
N/A
CL.LOOP
OP. LOOP
CL.LOOP
N/A
OP. LOOP
CL.LOOP
N/A
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
OP. LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
N/A
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CL.LOOP
OP. LOOP
CL.LOOP
CL.LOOP
CL.LOOP
CO (FTP)
STANDARD
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
7.00
3.40
3.40
7.00
7.00
7.00
3.40
7.00
3.40
3.40
7.00
3.40
7.00
7.00
3.40
7.00
3.40
7.00
3.40
3.40
7.00
3.40
7.00
3.40
7.00
3.40
3.40
3.40
3.40
7.00
7.00
7.00
7.00
7.00
3.40
7.00
7.00
7.00
3.40
7.00
3.40
7.00
7.00
3.40
7.00
3.40
7.00
7.00
7.00
3.40
7.00
7.00
7.40
3.40
3.40
PAGE A-1

-------
Appendix B:  Comments of the Contractor's Mechanic

-------
       TEST      FTP RESULTS (9/m1)
VEH*   SEQ.*   HC        CO       NOX
                                                       COMMENTS
                                                                                                                           PAGE B-1
  8    A     1.36

       B      .73

  14    A     3.07
      A     4.03      55.76     1.23     HEATED AIR DOOR  ASSY  MSG.  IDLE MIXT LIM DEVICE MSG. CHOKE  LEAN.  TIMING 4 DEG
                                        LOW. SPARK WIRES SHORTING.  AIR BYPASS VALVE DISC. DIVERTOR VALVE STUCK.  HEAD
                                        GASKET LEAKING.  NO  D.C.  FAILURE RESULTS GIVEN.
      B     2.74      45.82     1.24     NO LABEL. TEMP SENSOR IN AIR CLEANER IS CONNECTED TO DIVERTOR  VALVE.  OIL 2 QTS
                                        LOW. REBUILT  CARB AND TUNE  TO PASS INSP FOR $220.37.

      A     2.04      44.61     1.00     IDLE MIXTURE  LIMITER  MISSING. FAILED HC-315 AND CO-8.75% AT  LANE.
      B     2.74      69.38      .84     IDLE CO STILL RICH.  SERVICE STN IN D.C. PUT IN A NEW BATTERY AND SPARK PLUGS
                                        AND GAVE  IT A REINSP  TO  PASS. REPAIRS COST $128.05  INCLUDING THE NEW  BATTERY
                                        AT $73.09 INCL TAX.  UNCLEAR WHETHER OWNER REQUESTED NEW BATTERY  ASIDE FROM I/M
                                        REPAIR. IF SO, I/M  REPAIR COST $54.96, INCL REINSP  FEE.

      A     1.51      23.63     1.09     IDLE AND  FAST IDLE  SPEEDS HIGH. FAILED CO AT LANE - 4.5%.
      B      .79       9.37     1.40     IDLE SPEED STILL A  LITTLE HIGH. TIMING -5 DEG FROM  SPEC, WAS +2  DEG FROM
                                        SPEC. NEW AIR FILTER  IS  NOT THE CORRECT SIZE. SERVICE  STN  GAVE ADJ  FOR $15.90.

                     23.10      .59     EGR VALVE APPEARS TO  BE  STUCK. VALVES OUT OF ADJ. FAILED CO  AT LANE - 5.27%,
                                        SPEC 1.5%.
                     13.13      .47     OWNER GOT CARB OVERHAUL  IN  VIRGINIA FOR $223.98.

                     62.33     1.07     AIR PUMP  SYSTEM  DISABLED.  BYPASS HOSE PLUGGED IN 2  PLACES. TIMING 4 DEGREES
                                        LOW, IDLE SPEED  350 HIGH.  FAST IDLE SPEED LOW. FAILED  AT LANE  HC-448  (SPEC
                                        300) AND  CO-8.05%,  (SPEC 1.5%).
      B     2.29      50.21     1.61     AIR SYSTEM STILL DISABLED.  TIMING 4 DEGREES LOW. IDLE  SPEED  90 RPM  HIGH.
                                        MIXTURE CAP MSG.  FAST IDLE  SPEED LOW. EGR LINE DISCON. CAR GIVEN MINOR TUNE-UP
                                        TO PASS TEST. COST  $45.95.

      A     2.24      23.49     2.54     NO STICKER FOR ENGINE FAMILY. HEATED AIR DOOR STUCK. IDLE  SPEED  +300  CHOKE
                                        RICH. CHOKE LIMITER ALTERED. TIMING +8 DEG OVER SPEC.  PCV  HOSE COLLAPSED.
                                        FAILED AT LANE HC-393.
      B     3.07      34.20     2.28     NO SIGNIF CHANGES.  OWNER SAID HE PUT IN NEW AIR FILTER, CLEANED  UP  HIS CAR,
                                        AND PASSED REINSP.

      A      .43       4.39     2.50     OK. CAR FAILED CO AT  LANE - 2.76%.
      B      .44       4.87     2.16     OWNER SPENT $152.12 FOR  TUNE-UP, BUT STILL FAILED CO AT LANE.  OWNER REPORTED
                                        TRYING 3  TIMES AT THE LANE  BEFORE HE PASSED.

      A      .57       8.80      .77     CO IS IN  SPEC 2.0 + OR - 1.0 AT LAB. IDLE RPM 600 HIGH. CARB 8. FILTERS VERY
                                        DIRTY, OIL LEAKAGE.  FAILED  CO AT LANE.
      B      .42       4.31     1.02     OIL IS VERY DIRTY.  ENGINE HAS MINOR OIL LEAKAGE. CARBURETOR  IS SLIGHTLY
                                        DIRTY. FAST IDLE SPEED SPECIFICATIONS NOT AVAILABLE. IDLE  SPEED  350 RPM HIGH.
                                        PAID ABOUT $20,  NOT INCLUDING A LOT OF MUFFLER WORK, FOR A RE-INSP  AT A DC
                                        AMOCO STN. UNCLEAR  IF ANY ADJ MADE.

21    A     1.41       9.71     2.31     BROKEN VAC LINE  TO  HAI SYSTEM. TIMING +4 DEG FROM SPEC. AIR  FILTER  VERY
                                        DIRTY. AIR PUMP  DUMPS VERY  SOON AT IDLE. FAILED AT  LANE, HC-371  AND CO-1.9%.
      B     1.53       9.50     1.81     AIR PUMP  DUMPS CONTIN. EMISSIONS CLEAN WITH VACUUM  APPLIED TO  DIVERTOR.  CAR
                                        MAY HAVE  IDLED TOO  LONG. DELAY VALVE IN DIVERTOR BLEEDS DOWN.  SERVICE STN
                                        GAVE MINOR MAINT WITH NO APPARENT ADJUSTMENTS FOR $31.90.
 17
 19
 20
* TEST SEQUENCE A  IS  OF  THE  VEHICLE IN THE CONDITION  RECIEVED;  SEQUENCE B IS OF THE VEHICLE  AFTER  COMMERCIAL REPAIR; SEQUENCE C
 IS OF THE VEHICLE AFTER REPAIRS DONE BY THE CONTRACTOR  (IF  ANY).

-------
      TEST     FTP RESULTS  (g/mi)
VEH#  SEQ.   HC        CO        NOX                  COMMENTS                                                             PAGE B-2
                                                                             T	

 22    A    1.38      15.79      1.81     ENGINE DOES NOT IDLE WHEN  COLD.  CHOKE NOT WORKING, NO FAST IDLE.  IDLE  CO  HIGH
                                         ONCE, BUT LOW DURING SHORT TESTS.  FAILED HC-582 AND CO-3.9% AT LANE. VEHICLE
                                         AT ONE TIME DID NOT HAVE A CATALYST IN IT AND OWNER USED LEADED FUEL,  HAS
                                         CATALYST NOW.
       B    2.51      27.82      1.82     OWNER DID MINOR MAINT,  BUT STILL FAILED INSP FOR 2 TRIES. THEN WENT  TO AN
                                         AUTHORIZED REINSP GAS  STATION  AND WAS PASSED FOR $30.18, BUT NO REPAIRS MADE.

 24    A     .11       1.09      2.13     SEEMS OK. IDLE CO GENERALLY ONLY .02% ON SHORT TESTS. BUT SHOWED  1.3%  AT  LAB
                                         INSP. FAILED CO AT LANE-2.99%,  LIMIT 1.5%. OWNER HAS HAD CATALYST REPLACED BY
                                         DEALER.
       B     .10       .99      2.04     OWNER SAID HE GOT AN ADJUSTMENT "SET TO SPEC" TO PASS - NO RECEIPT.

 26    A     .15       9.99      1.52     RPM 100 LOW. CO ON SHORT TESTS LOW, BUT ON UNDERHOOD INSP WAS  1.35%. FAILED
                                         CO AT LANE-1.8%.
       B     .17       5.52      1.58     IDLE RPM VARIES FROM -50 TO +200 FROM SPEC. A DC AMOCO STN GAVE "ADJ CARB"
                                         8. RE-INSP FOR $29. 10.

 28    A     .30       3.71      1.47     TIMING +4 DEG. IDLE EMISSIONS  ALL LOW, EXCEPT DURING ECOMP INSP IN WHICH  CO
                                         WAS 5%. APPARENTLY DUE  TO  LONG IDLE. FAILED AT LANE, CO-4.72%.
       B     .33       3.70      1.66     OWNER PAID $16.00 FOR  AN ADJUSTMENT, BUT NO ADJ APPEARS TO HAVE BEEN MADE.
                                         NOR WAS ONE NECESSARY.

 29    A     .65      12.17      1.82     IDLE MIXTURE IS TOO RICH.  RPM  +230. FAILED AT LANE HC-57B 8. CO-15%,  LIMITS
                                         300 & 1.5%.                                                                               .
       B     .28       2.50      1.96     RPM +300, TIMING -2 DEG. TUNE-UP FOR $112.27 BY GARAGE IN DC (INCLUDES ABOUT
                                         $25 OF OTHER).

 39    A     .74       2.64      3.31     IDLE SPEED +100. EGR VALVE STUCK.  FAILED AT LANE, HC - 448 PPM.
       B     .63       3.76      3.26     CAR IS CLEAN. OLDS DLR  SET ENG TO SPEC 8. ADJ CARB, LUBED EGR VALVE WHICH  WAS
                                         STICKING. NO COST INFO.

 40    A    1.12       9.34      1.26     NO BUILD DATE AVAILABLE. TIMING 9 DEG LOW, ONE VAC LINE DAMAGED,  CARB  AND PCV
                                         SYSTEM VERY DIRTY. FAILED  HC AT LANE-495.
       B    1.26      12.02      1.81     CARB TOO LEAN OR VACUUM LEAK SOMEPLACE. OWNER PAID $185.82 TO  OVERHAUL CARB
                                         AND ADJ.

 41     A    1.69      34.82      1.41     NO BUILD DATE AVAILABLE. SPARK PLUGS INCORRECTLY GAPPED AND WORN.  MIXTURE
                                         PLUGS ARE PUNCHED OUT.  AIR CONDITIONER COMPRESSOR DRIVE BELT BROKE.  RPM +160.
                                         ALL IDLE EMISSIONS HIGH, OFF-IDLE LOW. SEC VAC BREAK RICH. FAILED AT LANE C0~
                                         5.75%, LIMIT 1.5%.
       B     .91       6.23      1.67     NO BUILD DATE AVAILABLE. NO LEAD SAMPLE FOR FUEL. RPM +300. OWNER PAID $87.00
                                         FOR UNKNOWN REPAIRS.

 42     A    2.19      36.13      3.17     TIMING 4 DEG LOW, PRIMARY  VAC  BREAK RICH, CHOKE VAC DIAPHRAGM  LEAKS. FAILED
                                         AT LANE HC-687 AND CO-15%,  NO  RECEIPT.
       B    3.06      51.31      3.04     PCV CRACKED. EGR APPEARS STUCK.  OWNER WENT TO 2 STNS FOR TUNE-UP.  REPAIRS
                                         WERE PAID ABOUT $100.  WAS  PASSED BY A THIRD STATION.

-------
      TEST     FTP RESULTS  (g/mi)
VEH*  SEQ.   HC         CO        NOX                  COMMENTS                                                             PAGE 8-3


 43    A    2.41      57.89      1.43     EVAP VENT LINE  DAMAGED.  PCV AND OTHER HOSES OIL  SOAKED OR  HEAT  HARDENED.  ONE
                                         SIDE OF AIR  SYSTEM  DISABLED.  ENGINE IDLE SPEED IS  ERRATIC,  TIMING + 5 DEG.
                                         FAILED AT LANE  CO-5.92%.
       B    1.32      11.55      4.97     AIR FILT ELEM DIRTY.  IDLE MIXT PLUGS PUNCHED OUT.  SPARK  PLUGS WORN. DIVERTER
                                         VALVE IS LEAKING  VAC  CHECK VLV MISSING. TMG ERRATIC  (POSSIBLE).  TMG CHAIN
                                         PROB. IDLE SPD  +500.  CHEVY DLR REPL CANNISTER &  MISC  FOR $93.65 AND SERV STN
                                         GAVE REINSP  & CARB  ADJ  (?)
       C     .52       3.05      1.85     TIMING IS TOO ERRATIC TO MEASURE. DLR REPL AIR PIPE  8. CHK  VALVE FOR $58.69.
                                         AT LAB DIRECTION  &  LAB  RECONN AN EGR HOSE.

 46    A    1.39      22.03      3.28     FUEL ANALYSIS NOT AVAILABLE.  TIMING 2 DEG LOW, FAST  IDLE HIGH.  FAILED CO AT
                                         LANE 1.62%.
       B    1.30      16.87      3.11     PCV VALVE DIRTY.  PCV  HOSES ARE OIL SOAKED AND HARD.  EVAP CANISTER FILTER IS
                                         DIRTY. CARB  FLOAT BOWL  HOSE TO CANISTER IS OFF.  COOLANT  LEVEL LOW.  EGR VALVE
                                         AND INTERNAL BACK PRESSURE TRANSDUCER NOT WORKING. INIT  TIMING  IS 2 DEG
                                         RETARDED. GULF  STN  DID  UNKNOWN REPS FOR $123.
       C    1.09       7.38      2.11     CATALYST LKS ON BOTTOM.  EXCESSIVE EXTERNAL OIL LEAKAGE.  REPL  PCV VALVE.
                                         REPLACED PCV HOSES. REPLACED EVAPORATIVE CANISTER  FILTER.  REPLA EGR VALVE.
                                         RECONNECTED  CANISTER  FLT BOWL HOSE. FILLED COOLANT TO PROPER  LEVEL. ADJ INITIAL
                                         TIMING TO 8  DEG BTDC.

 47    A    3.23      82.40      1.13     IDLE MIXTURE TOO  RICH.  FUEL ANALYSIS NOT AVAILABLE.  TIMING 4  DEG LOW. MIXTURE
                                         LIMITER MISSING.  FAILED CO AT LANE -4.9%, PASSED HC  AT 262 PPM.
       B     .55       9.09      1.56     IDLE MIXTURE PLUGS  BROKEN OUT. CARBURETOR FLOAT  BOWL  VENT  HOSE  IS DETERIORATED
                                         FAST IDLE SPEED GREATER THAN SPEC. IDLE CO LEAN. IDLE SPEED +100. CAD DLR ADJ
                                         CARB, TIMING, CHOKE FOR $120.75.

 48    A     .94       2.29      2.70     DISTRIBUTOR  BOLT  LOOSE.  PCV HOSE HEAT HARDENED.  IGNITION TIMING VARIABLE DUE
                                         TO DISTRIBUTOR  BOLT LOOSE. CHOKE DIAPHRAGM LEAKS.  FAILED HC -  1739 AT LANE.
       B     .64       2.69      1.60     HEATED AIR DUCT DAMAGED.  CARB EXCEPTIONALLY DIRTY. IDLE  MIX PLUGS PUNCHED OUT.
                                         EFE VLV IS FROZEN.  PCV  VLV EXCEPTIONALLY DIRTY.  OIL  LEAKAGE UNDER CAR. INIT
                                         TMG IS 14 DEG RETARD. DIST HOLD DOWN BOLT IS LOOSE.  FAST IDLE SPEED IS GRTR
                                         THAN SPEC. PLUMBTESMO POSITIVE.  DEALER DID REPS FOR  $38.

 49    A    2.03      33.30      1.92     ALL IDLE CONDITIONS SHOW HIGH HC & CO, OFF IDLE  OK.  IDLE MIXTURE LIMITER
                                         MISSING. FAILED HC  8.  CO AT LANE.
       B    1.57      22.68      1.80     CARB IS SLIGHTLY  GUMMED UP. IDLE MIXTURE SCREWS  ARE  UNCAPPED. SECOUNDARV
                                         VACUUM BREAK DIAPHRAGM  IS LEAKING. FAST IDLE SPEED LOWER THAN SPECIFIED.  EXXON
                                         STN GAVE TUNE-UP  FOR  $47.70.

 51     A    3.38      75.00      3.22     CARBURETOR ASSEMBLY IS  LEAKING FUEL. VACUUM ADVANCE  DIAPHRAGM LEAKS. PCV
                                         FILTER MISSING. OIL IS  EXCEPTIONALLY DIRTY. COOLANT  LEVEL  EXCEPTIONALLY LOW.
                                         FAST IDLE SPEED LOW.  IDLE SPEED -160. TIMING +3  DEG.  FAILED HC:900 8. CO:15%
                                         AT LANE.
       B    1.93      50.33      3.04     OWNER PAID $36.99 FOR CARB ADJ 8. RE-INSP AT TIRE DLR.
       C    1.57      51.88      2.38     INSTALLED NEW CARB  AND  AIR FILTER.

 52    A    1.06      23.16      2.70     AIR CLEANER  TEMP  SENSOR DEFECTIVE. IDLE MIXTURE  LIMITING DEVICE IS MISSING.
                                         SPARK PLUGS  ARE WORN. OIL LEVEL EXCESSIVELY LOW. ENGINE  COOLANT RUSTY. FAST
                                         IDLE SPEED GREATER  THAN SPEC. IDLE SPEED IS +120 RPM. FAILED  CO AT LANE:7.08%.
       B    1.20      28.75      2.69     HOSE OFF EGR TVS. TIMING -3 DEG, IDLE RPM +100,  CARB  RICH.  FORD DLR GAVE CARB
                                         OVERHAUL. TUNE-UP AND RE-INSP FOR $333.05.

-------
      TEST      FTP  RESULTS (g/mi)
VEH#  SEQ.   HC        CO       NOX
                                                       COMMENTS
                                                                                                                PAGE B-4
102    A     2.22
       B     1 .49
103    A     1.48
       B     2.88
104
105    A

       B


108    A

       B


109    A
1 1 1
       B
115    A

       B



120    A

       B
  .38


  .27


  .25

 1.16

  .97


  .39

  .34


10.30    179.85


 1 .80


  .31


  .29


  .53

  .49



  .46

  .48
 3.12     1.47

14.42     1.19

13.14     1.19
27.48      1.31      AIR  BVPASS/DIVERTOR VALVE STUCK.  FAILED AT LANE, HC-735,  CO-11%.
18.97       .69      THE  DIVERTOR VALVE DUMPS OFF  IDLE CONTINOUSLY, MAY BE ELECTRICAL OR COMPUTER
                    BOX.  MAY HAVE DAMAGED CONVERTOR.  I  CAN HEAR DUMPING. SHOULD NOT HAVE BEEN
                    DIFFICULT TO CORRECT. OWNER GOT  TUNE,  NEW EGR. AND REBUILT CARB BY 2 PLACES
                    FOR  TOTAL $278.34.

14.00      1.58      CHOKE MALADJUSTED RICH. FAILED CO AT LANE AT 2.25%.
93.86      1.38      CHOKE IS RIVETED AND CANNOT BE SET.  CODES 24 AND 35 SET.  MIXTURE SOLENOID
                    GOING RICH.  OWNER SPENT $350.99  ON  TWO TUNE-UPS, CARB OVERHAUL.

 5.19      2.78      IDLE SPEED 200 RPM HIGH. TIMING  +6  DEG OVER SPEC. IDLE MIX LIM DEVICE  ALTERED.
                    CHOKE VAC HOSE DISCONNECTED.  EGR TVS DISCONNECTED 8. HOSES MISROUTED. FAILED  HC
                    AT 671  AND CO AT 13% AT LANE.
 3.25      2.54      HEATED AIR DOOR TEMP SENSOR INOP BY VAC LINE PLUGGED. IDLE SPEED STILL HIGH.
                    TVS  VAC LINE TO CHOKE PRIMARY VAC BREAK AND EGR STILL DISABLED. TIMING STILL
                    HIGH.  BUICK  DEALER REPLACED ECM.  SAYING CODE 548,55 DISPLAYED, NO APPARENT  CHARGE.
                    FIXED TVS SO EGR AND CHOKE WORKING.

                    IDLE MIXTURE RICH. COOLANT TEMP  SENSOR HAS BAD CONNECTION. FAILED AT LANE
                    HC-445 (SPEC 300), AND CO 4.06%  (SPEC  1.5%).
                    TIMING AND IDLE SPEED MEASURED DIFF THAN BEFORE BUT NO APPARENT ADJUSTMENTS
                    WERE MADE BY GARAGE. SERV STN CHG $11.13 FOR REINSP.

 6.70       .35      NO EMISSION  LABEL. ALL ELSE OK.  IDLE SPEED +180, TIMING -3 DEG FAILED  CO AT
                    LANE - 4.88%.
 5.60       .34      NO LABEL. IDLE SPEED AND TIMING  SAME.  DEALER IN D.C. CLEANED CARB AND  TUNED
                    ENG  FOR EST  $186.04.

            .73      CODE 13 - POSSIBLE 02 CIRCUIT RICH.  EGR VALVE APPEARS TO BE STUCK. AIR
                    FILTER VERY  DIRTY. HIGH CO AT ALL CONDITIONS. OWNER REPORTEDLY HAD A DEALERSHIP
                    TUNE-UP WITHIN LAST 3 MONTHS  FOR $125.00. FAILED AT LANE HC-799 8. CO-8.44%.
10.93      2.21      OK.  OWNER REPORTED HAVING NEW EGR INSTALLED, CARB OVERHAULED 8. MAJOR TUNE-UP
                    BY SAME DEALER.

 5.11      1.60      MIXT LIM DEVICE BROKEN. IDLE  CO  GOES RICH AFTER SHORT IDLE PERIOD. TIMING  -4
                    DEG  FROM SPEC. EGR VAC LINE PLUGGED. AIR DOWNSTREAM AIR LINE KINKED. OIL 1  1/2
                    QTS  HIGH. FAILED CO AT STATE  LANE AT 4.76%.
 2.13      1.47      CHOKE IS RIVETED AND CANNOT BE SET.  AIR AND EGR HOSES SAME CONDITION.  GOT  TWO
                    TUNE-UPS FOR $83.75.

19.87      1.32      BUILD DATE NOT AVAILABLE. CODES  34,  35 8. 55 STORED. FAILED CO AT LANE-4.64%,
                    LIMIT 1.5%.
18.76      1.53      CHOKE NON-ADJUSTABLE, RIVETED. SAME CODES STILL STORED. IDLE CO VARIES,
                    SOMETIMES LOW, SOMETIMES HIGH. PAID $99.37 FOR A TUNE-UP 8. RE-INSP AT  A DC
                    EXXON STN.

 8.60      1.61      IDLE MIXT LIM ALTERED. IDLE SPEED +400. IDLE CO MEASURED HIGH DURING UNDERHOOD
                    INSP,  BUT VERY LOW DURING SHORT  TESTS. FAILED CO AT LANE.
 8.29      1.81      IDLE SPEED +700 NOW. DEALER PERFORMED  36K MAINTENANCE INTERVAL BUT ONLY
                    APPEARED TO  ADJUST THE IDLE SPEED,  COST $75.87, AND GAVE CAR REINSP TO PASS.

-------
VEH*
121


124




126


127


130


TEST
SEQ.
A

B
A
B



A
B

A
B

A

B
FTP
HC
.22

.26
3.68
2.94



2.11
2.06

.52
.77

1 .24

.97
RESULTS (g/mi)
CO NOX
2

3
27
28



51
54

10
17

1 1

1 1
.76

. 19
.44
. 1 1



.09
.05

.96
.22

.82

.96
.81

.77
2.67
1 .92



1 .59
.43

.31
.30

.62

.57
COMMENTS
RPM +250. TIMING +6 DEG . EMISSIONS VERY LOW ON ALL SHORT TESTS. BUT FAILED
AT LANE. HC-499, LIMIT 300.
RPM & TIMING SAME. SEARS GAVE ENGINE DIAGNOSIS AND TUNE-UP FOR $69.90.
IDLE SPEED +180, AIR BYPASS VALVE STUCK. FAILED HC-1105 AND CO-3.87% AT LANE.
FAST IDLE SPEED GREATER THAN SPECIFIED. DUMP VALVE NOT OPERATING CORRECTLY.
TIMING IS ADVANCED 10 DEG. IDLE CO TOO RICH. MECHANIC INDICATES PROBLEM WITH
COMPUTER SYSTEM, WILL NOT DO THIRD SEQUENCE. FORD DEALER CHG $136.38 FOR
EMISSIONS TEST AND NEW FUEL PUMP.
IDLE SPEED +200, RICH IDLE CO.
OIL ONE QUART LOW. PCV FILTER DIRTY. GULF STN IN VA CHG $20.00 FOR "CLEAN
CARB & ADJ TMG". IDLE & FTP EMISSIONS SAME.
EGR VALVE STICKING IN OPEN POSITION. IDLE SPEED +600. FAILED CO AT LANE.
02 SENSOR MAY BE FAULTY, BUT NO CODES STORED. OWNER GOT UNKNOWN REPAIRS FOR
ABOUT $20.
WORN CAP, ROTOR,' PLUGS. TIMING +7 DEG. EGR DIAPHRAGM LEAKS. AIR BYPASS VALVE
STUCK. PCV VALVE & FILTER DIRTY. NO LANE TICKET. PROBABLY FAILED BOTH HC 8. CO.
RPM +160, TIMING -2 DEG. CAR NEEDS THE RESTART IDLE TEST, OTHERWISE HIGH IDLE
                                                                                                                           PAGE B-5
131
133    A

       B
134
135
139
 .85


 .34



1.16

 .96




1 .57

1 .07
14.30


 6.27



19.92

14.65




38.31

19.95
.38


.42



.73

.75




.67

.65
A
B
A
B
. 16
.38
.45
. 27
1.51
4.63
6. 19
2.87
.94
.91
1 .02
1 .03
HC & CO. OWNER  GOT  MINOR TUNE-UP FOR ABOUT $37.

IDLE MIXTURE  TOO  RICH AT IDLE. CHOKE LIM DEVICE ALTERED.  TIMING 8  DEG BELOW
SPEC. 02 SENSOR SEEMS TO BE PEGGED LEAN AT IDLE. CAUSING  RICH  MIXT.  OWNER HAD
CARB OVERHAULED RECENTLY.  FAILED CO AT LANE-4.26%,  LIMIT  1.5%.
OIL LEVEL  LOW.  SEARS DID AN "ENGINE DIAGNOSIS", BUT UNCLEAR  WHAT WAS DONE.
NO CHARGE  BEC SEARS RECENTLY DID SOME WORK. EMISSIONS  LOW NOW.  NO  CHANGE TO
TIMING OR  IDLE  SPEED.

IDLE RPM +500.  TIMING 6 DEG LOW. AIR BYPASS DIVERTER VALVE STUCK.  FAILED
HC-609 AND CO-6.48% AT LANE, LIMITS 300 8.  1.5%
COOLANT SLIGHTLY  RUSTY. OIL IS SLIGHTLY OVERFULL.  CARBURETOR HAS GUM DEPOSITS
ON THE EXTERIOR EVAPORITIVE FAMILY IS EQ.  EMISSIONS ARE STILL  VERY HIGH. NO
APPARENT CHANGES  MADE. AMOCO STN DID "SERVICE CARB  & ADJ  TO  PASS", PLUS OIL
CHG, FOR $64.11.

RPM +200.  TIMING  +3 DEG. RICH IDLE CO. IDLE LIMITER DISABLED.  CHOKE VAC
DIAPHRAGM  LEAKS.  PLUGS WORN. FAILED CO AT  LANE-4.59%,  LIMIT  1.5%.
ENGINE IDLE SPEED IS NON-ADJUSTABLE. RPM +100, TIMING  +3  DEG.  A TUNE-UP
PLACE IN DC GAVE  "ADJ CARB" & RE-INSP. FOR $31.75.

ADDED TWO  QUARTS  OF OIL. NO BUILD DATE AVAILABLE.  CAR  FAILED AT LANE HC-146
AND CO-15.0%, BUT ALL EMISSIONS AT LAB VERY LOW.
DEALER GAVE AN  EMISSIONS CHECK AT NO CHARGE. PASSED AT LANE.

MIXTURE IS RICH.  FUEL ANALYSIS NOT AVAILABLE. MIXTURE  LIMITER  ALTERED. IDLE
SPEE +300, TIMING +5 DEG.  FAILED AT LANE HC-409 AND CO-12.3%.
IGNITION TIMING IS  7 DEG RETARD. IDLE SPEED IS +240. OWNER WENT TO DLR TWICE
BEFORE PASSING  AT LANE. GOT CARB OVERHAUL  & MISC TUNE-UP  WORK  FOR  $200.

-------
      TEST      FTP  RESULTS (g/mi)
VEH#  SEC).   HC         CO       NOX
                                                      COMMENTS
                                                                                                               PAGE B-6
144    A
       B
145    A
       B
146    A

       B
156
157
161
 .37
 .37
              .34
 .29
 .30
 .54

 .36


 .45


 .43


1 .47
       B     1 .58
       C     1 .85
158    A
       B
159    A

       B
       A
       B
162    A

       B
 .28
 .28
 .50

 .75



 .44

2.48
 .64


 .62

 .51

 .57
10.87
 9.08
                       8.69
 4.75

 4.50


 3.37


 3.69


25. 14
         32.29
         32.20
 4. 29
 4.00
 6.07

13.51



 7.96

46.38
15.98
 .42
 .44
                                 .45
 5.52       .71
 4.57       .90
 .36

 .41


 .43


 .77


 .40
            .48
            .49
 .95
1 .02
1 .20

1 .00



 .93

1.12
1 .94
14.63      1.77

 7.25       .67

 5.94       .64
NO APPARENT  PROBLEMS.  ALL SHORT TEST EMISSIONS LOW. FAILED  CO  AT  LANE - 4.29%.
CARBURETOR VENTURI  HAS DIRT ON WALLS. IDLE ADJUSTMENT LIMITING DEVICE BROKEN.
(PLUG REMOVED).  IGNITION TIMING IS 2 DEC LOW. PLUMBTESMO  SHOWS VERY SLIGHT AMT
OF PINK. CHEV  DEALER  CHECKED EMISSIONS, LOW, NO CHG & NO  REPAIRS.
IDLE MIXTURE SCREW  TURNED IN TO BRING MIXTURE SOLENOID DWELL TO 30  DEG. PULSE
AIR SYSTEM NOT WORKING PROPERLY.

CARB VERY DIRTY,  PLUGS WORN. ALL SHORT TESTS LOW.  FAILED  AT LANE  HC-470.
IDLE SPEED IS  SLIGHTLY HIGHER THAN SPECIFIED, (+70). OWNER  REPORTED PAYING
$150 FOR TUNE-UP.

ALTERNATOR BELT  WORN.  IDLE SPEED +125. NO FUEL LEAD ANALYSIS AVAILABLE. IDLE
CO RICH DURING UNDER-HOOD INSP, BUT LOW ON SHORT TESTS. FAILED LANE,  CO-5.23%.
ENGINE CURB  IDLE SPEED +150. GULF STN DID "LOW EMISSION TUNE",  PLUS SCOPE,
CLEAN CARB FOR $128.

IDLE MIXTURE LIMITING DEVICE PLUG HAS BEEN PUNCHED OUT. SPARK  PLUGS SOOTY.
PCV FILTER DIRTY. OIL 1/2 QUART LOW. DUMPS AIR TO  ATMOSPHERE AT PROLONGED
IDLE. FAILED HC-576 PPM & CO-4.42% AT LANE.
FAST IDLE SPEED  LOWER THAN SPEC. IDLE SPEED +250.  TIMING  IS 8  DEG RETARDED.
TIRE STORE ADJ CARB & REINSP FOR $35.51.

IDLE MIXTURE SCREW  PLUGS MISSING. SECONDARY VACUUM BREAK  DEFECTIVE. EVAPORATIVE
CANISTER FILTER  MISSING. RICH OXYGEN SENSOR INDICATION (CODE 45).  FAST IDLE
SPEED LOWER  THAN SPEC.  IGNITION TIMING -8 DEG. FAILED AT  LANE  HC-326 AND CO-4.29%.
TIMING UNCHANGED. AMOCO STN GAVE ADJ FOR 36.00. VEHICLE THEN PASSED AT S.W. STN.
SET CARB MIXTURE SOLENOID DWELL TO 30 DEG, USING AIR BLEED  SCREW.  NEW CARB
WOULD COST $415  AND TAKE 1 WEEK TO GET. SO SENT CAR HOME. WITHOUT 4TH SEQUENCE.

IDLE SPEED +500.  ALL  SHORT TESTS LOW. FAILED AT LANE HC-404 AND CO-1.56%.
NO FAST IDLE SPECIFICATION GIVEN. IDLE SPEED IS +350. ALL ELSE APPEARS THE
SAME. OWNER  SAID HIS  BROTHER MADE ADJ, THEN CAR PASSED AT LANE.

SPARK PLUGS  HAVE RICH MIXTURE SOOTY DEPOSITS. HIGH CO. ONLY AFTER PROLONGED
IDLE. FAILED CO  AT  LANE - 2.46%.
ENGINE OIL 1 QUART  LOW.  COOLANT LEVEL LOW. DELAY OF VACUUM  TO  DUMP  VALVE
APPEARS TO BE  TOO SHORT, BUT SOURCE OF PROBLEM CANNOT BE  PINPOINTED.  TIRE
DLR GAVE UNKNOWN REPAIRS FOR $168. PASSED AT LANE, ALTHOUGH EMISSIONS ARE
HIGHER THAN  BEFORE.
REPLACED DELAY VALVE  TO AIR DUMP SYSTEM.

TIMING -4 DEG. FAILED CO AT LANE - 6.29%.
OXYGEN SENSOR  BAD.  OWNER TOOK CAR TO A GULF STN FOR MINOR INEFFECTIVE REPAIR,
THEN TO FORD DLR FOR  AND UNKNOWN 3-WAY PART REPL FOR TOTAL  $139.16. DLR TOLD
OWNER TO USE RESTART  PROCEDURE, WHICH WORKED AFTER 3RD TRY.
NEW OXYGEN SENSOR INSTALLED.

CAR IS OK. PULSE AIR  SYSTEM MAY BE INADEQUATE. NO  BUILD DATE AVAILABLE. FAILED
LANE HC - 321  &  CO  -  2.24%.
CHOKE IS NOT ADJUSTED CORRECTLY. ALTERNATOR BELT IS LOOSE.  IDLE SPEED +230.
VA DLR GAVE  MAJOR TUNE FOR ABOUT $105.

-------
      TEST      FTP  RESULTS (g/mi)
VEH#  SEQ.   HC         CO       NOX                  COMMENTS                                                             PAGE B-7


169    A    3.77      11.31     2.45     ENGINE IDLE SPEED  IS AUTOMATICALLY CONTROLLED. IDLE MIXTURE PLUGS BROKEN  OUT.
                                         SECONDARY VACUUM BREAK  DEFECTIVE. CHARCOAL CANISTER FILTER MISSING.  OIL  IS
                                         SLIGHTLY GAS DILUTED AND  VERY DIRTY. INITIAL TIMING IS 2 DEC LOW. PLUMBTESMO
                                         SLT POS; FAILED HC  AT LANE - 1787 PPM.
       B    2.41      17.36     3.55     AIR FILTER IS DIRTY. ENGINE INITIAL TIMING IS 3 DEG LOW. PLUMBTESMO  SLIGHTLY
                                         POSITIVE. EXXON STN DID CARB OVERHAUL AND COMPLETE TUNE-UP FOR  EST $400.  COST
                                         UNCLEAR DUE TO OTHER MAJOR WORK.
       C    2.13      16.35     4.34     REPLACED AIR FILTER. REPLACED MISSING EVAPORATIVE CANISTER FILTER. CHANGED
                                         OIL 8. FILTER. CHANGED RADIATOR COOLANT. SET INITIAL TIMING TO  15 DEG BTDC.
                                         CHECKED SOLENOID DWELL  30 DEG.

171    A    4.58      30.70      .27     TEMPERATURE SENSOR  FOR  AIR DOOR DEFECTIVE. PCV VALVE BROKE WHEN INSPECTING.
                                         FUEL TANK PURGE SOLENOID  DEFECTIVE. AIR INJECTION TUBES HAVE HOLES.  IDLE  SPEED
                                         +100. DIVERTER VALVE DEFECTIVE. FAILED CO AT LANE - 5.5%.
       B     .55       9.88      .21     COMBINATION AIR TUBE &  CRANKCASE VENT TUBE GROMMET LEAKING OIL  EXCESSIVELY.
                                         CANISTER PURGE SOLENOID LEAKS VACUUM. SEARS DID UNKNOWN REPAIRS FOR  $180. CHEV
                                         DLR REPL PULSE AIR  UNDER  WARRANTY, ALSO SET CARB MIXTURE AND GAVE REINSP  FOR
                                         $62.90.

172    A    1.11      17.34      .33     AIR CLEANER TEMPERATURE SENSOR DEFECTIVE. PLUMBTESMO SLT POS.  FAILED AT  LANE,
                                         HC - 353 & CO - 7.12%.
       B    1.13      16.95      .33     GULF STN GAVE REINSP &  PASS FOR $12.00. NO REPAIRS. IDLE CO ON  LAB TESTS  SHOWED
                                         IT STILL SHOULD FAIL.
       C     .72       8.73      .32     REMOVED AND REPLACED CARBURETOR.  ADJUSTED IDLE SPEED TO MANUFACTURERS
                                         SPECIFICATIONS ©700 RPM IN DRIVE.

175    A     .68       7.14     1.42     METAL HOSE FROM CHECK VALVE TO ENGINE HAS A HOLE IN IT. PCV FILTER IS
                                         EXCEPTIONALLY DIRTY. EVAPORATIVE CANISTER FILTER MISSING. OIL  LEVEL  IS
                                         EXCESSIVELY LOW. FAST IDLE SPEED IS GREATER THAN SPECIFIED. IDLE CO  TOO  RICH.
                                         FAILED AT LANE, HC  - 314  & CO - 6.06 %.
       B     .48       5.91      1.08     SPARK PLUGS ARE WORN. FAST IDLE SPEED LOWER THAN SPEC. INITIAL  TIMING IS  2
                                         DEG RETARDED. OLDS  DLR  IN MD DID INTERNAL CARB ADJ 8. MINOR SERVICE FOR ABOUT
                                         $133.

177    A    2.66      60.15      .48     IDLE MIXTURE PLUGS  BROKEN OUT. EVAP CANISTER FILTER MISSING. FAST IDLE SPEED
                                         GREATER THAN SPEC.  TIMING -2 DEG. FAILED CO AT LANE.
       B     .33       3.55     2.79     IDLE MIXTURE LIMITING DEVICE PUNCHED OUT. ENGINE SPEED SENSOR  DEFECTIVE.
                                         VEHICLE SPEED SENSOR CIRCUIT MALFUNCTION. EGR SYSTEM DOUBLE-CHECKED  AND  IS OK.
                                         NO THIRD SEQUENCE GIVEN.  OLDS DLR REPL CHK VLV AND INTAKE MAIN  PIPE  FOR  AIR
                                         SYSTEM, AND REPL ECM, ALL UNDER WARRANTY.

179    A    3.02      88.05      .11     INITIAL TIMING IS UNREADABLE-NO MARKS GIVEN. CURB IDLE SPEED IS HIGHER THAN
                                         SPEC. IDLE CO EXCESSIVELY HIGH. LANE ICO=10.51.
       B    2.03      44.13      .25     NO OBVIOUS PROBLEMS WERE  FOUND. NO THIRD SEQUENCE WILL BE PERFORMED  SINCE WE
                                         DON'T HAVE THE PROPER EQUIPMENT FOR THIS TYPE OF VEHICLE. NO CHARGE, PASSED AT
                                         LANE. ADJUSTED FUEL INJECTION SYSTEM.

182    A    1.45      76.04      .73     PCV VALVE IS BROKEN. CODE 55 STORED, MAY BE AN ERROR. FAST IDLE SPEED LOWER
                                         THAN SPEC. EGR VALVE INOPERATIVE. CURB IDLE SPEED +100.
       B     .40       6.50     2.57     EGR VALVE FROZEN. STILL SHOWS CODE 55. OWNER GOT A TUNE-UP FOR  $39.95.
       C     .32       1.55     1.24     INSTALLED NEW EGR VALVE AND SET IDLE SPEEDS.

-------
      TEST     FTP RESULTS  (g/mi)
VEH*  SEQ.   HC        CO       NOX
                                                      COMMENTS
                                                                                                                          PAGE B-8
192






199




204

21 1




213


221





223


228





230




A



B


A

B

C
A
B
A


B

A
B

A

B


C
A

B
A

B


C
A

B

C
.69



.38


1 .59

1 .09

.80
1.41
1 .45
1 .95


2.09

1 .07
.76

4.09

1 .34


1 .63
.28

.23
1 . 20

1.14


.88
1 .59

1 .50

.84
3



3


25

18

14
10
7
50


49

13
3

56

24


33
5

4
21

20


13
26

26

15
.76



.82


.81

.51

.32
.52
.58
.35


.00

.72
.27

.22

.73


.79
.57

.83
.63

.54


.40
.79

. 17

. 19
.51



.64


1.21

1 .25

1.12
3.75
3.59
.65


.77

1 . 24
1 .05

1.11

2.52


1 .26
.85

.98
1.11

1 .09


1 .06
.62

.60

.79
AIR CLEANER TEMP SENSOR DEFECT. AIR FILT CLOGGED W/DIRT. SPK PLUGS WORN. BOTH
CANISTER PURGE SLNDS DEFECTIVE. EXTERNAL OIL LKAGE . SPK PLG WIRES DFCTV . FAST
IDLE SPD LOWER THAN SPEC. PULSE AIR VACUUM VLV IS INOPERATIVE. INIT TIMG IS 6
DEG RETARD. IDLE SPD IS +200. PLUMB SLT POS . LANE CO - 4.93%.
AIR INJECTION TUBES RUSTED AND LEAKING. CANISTER PURGE SOLENOID LEAKS VACUUM.
TEMPERATURE SENSOR FOR HEAT DOOR INOPERATIVE. INITIAL TIMING 7 DEG LOW. IDLE
SPEED +450. CHEV DLR IN DC DID CARB WORK 8. MISC FOR ABOUT $250.
PLUG APPEARS FOULED. PCV VALVE AND FILTER IS VERY DIRTY. FAST IDLE SPEED
HIGHER THAN SPEC. EXHAUST SYSTEM LEAKS. FAILED CO AT LANE- 3.03%.
IDLE MIXTURE PLUG MISSING. IDLE CO HIGH ONCE DURING LAB INSP, VERY LOW DURING
SHORT TESTS. TIRE DLR REPL AIR FLTR AND GAVE REINSP FOR $32.73.
LAB ADJUSTED IDLE MIXTURE AND CURB IDLE SPEED.
IDLE MIXTURE IS TOO RICH. FAILED CO AT LANE: 3.39%.
TIMING +6 DEG. VOLVO DLR ADJ LAMBDA DUTY CYCLE FOR $21.08.
AIR FILTER EXCESSIVELY DIRTY. SPARK PLUGS WORN. VACUUM ADVANCE ASSEMBLY
DIAPHRAGM LEAKS. NO ENGINE SPECIFICATIONS AVAILABLE. ENGINE DECAL MISSING.
FAILED CO AT LANE - 3.94%.
OWNER PAID ABOUT $75 FOR A MINOR TUNE-UP AND RE- INSPECTION FEE. NO 3RD
SEQUENCE WAS DONE BECAUSE OWNER COULD NOT WAIT ANY LONGER.
IGNITION TIMING UNREADABLE. IDLE CO AND HC HIGH. FAILED CO AT LANE - 7.01%.
COLD START VALVE DEFECTIVE. VACUUM ADVANCE DIAPHRAGM LEAKS. A FRIEND AT BMW
DEALERSHIP ADJ AIR FLOW METER AT NO CHG .
AIR CLEANER VACUUM HOSE IS NOT FITTING CORRECTLY. FAST IDLE SPEED LOW. IDLE
SPEED IS +350. TIMING IS +8 DEG. FAILED AT LANE HC:733 AND C0:4.68%.
HOSE FROM EGR TVS CROSSED WITH HOSE FROM SWITCHING VALVE TVS. AC NOT WORKING,
HOSE LEAKING. AC SOLENOID NOT WORKING. IDLE SPEED +500. DLR GAVE MINOR TUNE FOR
$66.25.
CHANGE HOSE AT EGR TVS WITH HOSE FROM SWITCHING VALVE.
IDLE SPEED +100, EGR DIAPHRAGM APPEARS TO LEAK. FAILED HC : 312 AND CO: 2.16%
AT LANE.
GAS STN GAVE RE-INSP FOR $10.60. NO REPAIRS MADE.
IGNITION TIMING MARKS NOT VISIBLE. HIGH CO EMISSIONS. DURING UNDERHOOD INSP
ONLY. FAILED CO AT LANE: 5.89%.
CAR NEEDS PLUGS AND WIRES. PLUG FOR MIXTURE ADJUSTMENT IS MISSING. CAR
ADJUSTED BY A FRIEND, WHO OWNS A SERVICE STN, AT NO CHG, BUT NO APPARENT CHANGES
MADE.
SPARK PLUGS AND CABLES REPLACED. MIXTURE SET.
HOSE FROM CCEV CROSSED WITH HOSE FROM AIR CLEANER SENSOR. FAILED AT LANE
HC:538 8. CO: 13.08%.
AIR CLEANER TEMPERATURE SENSOR NOT FUNCTIONING. TIMING IS -2 DEG. OWNER PAID
$35.22 AT A SERV STN FOR "SET TO SPECS".
ADJUST IDLE MIXTURE.

-------
       TEST
VEH*   SEQ.
        FTP RESULTS  (g/mi)
      HC         CO        NOX
                                                       COMMENTS
                                                                                                               PAGE  B-9
 231
234
245
257
258
266
270
A

B

C

A

B
1 .00

8.32

 .56

 .40

 .36


3.75
              .48
     2.42

     1 .08

     1 .50


     1.11

      .90
 13.46     1.64

181.07      .32

  4.83      .87

  6.31      .45

  4.88      .47
                      55.91
                       8.69
                      15.12

                      11.81
                                3.34
B
C
A
B
A
B
C
A
.98
1 .04
.46
.20
2.41
2. 14
1 .28
.43
1 1 .
10.
4.
2.
59.
51 .
28.
7.
56
81
62
53
62
67
28
10
2.88
.93
.65
.78
1 .89
2.08
.81
2.04
                                1.21
       C      .65       6.91       .67

268    A     1.92      46.15       .55
         74.81       .35

         32.26       .62

         20.94      1.58
                    1 .46

                    1 .44
OIL LEVEL  IS ONE  QUART LOW.  INITIAL TIMING MARK NOT FOUND. FAILED  AT  LANE
HC:936 AND CO:12.19%.  EPA EST MILEAGE OF THIS VEH FROM OWNERS  STATEMENTS.
FUEL INJECTION  COMPONENTS MAY BE DEFECTIVE. INITIAL TIMING IS  -14  DEG FROM
SPEC. IDLE SPEED  IS  100 RPM.  GAS STN ADJ FUEL INJECTION FOR $19.08.
OXYGEN SENSOR REPLACED & IDLE MIXTURE ADJUSTED. TIMING STILL -14 DEG.

PULSE AIR TUBES RUSTED THROUGH.  TIMING +7 DEG, IDLE SPEED +100. FAILED HC-314
AND CO-5.93% AT LANE.
PULSE AIR TUBES RUSTED THROUGH.  SPENT $49.43 FOR TUNE-UP AT AN AUTO  SERVICE
CENTER.

BUILD DATE NOT  AVALIABLE.  CARBURETOR ASSEMBLY IS EXCEPTIONALLY DIRTY.  CANISTER
FILTER IS MISSING.  IDLE SPEED IS AUTOMATICALLY CONTROLLED. FAST IDLE  SPEED LOWER
THAN SPECIFIED. EGR  VALVE DOES NOT WORK. INITIAL TIMING IS -13 DEG.  FAILED CO AT
LANE: 8.12%.
TIMING IS -3 DEG  NOW.  2 REPAIRS AND RETESTS BEFORE PASSING. BUICK  DLR FIRST DID
A MIXT ADJ, THAN  ANOTHER ONE  & A NEW DIST CAP, FOR $67.00 TOTAL.
REPLACED EGR VALVE.

HOSE FROM CARBURETOR TO PURGE CONTROL SOLENOID OFF. IDLE RPM  100 LOW.  FAILED
CO AT LANE: 2.55%.
OWNER PAID $119.36  FOR CARB WORK, AND RE-INSP AT A GAS STN.

AIR FILTER IS EXCEPTIONALLY DIRTY. PCV VALVE EXCEPTIONALLY DIRTY.  TIMING
MARKS UNREADABLE.  IDLE CO AND HC TOO RICH. FAILED AT LANE HC:450 AND  CO:12.27%.
DIVERTOR VALVE  CONSTANTLY DUMPS. EGR VALVE STUCK CLOSED. GAS STN "SET EMISSION
CONTROL  FOR INSP"  FOR  $36.69, INCL RE-INSP FEE.
REPLACED EGR VALVE.

DISTRIBUTOR ROTOR  &  CAP WORN. DIVERTER VALVE DUMPS CONSTANTLY, VACUUM PROBLEM.
EGR VALVE DIAPHRAGM  LEAKS. OIL LEVEL IS EXCESSIVELY LOW. OIL  IS VERY  DIRTY.
CLNT IS  VERY LOW.  CLNT IS VERY RUSTY. INIT TIMING IS RETARD 6  DEG  FROM SPEC.
IDLE SPEED HIGHER  THAN SPEC.   IDLE CO AND HC TOO RICH.  LANE HC -  293,
CO - 11.98.
DIVERTER DUMPS  CONTINUOSLY, ELECTRONICS. EGR VALVE DIAPHRAGM LEAKS.  TIMING
IS RETARDED. SERVICE STATION  REPLACED AIR FILTER. PCV VALVE 8.  VENT FILTER,
FUEL 8. OIL FILTERS.  DID NOT PASS. SECOND SERVICE STATION PASSED CAR.  $44.58
FOR PARTS 8. LABOR  AT FIRST STN.   INSP FEE ONLY AT 2ND STN.
TIMING CORRECTED.  AIR  PUMP STILL DUMPS TOO MUCH. NEW EGR VALVE INSTALLED.

CARBURETOR ASSEMBLY  IS EXCEPTIONALLY DIRTY. PCV FILTER IS EXCEPTIONALLY DIRTY.
ENGINE OIL IS EXCEPTIONALLY DIRTY. ENGINE OIL IS VERY LOW. HEATED  AIR DUCT
MISSING. IDLE MIXTURE  LIMITING DEVICE IS MISSING. CURB IDLE SPEED  IS  -80.
FAILED CO AT LANE:  4.8%.
CHOKE STAYS ON  DUE  TO  POOR ELECTRICAL CONNECTION. OWNER BOUGHT MINOR  PARTS
FOR $9.93 AND PASSED RE-INSP. UNCLEAR IF ANY REPAIRS OR ADJ WERE MADE.
ELECTRIC CHOKE  CONNECTION CLEANED.

TEMPERATURE SENSOR  NOT WORKING.  SPARK PLUGS WORN. OIL LEVEL IS TWO QUARTS
LOW. INITIAL TIMING  IS -2 DEG. IDLE SPEED IS -260. IDLE CO RICH AT UNDERHOOD
INSP, BUT LOW ON  SHORT TESTS. FAILED CO AT LANE: 5.34%.
OWNER HAD MINOR MAINT  PERFORMED, BUT ALL WAS UNRELATED TO THE  EMISSIONS
FAILURE, FOR $37.  PASSED RE-INSP AT LANE.
IDLE MIXTURE AND  IDLE  SPEED SET TO SPEC.

-------
      TEST     FTP RESULTS  (g/mi)
VEH#  SEQ.   HC        CO        NOX                  COMMENTS                                                             PAGE  B-10


272    A    7.11     152.36      2.74     CODE 45 SHOWING RICH OXYGEN  SENSOR.  HOSE TO SPEED CONTROL OFF, HOSE CONNECTED
                                         WRONG.  EGR VALVE DIAPHRAGM LEAKS.  LANE IHC=347, ICO=3.54.
       B    7.22     150.27      2.81     CURB IDLE SPEED IS ELECTRONICALLY  CONTROLLED. AIR CLEANER TEMPERATURE SENSORS
                                         ARE INOPERATIVE. SPARK PLUGS ARE WORN. RICH OXYGEN SENSOR INDICATION, CODE 45.
                                         EGR VALVE DEFECTIVE. REPAIR  SHOP REPLACED CRANKCASE FILTER. $15.00 FOR EMISS
                                         TEST.  $12.53 FOR FILT.
       C    7.57     152.74      1.97     REPLACED EGR VALVE, SPARK PLUGS, AIR CLEANER PVS SWITCH, AND HOT AIR DOOR
                                         TEMPERATURE SENSOR.

274    A    5.39     207.52       .19     VACUUM ADVANCE ASSEMBLY LEAKS VACUUM.  HEATED AIR DUCT DAMAGED. COLD START
                                         INJECTOR UNPLUGGED. IDLE CO  IS TOO RICH. TIMING MARKS NOT PRESENT. IDLE  SPEED
                                         IS + OR - 75 RPM. LANE IHC=305,  ICO=13.78.
       B     .98      8.12       .36     HOLE IN TAILPIPE. NO SPECS AVAILABLE FOR TIMING. WHEN MEASURED, TIMING WAS ON
                                         THE "1" MARK. DEALER REPLACED OXYGEN SENSOR ($75.08) TOTAL COST $131.16
                                         INCLUDING IDLE SPEED ADJUSTMENT  &  CLEANING INJECTORS.

-------
Appendix C:  Results of Federal Test Procedures

-------
VEHICLE
NUMBER
2
4
5
8
14
17
19
20
21
24
26
28
29
39
40
41
42
43
46
47
48
49
51
52
102
103
104
105
108
109
1 1 1
1 15
120
121
124
126
127
130
131
133
134
135
139
144
145
146
156
157
158
159
161
SCORES FROM FIRST
HC CO NOx
(9/mi) (g/mi) (g/mi )
4
2
1
1
3
2


1





1
1
2
2
1
3

2
3
1
2
1

1

10




3
2

1

1
1






1


2
.03
.04
.51
.36
.07
.24
.43
.57
.41
. 1 1
. 15
.30
.65
.74
. 12
.69
. 19
.41
.39
.23
.94
.03
.38
.06
.22
.48
.38
. 16
.39
.30
.31
.53
.46
.22
.68
. 1 1
.52
.24
.85
. 16
.57
. 16
.45
.37
.29
.54
.45
.47
.28
.50
.48
55.
44.
23.
23.
62.
23.
4.
8.
9.
1 .
9.
3.
12.
2.
9.
34.
36.
57.
22.
82.
2.
33.
75.
23.
27.
14.
5.
14.
6.
179.
5.
19.
8.
2.
27.
51 .
10.
1 1 .
14.
19.
38.
1 .
6.
10.
5.
4.
3.
25.
4.
6.
46.
76
61
63
10
33
49
39
80
71
09
99
71
17
64
34
82
13
89
03
40
29
30
00
16
48
00
19
42
70
85
1 1
87
60
76
44
09
96
82
30
92
31
51
19
87
52
75
37
14
29
07
38
1
1
1

1
2
2

2
2
1
1
1
3
1
1
3
1
3
1
2
1
3
2
1
1
2
1


1
1
1

2
1






1






1
1
.23
.00
.09
.59
.07
.54
.50
.77
.31
. 13
.52
.47
.82
.31
.26
.41
. 17
.43
. 28
. 13
.70
.92
. 22
.70
.31
.58
.78
. 19
.35
.73
.60
.32
.61
.81
.67
.59
.31
.62
.38
.73
.67
.94
.02
.42
.71
.36
.43
.40
.95
.20
. 12
FTP
MPG
17
19
23
26
23
15
26
35
19
25
21
29
27
16
17
17
16
16
19
1 1
18
15
19
19
15
15
18
21
26
12
18
22
30
31
15
22
24
14
25
15
17
24
28
26
27
29
17
18
28
21
15
.46
.66
.64
.72
.29
.99
. 13
.90
.26
.23
.87
.05
.58
.26
.49
.38
.33
.80
.94
.55
.62
.09
.97
.52
.62
.32
.37
.96
.27
. 16
.57
. 10
.49
.04
.83
.64
.01
.89
.26
.45
. 26
.88
.25
.91
.06
.83
.37
.49
. 18
.49
.52
SCORES FROM SECOND FTP
HC CO NOX MPG
(g/mi) (g/mi) (g/mi)
2
2


2
3


1





1

3
1
1


1
1
1
1
2



1




2
2




1






1



.74
.74
.79
.73
.29
.07
.44
.42
.53
. 10
. 17
.33
.28
.63
.26
.91
.06
.32
.30
.55
.64
.57
.93
.20
.49
.88
.27
.97
.34
.80
.29
.49
.48
.26
.94
.06
.77
.97
.34
.96
.07
.38
. 27
.37
.30
.36
.43
.58
.28
.75
,64
45
69
9
13
50
34
4
4
9

5
3
2
3
12
6
51
1 1
16
9
2
22
50
28
18
93
3
13
5
10
2
18
8
3
28
54
17
1 1
6
14
19
4
2
9
4
4
3
32
4
13
15
.82
.38
.37
. 13
.21
.20
.87
.31
.50
.99
.52
.70
.50
.76
.02
.23
.31
.55
.87
.09
.69
.68
.33
.75
.97
.86
.25
. 14
.60
.93
. 13
.76
.29
. 19
. 1 1
.05
.22
.96
.27
.65
.95
.63
.87
.08
.57
.50
.69
.29
.00
.51
.98
1

1

1
2
2
1
1
2
1
1
1
3
1
1
3
4
3
1
1
1
3
2

1
2
1

2
1
1
1

1







1





1
1
1
. 24
.84
.40
.47
.61
.28
. 16
.02
.81
.04
.58
.66
.96
.26
.81
.67
.04
.97
. 1 1
.56
.60
.80
.04
.69
.69
.38
.54
. 19
.34
.21
.47
.53
.81
.77
.92
.43
.30
.57
.42
.75
.65
.91
.03
.44
.90
.41
.77
.48
.02
.00
.94
16
19
22
24
26
15
26
28
19
25
22
28
27
14
18
18
15
17
19
13
17
15
20
19
14
12
19
21
23
15
19
21
30
29
17
21
24
14
25
15
17
24
29
26
27
28
17
18
28
19
15
. 14
.25
.42
.68
.25
.00
.05
.85
.53
. 15
.77
.58
.92
.97
.21
.37
.80
.95
.91
.29
. 10
.49
.85
.75
.81
.59
.06
.78
.98
.65
.32
.74
.94
.52
.51
.94
.64
.46
.71
.06
.80
.36
.80
.78
.95
.46
.76
.39
.09
. 15
.24
SCORES FROM THIRD FTP
HC CO NOx MPG
(g/mi) (g/mi) (g/mi) PAGE C-l
_
- - - -
_ _ _ _
_ _
- - - -
_
_ _ _ _
- - - -
- - - -
- - - -
_
- - - -
_
_
- - - -
-
- . -
.52 3.05 1 .85 17.88
1 .09 7.38 2.11 20. 12
_
- - - -
_ _ _ _
1 .57 51 .88 2.38 20.49
- - - -
_
- - - -
.25 3.12 1 .47 17.86
- - - -
- - - -
_
- - - -
_ _ _ _
- - - -
_
- - - -
- - - -
_
- - - -
- - - -
- - - -
_
- - - -
_ - _
.34 8.69 .45 26.69
- - - -
- - - -
- - - -
1 .85 32.20 .49 18.96
- - - -
.44 7.96 .93 19.25
.62 14.63 1.77 15.26

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VEHICLE
NUMBER
162
169
171
172
175
177
179
182
192
199
204
21 1
213
221
223
228
230
231
234
245
257
258
266
268
270
272
274
SCORES FROM FIRST
HC CO NOx
(g/mi) (g/mi) (g/mi)
.51
3.77
4.58
1.11
.68
2.66
3.02
1 .45
.69
1 .59
1.41
1 .95
1 .07
4.09
.28
1 .20
1 .59
1 .00
.40
3.75
.46
2.41
.43
1 .92
1 .50
7.11
5.39
7.25
11.31
30.70
17.34
7. 14
60.15
88.05
76.04
3.76
25.81
10.52
50.35
13.72
56.22
5.57
21 .63
26.79
13.46
6.31
55.91
4.62
59.62
7.10
46. 15
20.94
152.36
207.52
.67
2.45
.27
.33
1 .42
.48
. 1 1
.73
.51
1.21
3.75
.65
1 . 24
1.11
.85
1.11
.62
1 .64
.45
3.34
.65
1 .89
2.04
.55
1 .58
2.74
. 19
FTP
MPG
26.73
19.20
23.41
26.41
20.05
16.38
19.84
15.21
27. 10
20.61
21 .56
26.03
23.79
17.59
26.50
21 .45
15.01
20.52
28.73
16.40
26.80
13.32
13.52
21 .72
20.88
1 1 .42
15. 28
SCORES FROM SECOND FTP
HC CO NOX MPG
(g/mi) (g/mi) (g/mi) .
.57
2.41
.55
1.13
.48
.33
2.03
.40
.38
1 .09
1 .45
2.09
.76
1 .34
.23
1.14
1 .50
8.32
.36
.98
. 20
2. 14
.48
2.42
1.11
7 . 22
.98
5.94
17.36
9.88
16.95
5.91
3.55
44. 13
6.50
3.82
18.51
7.58
49.00
3.27
24.73
4.83
20.54
26. 17
181 .07
4.88
1 1 .56
2.53
51 .67
8 .69
74.81
15.12
150.27
8.12
.64
3.55
. 21
.33
1 .08
2.79
. 25
2.57
.64
1 . 25
3.59
.77
1 .05
2.52
.98
1 .09
.60
.32
.47
2.88
.78
2.08
1.21
.35
1 .46
2.81
. 36
27.24
17.59
25.50
25.86
19.79
18.43
21 .39
18.00
25.95
21 .09
21 .56
26.30
24.09
21 .34
25.56
21 .37
14.93
14.93
27. 76
19.38
26.89
13.77
12.39
17.97
21 .59
1 1 .45
22. 13
SCORES FROM THIRD
HC CO NOx
(g/mi) (g/mi) (g/mi)
_
2.13
-
.72
-
-
-
.32
-
.80
-
-
-
1 .63
-
.88
.84
.56
-
1 .04
-
1 .28
.65
1 .08
.90
7.57
-
_
16.35
-
8.73
-
-
-
1 .55
-
14.32
-
-
-
33.79
-
13.40
15.19
4.83
-
10.81
-
28 . 28
6.91
32.26
11.81
152.74
-
_
4.34
-
.32
-
-
-
1 .24
-
1.12
-
-
-
1 .26
-
1 .06
. 79
.87
-
.93
-
.81
.67
.62
1 .44
1 .97
-
FTP
MPG
_
18.10
-
27.41
-
-
-
17.45
-
22.02
-
-
-
20.85
-
19.66
16.39
20.97
-
19.24
-
13.50
13.22
22.07
21 .43
11.52
-
PAGE   C-2

-------
      Appendix D:  Results of
     Idle-Neutral Modes  of Short
Tests during the First Test Sequence

-------
FOUR-MODE IDLE
VEHICLE FIRST MODE THIRD MOOE-
NUMBER HC (ppm) CO (%) HC (ppm) CO (V)
2
4
5
8
14
17
19
20
21
24
26
28
29
39
40
41
42
43
46
47
48
49
51
52
102
103
104
105
108
109
1 1 1
1 15
120
121
124
126
127
130
131
133
134
135
139
144
145
146
156
157
158
159
161
162
169
171
172
175
177
179
182
192
199
204
21 1
213
221
223
228
230
231
234
245
257
258
266
268
270
272
274
510
250
75
80
240
40
120
40
300
20
20
40
400
300
90
230
490
250
100
320
190
375
220
50
800
50
ISO
22
37
650
18
85
25
20
800
260
230
220
200
335
130
40
300
70
35
1 15
180.
130
40
30
160
80
1000
120
145
260
100
130
35
50
45
1 10
135
90
35
10
15
20
20
45
900
90
185
20
20
40
45
1 15
6.80
"1.50
1 .80
3.30
2.40
.02
1.30
.90
1 . 10
.02
.70
.05
6.00
.04
.05
3.00
5.40
5.40
.50
5.30
.02
5.40
4.00
1 .35
6.80
. 15
2.80
.25
.05
5.20
.15
1 .20
.04
.02
2.00
3.10
2.60
3.60
4. 10
2.60
3.20
.05
3.20
. 15
.04
.60
1 .50
1 .55
.05
.04
1.10
.50
. 1 1
2.05
1 .90
4.40
1 .20
2.80
.03
. 15
.03
1 .35
1 .30
1 .90
.07
.03
.09
.40
.04
.08
.21
.86
2.80
.03
.31
.29
.30
3.80
700
250
105
65
240
40
80
50
310
20
20
40
390
130
100
215
510
230
100
330
160
350
190
60
600
50
160
21
23
880
25
70
20
35
800
310
180
210
190
350
130
35
250
35
40
70
25
135
30
20
140
80
740
120
150
40
100
140
75
25
65
105
140
85
190
10
20
30
15
25
700
80
190
95
20
40
60
120
7.40
2.00
3. 10
2.60
2.60
.02
1 .20
.60
1 .30
.02
.40
.07
5.60
.04
.05
2.90
6. 10
5.20
1 .00
5.40
.02
5.20
4.00
1 . 10
5.00
. 15
2.60
.40
.04
5.40
.22
.90
.04
.02
2.20
3.50
3.00
3.40
3.60
2.60
3.50
.05
2.50
.06
.04
.09
.04
1 .40
.04
.04
1 .25
.65
. 15
1 .85
1 .70
. 12
1 .20
3.00
.70
.05
.04
1 .20
1 .60
1 .85
.80
.03
.08
.20
.03
.03
.22
.48
2.90
2.00
. 10
.20
.55
3.60
LOADED TWO-MODE
IDLE MODE
HC (ppm) CO (%)
700
350
130
50
260
50
20
60
300
20
20
40
390
230
70
205
340
220
100
275
220
370
200
40
800
60
170
43
23
520
25
70
25
20
300
245
190
40
190
290
135
30
320
25
35
85
20
130
35
30
140
60
720
120
145
20
95
140
60
25
65
100
130
85
370
10
20
25
20
15
600
80
180
20
70
70
90
120
7.40
1 .80
3.60
2.10
2.85
.02
.02
.70
1 .40
.02
.03
.05
5.80
.04
.04
3.00
3.70
5.00
1 .00
4.60
.02
5.40
4.10
1 . 10
6.00
. 19
3.00
.20
.03
3.00
.25
1 . 10
.03
.02
.08
3.60
3.40
.05
4.00
2.10
3.30
.05
3.00
.04
.04
.20
.04
1 .40
.04
.04
1 .30
.21
. 14
2. 10
1 .80
. 10
1 .20
3.10
.25
.05
.04
1 .20
.1 .20
1 .80
1 .60
.03
.07
.30
.04
.03
.22
.50
2.80
.02
.95
.28
1 .00
3.60
RESTART IDLE
HC (ppm) CO (%)
700
240
75
55
220
40
100
50
320
20
20
40
370
125
65
215
350
230
100
305
150
360
190
45
650
50
170
21
23
100
30
50
20
60
800
250
180
40
190
320
120
30
260
40
40
80
20
105
35
20
125
80
850
125
150
25
95
140
40
30
50
95
140
85
60
10
20
40
15
20
480
80
190
20
20
65
140
560
7.40
1 .90
2.10
1 .60
2.40
.02
1 .20
.60
1 .20
.02
.02
.05
5.40
.04
.05
3.00
4.00
4.90
.80
5.00
.02
5.40
4.00
.40
4.50
. 12
2.80
.20
.03
2.20
. 18
.33
.04
.02
2.00
3.20
3.10
.05
3.50
2.40
3.20
.04
2.50
.06
.04
. 10
.04
1 .00
.04
.04
1 .20
.80
. 16
1 .90
1 .70
.09
1 . 10
2.80
.04
.05
.03
1 .20
1 .70
1 .80
.35
.03
. 10
.50
.03
.03
. 19
.39
2.70
.03
.25
.30
2. 10
3.50
PAGE D-1

-------
    Appendix E:  Results of Idle Neutral
 Modes of Short Tests of Vehicles which had
High Idle Emissions after Commercial Repairs

-------
                    FOUR-MODE IDLE                LOADED  TWO-MODE
VEHICLE     FIRST MODE          THIRD MODE           IDLE MODE           RESTART IDLE
NUMBER   HC (ppm)  CO (%)    HC (ppm)  CO HI)     HC  (ppm)   CO  (*)     HC (ppm)   CO (*)
                                                                                           PAGE E-1
2
4
42
49
126
127
133
231
350
380
400
290
230
250
450
420
3.70
6. 10
5.50
3.50
3.50
2.60
3.70
1.20
325
390
390
280
230
260
480
360
3.80
6.80
6.00
3.50
3.30
3.60
3.70
1.20
325
390
390
290
280
230
400
420
3.50
6.60
5.50
3.50
4.00
3.20
3. 10
1 .20
300
380
400
285
250
220
450
410
3.80
6.40
6. 10
3.70
3.20
3. 10
3.50
1.20

-------